VP-94 History
Circa 2007
A BIT OF HISTORY: "...COMRESPATWING Disestablishment Ceremony - June 23, 2007 - Flyer (Squadrons: VP-60, VP-62, VP-64, VP-65, VP-66, VP-67, VP-68, VP-69, VP-90, VP-91, VP-92, VP-93 and VP-94)..." Contributed by ROBIDEAU, AWCS Larry Retired larobidoo@comcast.net [30JAN2008]
DEPARTMENT OF THE NAVY COMMANDER RESERVE PATROL WING NAVAL AIR STATION JOINT RESERVE BASE WILLOW GROVE, PENNSYLVANIA 19090-5010 June 23, 2007
Dear Reserve VP Alumni,
It is a distinct pleasure to welcome you to the Reserve VP reunion. Many of you have traveled great distances and arranged your busy schedules to attend this celebration with your shipmates; your presence truly makes this a memorable occasion. Thank you for coming.
This evening's event is a commemoration of our service to country, and the camaraderie we have attained through our common experiences. I'm confident it will afford each of you the opportunity to rekindle and share memories of times gone by, with much fondness and laughter.
Since their inception in 1970, Reserve Patrol Wing squadrons have played a significant role in the United States Navy's maritime strategies. You, the Citizen Sailors of yesterday and today, were and continue to be an indispensable component of our Navy. From both coasts of our great nation and everywhere in between, you and your shipmates left homes and careers behind, answering America's call. You flew and maintained the venerable P2 Neptune and P-3 Orion aircraft, training for missions and detaching worldwide. You leave behind a proud legacy. I congratulate each of you and I'm honored to call all of you "shipmates."
We must also remember to pay tribute to our families, for their sacrifice has been great. They, too, have borne the burden of service, and are most deserving of our gratitude. If your family is not present this evening, please pass to them my sincere thanks and admiration.
As this chapter in the annals of the United States Navy closes, let us remember that the legacy continues. The Navy you helped build remains strong, proud, and incredibly capable. Fair Winds and Following Seas!
Christopher A. Patton CAPT USN
A BIT OF HISTORY: "...COMRESPATWING Disestablishment Ceremony - June 23, 2007 - Brochure (Squadrons: VP-60, VP-62, VP-64, VP-65, VP-66, VP-67, VP-68, VP-69, VP-90, VP-91, VP-92, VP-93 and VP-94)..." Contributed by ROBIDEAU, AWCS Larry Retired larobidoo@comcast.net [30JAN2008]
COMRESPATWING SQUADRONS COMMANDER RESERVE PATROL WING SENDS ITS SINCERE THANKS AND GRATITUDE TO ALL WHO HAVE SERVED, AND IS GRATEFUL TO ALL THOSE CIVILIANS WHO HAVE SUPPORTED THEIR CITIZEN SOLDIERS/SAILORS FOR NEARLY FOUR DECADES.
The following squadrons and command were assigned to Commander Reserve Patrol Wing:
SQUADRON NICKNAME LOCATION
VP-60 "Cobras" NAS Glenview, Illinois
VP-62 "Broadarrows" NAS Jacksonville, Florida
VP-64 "Condors" NAS Willow Grove, Pennsylvania
VP-65 "Tridents" NAS Point Mugu, California
VP-66 "Liberty Bells" NAS Willow Grove, Pennsylvania
VP-67 "Golden Hawks" NAS Memphis, Tennessee
VP-68 "Black Hawks" NAF Washington, D.C.
VP-69 "Totems" NAS Whidbey Island, Washington
VP-90 "Lions" NAS Glenview, Illinois
VP-91 "Black Cats" NAS Moffett Field, California
VP-92 "Minutemen" NAS Brunswick, Maine
VP-93 "Executioners" NAF Detroit, Michigan
VP-94 "Crawfishers" NAS New Orleans, Louisiana
Reserve ASW Training Center NAS Willow Grove, Pennsylvania
Commander Reserve Patrol Wing Command History Commander Reserve Patrol Wing (COMRESPATWING) became the Navy's largest Patrol Wing in January 1999 following the consolidation of the former COMRESPATWINGPAC located at Moffett Federal Airfield, CA and COMRESPATWINGLANT located at NAS Norfolk, Virginia. Commander Reserve Patrol Wing became responsible for the training, readiness and oversight of seven assigned Maritime Patrol Aviation (MP A) Squadrons, the Reserve Anti-Submarine Warfare Training Center (RA TCEN), three Weapons System Trainer detachments, and two Mobile Operations Command Centers (MOCCs). The Wing was an Echelon IV command under the administrative and operational control of Commander, Naval Air Force Reserve. The Command's mission served two primary purposes 1) achieve and sustain combat readiness ensuring the availability of combat ready units capable of immediate employment in the event of war or national emergency; and 2) provide operational support during peacetime. At its pinnacle, COMRESPATWING included over 2,500 Drilling Reservists and Full Time Support personnel operating and maintaining 45 P-3 "Orion" aircraft.
The birth of Reserve Patrol Wing can be traced back to a major restructuring of the Naval Air Reserve that took place in 1970. The restructuring established two Reserve Patrol Wings, one East Coast Wing and one West Coast Wing, and 13 Reserve Patrol Squadrons.
The Squadrons first flew the SP2H "Neptune" but soon transitioned to the P-3 "Orion" during the mid-1970s. From the initial P-3A models, Reserve aircrews transitioned to the more capable P-3B TACNA V MOD and then onto the P-3C. Eventually, COMRESPATWING Squadrons came to operate the most modem P-3Cs in the fleet, which included AlP, BMUP and Update III aircraft.
Throughout the 1970s and 1980s, Reserve MP A maintained a significant Cold War anti-submarine warfare force, and the Squadrons were part of the fabric of the entire country with units based from coast to coast. The Squadrons included, VP-60 and VP-90 (NAS Glenview, Illinois), VP-62 (NAS Jacksonville, Florida), VP-64 and VP-66 (NAS Willow Grove, Pennsylvania), VP-65 (NAS Point Mugu, California), VP-67 (NAS Memphis, Tennessee), VP-68 (NAF Washington, D.C.), VP-69 (NAS Whidbey Island, Washington), VP-91 (NAS Moffett Field, California), VP-92 (NAS South Weymouth, Massachusetts), VP-93 (NAF Detroit, Michigan), and VP-94 (NAS Belle Chase, LA).
With the fall of the Soviet Union and the resulting reduction in the size of the Navy, six Reserve Squadrons were disestablished and the East and West Coast Wings were consolidated into a single Wing, which became Commander Reserve Patrol Wing, currently located at NAS Willow Grove, Pennsylvania. Post-Cold War, COMRESPATWING Squadrons expanded their role by routinely integrating into Fleet operations and deploying year-round to worldwide locations in support of Fleet Commanders.
With the start of the 21st Century, a new challenge arose for the Reserve Patrol Community. Years of heavy usage on the nation's P-3 force took its toll and many aircraft started to reach the end of their service life. In order to provide a bridge to the follow-on Patrol Aircraft, the P-8A Poseidon, COMRESPATWING Units were called upon to embark upon an unprecedented integration and asset sharing initiative. To assure the maximum return on national assets, COMRESPATWING transferred its most capable P-3s to its Squadrons co-located with Active Component Squadrons and concurrently disestablished stand-alone P-3 Squadrons. With the disestablishment of COMRESPATWING on 30 June 2007, two remaining Reserve Patrol Squadrons will continue to serve the nation under the control of their Active Component Wings. The thousands of Officers, Chiefs, and Sailors who have served in Reserve Patrol Wing Units leave behind a proud legacy of professionalism, service and camaraderie.
COMMANDERS OF RESERVE PATROL WING
CAPT Joseph E. K1ause, USN Oct 1970 Oct 1972
CAPT James A. McCraig, USN Oct 1972 Sep 1974
CAPT William H. Saunders, III, USN Sep 1974 Ju1 1976
CAPT Donald R. Yeager, USN Jul 1976 Jul 1978
CAPT Richard J. Lanning, USN Jul 1978 Jul 1980
CAPT Richard K. Chambers, USNR Jul 1980 Aug 1982
CAPT Earl R. Riffle, USN Aug 1982 Sep 1984
CAPT Michael A. Nash, USN Sep 1984 Sep 1986
CAPT Gerald H. Mollencop, USNR Sep 1986 Jul 1989
CAPT Michael T. Korbet, USN Jul 1989 Jul 1991
CAPT Douglas R. Birr, USNR Jul 1991 Oct 1993
CAPT David C. Hull, USN Oct 1993 Apr 1995
CAPT Patrick B. Peterson, USNR Apr 1995 Jul 1996
CAPT Frederick S. Gay, USN Jul 1996 Jan 1998
CAPT Riley J. Gladden, USNR Jan 1998 Jul 1999
CAPT Robert A. Sinibaldi, Jr., USNR Jul 1999 Jul 2001
CAPT David L. Montgomery, USNR Jul 2001 Jul 2003
CAPT Michael J. Szostak, USN Jul 2003 Jun 2005
CAPT Christopher A. Patton, USN Jun 2005 Jun 2007
A BIT OF HISTORY: "...COMRESPATWING Disestablishment Ceremony - June 23, 2007 - CD History (Squadrons: VP-60, VP-62, VP-64, VP-65, VP-66, VP-67, VP-68, VP-69, VP-90, VP-91, VP-92, VP-93 and VP-94)..." Contributed by ROBIDEAU, AWCS Larry Retired larobidoo@comcast.net [30JAN2008]
Circa 2006
A BIT OF HISTORY:  Decommissioned "...The Navy Reservist - Decommissioned - Volume 32 - Issue Number 6 - June 2006 - Squadron's Mentioned: VP-65, VP-66 and VP-94..." WebSite: Naval Reserve http://www.navyreserve.navy.mil/NR/rdonlyres/03F079BF-D545-42C6-A335-577B42BE2D5D/133151/TNRJune06.pdf [13OCT2006]
Circa 2005
A BIT OF HISTORY: "...OPNAV NOTICE 3111 06 Nov 05 - Subject: Diestablishment of Commanding Officer, Patrol Squadron Six Five (Patron Six Five), Commanding Officer, Patrol Squadron Six Six (Patron Six Six), and Commanding Officer, Patrol Squadron Nine Four (Patron Nine Four)..." Contributed by Merrill Kruse kruse@navmar.com [12JAN2006]
A BIT OF HISTORY: "...OPNAV NOTICE 3111 29 Nov 05 - From Chief of Naval Operations..." Contributed by Marco P.J. Borst p3orion@planet.nl [02DEC2005]
1. Purpose: To approve disestablishment of subject fleet activities, all under the administrative command of the Chief of Naval Operations.
2. Background: The disestablishment of PATRON SIX FIVE (VP-65), PATRON SIX SIX (VP-66), and PATRON NINE FOUR (VP-94) are in compliance with the Active Reserve Integration (ARI) plan. In adddition, P-3 aircraft fatique issues have required the grounding of 30 aircraft during CY 05, neccessitating an accelerated disestablishment plan to recapitalize scarce aircraft resources.
3. Organizational Changes: Effective 31 March 2006, disestablish VP-65, VP-66 and VP-94.
VP-65 is in NAS Point Mugu, California. VP-66 in NAS Willow Grove, Pennsylvania. VP-94 in NAS New Orleans, Louisiana. None of the three squadrons had any aircraft left on the ramp. Their 12 P-3s were already on temp loan to active squadrons. All 12 will be transfered no later than 01 Feb 06 to either the active fleet or the boneyard at Davis Mothan AFB. IMRL gear and SE are already in process of being shipped to other locations.
This will reduce the Reserve P-3 force to a total of 18 P-3 aircraft in CY 06.
A BIT OF HISTORY: "...A quick report on Patrol Squadron 94 in New Orleans and it's run-in with Katrina..." Contributed by LARSON, LCDR John Retired oriondriver1975@yahoo.com [06SEP2005]
NAS Belle Chasse survived with moderate storm damage which is mostly confined to roofs and light structures. No major flooding occured and water was limited to street and low lying areas.
VP-94's hanger, which just completed a multi million dollar renovation, did not fare well and suffered extensive damage. The good news is that the new 'hurricane proof' hanger doors stood up to the 150mph winds. The bad news is the doors ripped out of the hanger structure and impacted the P-3C parked inside. Said P-3C was already on the grounded list due to high TLI and the decision to hanger it, vice flying it out, was made during the last hurricane that approached the area. VP-94 also transfered it's last remaining flyable P-3C during the hurricane evac, essentially leaving VP-94 as a squadron without aircraft or airstation.
The major threat to the NAS and NSA is presently the Looters that roam the city.
Naval Reserve Headquarters P-3 Class Desk (TYCOM) is relocated to NSA Millington, Tennessee until NSA New Orleans, Louisiana East is back in operation.
Circa 2004
A BIT OF HISTORY:  040731-N-8253M-001 Naval Air Station Joint Reserve Base, New Orleans (July 31, 2004) "...Aviation Warfare System Operator 2nd Class Glenn E. Bigbee assigned to Patrol Squadron Nine Four (VP-94) based out of Naval Air Station Joint Reserve Base, New Orleans, performs a pre-flight check on the anti-submarine acoustics system aboard the P-3 Orion aircraft. The VP-94 aircrew is preparing for their mission to El Salvador to conduct drug interdiction operations. U.S. Navy photo by Photographer’s Mate 2nd Class Dawn Morrison (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=16839 [03MAR2005]
A BIT OF HISTORY:  041116-N-5152P-004 Naval Air Station Joint Reserve Base, New Orleans, La. (Nov. 16, 2004) "...Aviation Structural Mechanic 2nd Class Chad Albee of Macomb, Okla., removes old caps from the brake assembly of a P-3C Orion. The caps prevent hydraulic fluid contamination in the brake assembly. Albee is assigned to the “Crawfishers” of Patrol Squadron Nine Four (VP-94), a Naval Reserve squadron based out of New Orleans, Louisiana. U.S. Navy photo by Photographer’s Mate 2nd Class Justin C. Proulx (RELEASED) ..." Navy News Stand http://www.news.navy.mil/view_single.asp?id=19018 [01MAR2005]
A BIT OF HISTORY:  041116-N-5152P-001 Naval Air Station Joint Reserve Base, New Orleans, La. (Nov. 16, 2004) "...Aviation Structural Mechanic 2nd Class Chad Albee of Macomb, Okla., jacks-up the airframe of a P-3C Orion aircraft while removing wheel struts on the aircraft. Albee is assigned to the “Crawfishers” of Patrol Squadron Nine Four (VP-94), a Naval Reserve squadron based out of New Orleans, Louisiana. U.S. Navy photo by Photographer’s Mate 2nd Class Justin C. Proulx (RELEASED) ..." Navy News Stand http://www.news.navy.mil/view_single.asp?id=19017 [01MAR2005]
A BIT OF HISTORY: "...BUNO: 161334 07 Sept. 04 at the downtown Kansas City. Mo airport..." Contributed by Brian Kemp <b.kemp@earthlink.net [02FEB2005]
A BIT OF HISTORY: "...BUNO: 161334 taking off..." Contributed by Brian Kemp <b.kemp@earthlink.net [01FEB2005]
A BIT OF HISTORY: "...This aircraft and crew were in Kansas City for a retirement of a fellow sailor. She was a co-worker (civilian job) along with a Naval Reservist. It was a very nice retirement..." Contributed by Brian Kemp <b.kemp@earthlink.net [31JAN2005]
A BIT OF HISTORY: "...21 Aug. 04 on a nice three H day in Kansas City, MO, (Hot Hummid and Hazy)..." Contributed by Brian Kemp <b.kemp@earthlink.net [31JAN2005]
A BIT OF HISTORY: "...Sailor Sets World Record in Bench Press - Story Number: NNS040901-21 - Release Date: 9/1/2004 3:55:00 PM - By Journalist 1st Class (SW) Jay Cope, Naval Air Station New Orleans Public Affairs..." http://www.news.navy.mil/search/display.asp?story_id=14992 [16NOV2004]
NEW ORLEANS (NNS) -- Navy Counselor 1st Class James Burdette attached to VP-94, set a new world record in the 181-pound weight class Aug. 14 with a bench press of 540 pounds. The record lift was made while he was competing in the American Powerlifting Association sanctioned Panhandle Open in Mobile, Ala.
Burdette competes in the drug tested open category. His meet winning lift in that category broke the previous record for that classification by 15 pounds. Burdette also lifted 500 pounds in the squat competition and 505 pounds in the deadlift event for a competition total of 1,545 pounds. His event total was second only to a lifter competing in the 308-pound weight class.
Burdette’s previous best in competition was 520 pounds, but he surpassed that in his workouts in preparing for the competition and had told the organizers of the event that he was confident he could break the record at their meet.
He’s hardly done, though, as he has his sights set on passing the 565 pound record bench press in the non-drug tested category for his weight class. If Burdette is successful, the 181-pound weight class would be the only one where the drug tested lift is higher than the non-drug tested.
“I want to show that you don’t need the ‘juice,'” he said, referring to performance enhancing drugs. “In the long run, they’re bad for your body, and you can reach the same levels with just a little more time and dedication.”
But even the 565-pound record is not his ultimate goal. Burdette hopes to exceed 600 pounds in his current weight class, and possibly move up to the 198-pound weight class and shoot for 700 pounds. While those goals could take years to achieve, Burdette doesn’t mind, because lifting has become pure fun for him.
He works out five days a week at the Naval Air Station Joint Reserve Base New Orleans physical fitness center, including a three mile jog each morning and an average of two and one-half to three hours of lifting in the afternoons.
But he says the meets are where the enjoyment really is.
“With most sports, there is a lot of negativity towards your opponents. Powerlifting has a different mentality,” said Burdette. “Everyone pulls for each other. You want to see everyone exceed their personal best, because you only want to beat a guy on his best day.”
Burdette’s next competition is in Houston, Sept. 18, where he is hoping to break his newly set record.
A BIT OF HISTORY: "...Valhalla for 'Val' After Years of NASKEF Service..." Navy News Stand http://www.news.navy.mil/search/display.asp?story_id=11706 [02APR2004]
Valhalla for 'Val' After Years of NASKEF Service Story Number: NNS040302-02 Release Date: 3/2/2004 9:30:00 AM From Naval Air Station Keflavik Air Ops Public Affairs
NAVAL AIR STATION KEFLAVÍK, Iceland (NNS) -- For nearly 19 years, NAS Keflavik, Iceland’s (NASKEF) UP-3A aircraft, Valkyrja, affectionately known as Val, served NASKEF’s personnel. Jan. 26, Val was retired and flown to Davis-Mothan Air Force Base, where she was inducted into the aircraft “boneyard.”
"The loss of Val not only marks the end of an era of NAS Keflavik, Iceland having a base aircraft, but more importantly, has impacted the base's ability to get personnel to professional conferences, symposiums and training seminars,” said Lt. Cmdr. Joe Dickinson, NASKEF’s air operations officer.
Her moniker, Valkyrja, is drawn from the Norse name for the “female chooser of the slain." The helmeted battle maidens would fly on supernatural horses over battlefields, determining the course and victors of war. The Valkyries' primary duty was to choose the bravest of the warriors slain on the battlefield, gathering their souls to escort them to Valhalla.
She was delivered to the Navy Aug. 29, 1962, making her much older than many of the personnel who currently fly and maintain her. During her faithful years of service in NAS Keflavik, Iceland, she has carried more than 22,000 personnel to more than 15 countries, while accumulating just over 10,000 mishap-free flight hours, including 5,675 landings. In total, Val has accumulated 20,108 mishap-free flight hours and flown more than 7 million miles--the equivalent of two years, three months, and 18 days in the air, 282 trips around the equator, or 14 trips to and from the moon. Prior to being stationed in NAS Keflavik, Iceland, she was assigned to VP-30, VP-8, VXN-8, VP-94, and Naval Aerological Support Center, Miami.
The 34 personnel in the Operations Maintenance Division, under the leadership of Lt. Mike Hersey, were responsible for the upkeep and “TLC” of the Navy’s best-kept UP-3A, and they maintained an astonishing 89 percent "mission capable" rate. Although stationed in NAS Keflavik, Iceland, Val aircrews provided time-critical logistical support to Commander, Task Force 67 during Operations Enduring Freedom (OEF), Iraqi Freedom (OIF), and numerous task force exercises. Over a three-month period, Val flew 25 logistics missions in direct support of OEF/OIF and exercises Booming, Blue Game and Baltops. NAS Keflavik, Iceland aircrews flew more than 150 hours across six different countries, providing time-critical, intra-theater wartime transport throughout the Mediterranean and European areas of responsibility for more than 500 duty personnel and 50,000 lbs. of cargo.
“In addition to providing base support to professional functions throughout Europe and CONUS, Val provided a huge quality of life boost to the base service members and dependents as a space-available transportation opportunity," said Dickinson.
Val’s last local flight was completed Jan. 22 with Capt. Mark Laughton, commanding officer of NAS Keflavik, Iceland, and Dickinson at the controls. The pilots, air crew and maintenance personnel will deeply miss Val, as will all who enjoyed the benefits of having a station aircraft.
A BIT OF HISTORY: "...Firm will help bar closure of base in Algiers - Saturday February 07, 2004 - Hoping to shore up Naval Support Activity's standing in anticipation of planned federal military base closures in 2005, an Algiers economic development panel will hire a firm to help local officials determine how they can strengthen the West Bank base. The state Department of Economic Development paid about $50,000 for the air station study, which was prompted in part by news last year that the Navy wanted to move and eventually decommission two of its three squadrons there, Strike Fighter Squadron 204 and Patrol Squadron 94. Those moves, which are thought to leave the air station vulnerable, have been postponed until after 2005..." http://www.nola.com/news/t-p/index.ssf?/base/news-1/1076137046115010.xml [11FEB2004]
Circa 2003
A BIT OF HISTORY:  030322-N-7535G-013 New Orleans, La. (Mar. 22, 2003) "...Aviation Ordnanceman 3rd class Sean D. Nelson from Euless, Texas and Aviation Ordnanceman Airman Janice R. Rang from Anniston, Ala., both assigned to Patrol Squadron Ninety Four (VP-94) located at the Naval Air Station Joint Reserve Base in New Orleans use a Rhino Jack to change out tires on a P-3 Orion aircraft. U.S. Navy photo by Photographer’s Mate Airman Mark Gleason. (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=6547 [07MAR2005]
A BIT OF HISTORY:  030322-N-7535G-011 Naval Air Station Joint Reserve Base, New Orleans, La. (Mar 22, 2003) "...Aviation Ordnanceman Airman Tyrone D. Evans is removing screws and plugs on a P-3C Orion in preparation to loading bomb racks on the aircraft. Airman Evans is from Mount Pleasant, Texas and assigned to the “Crawfishers” of Patrol Squadron Ninety-Four (VP-94) at Naval Air Station Joint Reserve Base, New Orleans. He's originally from Mount Pleasant, Texas. U.S. Navy photo by Photographer’s Mate Airman Mark Gleason. (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=5870 [07MAR2005]
A BIT OF HISTORY:  030305-N-5152P-002 Naval Air Station, Joint Reserve Base, New Orleans, La. (Mar. 5, 2003) "...Aviation Ordnancemen assigned to the “Crawfishers” of Patrol Squadron Ninety Four (VP-94) load an AGM-42 “Harpoon” missile onto a P-3 Orion aircraft. U.S. Navy Photo by Photographer’s Mate 2nd Class Justin C. Proulx. (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=7477 [06MAR2005]
A BIT OF HISTORY: "...Reservists Instrumental in Major Drug Bust - Story Number: NNS030129-07 - Release Date: 1/29/2003 12:52:00 PM...http://www.news.navy.mil/search/display.asp?story_id=5590..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]
Reservists Instrumental in Major Drug Bust Story Number: NNS030129-07 Release Date: 1/29/2003 12:52:00 PM From Naval Reserve Force Public Affairs
NEW ORLEANS (NNS) -- Two Naval Reserve aircrews and a guided-missile frigate joined forces to bust an alleged drug operation in the Pacific Ocean.
The interdiction started when an aircrew from Carrier Airborne Early Warning Squadron (VAW) 77 spotted a suspicious "go-fast" boat south of Ecuador Jan. 22. They then passed the information to Combat Aircrew 4 of Patrol Squadron (VP) 94, based at Naval Air Station Joint Reserve Base New Orleans.
"Once they were spotted, the go-fast boat's crew began throwing drugs into the water, so our VP-94 crew threw markers out to allow the contraband to be recovered," said Lt. Cmdr. Bob Hill, officer-in-charge of VP-94's detachment in Puerto Rico.
Hill said Naval Reserve frigate USS Boone (FFG 28) then recovered the drugs. Six people were arrested, the boat was seized, and 4,000 pounds of narcotics with a street value of $90 million were recovered.
Circa 1999
A BIT OF HISTORY: VP-94 Logo Contributed by John Lucas john.lucas@netzero.net [25AUG2002]
Circa 1994
A BIT OF HISTORY: "...Change-Of-Command - Naval Aviation News - November - December 1994.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1994/nd94.pdf [12NOV2004]

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

Circa 1992
A BIT OF HISTORY: "...Awards, Change-Of-Command, Etc. - Naval Aviation News - September-October 1992.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1992/so92.pdf [11NOV2004]

A BIT OF HISTORY: "...Change-Of-Command - Naval Aviation News - March-April 1992.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1992/ma92.pdf [11NOV2004]

Circa 1991
A BIT OF HISTORY: "...History - Naval Aviation News - March-April 1991..." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1991/ma91.pdf [24OCT2004]

A BIT OF HISTORY: "...History - Naval Aviation News - January-February 1991..." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1991/jf91.pdf [24OCT2004]

Circa 1989
A BIT OF HISTORY: "...History - Records - Page 10, 36, 27, and 38 - Naval Aviation News - March-April 1989..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1989/ma89.pdf [21OCT2004]

Circa 1988
A BIT OF HISTORY: "...Awards - Change-Of-Command - Page 32 to 33 - Naval Aviation News - November-December 1988..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1988/nd88.pdf [21OCT2004]

Circa 1987
A BIT OF HISTORY: "...Tracing Squadron Lineage - Page 22 to 26 - Naval Aviation News - January-February 1987..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1987/jf87.pdf [20OCT2004]
Circa 1984
A BIT OF HISTORY: "...History - Change-Of-Command - Page 30 and 31 - Naval Aviation News - January-February 1984..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1984/jf84.pdf [17OCT2004]

Circa 1985
A BIT OF HISTORY: "...Squadron Awards..." Contributed by Mahlon K. Miller mkwsmiller@cox.net [23APR2001]
Armed Forces Service Medal 02 Jan 93 – 06 Feb 93 04 Jan 93 – 04 Feb 93 19 Jun 93 – 24 Jul 93 22 Jun 93 – 24 Jul 93
SECNAV Letter of Commendation 05 Nov 92 – 31 Mar 94
VP-94 Participating Members Other (Unspecified award) 01 Nov 85 – 28 Feb 86
Circa 1983
A BIT OF HISTORY: "...History - Change-Of-Command - Page 44 and 46 - Naval Aviation News - January 1983..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1983/jan83.pdf [17OCT2004]

Circa 1981
A BIT OF HISTORY:  NAS Glenview, Illinois "...NAS Glenview, Illinois base newspaper (GLENVIEWS feature) called "HELLO AND GOODBYE" showing personnel changes from February 1981..." Contributed by FORT, HM2 FMF Michael J. "Doc" Fort (Sanchez) docsanchez@yahoo.com [20FEB2005]
Circa 1979
A BIT OF HISTORY: "...History - Page 22, 23, 27, and 32 - Naval Aviation News - September 1979..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1979/sep79.pdf [10OCT2004]

A BIT OF HISTORY: "...Reserve Cruise - Page 16 to 19 - Naval Aviation News - April 1979..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1979/apr79.pdf [10OCT2004]
A BIT OF HISTORY: "...History - Page 2 and 22 - Naval Aviation News - February 1979..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1979/feb79.pdf [10OCT2004]

Circa 1976
A BIT OF HISTORY: "...Change-Of-Command - Page 37 - Naval Aviation News - September 1976..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1976/sep76.pdf [07OCT2004]
Circa 1974
A BIT OF HISTORY:  Great Iron Bomber Raid "...VP-94's "Great Iron Bomber Raid." During its annual patrol wing inspection in 1974, the squadron had 11 aircraft on the line - one was at PAR - and on the last day of the inspection we lauched all 11 aircraft within a 20 minute window - The photo actually shows 9 aircraft - We wanted to do a fly over of the base but NAS New Orleans, Louisiana ATC wouldn't approve it..." Contributed by CARLSON, AVCM Wallace "Chuck or Smokey" Retired carlsonw@wwt.net [22JUN2007]
Circa 1972
A BIT OF HISTORY: "...Joint Exercise - Page 18 - Naval Aviation News - July 1972..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1972/jul72.pdf [27SEP2004]
Circa 1970 - 1995
A BIT OF HISTORY: " CD-ROM: Dictionary of American Naval Aviation Squadrons Vol. 2 Stock No. 008-046-00195-2 The History of VP, VPB, VP(HL), and VP(AM) Naval Historical Center, Department Of The Navy, Washington, D. C...." [16JUN2000]

CHAPTER 3 Patrol Squadron (VP) Histories VP-94 150KB
Circa 1962
A BIT OF HISTORY: "...The Mid Atlantic Air Museum acquired two P2V's through the Federal Surplus Property program during the fall of 1983. BU NO 145915 filled the following assignments during its time with the US Navy: VP-21 and VP-23, NAS Brunswick, Maine, VP-92 NAS South Weymouth, Massachusetts, VP-94 NAS New Orleans, Louisiana, and VP-67 NAS Memphis, Tennessee. It served actively during the Cuban missile crisis in 1962, with VP-23..." Contributed by Fred Pierce fpierce@avialantic.com of Mid-Atlantic Aviation on the Web - http://avdigest.com/maam/p2_1.htm
Circa 1946
A BIT OF HISTORY: "...Dad flew in Squadron VP-94 from the time it was formed in early 1942 (I believe), till when it was de-commissioned in 1946. He actually helped organize a couple of squadron reunions, including one in the past few years where pilots from "old" VP-94 got together at the Naval Aviation Museum in Pensacola, and the Navy flew in a P-3 from NAS New Orleans, Louisiana from the "new" VP-94..." Contributed by Tim Daugherty timd2@ix.netcom.com
Circa 1945
A BIT OF HISTORY: "...Full Text Citations For Award of The Navy Cross - To U.S. Navy Personnel - World War II - (2,889 Awards) - Navy Cross Citations U.S. Navy - World War II..." WebSite: Home of Heros http://www.homeofheroes.com/ valor/ 1_Citations/ 03_wwii-nc/nc_06wwii_navyH.html [19NOV2007]
HEIM, CARL F., JR.
Synopsis:
The Navy Cross is presented to Carl F. Heim, Ensign, U.S. Navy (Reserve), for extraordinary heroism in action on 28 July 1945, while serving with Patrol Squadron 94 (VP-94), deployed over the Inland Sea of Japan. His outstanding courage and determined skill were at all times inspiring and in keeping with the highest traditions of the United States Naval Service.
Circa 1944
A 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
A BIT OF HISTORY: "...Addendum to Narrative History of Patrol Bombing Squadron NINETY-FOUR-22 December 1944" Contributed by John B. Sargent jbsarg@Juno.com [10JUN98]
From: Commander Patrol Bombing Squadron NINETY-FOUR To: History Unit, Op-33-J-6, Office of Editorial Research. Via: (1) Commander Fleet Air Wing FIVE (2) Commander Air Force, U.S. Atlantic Fleet.
Subject Addendum to Narrative History of Patrol Bombing Squadron NINETY-FOUR; Forwarding of.
Reference: (a) Aviation Circular Letter No.74-44 of 26 July 1944. (b) Manual for Historical Officers, NavAer 00-25Q-26
Enclosures: (A) Subject History. (B) Reference (b) (C) Two (2) Brazilian newspapers dated 12 December 1944.
1. In accordance with reference (a) and (b), enclosures (A) through (C) are forwarded herewith. H.R. SWENSON VP-94 HISTORY CHRONOLOGY CONFIDENTIAL-DECLASSIFIED
Date of Origin: 3 March 1942 Commanding Officers: Lieutenant Commander David William Shafer, USN, Altoona, Pennsylvania. Commanded 3 March 1942 to 26 November 1942. Lieutenant Joseph Bonafield Tibbets, USN, Alexandria, Louisiana. Commanded 26 November 1942 to 12 November 1943. Promoted to Lieutenant Commander 1 May 1943. Lieutenant Commander Harold Robert Swenson, USNR, 77393, Stockton, California. Commanding since 12 November 1943
Commands Served Under: Eastern Sea Frontier 3 March 1942 to 16 January 1943. Fleet Air Wing Eleven 18 January 1943 to 10 April 1943. Fleet Air Wing Sixteen 10 April to present.
Squadron Movements: 18 May 1942. Norfolk, Virginia to Quonset Point, Rhode Island. 31 May 1942 Quonset Point to Jacksonville, Florida. Six planes remained at Quonset as a detachment. 10 June 1942. Detachment of three planes moved from Jacksonville to Charleston, South Carolina. 14 June 1942. Detachment at Quonset Point moved to Jacksonville. 1 September 1942 Detachment of two planes moved from Jacksonville to Cherry Point, North Carolina. 1 September 1942 Detachment of four planes were moved from Jacksonville to Cherry Point. 14 January 1943 Detachments at Cherry Point and Charleston returned to Jacksonville. 16 January 1943 Commenced movement from Jacksonville to Natal, Brazil where administrative headquarters were established 20 January 1943 18 June 1943. Detachment of six planes moved from Natal to Belem, Brazil. 24 June 1943. Detachment of three aircraft moved from Natal to Rio de Janeiro, Brazil. 25 June 1943. Detachment of one aircraft moved from Natal to Rio de Janeiro. 13 July 1943 Detachment at Rio de Janeiro returned to Natal. 18 July 1943 Squadron administration moved from Natal to Belem. 3 October 1943. Detachment of three aircraft moved from Belem to Fortaleza, Brazil. 30 November 1943 Detachment of one aircraft moved from Belem to NAF Recife, Brazil. 19 December 1943. Detachment at Fortaleza returned to Belem. 20 December 1943. Detachment of four aircraft moved from Belem to Trinidad, British West Indies. 23 December 1943 Detachment at Trinidad moved to Zandery Field, Dutch Guiana. 24 December 1943. Detachment at Recife returned to Belem. 3 February 1944. Detachment of three aircraft moved from Belem to Fernando Noronha, Brazil. 3 February 1944. Detachment of two aircraft moved from Belem to Sao Luiz, Brazil. 8 March 1944. Detachment at Zandery Field returned to Belem. 14 March 1944. Detachment at Sao Luiz returned to Belem. 29 April 1944. Squadron administration moved from Belem to Maceio, Brazil. 15 May 1944. Squadron administration moved from Maceio to Ipitanga, Brazil. Three aircraft remained as a detachment. 15 May 1944. Detachment at Fernando Noronha returned to Ipitanga. 1 July 1944 Detachment of two planes moved from Ipitanga to Fernando Noronha. 6 July 1944. Detachment of one plane moved from Ipitanga to Caravellas, Brazil. 7 July 1944. Detachment at Fernando Noronha returned to Ipitanga. 10 July 1944. Detachment of three aircraft moved from Ipitanga to Santa Cruz, Brazil. 31 July 1944. Detachment at Caraavellas returned to Ipitanga. 5 August 1944. Detachment at Santa Cruz returned to Ipitanga. 10 August 1944. Detachment of five aircraft moved to Santa Cruz to initiate United States Brazilian Aviation Training Unit. 29 September 1944 Detachment at Maceio returned to Ipitanga.
Actions in Which Engaged: 14 May 1943. Enemy submarine attacked by bow gunner of plane flying from Natal, Brazil piloted by Lt.(jg) John C. Batchelder,Jr. USNR, 95616. 9 July 1943. Enemy submarine attacked by Lt.(jg) Frank Fisher Hare, USNR, 112540, flying from Belem, Brazil. 9 July 1943. Enemy submarine attacked by Lt.(jg) Stanley E. Auslander, USNR, 104673, flying from Belem, Brazil. 10 July 1943. Enemy submarine attacked by Lt.(jg) Saul S. Deutsch USNR, 106268, flying from Belem, Brazil.. 20 July 1943. Enemy submarine attacked by Lt.(jg) Stanley E Auslander, USNR, 106268, flying from Belem, Brazil. 21 July 1943, Enemy submarine attacked by Lt.(jg) Richard H. Rowland USNR, 112643, flying from Belem, Brazil. 23 July 1943, Enemy submarine attacked by Lt. Paul T. Weber, USN, flying from Belem, Brazil. 3 November 1943. Enemy submarine attacked by Lt. John H. Daugherty, USNR, 106622, flying from Fortaleza, Brazil.
Loss of Personnel Through Enemy Action: Lieutenant (junior grade) Frank Fisher Hare, USNR, 112540, Philadelphia, Penn. Killed 9 July 1943 by anti-aircraft fire from enemy submarine off Belem, Brazil.
Changes in Number of Aircraft: Twelve planes were assigned to VP-94 when commissioned. In July 1943 the number was increased to fifteen.
VPB-94 HISTORY NARRATIVE CONFIDENTIAL- DECLASSIFIED The entrance of aircrarft into the war on enemy submarines was directly responsible for the formation of Patrol Squadron Ninety Four. At 1500 GCT 3 March 1942, the squadron was formally placed in commisson as a unit of the Atlantic Fleet to serve under the Eastern Sea Frontier. Officers and men assembled on the seaplane ramp at the Naval Air Station, Norfolk, Virginia, to hear Lt. Lloyd H. McAlpine, USN, Acting commanding officer, read the commissioning papers. As outlined by the Chief of Naval Operations the duties of Patrol Squadron Ninety Four were three:-
1. Protection for United States and Allied shipping from enemy submarines. 2.Search for and destruction of enemy submarines. 3.Search for and destruction of enemy raiders and blockade runners.
At the time of commissioning, no planes had been assigned to the squadron, but a training program was started immediately with planes of VP-93. The commanding officer, Lt. Comdr. David W. Shafer, USN, was in Iceland and could not join his command until the latter part of April. By this time VP-94 was using its own PBY-5As which had been ferried from San Diego, California.18 May 1942 was the first in a long and still continuing series of "moving days." The squadron flew to the Naval Air Station, Quonset Point, Rhode Island for a brief tour of duty. Quonset was a favorite with the Squadron for several reasons. It was the first operating headquarters of the unit. Here it was that the work of escorting convoys and searching for enemy submarines began in earnest.The newly commissioned ensigns were especially appreciative of the smart salutes and deferential attitude of the even more recently commissioned jaygees and lieutenants of the Quonset Point Indoctrination School Administrative headquarters were moved to Jacksonville, Florida 31 May 1942 with six planes remaining at Quonset Point as a detachment. It took five trailer trucks to move the squadron's gear...a safari which was under the command of Ensign Charles R. Earle, USNR, 106 395, and included eight enlisted men and a police guard. The Quonset Point detachment moved on to Jacksonville the 14th of June.Jacksonville provided a fine oprating base for VP-94, with excellent repair and maintenance facilities plus good living conditions and a highly appreciated liberty town.A detachment of three planes was sent to Charleston, South Carolina 10 June 1942, another of four planes to Cherry Point, North Carolina on the 1st of September. The Charleston detachment took up quarters in Quonset huts. Everyone felt a little closer to the war because of the lack of modern plumbing facilities. Cherry Point provided regular Naval Air Station facilities for repair and upkeep of the P-boats.This detachment performed the first rescue mission of the squadron 16 November 1942. A Civil Air Patrol plane had crashed in the sea off Wrightsville Beach. Lt. John B. Wayne, USN, Lt Charles W. Gorton, USNR, 136143, Lt.(jg) Jack (n) Carlson, USNR, 106471, and Ransford, Clyde E. CAP(AA), 311 15 90, USN, were dispatched to the scene. They landed their Catalina in heavy seas and threw a line to two Civil Air Patrol pilots who were afloat on the wreckage of their plane. The line missed. One of the crew members, Coughlin, Francis Michael, AMM2C, 256 37 12, USN, dove overboard and retrieved the pair, one of whom was dead when taken aboard the 94 airplane. They were Guy T. Cherry, Jr., 1st Lieutenant and George Groves, 2nd Lieutenant, both of the civilian air patrol. Other members of the VP-94 crew included Kenny, Patrick Roger, AMM3C, 638 00 42, USNR; Rippert, Joseph John, ACRM (AA), 341 99 71; Shangraw, Reynold Dakin, AMM3C, 201 91 70, USN, and Walker, Wendell Leroy, AMM2C, 328 69 45, USN. All officers and men received a commendation from the Squadron's commanding officer.A second rescue mission was accomplished during 94's stay in the States when one of its Catalinas was successful in dropping medical supplies to a destroyer at sea for an emergency appendectomy.Early in 1943, VP-93 received orders to move to Natal, Brazil. Accordingly, eleven aircraft, loaded with gear and personnel departed Jacksonville 16 January. Five days later the squadron had reached its destination, after making stops at Guantanamo Bay, Cuba; San Juan, Puerto Rico; Georgetown, British Guiana and Belem, Brazil. At the time the squadron was attached to Comtaskforce 23. Submarines were making heavy inroads on shipping in the South Atlantic area and the first Trinidad-Bahia and Bahia-Trinidad convoys were being formed. Almost immediately, 94 planes started escorting these convoys and making sweeps for enemy underseas craft.Living conditions at Natal were primitive at the best. The housing problem was solved with tents, but the problem of dry floors never was satisfactorily solved, in spite of dams and ditches and trenches dug at all hours of day and night. After a few experiences no one left their shoes on the deck at night for fear they'd be washed away to sea by morning. The food consisting of a steady diet of sausage, Spam and salmon left a lot to be deisired. Even laundry was a problem that had to be solved by a "Laundry Officer." Lt.(jg) John H. Daugherty, USNR, 106 622, was made impresario of the washboard and was obliged to ferret out soap in large quantities, tubs, charcoal, irons, ironing boards, starch and "laundry queens" The latter were relatively easy to procure...except for one who could read to do the marking and see that everyone got at least the same amount of clean clothes returned as the amount of dirty ones turned in.VP-94, as well as other Navy aircraft squadrons, moved into Brazil in order to conduct anti-submaring warfare operations. VP-83 arrived in April-June 1942 and operated up and down the coast, covering the convoys as the submarine situation warranted. At that time, VP-83 used existing Panair facilities and the Army facilities under construction. The planes flew up and down the coast using Panair fields and borrowing spare parts from both Panair and the Army. The personnel lived in local hotels on a per diem basis in order to support this work.When VP-94 arrived in South America, it operated in a similar manner.The squadron covered the coastal waters of Brazil from Amapa to Bahia, a distance of 1800 miles. There was little time for training as almost every hop was an operational mission. In many cases, a 94 plane followed a convoy down the coast, landing on primitive airstrips for refueling, eating and sleeping in the planes when hotels were crowded or unavailable.Some VP-94 planes were away from Natal as long as two weeks at a time, making the Amapa-Bahia run and returning with a northbound convoy. When VP-83 returned to the States for new planes in May of 1943, the squadron had the Brazilian coast practically to itself. VP-74 arrived in Natal in December 1942 and built the seaplane base. This squadron also expedited the construction of the seaplane base at Aratu, near Bahia. But maintenance difficulties prevented the Mariners from taking as active a part in operations in the area as other squadrons.These were the days when Natal was regarded as a possible German stepping-stone to the new world. The U.S.Army was represented in some force at Natal and Belem. In April 1943 the Navy added to its forces in the area with the establishment of Fleet Air Wing SIXTEEN at Natal. In order to provide closer contact with the Fourth Fleet, the Wing moved to Recife in July 1943. In October of that year, the first Naval Air Facility in Brazil was established at Ibura Field, Recife and others soon followed. In December 1943 the submarine estimate dropped to zero for coastal operations and the Wing started operations in the central South Atlantic to intercept blockade runners and cargo submarines. Brazilian bases were constructed by ADP, a construction company controlled by Panam, in order to keep as many U.S. Military personnel out of Brazil before that country entered the war. After Brazil's entry into the war, U.S.E.D. took over construction work and later on, Naval public works organization constructed some bases. When VP-94's first detachment went to Belem in June 1943, Army facilities were used. When army space was not available, personnel of the squadron lived in the Grande Hotel. Spare parts were borrowed from the Army and from Panair. When the entire squadron and the Hedron detachment was moved to Belem in July 1943, the personnel were subsisted in the Army transient quarters and maintenance was conducted from tents on the field. In September the Navy housing facilities and storehouses were completed and the squadron and Hedron moved into their own base. In December the Naval Air Facility was established, taking over the functions of base and maintainence moved out of tents. The history of the bases in Brazil has been primarily been one of moving in fast and operating, buildng the bases and finally developing a base organization, so it was necessary that all available facilities and material be utilized, whether Army, Panair or Naval. (1)
In June 1943, a detachment of five aircraft was sent to Belem, a base destined to be the most active for VP-94 as far as anti-submarine operation was concerned. About this time renewed activity of enemy submarines and the inability of the newer Ventura squadrons to operate from bases at great distances from the convoy lanes required the further splitting of 94 into detachments. When the convoy system was extended southward from Bahia to Rio de Janeiro, four planes were ordered to Santos Dumont airport for operations. Catalinas were kept busy flying coverage and anti-submarine sweeps around the clock. Another detachment was sent to Amapa, a small settlement in northern Brazil. The air strip there was very short and every landing and take-off, especially at night was an event to be remembered. The first direct contact with the enemy by VP-94 occured shortly after dawn on 14 May 1943. Lt. (jg) John C. Batchelder, Jr.,USNR, 95616, had departed from Parnamirim Field, Natal to provide coverage for TB-13. The plane had just passed through a rain squall when the bow gunner sighted a submarine dead ahead, three quarters a mile distant, at a position 04-25 South, 35-10 West. The plane was so close that the nose interfered with the pilot's view for a moment. He nosed the plane into a steep dive with power off, and as the submarine submerged, started his stop watch. Just before the submarine submerged the tail broke out of the water at a sharp angle. The plane was still at an altitude of 500 feet when over the spot of submergence. No drop of depth bombs was made, as such a drop would have to have been made from a sharp turn or skid at a comparatively high altitude.However the bow gunner opened up immediately after sighting the U-boat. His bullets were seen to strike in and around the conning tower. (2)
The squadron commander held meritorious mast 15 May 1943 and commended the bow gunner, Lombardo, Joseph (n), AMM3c, 316 78 75, for his display of "notable alertness and presence of mind in the performance of his duty while engaged in action against the enemy."(3)
July 1943 proved to be the red letter month for VP-94.
The night of July 7-8, convoy TJ-1 was attacked in the Trinidad area, two ships being sunk and others damaged. Planes were immediately despatched from Belem to operate out of Amapa, taking over coverage of the convoys. On the morning of 9 July several sightings were made at a distance, both by planes and surface craft, indicating that the attack was being continued. BT-18 was entering the area from the South at this time and is was necessary for five planes in Belem and a limited number of pilots to give night and day coverage and fly daylight sweeps. Lt. (jg) Stanley Ernest Auslander, USNR, 104 673, Lt(jg) John Milton Elliot, USNR, 113 067, Lt.(jg) Frank Joseph McMackin Jr., USNR, 112 627, in 94-P-1, enroute to relieve on convoy coverage, sighted the swirl of a submerging submarine just before noon and advised the base that gambit tactics would be employed. At approximately 1230 Peter, 94-P-10 sweeping the area immediately east of TJ-1 sighted a surfaced submarine about 60 miles distant from the swirl sighting. Just after starting the first leg of the sweep at 1235 Peter, the co-pilot sighted the U-boat 12 miles distant at 03-54 North, 49-52 West. The submarine apparently did not see the plane until quite late for no attempt to submerge was made. At a distance of more than a mile from the submarine, orange flecks from the submarine's anti-aircraft fire were noticed, and almost immediately thereafter an explosive shrapnel shell enterd the bow on the port side exploding against the instrument panel, setting fire to the Sperry oil, and causing billowing smoke and flame. The pilot, Lt. (jg) Frank Fisher Hare, USNR, 112 640 was struck by shrapnel in the head, heart, and body. The run was continued and the two starboard depth bombs released. Interrogation of those of the crew who could see the drop of bombs indicated that they landed close together, approximately 25 to 35 feet from the stern of the submarine and about 45 degrees to starboard. There was no visible indication of damage. The bow gunner fired his .30 calibre guns continuously during the approach and the port blister ;.50 calibre gun was brought to bear after the drop. About 20 to 30 minutes after the original attack, the plane departed, the submarine being still surfaced. The evaluation of the attack was "no damage." 94-P-1 and 107-B-5 investigated the area about 1300 Peter, but found no traces of the submarine.
The complement of the aircraft included: Pilot Lt. (jg) Frank Fisher Hare, USNR, 112 640 Co-Pilot Lt (jg) Jean Price Phelps, USNR, 112 158 Navigator Lt.(jg) Michael Carl Argento, USNR, 112 141 Tower Lombardo, Joseph (n), AMM3c, 316 78 75, USN Bow Eisaman, Clifford Emery, AMM3c, 652 10 02, USNR Starboard
Blister Testen, Andrew Frank, AOM3c, 613 99 69, USNR Port
Blister Brown, Thomas Russell, ARM3c, 268 81 22, USN Radio Lack, James Thomas, ARM3c, 356 66 90, USN
(4)
Lt(jg) Hare was posthumously awarded the Distinguished Flying Cross and the Purple Heart. Meanwhile, 94-P-1 continued its gambit and at 1424 Peter, a surfacing submarine was sighted about three miles dead ahead, position 03-22 North, 48-38 West. The plane was flying at 3700 feet over a broken cloud base of .4 to .6 cumulus at 1700 feet and had just passed through a fairly heavy cloud. The U-Boat was aabout 2 1/2 miles distant. As the pilots could not see the submarine, the nose was pushed over to bring it into view. Water was running from its decks and within a few seconds it was fully surfaced, cruising at about 15 knots on 125 degrees true. The pilot held the plane in a dive directly toward the submarine, without changing course and threw on the bombing switch. Lt. (jg) McMackin blew the warning horn and rushed to the waist compartment to take pictures of the enemy underseas craft through the port blister. The throttles were cut, but still the plane attained a speed of 200 knots indicated. At an altitude of about 150 feet, Lt.(jg) Elliot released the depth bombs by intervalometer spaced at 73 feet. The submarine was fully surfaced, proceeding on course, and there was no evidence that the crew, three or four of whon could be seen in the conning tower, were aware of the approach of the plane. An easy turn to port was made after the plane was pulled out of its dive and while the spray was still visible. When the water subsided no trace of the submarine would be seen. All of the occupants of the waist hatch were thrown into the bilges by the pull-up. The gunner had been firing the .50 calibre and had sprayed the conning tower with 7 to 10 rounds. As he fell, the gun was apparently elevated, so that one or two bullets went through the starboard wing of the plane. No serious damage was done. While circling, a greenish-brown slick was visible and in the center of it, two swimming men, a large timber, several small articles and two boxes. A crew member then reported seeing three additional men in the water and Lt.(jg) Elliot spotted them on the next approach. Five were counted at this time, but three apparently sank very quickly. A life raft was dropped, but drifted away before the swimmers could reach it Four life jackets were dropped, two inflated and two uninflated and the survivors appeared to get into the inflated ones. Emergency rations were also dropped within reach. Four minutes after the drop a large amount of oil started to rise two or three hundred yards from the slick along the sub's track and observation showed the slick continuing to grow in length and breadth to a size of half to a mile long and a quarter of a mile wide. There was no forward motion to the oil slick. The attack was assessed as "probably sunk." 94-P-1 was manned as follows:
Pilot Lt.(jg) Stanley Ernest Auslander, USNR, 104 673 Co-Pilot Lt.(jg) John Milton Elliot, USNR, 113 067 Navigator Lt.(jg) Frank Joseph McMackin, Jr.,USNR, 112 627 Port Blister Denauw, Frank Joseph, AMM2c, 606 19 58, USNR Starboard Blister Watson, John Harry, ARM2c, 406 77 87, USN Radio Garren, Hoyt Edwin, ARM2c, 296 00 73, USN Bow Smith, Elmer Bryant, AMM3c, 268 81 81, USN Tower Mustone, Joseph James, Jr., AOM3c, 607 52 10, USNR
(5)
As a result of the action, Distinguished Flying crosses were awarded to Lt.(jg) Auslander and Lt.(jg) Elliott, Air medals to Lt.(jg) McMackin, Denauw, Watson, Garren, Smith, and Mustone.
The following day, 10 July 1943, VP-94 made another attack on an enemy submarine. 94-P-1 took off from Belem at 1940 Peter on convoy coverage mission. The convoy was located at 2200 Peter. Fifteen minutes later, with the plane at 1500 feet, a radar contact was obtained. The radar was switched to homing and course was changed toward the target. After one and a half minutes the plane was swung to the port in order to get around the target, the pilot made a sharp turn to starboard, starting his run from 1500 feet, distant 5 miles. At 800 feet, three miles distant, a flare was dropped, both for illumination and to give the target, the identity of which was still in doubt, a chance to identify itself. The light was insufficient to reveal anything and the plane was then too low to release another flare. Guns had been broken out, but the crew was directed to hold its fire because of the improbabilty of getting any hits and the possibility of revealing the plane's position. The target was passed about one third to one half a mile to port, where a very large wake came into view, the second plot could see the vessel and itentified it almost certainly as a submarine. A 180 degree turn to port was made at about 150 feet altitude with the wake continuosly in sight and an attack was carried out using the vortex of the wake as the aiming point. The plane was nosed over slightly just prior to release. Immediately afterward, the pilot looked down and saw a large, dark object in the forward part of the wake. The three members of the crew who had an opportunity to look at the wake, all of whom had been in 94-P-1 on 9 July 1943, felt that from the size of the wake it must have been a submarine. All could see it at about half a mile on the first run. No superstructure could be picked out in the dim moonlight, but Lt.(jg) G.W.Cluff, who possibly had the best view, believed he discerned the outlines of a submarine Denauw, F.J., AMM2c, the only member of the crew who saw the explosions believes that the starboard bombs, the last to drop, exploded about 25 yards ahead of the submarine on the port side. Immediately after the drop the pilot returned to the convoy, informed the escort commander of the action and gave bearings and distance. A contact report was sent to base. The plane returned to the attack area in ten minutes but failed to make any contact, so returned to the convoy and continued escort. At 0310 Peter 11 July, four hours and thirty five minutes after the attack, while making a radar sweep around the convoy, a wake was sighted directly below the plane at 03-02 North, 44-10 West. The plane was at 1500 feet, fifteen miles ahead of the convoy and thirty five miles from the position of the attack. The sighting was made by Lt (jg) V.L. Pendergraft who was in the pilot's seat. Lt. S.S. Deutsch returned to the pilot's seat and dropped another flare. His bombs had been expended so he hoped to force the submarine, if such it was, to submerge. Nothing was visible. Aboard the 94-P-1 were:
Pilot Lt.(jg) Saul S Deutsch, USNr, 106 268 Co-Pilot Lt.(jg) Gorden E. Harbett, USNR, 117 045 Navigator Lt.(jg) Goldwin E. Cluff, USNR, 116 297 2nd Pilot Lt.(jg) Vernon L. Pendergraft, USNR, 243 189 Tower Denauw, Frank J., AMM2c, 381 19 58 Starboard Blister Lester, William R., AOM2c, 381 31 13 Port Blister Garren, Hoyt E., ARM2c, 296 00 73 Waist hatch Smith, Elmer B., AMM3c 268 81 81, USN Radio-Radar Watson, John H., ARM2c, 406 77 87, USN
(6)
On 20 July 1943, 94-P-14 took off at 1030 Peter from Amapa, Brazil to relieve (4-P-8 covering convoy TJ-2. The plane made a sweep ahead of the convoy. On the return leg, at 1341 Peter, the bow lookout reported a ship to port, ten o'clock, five miles. The position was 03-33 North, 48-45 West. The plot, Lt.(jg) S.E. Auslander recognized it as an enemy submarine on course about 114 true. His altitude at the time was 4000 feet. He blew the warning horn and signalled the tower to put the mixture control into auto-rich. The plane was nosed over and a turn to port started. Meanwhile, the co-pilot turned the bombing switch on and picked up the "pickle.". As the run was started, the air was filled with bursts of smoke and tracers. During the run, the navigator ran back to the blister for the camera and the radioman started to send out the contact report. The throttles were pulled back and the plane lost altitude and picked up speed as the pilot executed several skidding turns in order to evade the gunfire. About a mile away from the sub, the pilot levelled off briefly and then pushed over again on course 240 true. The co-pilot, on signal from the first pilot made the drop at about 100 feet and 165 knots indicated. The pilot held his course briefly after pulling out, and then made a sharp turn to port. According to the navigator, who was in the starboard blister, the drop was over. The bombs landing 30 ot 50 feet over the submarine on the starboard side and slightly ahead. The crew continued firing on the sub from blister guns and the bow gun. On scene of action voice frequency, the pilot called the escort vessels of the convoy which were close by, and at the same time the radioman was instructed to send MO's on 414 KCS. The escort commander finally answered and was advised of the attack and position, and that the plane was sending MO's on frequency. Meanwhile the plane was still firing on the submarine, circling to port to give the port gun a chance to fire and then to starboard. The submarine continued to circle and return fire. After about 40 minutes, he started on an erratic zig-zig course. At this time the plane had reached an altitude of 5000 feet, visibility was unlimited and there were no clouds. The pilot felt that the escort would be able to see the plane at that altitude. A large wake, heading for the plane's position was observed, so course was changed toward the escort. He was approximately 20 miles away and making good speed. When the plane was half way between the sub and the escort vessel, the after-station reported the submarine starting to submerge. The pilot immediately turned and dove on it with a green flourescent dye marker ready to mark the spot. The U-boat seemed to have difficulty submerging, as it seemed to go under, come up, go under and come up again. It finally submreged at 1445 Peter and the marker was dropped. The plane, circling the spot, notified the escort vessels that the sub had submerged. The escort apparently discontinued his course towards the plane. The pilot started to fly a 20 mile square around the point at which the sub submerged and completed the circuit once. At 1610 Peter the plane was relieved by 94 P-12, and after indicatiing the spot where the dye marker was still clearly visible, the plane departed for Belem. Although the crew thought the bombs fell over, pictures of the attack indicated a perfect straddle. The Plane expended all its ammunition strafing the submarine after the drop. In an hours time, the plane received but one hit by an explosive shrapnel shell even though it was within close gun range most of the time. The evaluation of this attack was "no damage." :
94-P-14 was manned by: Pilot Lt.(jg) Stanley E. Auslander, USNR, 104 673 Co-pilot Lt.(jg) Kenneth P. Rauer, USNR, 106 640 Navigator and Waist Hatch Lt.(jg) James K. Buckwalter, USNR, 113 065 Tower Lord, Elmer B., AMM2c, 201 72 28, USN Bow Koszewski, Joseph A., S2c, 614 99 37, USNR Port Waist Delorenzo, George J., AMM2c, 402 94 78 Starboard Waist Walker, Wendell L., AMM2c, 328 69 45, USN Radio Spence, James G., ARM2c, 342 45 35, USN
(7)
The following day, 21 July 1943, 94-P-4 took off from Belem at 0230 Peter to relieve 94-P-7 on coverage of TJ-2. The plane arrived in the area and started a search for the convoy at about 0530 Peter. At 0602 Peter a submarine was sighted at 03-56 North, 48-46 West by the bow watch, distant two to three miles. It was , making six to seven knots and its deck appeared to be slightly awash with little wake showing. The plane was at 1200 feet, indicated air speed 95 knots. The pilot, Lt.(jg) R.H. Roland rolled the plane slightly to bring the sub into view. The pilot's bombing switch was then closed and the warning horn blown. Second pilot, Lt.(jg) A.C. Anselmo manned the camera at the tunnel hatch and later at the port blister. In the second pilot's seat was Lt.(jg) Jones.
The bow watch went into action to prepare the .30 calibre gun, but he was unsuccessful in freeing the barrel group to allow the breech lock to disengage. The bow gun was not cleared throughout the run. The pilot immediately turned to attack, but seeing the trouble with bow gun and encountering heavy anti-aircraft fire, veered slightly to port for about five seconds then started a shallow diving run. Gunfire from the submarine was persistent. The rudder fin was hit at the base during the final turn. A shrapnel shot was received at the chine of the hull at the radioman's station when the plane was approximately one mile from the submarine. The path of this shot could be followed by tracer and the ensuing explosion heard upon contact. Radioman Watson suffered lower leg and ankle injuries from this shot, but managed to pull himself to the blister and ask Garren to reLieve him. The run itself was routine, in that the pilot successfully tried to approximate the condition with which he had become familiar in practice bombing hops. Fire from the sub ceased just before the drop. At the time of the drop, from an altitude of 75 feet, indicated air speed of 140-150 knots, Lt.(jg) Jones was able to view the conning tower close by to starboard. Lt.(jg) Rowland pressed the pickle, but the inboard starboard bomb hung up. From reports of the crew it seemed that charges number one and number two landed so close that they exploded almost under the port side just aft of the conning tower. During a shallow pull-out and turn to port, the bow of the submarine was seen by the pilot to be emerging from geysers of water at a very sharp angle. The port gunner and the tower watch could both see the port bombs enter the water and viewed the start of the explosions. The starboard bomb was observed to drop to starboard of and ahead of the bow of the submarine at distance judged to be about 30 feet. The port gun was brought to bear and a full can was fired in long bursts. The pilot continued the turn for approximately one minute in order to remain in the immediate vicinity. Lt.(jg) Anselmo observed the sinking of the sub while the plane was in this turn at nearly 90 degrees to release course. Upon re-establishing sight contact with the spot, the pilot saw no submarine, but in its place an oval oil patch which increased in size to 200 yards in length and 150-175 yards in width. Some brown streaks running throught the oil-darkened area were observed by the crew. Communication difficulties were encountered because of the shrapnel hit. Photographic runs were made from all positions throughout the plane On the second passage over the area four survivors were sighted. Rubber life rafts were dropped and the survivors boarded them. The squadron commander believed the attack was made possible by the attack the previous day by 94-P14. It was probable, in his estimation, that the submarine was the same in both cases. This attack was assessed as "known sunk."
94-P-4 was manned by Pilot Lt. (jg) Richard Rowland, USNR, 112 643 Co-pilot Lt. (jg) William H. Jones, USN Navigator (2nd Pilot) Lt. (jg) Albert G. Anselmo, USNR, 121 505 Bow Denauw, Frank J. , AMM2c, 606 19 58, USNR Port Waist Smith, Elmer B., AMM3c, 268 81 81 , USN Tower Wood, Ernest W. Jr., AMM3c, 269 10 18, USN Starboard Waist Garren, Hoyt E ., ARM2c 296 00 73, USN Radio Watson, John H., ARM2c 406 77 87, USN
(8)
Lt.(jg) Rowland and Lt.(jg) Jones received the Distinguished Flying Cross. Air Medals were awarded to Lt.(jg) Anselmo and Wood, E.W. Jr., and a gold star in place of a second air medal to Denauw, Smith and Garren, and Watson. On 23 July 1943, 94-P-5 departed Belem at 0610 on an anti-submarine sweep. The flight had been at a constant altitude of 2000 feet throughout the morning, passing through the the bottom of the clouds. At 1050 the plane was passing through a moderate rain squall. At 1102 it was in the clear, there being a high overcast at 18,000 feet. Visibility was 10 to 15 miles due to haze, except to starboard, shere, at five miles there was a heavy rain squall. At 1106 the bow lookout reported a submarine on the starboard beam. The position was 07-10 North, 51-36 West. The pilot started to turn in that direction and immediately saw a submarine still surfacing. Preparations were made to attack and the plane was nosed over. While still three and one half to four miles away, the submarine commenced firing. Lt. Paul Weber, USN, the pilot, started a slight evasive maneuver while in the dive. At one mile from the sub the bow gunner fired 30 rounds, then the gun jammed due to a defective shell. The sub on surfacing was on course approximately 060 degrees true at about 4 knots and increasing speed. It was making a turn to starboard in an effort to reach the rain squall which was a quarter of a mile away. The pickle was pressed at about 200 feet from the sub at an altitude of 100 feet and with an indicated air speed of 195 knots. Lt.(jg) J.T.Cline noticed two or three men leaving the deck gun and running to the conning tower. The starboard gunner started firing as the plane passed over the submarine. His gun jammed however after five rounds. He saw the port bombs enter the water approximately 20 feet on the port side of the U-boat just forward of the conning tower. The two starboard bombs fell in front of the sub approximately 20 to 25 feet which fact was verified by the man in the tower. Both men saw the submarine's bow raise out of the water approximately 20 to 30 degrees from the explostions and roll over the starboard side and sink. From full surfaced poslition at the time of the explosions the sub disappeared in 7 to 8 seconds. The port blister gun fired about eight rounds. Lt.(jg) J.D. Engels, Sorrell, J.C. and Simons, J.D. saw a large black oil slick 15 to 20 yards wide. The plane passed into a rain squall within 15 seconds of the attack. After getting the plane under control the pilot turned to starboard and came out of the rain squall about 3 to 4 miles south of the attack, then started back to the area which was being rapidly covered by rain. Just before the rain closed over the area, a large black patch of oil could be seen, but by the time the plane returned, it was closed over with heavy rain. Smoke bombs were dropped and the plane departed to the clear. Another smoke bomb was dropped out side the rain area and when the rain came down to it, another was dropped. The plane was pushed westward gradually by the wind and the rain. MO's were sent for other planes. Peter 5 was reliveved at 1215 Peter by 94-P-15. The assessment of this attack was "probably slightly damaged." (9)
The Commander Fourth Fleet in forwarding the report of anti-submarine action by aircraft No. 6 to the Commander in Chief United States Fleet said, "This command notes with pleasure the unremitting activity of VP-94 during July 1943. Squadron planes flew 1126 hours leading to six attacks and three probable sinkings of enemy submarines during the month."
Aboard the plane at the time of the attack were: Pilot Lt. Paul T. Weber, USN Co-pilot Lt.(jg) John T. Cline, USNR, 114 446 Co-pilot Navigator Lt. (jg) Joseph D. Engels, USNR, 114 335 Bow Simons, James E., AMM2c, 296 01 18 Radio Santora, Joseph D., ARM2c, 224 33 47, USN Tower Simons, Joseph D., AMM2c, 296 01 19 USN Port Blister Owens, Chris C., ARM2c 272 66 17, USN Starboard Blister Sorrell, Johm C., AMM3c, 262 90 83, USN
What proved to be the last enemy submarine attacked by VP-94 was one located off Fortaleza, Brazil.
94-P-6 departed from base 3 November 1943 at 1300 Peter to provide coverage for convoy TJ-12. While coming up the track of the convoy, the plane was at 3000 feet making use of cloud cover. At approximately 1345 Peter at 03-33 South, 37-42 West, the bow watch sighted a submarine's wake 45 degrees off the starboard bow at a distance of ten miles. The wake was described by the pilot as fairly broad and about 100 yards long. The lookout could see waves breaking as far back as the submarine's conning tower, indicating the sub was running with decks awash. The plane was turned to starboard and kept in the clouds. The sun was kept behind the aircraft as a gradual let-down was made. The approach was from the submarine's port at an angle of 35 degrees relative to his course. After dropping from 150 feet, a sharp evasive turn to the port was made, Just as the drop was made, or very shortly before, the sub started to submerge, turning hard to port. Just before they passed over the enemy craft, the pilot and the co-pilot saw three separate, distinct puffs of white smoke issuing from the conning tower. The submarine was completely submerged 30 to 45 seconds after the drop. The number two and number three depth bombs failed to detonate and resulted in marring a perfect attack. The number two charge was dropped abeam the conning tower on the submarine's port. The number three depth charge entered the water just at the bow on the starboard side. Number one had exploded approximately 110 feet to the submarine's port. Number two detonated at a point approximatley 100 feet to starboard forward of the conning tower. The pilot returned to the scene to drop one green marker and one bronze slick. The green markers contained in number one and number four depth bombs were also visible. The area was circled until the plane was relieved and returned to base. the evaluation of the attack was "no damage." Aboard 94-P-6 during the attack were: PilotLt. John H. Daugherty, USNR, 106 622 Co-pilot Lt.(jg) Goldwin W. Cluff, USNR, 116 297 Navigator (3rd Pilot)Ens. Rayford W. Addington, USNR, 277 807 Bow Gattman, George B.,AMM2c, 406 21 978 Tower Gaudet, Leon T. , AMM2c, 274 66 91, USN Starboard Blister Schwartz, George M., AMM2c, 612 44 01 USNR Port Blister Wright, Kenneth D., ARM2c, 670 12 91, USN Radio Nutty, Joe J. Jr., ARM3c, 670 12 91, USNR Aft, near blister Richardson, "R". "C". , PR2c, 274 31 06, USNR (10)
By this time, the number of U-boats in the South Atlantic area had become smaller and smaller. VP-94 Planes continued to fly tens of thousands of miles on anti-submarine sweeps based on D/Fs, estimates and reported sightings by other planes and surface craft. The November attack proved to be the final one for the squadron in the Solant region. With a detachment of ?? aircraft already operating from Belem, squadron administration was moved to that base from Natal in mid July 1943. Detachments were maintained at Fortaleza for a time, at Zandery Field, Dutch Guiana and at Fernando Noronha. Fortaleza was much appreciated for the good living conditions obtainable and the recreation facilities...among which were listed horseback riding and swimming and sunning on an attractive. beach. Zandery was a different story...situated at the edge of the jungle...and hampered by an equatorial, steamy climate. Practically all flying was night flying, performed in poor weather. Prices were high, recreation was almost unknown but the detachment was regarded as good duty because of the 33% increase in pay for duty on Dutch territory. Even the extra pay seemed small recompense for do conditions faced. Fernando Noronha, a small island 150 miles notrtheast of Brazil's bulge, became a base for anti-submarine operations in mid 1943. It became known as "The Rock" probably because part of it was reserved as a penal colony for Brazilian convicts. The Rock proved to be a mass of red and sticky mud with incidence of rainfall that could only be described as colossal. The plane captains refused to allow any one to enter one of the 94 Cats without first removing his shoes. But Fernando had a lot on the credit side as well, including such activites as fishing for tuna and barracuda...volley ball, basketball, and baseball, mountain climbing, hiking, and excellent surf swimming. It also served as a training ground for the squadrons newest navigators. Anti-submarine sweeps were often plotted out into the sea to PLE. Fernando HAD to be there when you came in... with somewhere around a hundred gallons of gas left in the tanks. Throughout its career in South America, the personnel and planes of VP-94 have been on duty in almost every coastal community. When the list includes the bases at which 94 officers have served under detached duty orders, a complete Baedeker of Brazil is compiled as witness a squadron letterhead suggested by Lt. Comdr Swenson, but never used because of its necessarily high classification.
Casa Do VP-94 Branch Offices in all Principal Cities Service Where and When You Want It
We move anything...Bombs, bullets, fresh meat (good and bad), USO shows (good and bad), admirals' bands, Brazilian laborers. carrier pilots (who need flight time), dogs monkeys, beer, booze, gems, appendicitis cases, malarial patients, people with fractured skulls, PV survivors, jewel merchants, disbursing officers (good and bad), Admirals, Captains, Commanders, Lieutenants, Ensigns, and other high ranking officials.
English spoken! Quonset Point Natal Clevelandia Norfolk Fernando Noronha Teofilia Otoni Charleston Ascension Waller Savannah Port Lyaeuty Edinburgh Jacksonville Recife Xeres Georgetown Maceio Borinquen Zandery Bahia Santo Dumont Cayenne Caravellas Santa Cruz San Diego Victoria Galeao Seattle Rio De Janeiro Parnamarin Widby Island Dakar Patos Kodiak Trinidad Monrovia Atlanta San Juan Atar Fort Worth Morrison Agadir Elizabeth City Miami 36th Street Camocin Florianopolis Rochambeau Aratu San Paulo Opa Locka Macapa Barrierras Lafayette Ilheos Feira Santana Atkinson Aracaju Manaos Raleigh Daytona Igarape Assu Floyd Bennett Winterhaven Fazenda Jurapatuba St. Thomas Amapa Barbados Adjacento Belem St.Lucia Val De Caes Sao Luiz Havana Cherry Point Fortaleza Guantanamo Newbern
On 10 April 1944, The squadron reached an all time high in detached duty at one time. Four Planes were on Fernando Noronha, two were operating under Comblimpron 41 at Sao Luiz, three crews were in Norfolk, Virginia to ferry new planes to Brazil, one plane was supplementing the Fleet Air Wing Sixteen cargo service from Recife, one pilot was assisting the Wing Utility squadron in PBY qualifications, one pilot was enroute to Africa as navigator for a Free French PBY, one officer was attending the Asdevlant ground school at Quonset Point, Rhode Island, one officer was in Rio on leave and the administrative command (what was left of it) was at Belem. Such squadron diversification led to the 94 slogan and shingle which hangs outside the Commanding Officer's office - "Casa do VP-94 - Branch Ofices in all principal cities." In April 1, 1944 squadron administration was transferred to Maceio for a short while. Maceio offered the most undesirable flying conditions of any the squadron had to face with the exception of Zandery. But in other respects it proved to be a desirable base. Civilization had come to such out of the way places by this time...and the barracks, the food and the recreation facilities were above average. The out door theatre was very popular, even when it rained. Ipitanga, the air station located near Bahia, Brazil was the final stop for the administarative command of the squadron while it was based in South Amerca. It has been popular with everyone attached to the squadron for a number of reasons. The The climate has been excellent and flying conditions just as good. The barracks accomodations have been comfortable but slightly overcrowded and the food has always been plentiful. Recreation has been centered almost entirely in athletics such as volleyball, basketball, softball, baseball, tennis, handball, and swimming. When a detachment was ordered to Santa Cruz, frequent ferry trips were necessary. The resulting liberties in Rio made Ipitanga more popular than ever. In July of this year, a detachment was ordered to Santa Cruz to participated in a submarine hunt with detachments of two PBM squadrons (VP-203 and VP-211). This proved to be the last submarine activity the squadron has been engaged in as the area has been free of enemy U-boats since that time. A non-operational detachment at Santa Cruz was established in August of 1944 as the USBATU (United States Brazilian Aviation Training Unit) under Lt. Comdr. Richard J. Craig, USN. Five Aircraft of the squadron were assigned to this work. The Squadron had had previous experience working with Brazilian pilots and crewmen while still stationed at Belem in April 1944. Part of a Brazilian squadron of PBY-5s was located at Belem at the time. VP-94 instituted a program of training, consisting of practical classes for radiomen and anti-submarine bombing practice for pilots. (11)
Under the direction of Lt. Comdr. H.R. Swenson, USNR 77963, a comprehensive training syllabus was drawn up for the Santa Cruz training program and submitted to Fleet Air Wing Sixteen, which had initiated the USBATU. (12)
The program was designed to provide a month's training in the PBY-5As for three separate classes of Brazilian pilots and aircrewmen and suitable maintainence training under the direction of Hedron 16. Upon completion of the first groups training September 15, it was sent to Ipitanga to undergo two months of operational training with the main body of the squadron. The second USBATU class, completed October 15, was moved to Belem, there to undergo operational training for a one month period with VPB-45. The third USBATU class, completed November 15, was given its operational training by the preceeding classes when the entire group was assigned to Galeao, the seaplane base at Rio de Janeiro 15 November. Six aircraft of VPB-94 were assigned to the Brazilian unit at that time, to form the nucleus of the proposed 15 plane Brazilian squadron. Lt. Comdr. Craig remained in operational control until 15 December, when the total of 15 aircraft were formally assigned to the Brazilians.
Six weeks of intensive groundwork was engaged in by the VP-94 officers who were to be assigned to USBATU. Each pilot was placed in a squadron department and assigned lectures to be given to the Brazilians on such topics as navigation, gunnery radio and radar, anti-submarine warfare, et c. Lecture notes were mimeographed in Portuguese and the services of an interpreter were made available to aid the few Brazilians who did not understand English. Flight hours wer e spent in bounce drills, navigation problems, radio procedure including use of the range and direction finding equipment, and general familiarization with the performance characteristics of the PBY-5A. By this time the first class reported to Ipitanga and the second class to Belem, the Brazilians were thoroughly familiar with the basic syllabus set up by the squadron. At Ipitanga, they commenced two months of intensive operational training, which included all kinds of day and night flying, single engine operation, anti-submarine bombing, escort of convoys and anti-submarine sweeps. The crewmen were assigned to specific planes, to work with the regular American crews. Pilots were given a series of lectures on anti-submarine, recognition of ships and planes and technical aspects of the PBY5A and its equipment. Toward the completion of the training at Ipitanga, Brazilian crews and pilots were flying all of the squadron's operational missions, with a Navy PPC as passenger and observer. A constant endeavor was made by the squadron to make the Brazilian personnel feel that it was part of the organization. A Brazilian aspirante acted as Assistant Squadron Duty Officer each day and saw to it that the flight schedule and other pertinent information reached all Brazilian pilots and crew members. Flight, Engineering, Gunnery, Personnel, Operations, Navigation, Communications, Radio-Radar, and Training. At the same time, Brazilian ground officers and maintainence men were receiving similiar training from the Ipitanga Hedron 16 detachment. Evidence of the success of the program came in November, when the squadron commanding officer was awarded the Commendation Ribbon by Vice Admiral Jonas H. Ingram, Commander Fourth Fleet. Pilot training in VP94 has been continous since the squadron's inception. Depending upon operational hours to be flown, the amount of it has varied considerably from month to month and from one location to another. In its first days at Norfolk, the majority of hours in the air were spent in checking out Patrol Plane Commanders, 1st and 2nd pilots. The goal aimed for was complete familiarization with the PBY5A. Thus operational training was held to a minimum. The detachment at Cherry Point found itself with so many operational flights to make that training had to be incorporated in each operational mission, whether escort of convoy or anti-submarine sweep. Anti-submarine warfare involving aircraft was far from a science in 1942 and 1943. Depth bombs hydrostatic fused were set at 75 and 125 feet. Very little was known about the submarine, and consequently the best way to attack it. A start was being made by December 1942 however, for in that month a VP-94 PBY5A was ordered by Comfairwinglant to Dahlgren Virginia for tests of anti-submarine equipment. While the squadron was still at Quonset Point, MAD gear was installed three aircraft and a series of tests made with it . By the time the squadron left the States for South America, however, this equipment had been removed. The Squadron was one of the first to experiment with search lights. They were installed on three aircraft in August of 1942 and used experimentally for a short while. But the generators could not handle the extra load demand by the powerful lights and the installations were removed before the organization left the States. The importance of practice bombing was realized early in the squadron's history. The difficulty of using minature bombs led to the development of a miniature bomb rack by an electrician attached to the organization, Alkire, Robert E., EM1c, USN. This rack enabled the pilot to drop one miniature bomb at a time from the tunnel hatch. The rack was accepted by the Bureau of Ordnance following Alkire's detailed report of the device to the Burea of Aeronautics and was in common use until the more adaptable wing rack was developed. Alkire's work led to a commendation at Meritorious Mast by the Squadron Commander, to an appointment as a Chief Petty Offiecer, and eventually to his commission as Ensign. (13)
The first training report made officially by VP-94 covered the period 3 March 1942 (date of commissioning) to 15 August 1942. Figures taken from it give an overall picture of the type but not the intensity of training that has been characteristic since the squadron commenced. (14)
7 flights of about three hours duration were spent in takeoffs and landings at Elizabeth City, North Carolina. 73 instruction flights of about two hours duration were made at Jacksonville during which 11 second pilots were soloed for local fair weather flights. 74 solo flights of about two hours each were made perfecting landings, instrument work and anti-submarine bombing. 86.3 hours of instrument flying were logged including solo pilots time. 52.9 hours of night training flights were used for landings. 185.6 hours of night flying were accomplished during operational missions. This included check-out of PPCs in night flying. 30 hours of radar training flights were registered. About 10 May 1942, 90% of the pilots participated in flights for observations of a submarine running at various depths in the Chesapeake Bay area. 59 flights of two to three hours duration each were made during which four crew members fired 50 rounds apiece at a float light and the pilots dropped 8 miniature bombs for A/S bombing practice. Each of ten PPCs made two flights practicing A/S bombing of a submarine in joint exercises at New London, Conn. About 8 miniature bombs were dropped on each flight. Each PPC made two or more "dry runs" and dropped two practice head torpedoes on the Narragansett Bay torpedo range. 32 Torpedos were dropped in all. 87.3 hours of 25 flights were devoted to navigation training. Ground training entered the picture as well with 749.8 hours completed in the link trainer. Lectures were given on A/S bombing, surface machine gun firing, intervalometer operation, small arms. All pilots attended a locture on board the U.S.S. Albermarle in conjunction with torpedo firing. Navigation lectures were given and all pilots other than PPCs were required to work a navigation problem each day. Communications, engineering, recognition and flight rules were also a part of the ground training program listed in this initial report. Successive training reports showed that a synthetic 3A2 gunnery trainer was in use; lectures were scheduled on operation of the M.A.D. and pilots were required to perform a set-up on the ground. Lectures were given in September 1942 by Lt. E.C. Smith who had returned from the anti-submarine warfare school at Boston, Mass. At the same time one officer and five radiomen completed a two weeks radar course held at the Naval Air Station, Jacksonville. Daily blinker practice was scheduled for all pilots who were not flying. (15)
The training program was momentarily interrupted in May 1942 when the squadron conducted a series of tests and made a formal report to the Commander Patrol Wings Atlantic Fleet on performance data for war planning purposes for model PBY5A airplanes. The submitted enclosure gave an absolute range for the airplane of 1990 nautical miles and a range for planning purposes of 1393 nautical miles. Endurance for absolute range was determined to be 20.9 hours; for planning purposes, 14.6 hours. (16)
Operational missions took up most of the available plane hours during VP-94s first months in South America. But advantage was taken of the land target at Natal and and the perfection of low level horizontal bombing in the PBY5A. By August 1943, tow target services were available with a PBY5A of utility squadron 4 based at Ibura Field, Recife. The Fourth Fleet added to the training aids in the South Atlantic area by September 1943, offering night look-out training at Camp Ingram, Recife; a synthetic anti-aircraft machine gun trainer; A/S land targets for aircraft at Recife, Fortaleza and Natal; an A/S diving target at Aratu; a plowshare target at Belem and a tame Brazilian submarine in a sanctuary near Recife. VP-94 was scheduled from time to time to make complete, simulated attacks on this friendly submarine throughout its stay in South America. (17)
By February 1944, lighter than air was established in Brazil and joint air-blimp exercises were scheduled. These consisted primarily of homing training with one or more blimps originating the homing transmissions and the Catalina's homing in. (18)
Survival training became a necessity, especially in the early days in Brazil, when the pilots were flying under undesirable conditions over jungles, mountains and ocean, with very few navigational aids. One of the most complete survival programs was held in August 1944 when the squadron commander and crew, including the mascot "Joe", the monkey, made an overnight survival trip to one of the inlets of the region. Survival training has been pointed at self-care and preservation, and use of the emergency equipment in the airplanes. (19)
By the time the squadron moved to Ipitanga in May 1944, operational hours were becoming fewer and fewer each month. An intensive training program was instituted as a result. Anti-submarine exercises were scheduled frequently, making use of both a fixed target and the towed target at Aratu The coast guard cutter there was also used in simulated night flare attacks. Each PPC was thorolughly checked out under the hood in daytime before attempting his runs on the cutter at night. The newer Pilots in the squadron were given a thorough grounding in all phases of PBY5A operation as soon as they reported in. Bounce drill (day and night) was scheduled, as well as instrument work, use of the radio range and other radio gear, navigation, formation flying, single engine operation, and water bounce. A homing exercise was also added to familiarize all pilots with the proper procedure to be followed in locating the transmitting aircraft. Training in the air has been supplemented on the ground. A lecture was scheduled for each morning meeting including technical discussions of the aircraft and its equipment, anti-submarine procedure and doctrine, recognition of ships and planes, enemy tactics especially as affected the submarine warfare department, gunnery, aerology, water work, and correct communications procedure. In November 1944 the squadron participated in a battle training problem ordered by CTF 44. Four of its aircraft were detailed to make a torpedo attack on two "enemy" carriers. The problem was complicated by the necessity for close cooperation with a variety of other aircraft including PBMs, PVs, and PBY4s. The simulated torpedo attack was launched just after the two carriers had swung into the wind, preparatory to landing aircraft. Previous to the battle training problem, a detachment of four FMs had been assigned to the squadron for fighter affiliation training. The training received proved of practical value, when the Catalinas were able to evade all but one of the "enemy" planes which made runs upon them. During the month of October 1944 the squadron completed 1167.7 hours of training in 8 aircraft and was specially commended in a gunnery memorandum issued by Fleet Air Wing Sixteen. The training schedule of that month included instrument flying, navigation, operational practice, night flying (including night bounce and night flare attacks), day flare attacks, plane to plane homing, fighter defense, formation flying, water bounce and familiarization. 44 aircrewmen completed a refresher gunnery training course and all squadron radiomen received training in blinker, radio check, transmitters, communication procedure, receivers and direction finders, radar and IFF. (20)
VP-94 took part in the refinement of the twin .50 calibre gun mount for the bow turret of the PBY5As which had been originally developed by VP-84. The VP-94 version had the advantage of an arc of fire 70 degrees in azimuth, 45 degrees depression and 30 degrees in elevation. Boost feed motors were installed so 1000 rounds of ammunition were made available instead of the previous 200 rounds. The mount was not accepted by the Bureau of Ordnance as a design for a twin .50 calibre hydraulic mount had already been accepted. The commanding officer was commended by Comairlant for "the initiative shown in the development of the twin .50 calibre manually operated gun mount." (21)
VP-94 has made several contributions to the tactics of anti-submarine warfare. At the time the squadron was commissioned, very little was known of the characteristics of the enemy U-boats and the propensities of aircraft in the war against them. As a result, airplanes were bombing oil slicks and air bubbles. As the picture became clearer however, the early mistakes were rapidly rectified and the submarine was put on the defensive. Shortly before it completed its tour of duty in the States, the squadron submitted a tentative anti-submarine doctrine for aircraft to the Commander Fleet Air Wings Atlantic Fleet. The gambit theory of luring a submerged submarine to the surface was especially noted and the squadron commander requested that all Army and Navy anti-submarine aircraft be made familiar with it. Further attention was paid to the use of radar and a request made for clarification of radar intercept by the enemy raiders. (22)
This tentative doctrine gave way to the VP-94 anti-submarine warfare doctrine in May 1943. It paid particular attention to radar use, methods of bombing a submerged submarine and evasion of anti-aircraft fire. Strict adherence to its principles where possible enabled the squadron to make the attacks of July 1943. (23)
Patrol Squadron 94 followed the normal pattern of organization throughout its career, with the only major change brought about by the introduction of headquarters squadrons into the Naval aviation organization. From the outset, Flight, Navigation, Engineering, Communications, Personnel, Training, Gunnery, Operations, Welfare and Recreation, and Buildings and Grounds Departments have been maintained. Formerly there were two other departments, Structures and Materiel, which concerned themselves with maintnance and supply matters. When Hedrons were organized these departments began to lose their identyity and were absorbed by Engineering. In the first eight months history of the organization, the squadron was complete unto itself. Attached to it were all kinds of service personnel equipped to care for all but the major mechanical overhauls of the aircraft. As a result, squadron movements were unwiedly. About October 1942, when Jacksonville was administrative headquarters these extra personnel were being detached to a new supporting command, Headquarters Squadron. By March of 1944, a new unit was realized with the establishment of the ASG (Aircraft Service Groups). These men were placed under temporary duty orders to the Squadron from the Hedron organization to assist VP-94 personnel in line maintenance and periodic checks up to the 240 hour check. The complement of non-flying offecers and enlisted men has varied almost from month to month. Non-flying officers of the former classification A-(V) S, D-(V) S and C-(V) S have been attached at various times, with A-(V) S in the majority Their work has been centered in such departments as Personnel, Operations, Gunnery, Communications and Training. Administrative detail has been handled by these officers as well. The squadron had had an ACIO as part of its complement since January of 1943, concerned primarily with Operations and Tactics and with such additional duties as voting and Squadron History. In its first months of operation VP-94 included amongs its enlisted personnel mess attendants, pharmacist mates, storekeepers, metalsmiths, electricians and boatswains in addition to the aviation rates. These were all incorporated into the Hedron organization so that today the yeomen attached to the squadron are the only ones who do not fly as part of their duties.
VP-94 has lost three of its Catalinas since the squadron originated. The first such accident occured in August 1942 during an administrative flight from Washington, D.C. to Charleston, South Carolina. Near Dahlgren, Virginia, the weather closed in and the plane crashed in an open field, killing all personnel aboard. They included:
Lt. Joseph Liana, USNR Ens. Alexander N. Belisle, USNR Ens. H.D. Webster, USNR Dunn, John Joseph, AMM2c, 690 50 08, USNR Masthay, John William, S2c, 266 50 24, USNR Elliot, Robert Frederick, S2c, 224 60 73, USN Remillard, Raymond Gesorge, ARM2c, 212 64 49, USN Drake, George Richard, S2c, 202 17 39, USN Deroche, Everett Erlon Joseph, S2c, 406 96 21, USN
On Sunday, 28 November 1943 at 2210 Peter, Lt. Theodore S. Stritter, USNR, 106 417, was dispatched from Belem as the Patrol Plane Commander in 94-P-10 to cover convoy JT-14. The remainder of the complement aboard included:- Lt. (jg) Joseph D. Engels, USNR, 114 335 Lt. Kenneth P Rauer, USNR, 106 640 Webb, E.J. Jr., AMM2c, USN, 262 62 36 Sexton, W.A., AMM3c, USN, 296 01 15 Johnson, L.D., AMM3c, USN, 552 00 43 Strickland, C.R., AMM3c, USN, 268 82 96 Stavros, D. (n), ARM3c, 212 75 89, USN Maher, W.F., ARM3c, USNR, 244 67 18 Cunniff, H.F., AOM3c, USNR, 213 98 96 The plane was last heard from 10 minutes after takeoff, checking communications with base radio. No further report was expected from the aircraft except for the convoy position report as of 0800 Peter 29 November. This was not received, but as at times a crowded circuit, radio failure or local static might prevent contact, no particular significance was attached to this departure from the routine. The plane was expected back by 0900 Peter and when this time passed, plans were formulated to start search at 1200 Peter, the absolute limit of endurance of 94-P10.The U.S. Army, Brazilian authorities, the Naval Observer, bases up and down the coast and outlying Brazilian towns in the Belem Area were alerted and an intensive day and night search was commenced. On 3 December at 0830 Peter, 130-B-7 sighted a wing tip float at 00-30 South, 48-30 West. A lightened PBY5A was sent to this position, but due to rought water was unable to taxi near the beach. A boat reached the spot 24 hours after the float was first seen. The float was recovered, along with other wreckage which included parts of the navigation table, camera box, radio tubes, pilots seat cushions and life raft paddles. These were scattered over a three mile strip of beach. From the appearance of the recovered wing tip float (starboard), it appeared fairly certain that the float was not in the up position at the time of impact. The float locking pin socket showed not signs of mutilation, which no doubt would be the case if the float had been up. This led to the conclusion that the pilot was attempting a forced landing. From other appearances of the float there were indications that the plane entered the water with the right wing low at a speed well over that necessary to keep the plane airborne. After 4 December all searches but beach searches were discontinued.
A recapitulation of the search follows: Flights (PBY5As, Blimp, Brazilian PBY5s and light planes) 89 Hours of flight 559.9 Distance flown 50,660 Hours over jungle area 137.5 Hours over water 207.5 Hours over beaches 212 Square miles searched (2.5 mile visibility) 253, 250
(24)
Earlier the same year, June 1943, VP-94 lost an aircraft during a forced instrument landing at night when the pilots did not know if they were over land or water, yet all aboard survived and injuries were few and inconsequential. 94-P-5 with Lt. (jg) Donald M. Faulkner, USNR, 112 146, as patrol plane commander, Lt. (jg) John T. Cline, USNR 114 446, as co-pilot and Ens. Herbert J. Greenberg, USNR 124 870, as navigator had commenced covering a southbound convoy from Amapa. At 0400 Peter 3 June 19 43 the pland departed Sao Luiz to recommence coverage at a point 200 miles east-northeast of the field. The plane was 45 minutes out of Sao Luiz, heading across the jungle and just out of the overcast at 900 feet when the starboard engine commenced popping. The tower reported oil pressure going down and seconds later the engine cut out completely and could not be feathered because of the lack of oil pressure. The pilots set course for the coast, losing altitude rapidly. Depth charges were dropped and gas was jettisoned on the port side. Below all that could be seen was light and dark splotchces, apparently water. The plane was brought in, in a power stall on instruments on what proved to be the side of a sand dune three miles inland. Gasoline was pouring out of the plane so it was abandoned immediatley. The co-pilots safety belt was not fastened at the time of empact, so he suffered the most severe injury, a gash over one eye. Otherwise injuries were confined to bruised legs, arms and hands. In side of two hours, over 200 natives had asssembled about the airplane. They offered coconuts and water to the pilots and crew, but the water had to be tactfully refused for fear of typhoid. Lt. (jg) Cline and an enlisted man set out for Miritiba, about 30 miles distant with the aid of native guides, in an effort to dispatch a telegram to headquarters at Natal. The trip was made on horseback, muleback, foot, and jangada and ended in a disappointment for the telegraph office was not in operation. The journey was resumed via jangada, up a river and down the coast to Sao Luiz. Meanwhile the gas tanks of the crashed airplane had been completely emptied except for 15 gallons, which was saved for use with the Auxiliary Power Unit (familiarly known as the put-put). Water breakers, liferafts, flashlights, and other material were salvaged. Radio communications were established after some effort and a very weak report as to position was sent to Natal. Five hours after the radio message was dispatched, another 94 plane appeared over the survivors, communicated with them by blinker and by radio and dropped a supply of food and blankets. The food was canned for the most part and promptly burst upon contact with the ground. A second 94 plane came in to investigate the crash and inquire as to means of rescue. The crew had inspected the plane and found an improperly secured oil cap come loose and that all the oil had been pumped out. Rescue was effected on 5 June when Lt. John B. Wayne, USN landed a PBY5A on a fresh water lake about three miles from the scene of the crash. The lake had been sounded by the navigator and found to be deep enought for a safe landing and take off. Accordingly, gangs of natives were organized to haul parts of the damaged plane to the lake for transport to Natal. Six trips were made by PBY5As of the squadron to haul out all usable equipment, including one engine, the wheels, the radio gear, etc. Detonators destroyed what was left except for the fuselage and wing. The port wing had been broken during the landing, as it trailed along the side of the sand dune. the bow was bashed in and the hull was partially sheared, laterally, at the number seven bulkhead. Ens. Greenberg found himself a second thrill, when he took off with Squadron Commander Lt. Comdr. Joseph B. Tibbets, USN, from Sao Luiz three days later. Five minutes out, a bad carburetor caused an engine failure and the plane would not hold altitude. Bombs were jettisoned before a landing was made in Sao Luiz bay. Part of the personnel was sent ashore in native boats. Lt. Comdr. Tibbets successfully took off for Sao Luiz after some his gas load had been dumped and the faulty carburetor repaired. Ens. Greenberg found it difficult to find flying companions for some length of time. VP-94 pilots have found themselves in other similiar ticklish positions during their stay in South America, but the planes and the personnel have always come back.. In June 1943, soon after the detachment was sent to Santos Dumont airport at Rio De Janeiro, Lt (jg) Fred R. West, USNR, 106 354, was dispatched on a night-long anti-submarine sweep. During his incoming leg, an oil line broke in the starboard engine and 1100 RPM was the most he could get out of it. The weather was very undersireable and as the coastal area was mountainous and no navigational were available, the plane was lightened as much as possible. First to go over the side were the dirty dishes. They were followed by bombs, guns, ammunition, drift sights... in fact, everything movable that could be spared. The plane approached the coast and circled until first light, when a successful landing was made at Santo Dumont airport. On 2 March 1944, 94-P-15 became stranded on the beach near Macau on the Northeastern coast of Brazil after running out of gas when Fernando Noronha was missed on the return leg of a long hop as a result of a compass error. Lt. James K. Buckwalter, USNR 113 065, and Ens. Charles T. Bauer, USNR, 250 964, made an excellent night landing on the water and then taxied up on the beach. A blimp stationed at Fortaleza was alerted and took off with four drums of gasoline each containing 50 gallons. It arrived over the stranded PBY5A at 1230 Peter 3 March. The drums were dropped from a height of 12 feet, while the blimp was held in a stationary attitude. Gassing of the airplane was completed with the help of 50 natives who had assembled to watch the excitement. On 21 November 1943, Lt. Richard J. Craig, USN, and Lt. John A. Cahill, USNR, 106 071, were dispatched f rom Fortaleza to Patos, a small settlement on the northeastern Brazilian coast to assist in the rescue of survivors of a VB 145 airplane that had gone down at sea off Fernando Noronha. Natives had picked up the pilots and crew members and were reviving them with native chicken soup. The PBY5A was landed in the open sea. The water seal was broken in the bow turret so the sea poured in. The pilots were able to make the beach however by going up a river with the wheels down. They found it feasible to wait for high tide at approximately 0100 Peter. The nose wheel had touched bottom by this time on the sloping river bed but it took some time to jockey the plane into position so the main wheels would get a solid grip and roll the aircraft onto land. Lt. Craig borrowed a native horse, once the plane was completely ashore and rode five miles to the native settlement where the survivors were located. He returned with the survivor who needed medical attention more than the rest and taxied the plane up onto the beach where he took off from the strip of sand for Fortaleza. The most recent single-engine operation occured while the squadron was preparing to leave South America and return to the United States. Lt. Gordon E Harbert, USNR, 117 045, departed Ipitanga at 0120 Peter 14 November 1944 on a ferry flight to Santa Cruz. One hour out away from base, he switched fuel tanks and his port engine cut out immediately. He turned back toward base but found it impossible to maintain altitude and was forced to land at sea eight miles from Bahia Bay. The lighting systems and the inter-communcation system both failed to function, so the landing was made in tatal darkness and with orders being yelled from one end of the plane to the other. Once on the water, the difficulty was remedied and the plane was flown back to base. Aboard the aircraft was a cruise box, the property of one of the squadron officers at the Santa Cruz Detachment. It was thrown overboard in an effort to lighten the aircraft and led to the following memorandum which was found on the All Officers Bulletin Board the following day:
FROM: THE STATESIDE KIDS TO: THE UNFORTUNATE ONE; (YOU KNOW WHO) SUBJECT: CRUISE BOX
1. We regret to inform you that subject cruise box is missing as of this date. Cause - marine disaster involving 94-P-9, Buno 46454. Details - At 0200 Peter, or thereabouts, at a position approximately 20 miles seaward of Ilheos, from an altitude of 8000 feet, before government property was thrown overboard, subject cruise box was jettisoned from said plane, and plummeted earthward at an estimated speed of 500 miles per hour, approximately the trajectory of the 12,000 pound "block buster". Upon contacting the Atlantic, the following articles are known to have spread over a large area: one umbrella, two bottles of Old Taylor, one gross of (censored), one photograph of the Warren High School graduating class of 1935, assorted uniforms, one dirty jock strap, one pre-war civilian suit. fifteen out-dated "C" ration gas coupons and one Esquire Club membership card. Subject cruise box subsequently resurfaced and then slowly settled, stern first, in 100 fathoms water. The swirl was marked by a Mk. 1 Mod. 1, depth charge marker and straddled by two Mk. 15 miniature bombs, (once again demonstrating the value of a concentrated training program. Two Mariners are emplying Steinhardt "hold down" tactics in the vicinity of the vaseline hair tonic slick, and will sink subject cruise box by gunfire to prevent falling into enemy hands, should it resurface. Native fishermen in Jangadas salvaged one Clark Gable type quick attachable type mustache. 2. Recommendation - that subject cruise box be stricken from the now famous list of VPB-94 cruise boxes.
GUESS WHO! BY DIRECTION. APPROVED: GUESS WHO: While the squadron was still based at Belem, in April 1944, a report was received that three Brazilians had seen an object closely resembling a periscope which proceeded down the Maracana River from Point S. Tome to the mouth of Cumara Creek against a very strong flood tide. It was trailed by a wake, as of a submerged submarine and sank beneath the surface and reappeared several times. The report also claimed that a fisherman and his son reported seeing what they thought was a searchlight playing briefly on the bank of the Maracana River at S. Tome Point. Officers of the squadron were sent to the area in a Coast Guard Cutter and made a complete investigation. Proof was found that a submarine had been in the river. However, the Squadron Commander, Lt. Comdr. Harold R. Swenson recommended to the Naval Air Facility at Belem that closer communications be established with the region so any future contacts could be investigated immediately. (25)
Since the squadron arrived in South America, it has had several differnt mascots, love birds, mongrel dogs (one of which was named Cerveja), an armadilla, a marmoset and a monkey. The monkey, whose name is "Joe" came from Peru. He was purchased by Lt. John D. Stapp, USNR 143 896, and resides in a specially constructed B.M.Q. (batchelor monkey quarters) in front of the squadron barracks. Two pet snakes are also quartered in the barracks area, one of them a six foot boa constictor. These however have been regarded as the personal mascots of Lt. Robert B. Finley, Jr., USNR, 112 028, for no one else will go near them. Four former officers of VP-94 have assumed commands of their own, stepping from Executive Officer of the squadron to their new commands. They include Lt. Comdr. Robert Hayes Smith, USN, VT(N)91; Lt. Comdr. Douglas Gray Parker, USN, VP-84;t. Comdr. William H Mcree. USN VP-74, and Lt. Comdr. Paul T. Weber, USN, VS 31. Two other VP-94 officers have been made commanding officers. Commander Lloyd M. McAlpine, USN, was commanding officer of Headquarters Squadron Nine and subsequently, of VB-114. Lt. Comdr.Harry Stott, USN, commands VPB-45.
In October 1944, the squadron conducted a contest for a squadron emblem. The one chosen was designed by Carbone, Anthony Francis, 203 09 67, AMM3c, USNR. Lt. Comdr. H.R. Swenson brought to the squadron the Shellback initiation ceremonies for Pollywogs who had recently crossed the equator. These initiations usually lasted a full day and ended up with a beach picnic. Neptunus Rex and his court, properly arrayed and bethroned (usually on an amphibious jeep) saw to it that the Pollywogs appreciated their admittance into the ancient order of the deep.
A BIT OF HISTORY: "1942-1943--This was a letter sent from Robert O. Hardy detailing his experiences. During the summer of 1944, Mr. Hardy was sent to the Pacific area of operations. He will continue his story later...U.S. Navy Anti-submarine warfare 1942-43...Mar 42 - Assigned to Patrol Squadron 94 Norfolk, VA. As aviation ordnance (Seaman), PBY-5A...Work on submarine patrols out of Norfolk covering the Atlantic (300-400 mile range)...Very inexperienced at this, little to no luck. Flew at 2000-4000 ft using binoculars and visual clues...Mar 42 - Squadron transferred to Quonset, RI...Patrols ran there towards Iceland, towards the North Atlantic...Installed first Magnetic Airborne Detection (MAD). This squadron was the first to utilize MAD gear...This required flying at 50-100 ft off the water. More successful at detection but no confirmed kills...Jul 42 - Squadron transferred to Jacksonville, FL...Missions flew from here towards Key West...Continued using MAD gear. Many detections with depth charge attacks but no confirmed kills...Richard Hardy" http://www.cybercreek.com/cybercity/WWIIps/sicil.html
Circa 1943
A BIT OF HISTORY: "...Report of Antisubmarine Action By Aircraft. Report No. 4. 21 Jul 1943 - VP-94 - NAF Belem, Brazil - 94-P-14 - CFF..." WebSite: U-Boat Archive http://www.uboatarchive.net/U-662VP94ASW6_4_43.htm [12MAY2007]
CONFIDENTIAL
III. APPROACH and ATTACK.
(ee) Enemy Action - The submarine opened fire almost immediately after the sighting, and the general observation was that the air was filled with bursts of smoke, some white and some dark, not very large, probably about two or three feet in diameter, but easily seen. Many tracers were also visible. One of the pilots received the impression that some of the bursts and tracers were from the same shell, although this was a necessarily vague observation.
The submarine did not change course or attempt any evasive action whatever, prior to the drop, although it may have increased speed somewhat. Immediately after the drop, the submarine started to zigzag, as the pictures indicate, and then it started to circle, presenting its beam to the plane throughout the running gun battle that followed.
All during the hour long battle the submarine continued to fire at the plane. While the plane was in close, the fire was heavy and continuous, the barrage effect being accentuated, the impression received by the pilot being that of receiving fire from multiple guns. When the plane reached a greater altitude, approaching 5,000', and a greater distance from the sub, the firing from the U/B was intermittent, there being only a few rounds fired every two or three minutes.
No apparent attempt at submergence was made until after the plane started away to lead the approaching escort vessel to the submarine, and then only after the plane was at a distance too great to make another attack before submergence could be completed.
It would seem that the submarine's actions in both this attack, and in the attack of 94-P-10 on July 9, 1943 might indicate that the U/B's have concluded that remaining on the surface while there is danger of attack is safer than attempting to submerge and being attacked while so doing. The circling during the time the U/B is subject to gunfire would seem to be a defensive maneuver, which might give some indication as to the direction in which its guns can bear.
NARRATIVE
On July 20, 94-P-14, PPC Lt. (jg) Auslander took off at 10:30 P from Amapa Brazil to relieve 94-P-8 on TJ-2.
The convoy was sighted at 1235 on course 1210T when the plane was at an altitude of 1800'. The pilot circled the escort leader, obtained the 1200P position of the convoy by blinker, and then climbed to 4000' while circling the convoy.
At 1259 the plane departed on course 1100(T) on a sweep ahead of the convoy. During this sweep, the 1200P position was sent to the base. At 1328 course was changed to 0540T. At 1333 course was changed to 3040(T) to head back towards the convoy. At 1341 the bow lookout reported a ship to port, ten o'clock, five miles. The position was 03-33N, 48-45W.
Lt. (jg) Auslander recognized it as an enemy submarine on course about 1140T, blew the warning horn, disengaged the automatic pilot, and signaled the tower to put the mixture control into auto-rich. The plane was nosed over and a turn to port started. Meanwhile, the co-pilot turned the bombing switch on an picked up the "pickle".
As the run was started, the air was filled with bursts of smoke and tracers. During the run, the navigator ran back to the blister for the camera, and the radioman started to send out the contact report. The throttles were pulled back, and the plane lost altitude and picked up speed as the pilot executed several skidding turns in order to evade the gunfire. About a mile away from the sub, the pilot leveled off briefly and then pushed over again on course 2400. The co-pilot, on signal from the first pilot, made the drop at about 100' and 165 IAS.
The pilot held his course briefly after pulling out, and then made a sharp turn to port. According to the Navigator, who was in the starboard blister, the drop was over, the bombs landing 30' to 50' over the submarine on the starboard side and slightly ahead. The pilot pulled up and the crew continued firing on the sub from blister guns and the bow gun. On scene of action voice frequency, the pilot called the escort vessels of the convoy which were close by, and at the same time the radioman was instructed to send MO's on 414Kcs.
The escort commander finally answered and was advised of the attack and position, and that the plane was sending MO's on frequency. Meanwhile, the plane was still firing on the submarine. Circling to port to give the port gun a chance to fire, and then to starboard for the starboard gun. The submarine continued to circle and return the fire. After about forty minutes he started on a zig-zag course, a very erratic one. At this time the plane had reached an altitude of 5000', visibility was unlimited; there were no clouds. The pilot felt that the escort would be able to see the plane at that altitude. A large wake heading for the plane's position was observed; so course was changed toward the escort. He was approximately 20 miles away making good speed. The after station kept watching the submarine which was still surfaced. When the plane was half way between the sub and escort vessel, the after station reported submarine was starting to submerge. The pilot immediately turned and dove on it with a green fluorescein dye marker ready to mark the spot. The U/B seemed to have difficulty submerging, as it seemed to go under, come up, go under, and come up again. It finally submerged at 1445P on course 1140T, and the marker was dropped. The plane, circling the sport, notified the escort vessels that the sub had submerged. The escort apparently discontinued his course towards the plane.
The pilot started to fly a 20 miles square around the point at which the sub submerged, and completed the circuit once. At 1610P P-14 was relieved by 94-P-12, and after indicating the spot where the dye marker was still clearly visible, the plane departed for Belem at about 1700P.
CHRONOLOGY OF OPERATIONAL ACTIVITIES AT VP-94 BELEM, BRAZIL JULY 19 - JULY 21, 1943.
THE DATE GROUPS OF MESSAGES (M) ARE ZEBRA TIME; OPERTIONAL FLIGHTS (O) ARE PETER TIME
(O) 19th 0300P P-1 sent to cover JT-1 morning, return 1445P.
(O) 19th 0800P P-8 sent to sweep to 06-00N, 51-00W, locate TJ-2, Return Amapa 1530P. Cover AM 20th.
(O) 19th 0900P P-14 sent to sweep to JT-2 - Sweep astern - Return Amapa 1730P. Cover PM 20th.
(M) 190920 From P-1 05-30 posit. JT-1 00-08S, 45-37W.
(O) 19th 1045P P-4 sent to cover JT-1 PM, return 2020P.
(M) 191243 From P-7 No gas Sao Luiz, returning direct. (covered JT-1 PM of 18)
(O) 19 1600P P-12 sent to cover TJ-2 (right) return Amapa as ready plane 0640P 20th.
(M) 191720 From CTF44 Army attacked sub 1030P 05-06N, 48-40W. Night hold down.
(M) 191702 From P-8 TJ-2 1230P, 06-05N, 50-24.
(M) 191738 From CTF44 Army covering TJ-2 until 2200. Convoy diverted.
(M) 191845 To P-14 Army attacked sub - posit. 05-06N, 48-40W - follow previous instructions.
(M) 191848 To CTF 44 Covering TJ-2 tonight.
(M) 192055 From P-4 Posit TJ-1 00-15S, 46-02W, 1700.
(M) 192100 From P-14 Flat tire need wheel with tire mounted. Unable to cover tomorrow.
(M) 19th 2100P To P-14 Sending nose wheel early morning - arrange coverage.
(M) 192103 From CTF 44 Sub Monday "A" from B-24 attack 1030/19th 05-06N - 48-40W "B" 08N, 57W.
(M) 192103 To P-14, 12 Convoy diverted - change point "J" to 03-45N, 49-14W Advise Bock.
(M) 192159 From CTF 44 B-18 on TJ-2 reports U/B firing on plane 2130Z 20th 04-48N, 49-10W - Details attack
later.
(M) 192356 To CTF44 JT-1 00-05S, 46-02W 1700P - Convoy reversed for 3 hrs.
(M) 200206 From CTF44 What time do you expect to cover TJ-2. Do you need assistance?
(M) 200350 From P-14 Need side wheel not nose wheel.
(O) 20th 0350P P-1 sent to cover JT-1 return 1500P.
(O) 20th 0500P P-15 sent to Amapa with wheel, gas, cover JT-1 PM. Return 2200P.
(M) 200650 From P-12 TJ-2 - 0530P, 04-29N, 49-33W - My altitude is 1500'.
(M) 201010 From P-8 TJ-2 - 0700P, 04-00N, 49-36W - Ship.
(M) 201209 From CTF44 Cover JT-1 night 20th was practicable.
(M) 201321 To P-14 Start stern sweep plan 1600P. Finish outboard. Contact convoy. Return Para.
(M) 201324 To P-15 After 1400 modify sweep to outboard and ahead. Sub sighted 1830P Monday 04-48N,
49-10W.
(M) 201349 To CTF Your 200206 - See our 191720 and 191848, and 191851 covering tonight also x No
assistance needed.
(M) 201620 From P-14 TJ-2 1200P 03-40N, 49-25W.
(M) Tor 1650Z From P-14 Sub sighted 50 miles ahead of convoy.
(M) Tor 1650Z From P-14 Sub sighted, all bombs short - am circling and firing my guns -
position 03-22N, 48-37W. Will send MO's.
(M) 201709 From CTF44 P-14 dropped 4 short on sub 03-22N 48-37W - Circling and firing on sub. Relief on way
from Amapa.
(M) (TOR in Amapa) To P-12 14 attacked sub 1345P at 03-22N, 48-37W x Making MO's on Baker Two x Relieve immediately.
(M) 201725 From P-12 Out bill 1425P.
(O) 20th 1630P P-1 sent to cover JT-1 - Returned Amapa 0810P 21st Remain as ready plane.
(M) 201749 To P-8 P-14 attacked sub P-12 relieving x You return TJ-2 position 1500P - 03-25N, 49-05W
cover until 2200. Return Belem.
(O) 20th 1800P P-7 sent to cover TJ-2 (Returned 1030 21st)
(M) 201819 To CTF44 Relief now on contact and convoy x Covering both convoys tonight, plus hold down on
contact x JT-1 new ETA chop line noon Wednesday. Will cover only till noon unless
otherwise directed.
(O) 201820 From P-14 (Relayed to CTF44) 4000' - 5 miles port complete surfaced - 1140 sp.
10 position 03-33N, 48-45W - no dud - no evidence of damage. PLE Sub submerged 1445
position 03-28N, 48-48W.
(M) 201914 To P-12 Conduct hold down until dark then return Amapa if possible otherwise Belem. Advise.
(P-12 had been trying to arrange for night landings at Amapa.)
(M) 202030 From P-12 TJ-2, 1700P 03-45N, 49-02W - Request 2030 relief returning Para.
(M) 202045 From P-15 JT-1 - 1700P 01-40N, 48-37W.
(M) 202110 To P-14 Cover convoy until dark - return Belem.
(M) 202130 From CTF44 Estimate one sub 03-30N, 45-45 from attack. Possibly second in area.
(M) 202130 From P-14 Relieved by P-12 ETA 1915.
(M) 202358 To CTF44 Submarine submerged 1445P posit 03-28N, 48-48W on course 1140T TJ-2 1500 posit
03-28N 49-06W course 0350T Speed 7. Bombs dropped over repeat over x Plane all
ammunition expended x Plane shot up out of commission x hold down until 2030P x
Covering both convoys all night.
(M) 210145 From P-7 TJ-2 2230P 03-44N, 48-29W.
(O) 21st 0230 P-4 sent to cover JT-2 - Returned 1030P.
(O) 21st 0300 P-15 sent to cover JT-1 - Return 1545P
(M) 2210306 From CTF44 Bad D/F 210047Z within 150 miles 06-20N, 46-15W.
(M) 210419 To P-7 At 0430P send position info to #4.
(M) TOR 0930Z From P-4 0604 posit 03-50N 48-47W x Sub attacked one bomb hung will send MO's x.
(M) 210933 To P-7, 1 P-4 attacked sub 06-04P posit 03-50N, 48-47W.
(M) TOR 0948Z From P-4 Time 0604 posit 03-50N, 48-37W Receivers out - one bomb hung up - 4 survivors -
dropped raft - large oil slick - altitude 1000' - Believed sunk - Watson shot -
Will send MO on Baker Two.
(M) 210950 To CTF44 (unable to contact Natal for some time due to traffic)
P-4 attacked sub 0604P posit. 03-50N, 48-37W. Altitude 1000'. Dropped 3 one hung
up x 4 survivors large oil slick x pilot believes sub sunk x dropped raft x radioman
shot.
(O) 21st 0745P P-8 sent to cover TJ-2 return 2125P.
(M) 211105 From P-7 Have photographs of survivors P-4 sub returning to base.
(M) 211110 To P-1, 7, 4, 8 P-1 to Amapa, P-7 remain on convoy until PLE for Amapa, P-8 off at 0800 to
relieve on TJ-2 x P-4 then return.
(M) 211122 From CTF44 Good D.F. gives submarine fix today within 100 miles 03-00N, 47-30W.
(M) 21151 To CTF44 Amplifying x surfaced course 1800 spd. 12K corrected posit 03-56N, 48-56W x Plane
attacked from 1200' distance one and one half miles through AA and machine gun fire x
dropped from 75 feet intervalometer 80 foot spacing - three good one hung explosions
one port 10 feet two starboard 10 feet x sub sank immediately - nose up thirty degrees.
Very little forward speed, no debris, large oval stationary oil slick four survivors -
pilot believes definitely sunk.
1. This attack was well planned and apparently well executed. The crew that observed the bomb explosions think that the bombs fell over, but the pictures of the attack indicate a perfect straddle. Undoubtedly the submarine was damaged, but for some reason did not receive a lethal hit. The following day 94-P-4 attacked a submarine on the surface in the same location, making a successful run. This was probably the same submarine damaged in Peter 14's attack the day before and unable to travel far or fast during the night.
2. This plane expended all its ammunition strafing the submarine after the drop. In an hour's time the plane received but one hit by an explosive shrapnel shell even though it was close within gun range of the submarine most of the time.
3. According to the plane pilot's observations, the escort vessel that was dispatched from the convoy to contact the submarine returned to the convoy when advised by the plane that the submarine had submerged, even though he was only approximately 15 miles away. It seems strange that an escort vessel would disregard such an opportunity to bag a submarine.
J. B. TIBBETS Lieut. Comdr. USN Commanding.
C O N F I D E N T I A L
COMMANDING OFFICER'S COMMENTS ON ATTACKS IN GENERAL
1. Comments on each separate attack have been previously submitted. The following comments will be based in general on the following sightings and attacks as a group:
94-P-7 July 9, 1943 Lt. (jg) Bants Sighting
94-P-10 July 9, 1943 Lt. (jg) Haro Attack
94-P-1 July 9, 1943 Lt. (jg) Auslander Sighting
94-P-1 July 9, 1943 Lt. (jg) Auslander Attack
94-P-1 July 10, 1943 Lt. (jg) Deutsch Attack
94-P-1 July 11, 1943 Lt. (jg) Deutsch Sighting
94-P-14 July 20, 1943 Lt. (jg) Auslander Attack
94-P-4 July 20, 1943 Lt. (jg) Rowland Attack
94-P-5 July 23, 1943 Lt. Weber Attack
2. All of those attacks were characterized by similar tactics on the part of the submarine--the definite decision to stay on the surface and shoot it out. All six attacks were made on fully surfaced submarines. Four of the six attacks met enemy fire. Of the remaining two attacks, one was apparently a complete surprise and the other was made during darkness.
3. Undoubtedly the submarines have received definite orders to remain surfaced and use their guns. In the past 15 days the submarines, using these tactics, have slightly damaged four planes--none completely out of commission--killed one officer pilot, and wounded one radioman. In return, during the same period, these tactics have afforded the planes the opportunity to make nine sightings, six of which resulted in attacks giving three possible sinkings. Our reaction is that the decision to stay surfaced and shoot it out is hard on submarines. We hope that the submarines maintain their present tactics.
4. The enemy fire encountered in these attacks is of a different type than my knowledge had led me to expect. There was little or no anti-aircraft fire from guns approximating 4" or 5" size. No large black or white bursts were seen. Tracers from smaller caliber guns were seen, and in each case small explosive bursts were seen well in front of the plane as well as close around the plane at various distances during the approach. Three planes were hit by bullets which exploded on impact about one foot after passing through the metal skin or fabric of the plane. After talking to the plane personnel, it is my opinion that the bullets used are slightly larger than .50 cal., come with or without tracer, explode slightly after contact, and also have a variable time fused explosion. Either the shells are filled with small shrapnel or else the body breaks up into shrapnel. I believe that these bullets can be set to explode at a given distance thus giving a barrage effect for an incoming plane. Once the plane reaches the barrage, the bullets then will explode upon contact. Probably the submarines have two of these rapid fire guns, one set for a close barrage, and the other to reach way out for the attacking plane before it reaches the barrage. These guns are mounted in or near the conning tower. The pictures of submarines in these attacks show a new type of submarine with a shielded gun aft of the conning tower. Evidently this type of submarine has orders to use its new armament against airplanes on the surface.
5. The three attacks which resulted in probable sinkings were all characterized by the same post-explosion action. The submarines were fully surfaced with personnel on deck at the time of the drop. The spray from the explosion completely hid the submarine. When the spray subsided the submarine was in one case completely gone, and in the other two cases only a small section of the bow was visible going straight down fast. In no case did more than two seconds elapse from the time of the explosion to the time of the submarine's disappearance. Either the submarines have a new submergence technique, or else their skins are thinner.
6. All but three of the nine sightings in the past two weeks have been made by the bow lookout who stands erect, head exposed, wearing helmet and goggles. Of the remaining three sightings, one was made by a pilot and the other two by radar at night. The lookout assignment in the planes of this squadron is bow lookout, pilots and tower. Any extra lookouts are placed in the blisters, but they are secondary and optional. The bow lookout is mandatory.
7. It has been proved essential to have the planes on station for escort duty well before daylight when night coverage has not been in effect, and also to be certain that the plane remains on duty until well after dark. While this has certainly for some time been the ordered in existence for daylight coverage, the practice in general has been to arrive about daylight and leave about dark, more or less.
8. It is interesting to note that planes on convoy coverage have made six sightings which resulted in three attacks and one probable sinking. Sweeps gave two sightings which resulted in two attacks with one probable sinking. A plane in transit to a convoy made a sighting which resulted in an attack and a probable sinking. It would seem from this that convoy coverage was more productive of sighting than sweeps. In most cases, however, the escorting plane found the submarine at a greater distance from the convoy than his escort plan normally would permit. If the planes had kept to the regular escort plan the entire time, the submarines would undoubtedly have shadowed the convoy during the day and caught up at night.
9. The submarine commanders must have excellent intelligence. Their concentrations were not only on the convoy routes but were also timed to be in the area where two oppositely bound convoys were due to pass. Apparently the subs lie quite a distance offshore, moving in only when the convoys approach.
10. Convoy coverage is productive of submarine contacts only, naturally, when the convoy passes through submarine areas. Definitely, the planes should always go to the submarines. When the submarines head for the convoys, the planes should proceed them. When the submarines leave the convoys for other areas, the planes should follow them.
11. The submarines undoubtedly have figured out the weaknesses of our present system of convoy escort plans and have commenced tactics to take advantage of those weaknesses. In these waters, for instance, the visibility is unusually good in good weather. The present escort plane is designed to prevent the submarine from closing in to attack the convoy while coverage is in effect. It also would prevent a submarine from coming in close enough on the surface, to sight and track the convoy from ahead or from the sides. It is not designed, however, to prevent the submarine from following the convoy during the day, tracking the smoke sightings from a distance astern greater than the escort plan carries the plane, and then overtaking the convoy during the night. Visibility of the convoy from the submarine is just as good from astern as from ahead, and the escort plan allows the submarine to come closer astern than ahead of the convoy. The submarine is content to trail astern during the day and attack during the night. Therefore a new escort plan should be designed not only to prevent a submarine from attacking during the escorting, but also to prevent the submarine from tracking during the escorting. This command is compromising at present by using the escort plan during the day until four hours prior to dark and sweeping astern, to the sides, ahead and then lastly astern again just prior to dark. In my opinion it is better to take a chance on the submarine attacking during the late afternoon and sweep to prevent him tracking for a sure attack during the night. When a convoy is passing through a threatened area and planes are available, the escort plan is continued till dark while a second plane sweeps at a greater distance from the convoy.
12. Airplane deficiencies were apparent in these attacks. Several of the attacks were made at speeds close to 200 knots. At this speed the bow gun becomes unmanageable because of the wind on the gun and gunner. If the bow gunner can shoot, the maximum number of rounds available on these planes is 100, the capacity of each pan. The entire armor installation on these planes is designed for protection from the rear. With the impact-shrapnel type of bullet the submarines are using, enemy fire from ahead into rear armor means certain shrapnel explosions in the exact area the armor is designed to protect.
13. The radar carried by these planes may be detected by the submarines. An improved type of radar is available. Our planes are now rotating for overhaul at Norfolk. So far they have all returned with the same radar that they took up North.
J. B. TIBBETS Lieut. Comdr. USN Commanding.
A BIT OF HISTORY: "...Report of Antisubmarine Action By Aircraft. Report No. 5. 21 Jul 1943 - VP-94 - NAF Belem, Brazil - 94-P-4 - CFF..." WebSite: U-Boat Archive http://www.uboatarchive.net/U-662VP94ASW6_5_43.htm [12MAY2007]
CONFIDENTIAL
NARRATIVE
At 0230P, July 21, 1943 94-P-4 took off from Belem to relieve 94-P-7 on coverage of TJ-2, then about 300 miles from the plane's base. The plane arrived in the area and started a search for the convoy at about 0530.
At 0602, four minutes after turning to course 180T, a submarine was sighted at 03-56N, 48-46W by the bow watch DeNauw, relative bearing 030, distance two to three miles. The submarine was colored grey green with brown camouflage markings. It was moving on course 180T paralleling the plane's course at a speed of 5 to 7 knots. The deck appeared to be slightly awash with little wake showing. The plane was flying at an altitude of 1200' with an IAS of 95K. Immediately after the bow station's sighting, co-pilot, Lt. (jg) Jones, in the second pilot's seat picked up the visual contact, definitely confirming the bow's finding. PPC Lt. (jg) R. H. Rowland, rolled the ship slightly to bring the sub into view. The pilot's bombing switch was then closed, and the warning horn blown. Second pilot Lt. (jg) Anselmo manned the camera at the tunnel hatch and later at the port blister.
The bow watch went into action to prepare the .30 cal. gun, but he was unsuccessful in freeing the barrel group to allow the breech lock to disengage. The bow gun was not cleared throughout the run. The pilot immediately turned to attack, but seeing the trouble with the bow gun, and encountering heavy anti-aircraft fire veered slightly to port for a short period of approximately five seconds, then started a shallow diving run. Gunfire from the sub was persistent, forming a heavy barrage, lying two thirds of the distance from the sub to the plane with some projectiles apparently disintegrating at that pont. Others came through to meet the plane and exploded on contact. The rudder fin was hit at the base during final turn. A shrapnel shot was received at the chine of the hull at the radioman's station, when the plane was approximately one mile from the submarine. The path of this shot could be followed by tracer, and the ensuing explosion heard upon contact. Radioman Watson suffered lower leg and ankle injuries from this shot, but managed to pull himself to the blister and ask Garren to relieve him.
The run itself was routine, in that the pilot successfully tried to approximate the condition with which he had become familiar in practice bombing hops. Final course was 225T, speed 140 to 150K. An auto-rich mixture with power setting at 30 inches and 2300 RPM was used throughout the run. The sun's glow was approximately 1900 - 2000 relative to the plane's heading. The submarine remained on its original course with the same speed and running condition. Fire from the sub ceased just prior to the drop. At the time of drop from an altitude of about 75', Lt. (jg) Jones was able to view the conning tower close by to starboard. Lt. (jg) Rowland pressed the pickle, but the inboard starboard hung-up. Intervalometer setting for this drop was 80' at 160K. From reports of the crew, it seems that charges #1 and #2 landed so close that they exploded almost under port side just aft of the conning tower. During a shallow pull-out and turn to port, the bow of the submarine was seen by the PPC to be emerging from the geysers of water at a sharp angle.
The port gunner and the tower watch could both see the two port bombs enter the water and viewed the start of the explosions. Their account is clear and their story apparently accurate so that despite the use of the intervalometer, the spacing of the drop would seem to be less than the setting used. A slower speed than that for which the intervalometer was set would account in part for the proximity of the first two explosions. The starboard bomb was observed to drop to starboard of and ahead of the bow of the submarine at a distance judged to be about 30'.
The port gun was brought to bear and a full can was fired in long bursts. The pilot continued the turn for approximately one minute in order to remain in the immediate vicinity. Lt. (jg) Anselmo observed the sinking of the sub while the plane was in this turn at nearly 900 to release course.
Upon re-establishing sight contact with the spot, the pilot saw no submarine, but in its place an oval oil patch which increased in size to 200 yards in length and 150 - 175 width. Some brown streaks running through the oil darkened area were observed by the crew.
The longer axis of the oval crossed the sub's former course at approximately 90, probably because of the wind. Coming back over the dropping point for the first time, a definite circular slick could be seen in the middle of the increasing pool of oil. Whether or not this was a welling of oil is unconfirmed in the pilot's opinion.
The amplification report was prepared and sent blind to base although it appeared at that time that the G09 transmitter was out of commission as a result of the sub's fire. The CW receivers were not working, and it was impossible to tell whether the message was received. The flat top antenna was carried away, and the trailing antenna was temporarily out of use.
(page two of the narrative is missing)
CHRONOLOGY OF OPERATIONAL ACTIVITIES AT VP-94 BELEM, BRAZIL JULY 19 - JULY 21, 1943.
THE DATE GROUPS OF MESSAGES (M) ARE ZEBRA TIME; OPERTIONAL FLIGHTS (O) ARE PETER TIME
(O) 19th 0300P P-1 sent to cover JT-1 morning, return 1445P.
(O) 19th 0800P P-8 sent to sweep to 06-00N, 51-00W, locate TJ-2, Return Amapa 1530P. Cover AM 20th.
(O) 19th 0900P P-14 sent to sweep to JT-2 - Sweep astern - Return Amapa 1730P. Cover PM 20th.
(M) 190920 From P-1 05-30 posit. JT-1 00-08S, 45-37W.
(O) 19th 1045P P-4 sent to cover JT-1 PM, return 2020P.
(M) 191243 From P-7 No gas Sao Luiz, returning direct. (covered JT-1 PM of 18)
(O) 19 1600P P-12 sent to cover TJ-2 (right) return Amapa as ready plane 0640P 20th.
(M) 191720 From CTF44 Army attacked sub 1030P 05-06N, 48-40W. Night hold down.
(M) 191702 From P-8 TJ-2 1230P, 06-05N, 50-24.
(M) 191738 From CTF44 Army covering TJ-2 until 2200. Convoy diverted.
(M) 191845 To P-14 Army attacked sub - posit. 05-06N, 48-40W - follow previous instructions.
(M) 191848 To CTF 44 Covering TJ-2 tonight.
(M) 192055 From P-4 Posit TJ-1 00-15S, 46-02W, 1700.
(M) 192100 From P-14 Flat tire need wheel with tire mounted. Unable to cover tomorrow.
(M) 19th 2100P To P-14 Sending nose wheel early morning - arrange coverage.
(M) 192103 From CTF 44 Sub Monday "A" from B-24 attack 1030/19th 05-06N - 48-40W "B" 08N, 57W.
(M) 192103 To P-14, 12 Convoy diverted - change point "J" to 03-45N, 49-14W Advise Bock.
(M) 192159 From CTF 44 B-18 on TJ-2 reports U/B firing on plane 2130Z 20th 04-48N, 49-10W - Details attack
later.
(M) 192356 To CTF44 JT-1 00-05S, 46-02W 1700P - Convoy reversed for 3 hrs.
(M) 200206 From CTF44 What time do you expect to cover TJ-2. Do you need assistance?
(M) 200350 From P-14 Need side wheel not nose wheel.
(O) 20th 0350P P-1 sent to cover JT-1 return 1500P.
(O) 20th 0500P P-15 sent to Amapa with wheel, gas, cover JT-1 PM. Return 2200P.
(M) 200650 From P-12 TJ-2 - 0530P, 04-29N, 49-33W - My altitude is 1500'.
(M) 201010 From P-8 TJ-2 - 0700P, 04-00N, 49-36W - Ship.
(M) 201209 From CTF44 Cover JT-1 night 20th was practicable.
(M) 201321 To P-14 Start stern sweep plan 1600P. Finish outboard. Contact convoy. Return Para.
(M) 201324 To P-15 After 1400 modify sweep to outboard and ahead. Sub sighted 1830P Monday 04-48N, 49-10W.
(M) 201349 To CTF Your 200206 - See our 191720 and 191848, and 191851 covering tonight also x No assistance
needed.
(M) 201620 From P-14 TJ-2 1200P 03-40N, 49-25W.
(M) Tor 1650Z From P-14 Sub sighted 50 miles ahead of convoy.
(M) Tor 1650Z From P-14 Sub sighted, all bombs short - am circling and firing my guns - position 03-22N, 48-37W.
Will send MO's.
(M) 201709 From CTF44 P-14 dropped 4 short on sub 03-22N 48-37W - Circling and firing on sub. Relief on way
from Amapa.
(M) (TOR in Amapa) To P-12 14 attacked sub 1345P at 03-22N, 48-37W x Making MO's on Baker Two x Relieve immediately.
(M) 201725 From P-12 Out bill 1425P.
(O) 20th 1630P P-1 sent to cover JT-1 - Returned Amapa 0810P 21st Remain as ready plane.
(M) 201749 To P-8 P-14 attacked sub P-12 relieving x You return TJ-2 position 1500P - 03-25N, 49-05W cover until
2200. Return Belem.
(O) 20th 1800P P-7 sent to cover TJ-2 (Returned 1030 21st)
(M) 201819 To CTF44 Relief now on contact and convoy x Covering both convoys tonight, plus hold down on
contact x JT-1 new ETA chop line noon Wednesday. Will cover only till noon unless
otherwise directed.
(O) 201820 From P-14 (Relayed to CTF44) 4000' - 5 miles port complete surfaced - 1140 sp. 10
position 03-33N, 48-45W - no dud - no evidence of damage. PLE Sub submerged 1445
position 03-28N, 48-48W.
(M) 201914 To P-12 Conduct hold down until dark then return Amapa if possible otherwise Belem. Advise.
(P-12 had been trying to arrange for night landings at Amapa.)
(M) 202030 From P-12 TJ-2, 1700P 03-45N, 49-02W - Request 2030 relief returning Para.
(M) 202045 From P-15 JT-1 - 1700P 01-40N, 48-37W.
(M) 202110 To P-14 Cover convoy until dark - return Belem.
(M) 202130 From CTF44 Estimate one sub 03-30N, 45-45 from attack. Possibly second in area.
(M) 202130 From P-14 Relieved by P-12 ETA 1915.
(M) 202358 To CTF44 Submarine submerged 1445P posit 03-28N, 48-48W on course 1140T TJ-2 1500 posit 03-28N
49-06W course 0350T Speed 7. Bombs dropped over repeat over x Plane all ammunition
expended x Plane shot up out of commission x hold down until 2030P x Covering both
convoys all night.
(M) 210145 From P-7 TJ-2 2230P 03-44N, 48-29W.
(O) 21st 0230 P-4 sent to cover JT-2 - Returned 1030P.
(O) 21st 0300 P-15 sent to cover JT-1 - Return 1545P
(M) 2210306 From CTF44 Bad D/F 210047Z within 150 miles 06-20N, 46-15W.
(M) 210419 To P-7 At 0430P send position info to #4.
(M) TOR 0930Z From P-4 0604 posit 03-50N 48-47W x Sub attacked one bomb hung will send MO's x.
(M) 210933 To P-7, 1 P-4 attacked sub 06-04P posit 03-50N, 48-47W.
(M) TOR 0948Z From P-4 Time 0604 posit 03-50N, 48-37W Receivers out - one bomb hung up - 4 survivors -
dropped raft - large oil slick - altitude 1000' - Believed sunk - Watson shot - Will
send MO on Baker Two.
(M) 210950 To CTF44 (unable to contact Natal for some time due to traffic) P-4 attacked sub
0604P posit. 03-50N, 48-37W. Altitude 1000'. Dropped 3 one hung up x 4 survivors
large oil slick x pilot believes sub sunk x dropped raft x radioman shot.
(O) 21st 0745P P-8 sent to cover TJ-2 return 2125P.
(M) 211105 From P-7 Have photographs of survivors P-4 sub returning to base.
(M) 211110 To P-1, 7, 4, 8 P-1 to Amapa, P-7 remain on convoy until PLE for Amapa, P-8 off at 0800 to
relieve on TJ-2 x P-4 then return.
(M) 211122 From CTF44 Good D.F. gives submarine fix today within 100 miles 03-00N, 47-30W.
(M) 21151 To CTF44 Amplifying x surfaced course 1800 spd. 12K corrected posit 03-56N, 48-56W x Plane
attacked from 1200' distance one and one half miles through AA and machine gun fire
x dropped from 75 feet intervalometer 80 foot spacing - three good one hung explosions
one port 10 feet two starboard 10 feet x sub sank immediately - nose up thirty degrees.
Very little forward speed, no debris, large oval stationary oil slick four survivors -
pilot believes definitely sunk.
(COVERAGE ON JT-1 WAS FINISHED 1200P 21st AND COVERAGE ON TJ-22 WAS FINISHED WITHOUT INCIDENT ON JULY 23rd.)
COMMANDING OFFICER'S COMMENTS ON ATTACKS IN GENERAL
1. Comments on each separate attack have been previously submitted. The following comments will be based in general on the following sightings and attacks as a group:
94-P-7 July 9, 1943 Lt. (jg) Bants Sighting
94-P-10 July 9, 1943 Lt. (jg) Haro Attack
94-P-1 July 9, 1943 Lt. (jg) Auslander Sighting
94-P-1 July 9, 1943 Lt. (jg) Auslander Attack
94-P-1 July 10, 1943 Lt. (jg) Deutsch Attack
94-P-1 July 11, 1943 Lt. (jg) Deutsch Sighting
94-P-14 July 20, 1943 Lt. (jg) Auslander Attack
94-P-4 July 20, 1943 Lt. (jg) Rowland Attack
94-P-5 July 23, 1943 Lt. Weber Attack
2. All of those attacks were characterized by similar tactics on the part of the submarine--the definite decision to stay on the surface and shoot it out. All six attacks were made on fully surfaced submarines. Four of the six attacks met enemy fire. Of the remaining two attacks, one was apparently a complete surprise and the other was made during darkness.
3. Undoubtedly the submarines have received definite orders to remain surfaced and use their guns. In the past 15 days the submarines, using these tactics, have slightly damaged four planes--none completely out of commission--killed one officer pilot, and wounded one radioman. In return, during the same period, these tactics have afforded the planes the opportunity to make nine sightings, six of which resulted in attacks giving three possible sinkings. Our reaction is that the decision to stay surfaced and shoot it out is hard on submarines. We hope that the submarines maintain their present tactics.
4. The enemy fire encountered in these attacks is of a different type than my knowledge had led me to expect. There was little or no anti-aircraft fire from guns approximating 4" or 5" size. No large black or white bursts were seen. Tracers from smaller caliber guns were seen, and in each case small explosive bursts were seen well in front of the plane as well as close around the plane at various distances during the approach. Three planes were hit by bullets which exploded on impact about one foot after passing through the metal skin or fabric of the plane. After talking to the plane personnel, it is my opinion that the bullets used are slightly larger than .50 cal., come with or without tracer, explode slightly after contact, and also have a variable time fused explosion. Either the shells are filled with small shrapnel or else the body breaks up into shrapnel. I believe that these bullets can be set to explode at a given distance thus giving a barrage effect for an incoming plane. Once the plane reaches the barrage, the bullets then will explode upon contact. Probably the submarines have two of these rapid fire guns, one set for a close barrage, and the other to reach way out for the attacking plane before it reaches the barrage. These guns are mounted in or near the conning tower. The pictures of submarines in these attacks show a new type of submarine with a shielded gun aft of the conning tower. Evidently this type of submarine has orders to use its new armament against airplanes on the surface.
5. The three attacks which resulted in probable sinkings were all characterized by the same post-explosion action. The submarines were fully surfaced with personnel on deck at the time of the drop. The spray from the explosion completely hid the submarine. When the spray subsided the submarine was in one case completely gone, and in the other two cases only a small section of the bow was visible going straight down fast. In no case did more than twn seconds elapse from the time of the explosion to the time of the submarine's disappearance. Either the submarines have a new submergence technique, or else their skins are thinner.
6. All but three of the nine sightings in the past two weeks have been made by the bow lookout who stands erect, head exposed, wearing helmet and goggles. Of the remaining three sightings, one was made by a pilot and the other two by radar at night. The lookout assignment in the planes of this squadron is bow lookout, pilots and tower. Any extra lookouts are placed in the blisters, but they are secondary and optional. The bow lookout is mandatory.
7. It has been proved essential to have the planes on station for escort duty well before daylight when night coverage has not been in effect, and also to be certain that the plane remains on duty until well after dark. While this has certainly for some time been the ordered in existence for daylight coverage, the practice in general has been to arrive about daylight and leave about dark, more or less.
8. It is interesting to note that planes on convoy coverage have made six sightings which resulted in three attacks and one probable sinking. Sweeps gave two sightings which resulted in two attacks with one probable sinking. A plane in transit to a convoy made a sighting which resulted in an attack and a probable sinking. It would seem from this that convoy coverage was more productive of sighting than sweeps. In most cases, however, the escorting plane found the submarine at a greater distance from the convoy than his escort plan normally would permit. If the planes had kept to the regular escort plan the entire time, the submarines would undoubtedly have shadowed the convoy during the day and caught up at night.
9. The submarine commanders must have excellent intelligence. Their concentrations were not only on the convoy routes but were also timed to be in the area where two oppositely bound convoys were due to pass. Apparently the subs lie quite a distance offshore, moving in only when the convoys approach.
10. Convoy coverage is productive of submarine contacts only, naturally, when the convoy passes through submarine areas. Definitely, the planes should always go to the submarines. When the submarines head for the convoys, the planes should proceed them. When the submarines leave the convoys for other areas, the planes should follow them.
11. The submarines undoubtedly have figured out the weaknesses of our present system of convoy escort plans and have commenced tactics to take advantage of those weaknesses. In these waters, for instance, the visibility is unusually good in good weather. The present escort plane is designed to prevent the submarine from closing in to attack the convoy while coverage is in effect. It also would prevent a submarine from coming in close enough on the surface, to sight and track the convoy from ahead or from the sides. It is not designed, however, to prevent the submarine from following the convoy during the day, tracking the smoke sightings from a distance astern greater than the escort plan carries the plane, and then overtaking the convoy during the night. Visibility of the convoy from the submarine is just as good from astern as from ahead, and the escort plan allows the submarine to come closer astern than ahead of the convoy. The submarine is content to trail astern during the day and attack during the night. Therefore a new escort plan should be designed not only to prevent a submarine from attacking during the escorting, but also to prevent the submarine from tracking during the escorting. This command is compromising at present by using the escort plan during the day until four hours prior to dark and sweeping astern, to the sides, ahead and then lastly astern again just prior to dark. In my opinion it is better to take a chance on the submarine attacking during the late afternoon and sweep to prevent him tracking for a sure attack during the night. When a convoy is passing through a threatened area and planes are available, the escort plan is continued till dark while a second plane sweeps at a greater distance from the convoy.
12. Airplane deficiencies were apparent in these attacks. Several of the attacks were made at speeds close to 200 knots. At this speed the bow gun becomes unmanageable because of the wind on the gun and gunner. If the bow gunner can shoot, the maximum number of rounds available on these planes is 100, the capacity of each pan. The entire armor installation on these planes is designed for protection from the rear. With the impact-shrapnel type of bullet the submarines are using, enemy fire from ahead into rear armor means certain shrapnel explosions in the exact area the armor is designed to protect.
13. The radar carried by these planes may be detected by the submarines. An improved type of radar is available. Our planes are now rotating for overhaul at Norfolk. So far they have all returned with the same radar that they took up North.
J. B. TIBBETS
Lieut. Comdr. USN
Commanding.
A BIT OF HISTORY: "...Location of U. S. Naval Aircraft - Dated 31 May 1943..." WebSite: Naval Historical Center http://www.history.navy.mil/ [02OCT2006]
VP SQUADRONS MENTIONED
CASU
PATSU
VD-1, VD-2 and VD-3
VJ-1, VJ-2, VJ-3, VJ-4, VJ-5, VJ-7 and VJ-10
VP-1
VP-11, VP-12, VP-13, VP-14 and VP-15
VP-23
VP-32, VP-33 and VP-34
VP-43, VP-44 and VP-45
VP-52, VP-53 and VP-54
VP-61, VP-62 and VP-63
VP-71, VP-72, VP-73 and VP-74
VP-81 and VP-84
VP-91, VP-92 and VP-94
VP-101, VP-102, VP-103, VP-104, VP-105, VP-106, VP-107, VP-108 and VP-109
VP-125, VP-126, VP-127 and VP-128
VP-130, VP-131, VP-132, VP-133, VP-134, VP-135, VP-136, VP-137, VP-138 and VP-139
VP-140, VP-142, VP-144 and VP-146
VP-201, VP-202, VP-203, VP-204, VP-205, VP-206, VP-207, VP-208 and VP-209
VP-210, VP-211 and VP-212
A BIT OF HISTORY: "...Location of U. S. Naval Aircraft - Dated 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
A BIT OF HISTORY: "...Location of U. S. Naval Aircraft - Dated 09 Nov 1943..." WebSite: Naval Historical Center http://www.history.navy.mil/ [01OCT2006]
VP SQUADRONS MENTIONED
CASU and PATSU
VD-1, VD-2, VD-3 and VD-4
VJ-1, VJ-2, VJ-3, VJ-4, VJ-5, VJ-15, and VJ-16
VP-6 Coast Guard
VP-1
VP-11, VP-12, VP-13, VP-14, VP-15 and VP-16
VP-23 and VP-24
VP-32, VP-33 and VP-34
VP-43, VP-44 and VP-45
VP-52, VP-53 and VP-54
VP-61, VP-62 and VP-63
VP-71, VP-72, VP-73 and VP-74
VP-81 and VP-84
VP-91, VP-92 and VP-94
VP-101, VP-102, VP-103, VP-104, VP-105, VP-106, VP-107, VP-108 and VP-109
VP-110, VP-111, VP-112, VP-113, VP-114, VP-115 and VP-116
VP-125, VP-126, VP-127, VP-128 and VP-129
VP-130, VP-131, VP-132, VP-133, VP-134, VP-135, VP-136, VP-137, VP-138 and VP-139
VP-140, VP-141, VP-142, VP-143, VP-144, VP-145, VP-146, VP-147, VP-148 and VP-149
VP-150
VP-201, VP-202, VP-203, VP-204, VP-205, VP-206, VP-207, VP-208 and VP-209
VP-210, VP-211, VP-212, VP-213, VP-214, VP-215 and VP-216
A BIT OF HISTORY: "...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
A 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-590, 9 July 1943 Type: VIIC Laid Down: 31 October 1940, Blohm & Voss, Hamburg Commissioned: 2 October 1941, Kptlt. Heinrich Müller-Edzards Commander: October 1941 June 1943, Kptlt. Heinrich Müller-Edzards; June 1943 July 1943, Oblt. Werner Krüer Career: Assigned: October 1941 April 1942, 6th Flotilla (Danzig); April 1942 July 1943, 6th Flotilla (St. Nazaire) Successes: One ship of 5,228 tons sunk
Fate: Sunk on 9 July 1943, in the mid-Atlantic near the Amazon estuary, in position 03°22'N, 48°38'W, by bombs from a PBY-5A Catalina of VP-94. 45 dead (entire crew lost). Lieutenant S. Auslander, from the Belem detachment of VP-94, attacked and sank U-590.
A 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-662, 21 July 1943 Type: VIIC Laid Down: 7 May 1941, Howaldtswerke, Hamburg Commissioned: 9 April 1942, Kptlt. Wolfgang Hermann Commander: April 1942 February 1943, Korvkpt. Wolfgang Hermann; March 1943 July 1943, Oblt. Heinz-Eberhard Müller Career: Assigned: April 1942 September 1942, 5th Flotilla (Kiel); October 1942, 7th Flotilla (St. Nazaire) Successes: Three ships sunk for a total of 18,094 tons; one ship of 7,174 tons damaged Fate: Sunk 21 July 1943, in the Atlantic off Dutch Guiana, in position 03°56'N, 48°46'W, by bombs from a VP-94 PBY-5A Catalina. 44 dead. Lieutenant R. H. Rowland, from the Belem detachment of VP-94, attacked and sank U-662. Lieutenant Rowland's crew dropped life rafts for the survivors. The U-boat captain, Oblt. Heinz-Eberhard Müller, and three other crewmembers were fished out of the sea after 17 days by PC 494, Task Force 2.
A 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 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, inposition 23°45'S, 42°54'W, by a Brazilian PBY-5A Catalina flown by a trainee pilot, Cadet A. Torres, assigned to VP-94. The U-boat went down in the Atlantic off Cape Frio, Brazil. 49 dead, 11 survivors. The survivors ended up in Brazilian and then U.S. captivity.
A BIT OF HISTORY: "09JUL43--German submarine sunk: U-590, by naval land-based aircraft (VP-94), mouth of Amazon River, Brazil, 03 d. 22' N., 48 d. 38' W...." http://www.pagesz.net/~jbdavis/navy_43.txt
A BIT OF HISTORY: "...On 9 July 1943, Lt(jg) S.E. Auslander, in a Brazilian based PBY-5A, 94-P-1, BuNo ????, of VP-94 USN, attacked and sank U-590 in position 0322N 4838W (about 170 NM northeast of the Amazon estuary) with 6 depth charges..." Contributed by Ragnar J. Ragnarsson ragsie@centrum.is [03JAN2000]
A BIT OF HISTORY: "21JUL43--German submarine sunk: U-662, by naval land-based aircraft (VP-94), mouth of Amazon River, Brazil, 03 d. 36' N., 48 d. 46' W...." http://www.pagesz.net/~jbdavis/navy_43.txt
A BIT OF HISTORY: "...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 http://www.mat.ufrgs.br/~rudnei/FAB/eng/u-boote.html
Circa 1942 - 1944
A BIT OF HISTORY: Naval Historical Center, Department Of The Navy, Washington, D. C http://www.history.navy.mil/branches/dictvol2.htm [28APR2001]

VPB-94 122KB
Circa 1942
A 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
A BIT OF HISTORY: "...Patrol Wings - Rear Admiral A. D. Bernhard - August 1942..." Contributed by John Lucas JohnLucas@netzero.com [28DEC2005]
A 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.
 USS Albemarle USS Albemarle (AV-5), 30 July 1943, in what is probably Measure 21 (Navy blue/haze gray) camouflage. (80-G-76629)
 USS 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)
A BIT OF HISTORY: "...VP-94 “CRAWFISHERS” ..." http://www.navy-reserve.org/magazine/9805/nra9805b.html [02MAY99] Patrol Squadron NINE FOUR (VP-94), commanded by CDR Russ Granier, is based in New Orleans, LA. The squadron’s goal is to provide a versatile, cost-effective, multi-mission force which fulfills key requirements in every scenario envisioned in the Navy’s “Forward...
From the Sea” strategy. To maintain and enhance operational effectiveness, VP-94 routinely operates P-3C aircraft in the Gulf of Mexico, the Pacific and the Atlantic Oceans.
Our vision is to effectively use the long endurance and multi-mission capabilities of the P-3C to support joint operations in the littoral environment and to integrate into the tailored force package of the operational commander.
VP-94 was commissioned on 3 March, 1942 as VPB-94 at Norfolk, VA and participated in numerous campaigns during World War II. The squadron recorded eight attacks on enemy submarines and was credited with three probable sinkings in the month of July, 1943. VPB-94 was recommissioned as VP-94 on 1 November 1970 in conjunction with the implementation of the Naval Air Reserve concept. The squadron was nicknamed the CRAWFISHERS. Person-nel to man the newly reformed unit were drawn from NAS New Orleans, and NAS Dallas. VP-94 would operate under the direction of Commander Reserve Patrol Wing Atlantic.
From recommissioning through August 1976, VP-94 operated the Lockheed SP-2H Neptune aircraft. The squadron has since operated Lockheed P-3A, P-3B, and P-3B TACNAVMOD aircraft. Currently, the Craw-fishers fly the P-3C Update II.5 aircraft. The P-3C is the world standard in Maritime Patrol Aircraft; identical to the platforms being operated by the active duty Navy. Over the years, VP-94 has conducted Annual Training (AT) deployments from numerous sites, including NAS Bermuda; NAF Lajes, Azores; NAS Barbers Point, Hawaii; NS Rota, Spain; NAS Sigonella, Italy; NS Roosevelt Roads, Puerto Rico and NAS North Island, California, NAF Misawa, Japan and NAF Kadena, Japan. As an example of how much the CRAWFISHERS “Get Around” , during AT in 1983, the squadron successfully flew operational flights from five remote sites on the same day.
From 1986 to 1990, the squadron deployed to NS Rota, Spain while operating detachments from four different sites. 1987 was especially rewarding as the CRAWFISHERS received the coveted Noel Davis Battle “E” Trophy as well as the CNO Safety Award and CRPWL Administrative Excellence Award. From 1990 through 1992 the CRAWFISHERS participated in Counter-Narcotics missions, operating out of NAS Key West, Florida and NAS Bermuda. This was the first time a reserve Patrol Squadron operated as PATRON Bermuda.
1993 marked the beginning of a new era in reserve VP operations: the transition to a flexible detachment concept. This included the full-time contributory support of CTF/CTG commitments. Interoperability between USN and USNR forward deployed forces reached new levels of excellence. In the summer of 1993, VP-94 flew armed missions in support of Operation Maritime Guard/Sharp Guard in the Adriatic Sea, enforcing the U.N. embargo against the former Yugoslavian Republics. The CRAWFISHERS assisted in limited embargo operations against the military regime in Haiti, conducting sorties from NS Roosevelt Roads, Puerto Rico in support of Operation Support Democracy/Able Manner. The CRAWFISHERS earned the Coast Guard Meritorious Ribbon for this operation.
On 1 April 1994, VP-94 came under the operational control of CRPWP located at Moffett Federal Airfield, California. In 1996 the squadron deployed to NAF Misawa and NAF Kadena, Japan. The squadron also participated in a live Harpoon missile shoot while detached to NAS Barbers Point, Hawaii. Most recently VP-94 detached to NAS North Island, California in April 1997 in support of our nation’s drug interdiction policy. To date, VP-94 has completed over 25 years of accident free flying and over 84,000 flight hours./strong>
A BIT OF HISTORY: "...I was in the original VP-94 which was commissioned 3 March 1942. It was decommissioned 22 December 1944. The 15 Catalinas were turned over to the Brazilian Air Force and at least three of them are still up and around.
The current VP-94 which is stationed in New Orleans was commissioned around 1969 and is still going strong. That squadron had a 25th annual reunion in 1994 and they invited any survivors of the original VP-94 to join in the event. We were able to get together 7 of us (museum pieces) to attend and we were wined dined and toasted by a great bunch of guys.
We operated all along the coast of Brazil with small groups of planes working out of various cities along the coast as needed for Convoy coverage etc. We were quite similar to the M.A.S.H. which we have all seen on TV. However we never had a still. Great Brazilian beer was always available in the nearby village or city.
As I mentioned in my previous message we were able to sink 2 U-boats. The U-590 on 9 July 1943 which went down with no survivors and the U-662 on 21 July 1943. 44 men went down with that u-boat however the captain and 3 crew members survived and were picked up at sea after 17 days.
In talking with many of the men from our squadron, we now do not feel good about that loss of life. With peace now enjoyed by our country and Germany many of us would prefer that all of them survived...." Contributed by John B Sargent jbsarg@Juno.com [09JUN98]
A BIT OF HISTORY: "...Patrol Squadron 94 was commissioned on 3 March 1942 in Norfolk, VA and participated in numerous campaigns during World War II. Flying the PBY "Catalina", the squadron recorded eight attacks on enemy submarines off the Brazilian coast and was credited with three sinkings. VP-94 was redesignated as VPB-94 on 1 October 1944 and was disestablished two months later. The ''Crawfishers'' were re-commissioned on 1 November 1970 in conjunction with the implementation of the Naval Air Reserve. At re-commissioning, the squadron operated Lockheed SP-2H "Neptune" aircraft. In 1976, the squadron transitioned to the Lockheed P-3A "Orion" aircraft. In 1984, the squadron transitioned to the P-3B (MOD) "Super Bee", and in 1995, to the P-3C. The advanced weapons systems in this aircraft use computers to assist aircrews in detecting, localizing, tracking, and attacking surface, subsurface and land targets. Annual Training detachments have been performed at Bermuda, Hawaii, Italy, Puerto Rico, San Diego, Spain, Japan and NAS New Orleans, Louisiana. Squadron detachments also participate in major fleet exercises and have aided in drug interdiction efforts throughout the Caribbean Sea, Mexico and Panama. The squadron includes both men and women, and numbers seven active duty officers, 64 selected reserve officers, 118 active duty enlisted personnel, and 146 selected reserve enlisted personnel..." http://members.aol.com/StevenV113/VP-94/home.htm
Circa 1941
A 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]

Hearings Before The Joint Committee On the Investigation Of The Pearl Harbor Attack 333KB
PEARL HARBOR ATTACK
A BIT OF HISTORY: "...By Larry W. Jewell, lwjewell@omni.cc.purdue.edu. Created: 12/18/96 Updated: 12/19/96..." http://www.ibiblio.org/pha/pha/misc/rainbow5.html [23AUG2005]
Page i
HEARINGS
BEFORE THE
JOINT COMMITTEE ON THE INVESTIGATION
OF THE PEARL HARBOR ATTACK
CONGRESS OF THE UNITED STATES
SEVENTY-NINTH CONGRESS
FIRST SESSION
PURSUANT TO
S. Con. Res. 27
A CONCURRENT RESOLUTION AUTHORIZING AN
INVESTIGATION OF THE ATTACK ON PEARL
HARBOR ON DECEMBER 7, 1941, AND
EVENTS AND CIRCUMSTANCES
RELATING THERETO
PART 33
PROCEEDINGS OF NAVY COURT OF INQUIRY
(Pages 926-985, Exhibit 4,
"Rainbow 5")
Printed for the use of the
Joint Committee on the Investigation of the Pearl Harbor Attack
UNITED STATES
GOVERNMENT PRINTING OFFICE
WASHINGTON : 1946
[i] SECRET
EXHIBIT No. 4
NAVY DEPARTMENT,
OFFICE OF THE CHIEF OF NAVAL OPERATIONS,
Washington, May 26, 1941.
Op-12B-5-McC
(SC)A16(R-5)
Serial 060512
From: The Chief of Naval Operations.
To: Distribution List for WPL-46.
Subject: Promulgation of Navy Basic War Plan-Rainbow No. 5 (WPL-46).
Enclosures:
(A) Pages for WPL 46, Registered No. 92, including List of Effective
Pages.
(B) Receipt form in duplicate.
1. Navy Basic War Plan-Rainbow No. 5 (WPL-46) is promulgated herewith.
2. Report receipt, and check of contents, on the form provided as
enclosure (B).
3. The highest priority in the preparation of war plans is assigned to
plans required by WPL-46.
4. It is desired that the preparation and distribution of these plans be
accomplished with the least possible delay. To this end, all planning
based upon the directives of WPL-13, WPL-14, WPL-42, and WPL-44 will be
discontinued until plans based upon WPL 46 are completed.
5. Appendix II, Chapter IX, prescribing the composition of the Naval
Transportation Service will be issued as a change to this plan. If this
plan is executed prior to the issue of Chapter IX, specific directives
will be issued to provide for the initial sea transportation
requirements of the plan.
Page 927
6. The extreme importance of the security of this Navy Basic War Plan-
Rainbow No. 5 cannot be over-emphasized. In this respect, attention is
invited to the instructions contained in "The System of War Planning,"
and in the "Registered Publication Manual".
7. Plans and estimates of requirements for the preparation for war
service of vessels to be taken over from private sources, as indicated
in the tables of Appendix II, will be classified as confidential.
Attention is invited to paragraph 1105 of WPL-8.
[ii] 8. This plan shall not be carried in aircraft except by authority
of the Chief of Naval Operations, and when not in use shall be kept in
Class "A" stowage as prescribed in the Registered Publication Manual".
9. IT IS FORBIDDEN TO MAKE EXTRACTS FROM OR COPY PORTIONS OF THIS
PUBLICATION WITHOUT SPECIFIC AUTHORITY FROM THE CHIEF OF NAVAL
OPERATIONS, EXCEPT IN SUBORDINATE PLANS BASED UPON THIS PUBLICATION.
H. R. STARK.
[iii] Navy Basic War Plan-Rainbow No. 5
LIST OF EFFECTIVE PAGES
Change
Subject Matter Page or Sheet No. in Effect
Letter of Promulgation, CNO Secret Serial
060512, (SC)A16(R-5) of May 26, 1941. .. i, ii Original
List of Effective Pages ................... iii Original
Table of Corrections ...................... iv Original
Distribution List ......................... v, vi Original
Title Page ................................ 1 Original
Table of Contents ......................... 2 to 4 inc. Original
Introduction .............................. 5 to 8 inc. Original
Part I .................................... 9, 10 Original
Chart .................................... 11 Original
Part I (Cont'd) ........................... 12 Original
Part II ................................... 13, 14 Original
Part III .................................. 15 to 60 inc. Original
Part IV ................................... 61 to 80 inc. Original
Part V .................................... 81, 82 Original
Appendix I ................................ 1 to 51 inc. Original
Appendix II
Title Page ............................... 1 Original
Chapter I ................................ 2, 3 Original
Chapter II ............................... 4, 5 Original
Table ATF-1 ............................. 1 to 3 inc. Original
Chapter III .............................. 6 Original
Table PAF-1 ............................. 1 to 3 inc. Original
Table PAF-2 ............................. 1 Original
Chapter IV:
Table SEP-1 ............................. 1 Original
Chapter V:
Table ASF-1 ............................. 1, 2 Original
Chapter VI ............................... 7 Original
Table NE-1 .............................. 1 Original
Table NE-2 .............................. 1 Original
Chapter VII:
Table CNO-1 ............................. 1 _ Original
Chapter VIII ............................. 8 to 10 inc. Original
Table NACF .............................. 1 to 5 inc. Original
Table SCF ............................... 1 to 4 inc. Original
Table CACF .............................. 1 Original
Table PACF .............................. 1 Original
Table PSCF .............................. 1 to 3 inc. Original
Table PNCF .............................. 1 Original
Table HCF ............................... 1 Original
Table PhCF .............................. 1 Original
Chapter IX ............................... 11 Original
[iv] TABLE OF CORRECTIONS
R. P. M. or Change No. Date of Signature and rank of officer entering
entry change.
1 26-7-44 Marion L. Monsen Ens. U. S. N. R.
Page 928
NAVY DEPARTMENT
OFFICE OF THE CHIEF OF NAVAL OPERATIONS,
Washington, June 3, 1941.
Op-12B-5-McC
(SC)A16(R-5)
Serial 064112
Secret
From: The Chief of Naval Operations.
To: The Distribution List for WPL-46.
Subject: Change No. 1, WPL-46.
1. Make the following pen and ink corrections to WPL-46:
(a) On Page 45
Paragraph 3511.a.2.(f), first line-Change 13,400 to 6,400.
Paragraph 3511.a.2.(g), first line-Change 23,600 to 12,600.
Paragraph 3511.a.2.(i), first line-Change 44,000 to 23,000.
(b) On Page 80
Paragraph 4601, first line,-after "will be" insert "prepared as".
(c) On Page 30 of Appendix I
Paragraph 51.a.(13), first line-Change 13,400 to 6,400.
Paragraph 51.a.(14), first line Change 23,600 to 12,600.
(d) On Page 31 of Appendix I
Paragraph 51.a.(16), first line-Change 44,000 to 23,000.
2. Insert this letter in the front of WPL-46.
3. The urgency of delivery of this document is such that it will not
reach the addressees in time by the next available officer courier. The
originator therefore authorizes the transmission of this document by
registered mail within the continental limits of the United States.
R. E. INGERSOLL, Acting.
DISTRIBUTION LIST
[V]
Official to whom issued Registered Nos.
Commander in Chief. U.S. Pacific Fleet 1
Commander, Battle Force 2
Commander, Battleships, Battle Force 3
Commander, Battleship Division One (issue withheld) 4
Commander, Battleship Division Two (issue withheld) 5
Commander, Battleship Division Three 6
Commander, Battleship Division Five 7
Commander, Cruisers, Battle Force 8
Commander, Cruiser Division Three, Battle Force 9
Commander, Destroyers, Battle Force 10
Commander, Aircraft, Battle Force 11
Commander, Minecraft, Battle Force 12
Commander, Scouting Force 13
Commander, Cruisers, Scouting Force 14
Commander, Aircraft, Scouting Force 15
Commander, Submarines, Scouting Force 16
Commander, Base Force, U. S. Pacific Fleet 17
Commander in Chief, U. S. Atlantic Fleet 18
Commander, Cruisers, Atlantic Fleet 19
Commander, Cruiser Division Two, Atlantic Fleet 20
Commander, Destroyers, Atlantic Fleet 21
Commander, Aircraft, Atlantic Fleet 22
Commander, Submarines, Atlantic Fleet 23
Commander, Support Force, Atlantic Fleet 24
Commander, Train, Atlantic Fleet 25
Commander in Chief, U. S. Asiatic Fleet 26
Commanding General, Fleet Marine Division 27
Commanding General, Second Marine Division 28
Operations-Director, War Plans Division 29, 30, 31
-Director, Naval Intelligence Division 32
-Director, Naval Communications Division 33
-Director, Fleet Maintenance Division 34
-Director, Ship Movements Division 35
-Director, Naval Districts Division 36
-Director, Naval Transportation Service
(Issued to Director, Ship Movements Division) 37
Chief of Bureau of Navigation 38, 39
Chief of Bureau of Ordnance 40
Chief of Bureau of Ships 41
Chief of Bureau of Yards and Docks 42
Chief of Bureau of Aeronautics 43
Chief of Bureau of Supplies and Accounts 44, 45
Chief of Bureau of Medicine and Surgery 46
[VI] Judge Advocate General, U. S. Navy 47
Major General Commandant, U. S. Marine Corps 48
Director, Shore Establishment Division
(Office of Assistant Secretary of the Navy) 49
Page 929
DISTRIBUTION LIST-Continued
Official to whom issued Registered nos.
War Plans Division General Staff, War Department 50
President, Naval War College 51
Commandant, First Naval District 52, 53
Commandant, Naval Operating Base, Newfoundland 54
Commandant, Navy Yard, Portsmouth, N. H. 55
Commandant, Naval Operating Base, Newport, R. I 56
Commandant, Third Naval District 57, 58
Commandant, Fourth Naval District 59, 60
Commandant, Fifth Naval District 61, 62
Commandant, Naval Operating Base, Bermuda 63
Commandant, Sixth Naval District 64, 65
Commandant, Seventh Naval District 66
Commandant, Eighth Naval District 67, 68
Commandant, Ninth Naval District 69
Commandant, Tenth Naval District 70
Commandant, Naval Operating Base, Guantanamo, Cuba 71
Commandant, Naval Operating Base, Trinidad 72
Commandant, Eleventh Naval District 73, 74
Commandant, Twelfth Naval District 75, 76
Commandant, Thirteenth Naval District 77, 78
Commandant, Fourteenth Naval District 79
Commandant, Fifteenth Naval District 80
Commandant, Sixteenth Naval District 81
Commanding General, Department of Pacific, U. S. Marine Corps,
San Francisco, California 82
Commanding General, Marine Barracks, Quantico, Va. 83
Commanding General, Marine Corps Base, San Diego, Calif. 84
Commandant, Naval Station, Tutuila, Samoa 85
United States Military Mission in London 86, 87
United States Naval Attache, Ottawa, Canada 88
British Military Mission in Washington 89
U. S. Naval Attache, Melbourne, Australia 90
Registered Publication Section,-Working Copy 91
Registered Publication Section,-Library Copy 92
Registered Publication Section,-Reserve Copies
93, 94, 95, 96, 97, 98, 99, 100, 101, 102, 103, 104, 105, 106, 107
Op-12B-McC NAVY DEPARTMENT,
(SC)A16(R-5) OFFICE OF THE CHIEF OF NAVAL OPERATIONS,
Serial 071912 Washington, July 1, 1941.
Secret
From: The Chief of Naval Operations.
To: The Distribution List for WPL-46.
Subject: The establishment of Naval Coastal Frontiers.
Reference:
(a) GO No. 142.
(b) GO No. 143.
(c) WPL-46.
1. The Naval Coastal Frontiers prescribed in paragraphs 3122, 3232 and
3312 of WPL-46 are hereby established.
2. The boundaries of the Naval Coastal Frontiers are as prescribed in
Annex I, Appendix I, WPL-46.
3. The command relations prescribed in Part III, Chapter I, Section 3,
and Part III, Chapter II, Section 4, of WPL-46, are hereby made
effective and, in accordance with the provisions of these sections, the
conflicting provisions of General Order No. 142 are suspended.
4. For the present, Naval Coastal Frontier Forces as prescribed in
General Order No. 143 will not be formed. Vessels assigned to Naval
Districts and Naval Stations will continue in these assignments, and,
until further orders, new assignments of vessels will be made to Naval
Districts or Naval Stations, rather than to Naval Coastal Frontier
Forces, Naval Coastal Forces, or Naval Local Defense.
5. The Bureau of Navigation will issue orders assigning officers to
additional duties as Commanders, Naval Coastal Frontiers as indicated:
Commandant, 3rd Naval District-Commander, North Atlantic Naval
Coastal Frontier;
Commandant, 6th Naval District-Commander, Southern Naval Coastal
Frontier;
Commandant, 10th Naval District-Commander, Caribbean Naval Coastal
Frontier;
Commandant, 15th Naval District-Commander, Panama Naval Coastal
Frontier;
Page 930
Commandant, 12th Naval District-Commander, Pacific Southern Naval
Frontier;
Commandant, 13th Naval District-Commander, Pacific Northern Naval
Frontier;
Commandant, 14th Naval District-Commander, Hawaiian Naval Coastal
Frontier;
Commandant, 16th Naval District-Commander, Philippine Naval Coastal
Frontier;
6. The establishment of the Naval Coastal Frontiers, and the orders to
the commanders thereof, is assigned a RESTRICTED classification. The
limits of the Naval Coastal Frontiers remain in a SECRET classification.
Correspondence relating to Naval Coastal Frontiers will be classified
according to its nature.
7. Transmission of this document by registered mail within the
continental limits of the United States is authorized.
/s/ H. R. STARK.
[1] W. P. L.-46
NAVY BASIC WAR PLAN-RAINBOW NO. 5,
UNITED STATES NAVY
[2] TABLE OF CONTENTS
Subject Page [1]
Introduction:
Chapter I. Origin, Basis, and Scope of this Plan ................... 5
Chapter II. Execution of this Plan ................................. 6
Section I. Execution of the Entire Plan ........................... 6
Section 2. Execution of a part of this Plan ....................... 7
Chapter III. Agreements with Associated Powers other than the
British Commonwealth .............................................. 8
Part I. Task Organization, Information and Assumptions:
Chapter I. Task Organization ...................................... 9
Chart Areas of Responsibility of the Associated Powers ............ 11
Chapter II. Information and Assumptions ........................... 12
Part II. Outline of Tasks:
Chapter I. Concept of the War ..................................... 13
Chapter II. The General Task ...................................... 14
Part III. Assignment of Tasks:
Chapter I. Forces in the Western Atlantic Area .................... 15
Section 1. The U. S. Atlantic Fleet .............................. 15
Section 2. The Naval Coastal Frontier Forces ..................... 21
Section 3. Command Relations ..................................... 25
Chapter II. Forces in the Pacific Area ............................ 27
Section 1. The U. S. Pacific Fleet ............................... 27
Section 2. The Southeast Pacific Force ........................... 31
Section 3. The Naval Coastal Frontier Forces ..................... 33
Section 4. Command Relations ..................................... 36
Chapter III. Forces in the Far East Area .......................... 38
Section 1. The U. S Asiatic Fleet and the Philippine Naval
Coastal Frontier ................................................ 38
Chapter IV. Forces in the United Kingdom and British Home
Waters Area ...................................................... 42
Section 1. The U. S. Naval Forces, North Europe .................. 42
Chapter V. The Services ........................................... 44
Section 1. The Naval Transportation Service ...................... 44
Section 2. The Naval Communication Service ....................... 47
Section 3. The Naval Intelligence Service ........................ 48
Chapter VI. The Shore Establishment ............................... 49
Chapter VII. Instructions Jointly Applicable to Task Forces ....... 50
Section 1. Forming the Task Forces ............................... 50
Section 2. Mobilization .......................................... 51
[3] Section 3. The Routing and Protection of Shipping .............. 53
Section 4. Rules of Warfare ...................................... 58
Section 5. Intelligence Liaison between Commanders of
Associated Forces in the Field .................................. 60
Part IV. Logistics:
Chapter I. The Shore Establishment ................................ 61
Chapter II. General Directives .................................... 62
Section 1. Personnel ............................................. 62
Section 2. Material .............................................. 63
Section 3. Transportation ........................................ 64
Section 4. Legal Services ........................................ 66
Section 5. Augmentation and Maintenance of the
Shore Establishment ............................................. 67
Section 6. Priorities ............................................ 68
Chapter III. The Operating Forces and Services .................... 69
Section 1. Preparation for War Service ........................... 69
Section 2. Maintenance ........................................... 73
Section 3. Augmentation .......................................... 77
Chapter IV. Advanced Bases ........................................ 78
Chapter V. Salvage ................................................ 79
Chapter VI. Plans to be prepared by the Shore Establishment ....... 80
Part V. Special Provisions:
Chapter I. Exertion of Financial and Economic Pressure ............ 81
Chapter II. Joint Plans Covering Intelligence Service,
Censorship and Publicity, and Mobilization of Resources .......... 82
[1] Pages referred to are represented by italic figures enclosed by
brackets and indicate pages of original exhibit.
Page 931
APPENDICES
Subject Page [1]
Appendix I. The Joint Army and Navy Basic War Plan-Rainbow No. 5 .. 1-36
Annex I. Coastal Frontiers ...................................... 37-51
[4] Appendix II. The Composition of Forces
Title Page ........................................................ 1
Chapter I. Introduction ........................................... 2
Chapter II. The U. S. Atlantic Fleet .............................. 4
Table ATF-1 .............................................. Sheets 1 to
Chapter III. The U. S. Pacific Fleet .............................. 6
Table PAF-1 ............................................ Sheets 1 to 3
Table PAF-2 .................................................. Sheet 1
Chapter IV. The Southeast Pacific Force
Table SEP-1 .................................................. Sheet 1
Chapter V. The U. S. Asiatic Fleet
Table ASF-1 .............................................. Sheets 1, 2
Chapter VI. U. S. Naval Forces, North Europe ...................... 7
Table NE-1 ................................................... Sheet 1
Table NE-2 ................................................... Sheet 1
Chapter VII. Vessels Operating under the Chief of Naval Operations
Table CNO-1 .................................................. Sheet 1
Chapter VIII. Naval Coastal Frontier Forces ....................... 8
Table NACF ............................................. Sheets 1 to 5
Table SCF .............................................. Sheets 1 to 4
Table CACF ................................................... Sheet 1
Table PACF ................................................... Sheet 1
Table PSCF ............................................. Sheets 1 to 3
Table PNCF ................................................... Sheet 1
Table HCF .................................................... Sheet 1
Table PhCF ................................................... Sheet 1
Chapter IX. Naval Transportation Service .......................... 11
[5] INTRODUCTION
CHAPTER 1. ORIGIN, BASIS, AND SCOPE OF THIS PLAN
0101. This Navy Basic War Plan-Rainbow No. 5 was prepared under the
direction of the Chief of Naval Operations.
0102. It is based upon the Report of the United States-British Staff
Conversations (Short Title ABC-1), the Joint Canada-United States
Defense Plan (Short Title ABC-22), and the Joint Army and Navy Basic War
Plan-Rainbow No. 5.
0103. The United States-British Staff Conversations (ABC-1) and the
Joint Canada-United States Defense Plan (ABC-22) will be given only a
limited distribution to holders of this plan. These documents are
referred to in this plan by their short titles. Their essential
features, so far as concerns war operations, are incorporated in the
Joint Army and Navy Basic War Plan-Rainbow No. 5, which is included in
this plan as Appendix I.
0104. This plan provides for the initial organization, composition of
forces and tasks for the Naval Establishment in a Rainbow No. 5 War.
0105. After the execution of this plan has been directed, no attempt
will be made to maintain the tables of Appendix II corrected up to date.
Changes in the composition of forces will be made by direction of the
Chief of Naval Operations and shown subsequently in the "Assignment of
Units in the Organization of the Seagoing Forces of the U. S. Navy," and
in the "Assignment of Units to Naval Districts and Naval Stations."
[6] CHAPTER II. EXECUTION OF THIS PLAN
Section 1. EXECUTION OF THE ENTIRE PLAN
0211. a. Upon the receipt of the following ALNAV dispatch, the Naval
Establishment will proceed with the execution of this plan in its
entirety, including acts of war: "EXECUTE NAVY BASIC WAR PLAN RAINBOW
No. 5".
b. The date of the above dispatch will be M-day unless it has been
otherwise designated.
[7] Section 2. EXECUTION OF A PART OF THIS PLAN
0221. A preliminary period of strained relations of uncertain duration
is anticipated, during which time certain preliminary steps provided for
in this plan may be directed by the Chief of Naval Operations.
0222. Mobilization may be directed prior to directing the execution of
this plan or any part thereof. The order to mobilize does not authorize
acts of war.
[1] Pages referred to are represented by italic figures enclosed by
brackets and indicate pages of original exhibit.
Page 932
0223. This plan may be executed in part by a dispatch indicating the
nations to be considered enemy, the tasks to be executed, or excepted,
and the preliminary measures to be taken in preparation for the
execution of the entire plan or additional tasks thereof.
[8] CHAPTER III. AGREEMENTS WITH ASSOCIATED POWERS OTHER THAN THE
BRITISH COMMONWEALTH
0301. The substance of agreements reached with Associated Powers other
than those with the British Commonwealth, including Canada, insofar as
they relate to the operation of naval forces, will be made available to
the holders of this plan as soon as made, by revision of this Chapter
III of the Introduction.
0302. Brazil, for the purposes of defense of the Western Hemisphere, has
agreed to permit United States naval forces to use the ports of RECIFE
and BAHIA.
a. There is at present no time limit on the duration of stay in these
ports.
b. They are available for refreshment and upkeep, and for the purchase
and delivery of fuel, consumable supplies and fresh provisions within
the limited capacities of the ports.
c A United States Naval Observer is stationed at each port
d. On first entry, two days confidential advance notice of arrival
should be given to the United States Naval Observer at the port via the
United States Naval Attache, Rio de Janeiro. This notice should include
information in regard to communicable diseases and last port visited.
Pratique and customs clearance are not required.
e. For repeated entry, incident to extended operations in the vicinity,
local arrangements as to notice may be made with the Brazilian Captain
of the Port, through the United States Naval Observer.
[9] PART I. TASK: ORGANIZATION. INFORMATION AND ASSUMPTIONS
CHAPTER I. TASK ORGANIZATION
1101. The task organization, by which this Navy Basic War Plan-Rainbow
No. 5 will be executed, under the direction of the Chief of Naval
Operations, is prescribed below:
a. THE OPERATING FORCES, under command of the Chief of Naval Operations.
1. THE UNITED STATES ATLANTIC FLEET, under command of the Commander
in Chief, U. S. ATLANTIC FLEET.
2. THE UNITED STATES PACIFIC FLEET, under command of the Commander in
Chief, U. S. PACIFIC FLEET.
3. THE UNITED STATES SOUTHEAST PACIFIC FORCE, under command of the
Commander, SOUTHEAST PACIFIC FORCE.
4. THE UNITED STATES ASIATIC FLEET, under command of the Commander in
Chief, U. S. ASIATIC FLEET
5. THE UNITED STATES NAVAL FORCES, NORTH EUROPE under command of the
Commander in Chief, U. S. NAVAL FORCES NORTH EUROPE.
6. THE NAVAL COASTAL FRONTIER FORCES, under the command of the
Commanders NAVAL COASTAL FRONTIERS, consisting of:
(a) THE NAVAL COASTAL FORCES;
(b) THE NAVAL LOCAL DEFENSE FORCES.
b. THE SERVICES, under command of the Chief of Naval Operations.
1. THE NAVAL TRANSPORTATION SERVICE.
2. THE NAVAL COMMUNICATION SERVICE.
3. THE NAVAL INTELLIGENCE SERVICE.
c. THE SHORE ESTABLISHMENT, under the direction of the appropriate
Chiefs of Bureaus, and Heads of Offices of the Navy Department.
[10] 1102. Major areas of command and instructions concerning
responsibility for the strategic direction of military forces therein
are set forth in Appendix I, "Section V". In paragraph 3222 of this plan
is defined an additional sub-area, designated as the "SOUTHEAST PACIFIC
SUB-AREA." In Annex I, of Appendix I, are the sub-areas which are
included in the Naval Coastal Frontiers.
Page 933
11403. Command over naval forces in the areas and sub-areas for which
the United States has accepted responsibility for the strategic
direction of operations will be exercised by the appropriate United
States naval commanders listed in paragraph 1101 a. of this plan,
subject to the special conditions set forth in Appendix I, "Section V."
(At this point in Exhibit No. 4 there appears a map of the world showing
"Areas of Responsibility of the Associated flowers." This map will be
found reproduced as Item No. 1, EXHIBIT-ILLUSTRATIONS, Navy Court of
Inquiry. These illustrations are bound together following the printed
exhibits of the Naval Court of Inquiry.)
[12] CHAPTER II. INFORMATION AND ASSUMPTIONS
1201. Assumptions are as stated in Appendix I, "Section III."
[13]
PART II. OUTLINE OF TASKS
CHAPTER I. CONCEPT OF THE WAR
2101. The Concept of the War is as stated in Appendix I, "Section IV."
[14]
CHAPTER II. THE GENERAL TASK
2201. The Joint Army and Navy General Task is set forth in paragraph 24
of Appendix I
2202. The Navy General Task is as follows:
a. The Naval Establishment, in cooperation with the Army and the forces
of the other Associated Powers, will:
1. Destroy Axis sea communications in the WESTERN ATLANTIC
AREA, in the PACIFIC AREA east of 180 , and through the MALAY
BARRIER in the FAR EAST AREA;
2. Raid Axis forces and sea communications in the PACIFIC and FAR
EAST AREAS, and in the EASTERN ATLANTIC and the WESTERN
MEDITERRANEAN;
3. Protect the sea communications of the Associated Powers in United
States Areas, and support the defense of sea communications in the
UNITED KINGDOM AND BRITISH HOME WATERS AREA, in the FAR EAST AREA,
and to the eastward of AUSTRALIA;
4. Prevent the extension in the Western Hemisphere of European or
Asiatic military power, and support the defense of the territory
of the Associated Powers in the FAR EAST AREA; and
5. Prepare to capture the AZORES, CAPE VERDE, MARSHALL, and
CAROLINE ISLANDS.
[15] PART III. ASSIGNMENT OF TASKS
CHAPTER I. FORCES IN THE WESTERN ATLANTIC AREA
Section 1. THE U. S. ATLANTIC FLEET
3111. The U. S. ATLANTIC FLEET (Chapter II, Appendix II) will initially
be organized into task forces as follows:
a. OCEAN ESCORT;
b. STRIKING FORCE;
c. SOUTHERN PATROL FORCE;
d. SUBMARINE FORCE ONE;
e. SUBMARINE FORCE TWO;
f. SUBMARINE FORCE THREE;
g. NORTHWEST ESCORT FORCE;
h. U. S. NAVAL OPERATING BASE, BERMUDA;
i. ADDITIONAL TASK FORCES AS DIRECTED BY THE COMMANDER IN CHIEF, U. S.
ATLANTIC FLEET.
3112. The U. S. ATLANTIC FLEET is assigned the following tasks within
the WESTERN ATLANTIC AREA:
Page 934
Section 1. THE U. S. ATLANTIC FLEET-Continued
a. TASK
PROTECT THE SEA COMMUNICATIONS OF THE ASSOCIATED POWERS BY ESCORTING,
COVERING, AND PATROLLING, AS REQUIRED BY CIRCUMSTANCES, AND BY
DESTROYING ENEMY RAIDING FORCES (see Part III, Chapter V, Section 1);
b. TASK
DESTROY AXIS SEA COMMUNICATIONS BY CAPTURING OR DESTROYING
VESSELS TRADING DIRECTLY OR INDIRECTLY WITH THE ENEMY
[16]
c. TASK
PROTECT THE TERRITORY OF THE ASSOCIATED POWERS AND PREVENT THE
EXTENSION OF ENEMY MILITARY POWER INTO THE WESTERN HEMISPHERE, BY
DESTROYING HOSTILE EXPEDITIONARY FORCES AND BY SUPPORTING LAND AND
AIR FORCES IN DENYING THE ENEMY THE USE OF LAND POSITIONS IN THAT
HEMISPHERE;
d. TASK
IN COOPERATION WITH BRITISH FORCES AND THE U. S. ARMY, DEFEND BERMUDA
IN CATEGORY "C";
e. TASK
COVER THE OPERATIONS OF THE U. S. NAVAL COASTAL FRONTIER FORCES;
f. TASK
PREPARE TO OCCUPY THE AZORES AND THE CAPE VERDE ISLANDS.
3113. a. So far as practicable, the naval forces in the WESTERN ATLANTIC
AREA will be covered and supported against attack by superior enemy
surface forces, by the naval forces of the Associated Powers which are
operating from bases in the UNITED KINGDOM and the EASTERN ATLANTIC.
b. Forces operating normally in the UNITED KINGDOM AND BRITISH HOME
WATERS AREA, the NORTH ATLANTIC AREA, and the SOUTH ATLANTIC AREA, which
move temporarily into the WESTERN ATLANTIC AREA in pursuance of their
assigned tasks, will remain under the strategic direction of the United
Kingdom Chief of Naval Staff. They will be supported by the naval forces
in the WESTERN ATLANTIC AREA as necessary and practicable.
3114. a. SUBMARINE FORCE TWO will operate under the strategic direction
of the Commander in Chief, U. S. ATLANTIC FLEET, until its arrival in
the NORTH ATLANTIC AREA.
[17] b. This force will be assigned the following task by the Commander
in Chief, U. S. ATLANTIC FLEET:
1. TASK
PROCEED FROM BASES IN THE UNITED STATES TO GIBRALTAR, WHEN SO
DIRECTED BY THE CHIEF OF NAVAL OPERATIONS.
c. After arrival of SUBMARINE FORCE TWO in the NORTH ATLANTIC AREA this
force will execute the following task:
1. TASK
RAID ENEMY SHIPPING IN THE MEDITERRANEAN UNDER THE STRATEGIC
DIRECTION OF THE BRITISH COMMANDER IN CHIEF, MEDITERRANEAN, ACTING
THROUGH THE BRITISH (OR UNITED STATES) FLAG OFFICER COMMANDING
NORTH ATLANTIC.
d. SUBMARINE FORCE TWO will remain a part of the U. S. ATLANTIC FLEET
for administrative purposes.
3115. a. THE NORTHWEST ESCORT FORCE and SUBMARINE FORCE THREE will
operate under the strategic direction of the Commander in Chief U. S.
ATLANTIC FLEET, until their arrival in the UNITED KINGDOM AND BRITISH
HOME WATERS AREA.
Page 935
b. These forces will each be assigned the following task by the
Commander in Chief, U. S. ATLANTIC FLEET:
1. TASK
PROCEED FROM BASES IN THE UNITED STATES TO BASES IN THE UNITED
KINGDOM AND BRITISH HOME WATERS AREA, WHEN SO DIRECTED BY THE
CHIEF OF NAVAL OPERATIONS.
[18] c. Upon arrival in UNITED KINGDOM AND BRITISH HOME WATERS AREA, the
NORTHWEST ESCORT FORCE and SUBMARINE FORCE THREE will be detached from
the U. S. ATLANTIC FLEET and be assigned to U. S. NAVAL FORCES, NORTH
EUROPE. Their tasks thereafter are to be found in Part III, Chapter IV.
Section 1.
3116. a. The Commander in Chief, U. S. ATLANTIC FLEET, will arrange for
the logistic support for the U. S. ATLANTIC FLEET (see Part IV, Chapter
III, Section 2) operating in the WESTERN ATLANTIC AREA from sources
designated by the Shore Establishment in the continental United States
and outlying possessions and bases in the WESTERN ATLANTIC AREA, and
from United States and foreign (outside the British Isles) commercial
sources. For this purpose he will employ the transportation facilities
of the U. S. ATLANTIC FLEET, which will be supplemented, as required, by
those of the Naval Transportation Service.
b. Logistic support for SUBMARINE FORCE TWO, and other United States
forces operating in the NORTH ATLANTIC AREA, will be arranged as
indicated herein. Transportation will be provided by the Naval
Transportation Service.
1. Fuel and subsistence stores from United States naval auxiliaries,
supplemented as may be practicable from British sources available
in the NORTH ATLANTIC AREA.
2. Personnel, technical supplies, and ammunition from United States
sources.
3. Repair and upkeep facilities from tender and cargo vessels, and
temporary shore facilities erected by the United States,
supplemented by use of available British facilities.
4. Replacement of British fuel and subsistence stores from United
States sources.
[19] c. In emergency circumstances where the transportation facilities
of the Naval Transportation Service are inadequate for the logistic
support of SUBMARINE FORCE TWO, or of other U. S. Naval forces operating
in the NORTH ATLANTIC AREA, the Senior U. S. Naval Officer of forces
based in that area is authorized to charter, on a time charter basis,
vessels immediately obtainable by him for the purpose of providing his
forces with urgent logistic deficiencies. Vessels of United States
registry will be employed, if available.
d. The Commander in Chief, U. S. ATLANTIC FLEET, will establish in the
office of the Chief of Naval Operations an officer of the staff of the
Commander TRAIN, U. S. ATLANTIC FLEET, who will have liaison duties with
respect to the quantities and the transportation of logistic
requirements, including personnel, for the U. S. ATLANTIC FLEET.
e. Logistic support for the NORTHWEST ESCORT FORCE and SUBMARINE FORCE
THREE, after transfer to the U. S. NAVAL FORCES, NORTH EUROPE, will be
provided as directed in Part III, Chapter IV, Section 1.
3117. a. The Commander in Chief, U. S. ATLANTIC FLEET, will require the
preparation of the following plans:
1. U. S. ATLANTIC FLEET OPERATING PLAN-RAINBOW No. 5 (Navy Plan O-3,
RAINBOW No. 5);
2. NORTHWEST ESCORT FORCE MOVEMENT PLAN-RAINBOW No. 5. (Navy Plan O-
3-A, RAINBOW No. 5), covering the movement of this force and the
first movement of Army troops to ENGLAND, SCOTLAND, and NORTH
IRELAND (See paragraph 3511 a. 2. (b));
3. SUBMARINE FORCE THREE MOVEMENT PLAN-RAINBOW No. 5 (Navy Plan O-3-
B, RAINBOW No. 5) covering the movement of this force to the
UNITED KINGDOM AND BRITISH HOME WATERS AREA;
Page 936
4. Such other subordinate task force operating [20] plans as the
Commander in Chief, U. S. ATLANTIC FLEET, may direct, including
the movement plan for SUBMARINE FORCE TWO. No operating plan for
SUBMARINE FORCE TWO, for operations after arrival in the NORTH
ATLANTIC AREA, need be prepared.
b. 1. Plans listed under a. 1, 2, 3, and 4, will be reviewed by the
Chief of Naval Operations.
2. Plans may be distributed before review and acceptance.
[21] Section 2. THE NAVAL COASTAL FRONTIER FORCES
3121. a. The organization of NAVAL COASTAL FRONTIER FORCES is prescribed
in General Order No. 143.
b. The boundaries of Coastal Frontiers, Naval Coastal Frontiers, Coastal
Zones Sectors, and Sub-sectors, are defined in Joint Action of the Army
and the Navy 1935, as modified by Annex I of Appendix I.
3122. The Naval Coastal Frontiers in the WESTERN ATLANTIC AREA are:
a. THE NORTH ATLANTIC NAVAL COASTAL FRONTIER;
b. THE SOUTHERN NAVAL COASTAL FRONTIER;
c. THE CARIBBEAN NAVAL COASTAL FRONTIER;
d. THE PANAMA NAVAL COASTAL FRONTIER.
1. All tasks assigned to the PANAMA NAVAL COASTAL FRONTIER are
contained in this Section, including those for the PACIFIC SECTOR.
3123. The NAVAL COASTAL FRONTIER FORCES (Chapter VIII, Appendix II) in
the WESTERN ATLANTIC AREA are assigned the following tasks:
a. TASK
DEFEND THE NAVAL COASTAL FRONTIER IN CATEGORIES INDICATED BELOW:
CATEGORY B-THE NORTH ATLANTIC NAVAL COASTAL FRONTIER.
-THE SOUTHERN NAVAL COASTAL FRONTIER.
CATEGORY D-THE CARIBBEAN NAVAL COASTAL FRONTIER.
-THE PANAMA NAVAL COASTAL FRONTIER.
[22]
b. TASK
PROTECT AND ROUTE SHIPPING IN ACCORDANCE WITH INSTRUCTIONS CONTAINED
IN PART III, CHAPTER VII, SECTION 3;
c. TASK
SUPPORT THE U. S. ATLANTIC. FLEET;
d. TASK
SUPPORT ARMY AND ASSOCIATED FORCES WITHIN THE COASTAL FRONTIER.
e. In addition, the NAVAL COASTAL FRONTIER FORCES of the PANAMA NAVAL
COASTAL FRONTIER are assigned the following task:
1. TASK
SUPPORT THE U. S. SOUTHEAST PACIFIC FORCE.
3124. a. The following plans will be prepared:
1. Local Joint Plans as prescribed in Appendix I, paragraph 48, of
this plan;
2. By the Commanders, NORTH ATLANTIC NAVAL COASTAL FRONTIER, and
SOUTHERN NAVAL COASTAL FRONTIER:
(a) Naval Coastal Frontier Operating Plans-RAINBOW No. 6,
including an annex covering the operating plans of the Naval
Coastal Force. (Naval Coastal Frontier Plans O-4, RAINBOW
No. 5);
3. By Commanders, CARIBBEAN NAVAL COASTAL FRONTIER and PANAMA NAVAL
COASTAL FRONTIER, and by Commandants FIRST, THIRD, FOURTH, FIFTH,
SIXTH, SEVENTH, AND EIGHTH NAVAL DISTRICTS:
[23]
(a) Naval Local Defense Force Operating Plans-RAINBOW
No. 5 (Naval District Plans O-5, RAINBOW No. 5)
(b) Joint Embarkation Plans as required in Appendix I,
paragraph 48;
4. Additional subordinate task force operating plans as directed by
Commanders, Naval Coastal Frontiers, and Commandants of Naval
Districts
b. 1. Joint Coastal Frontier Defense Plans, and other plans prepared by
the Commanders, Naval Coastal Frontiers, will be reviewed by the
Chief of Naval Operations.
Page 937
2. Operating Plans prepared by the Commandants of Naval Districts
will be reviewed by the respective Commanders, Naval Coastal
Frontiers.
3. Subordinate Task Force Operating Plans will be reviewed by the
respective Commanders, Naval Coastal Frontiers, or Commandants of
Naval Districts.
4. (a) Naval Coastal Frontier Force Operating Plans for the NORTH
ATLANTIC and SOUTHERN NAVAL COASTAL FRONTIERS, and Naval Local
Defense Force Operating Plans for the CARIBBEAN and PANAMA
NAVAL COASTAL FRONTIERS will be forwarded to the Commander in
Chief, U. S. ATLANTIC FLEET for comment, prior to their review
by the Chief of Naval Operations, with a view to their
coordination with the Operating Plans of the U. S. ATLANTIC
FLEET.
(b) Such portions of Naval Local Defense Force Operation Plans and
Naval District Contributory Plans, as relate to the protection
of fleet anchorages and to services to the U. S. [24]
ATLANTIC FLEET, will be referred to the Commander in Chief, U.
S. ATLANTIC FLEET for comment if he so requests.
5. Plans may be distributed before review and acceptance.
[25] Section S. COMMAND RELATIONS
3131. In order to provide for unity of command of task groups of the U.
S. ATLANTIC FLEET and the NAVAL COASTAL FRONTIER FORCES, in the
execution of tasks requiring mutual support, the following provisions
shall apply:
a. On M-day, or sooner if directed by the Chief of Naval Operations,
the Commander, NORTH ATLANTIC NAVAL COASTAL FRONTIER, the SOUTHERN NAVAL
COASTAL FRONTIER, the CARIBBEAN NAVAL COASTAL FRONTIER, and the
Commander, PANAMA NAVAL COASTAL FRONTIER so far as regards operations in
the ATLANTIC SECTOR, are assigned a dual status as follows:
1. As commanders of their respective Naval Coastal Frontier Forces
operating under the orders of the Chief of Naval Operations
2. As officers of the U. S. ATLANTIC FLEET, operating under the
orders of the Commander in Chief, U. S. ATLANTIC FLEET, in command
of task groups of that fleet, when and as directed by the
Commander in Chief thereof.
b. The Commander in Chief, U. S. ATLANTIC FLEET, may thereafter require
the Commanders, Naval Coastal Frontiers to place under his command,
temporarily and for particular purposes, task groups of their Naval
Coastal Frontier Forces. The Commander in Chief, U. S. ATLANTIC FLEET,
will, when taking temporary command of such task forces, have due regard
to the tasks assigned in this plan to the Commanders, Naval Coastal
Frontiers.
1. The Commander in Chief, U. S. ATLANTIC FLEET will not require task
groups of the Naval Coastal Frontier Forces to leave the limits of
their respective Coastal Zones, except in emergency, or upon the
authority of the Chief of Naval Operations.
[26] c. Conflicting provisions of General Order No. 142 are suspended
while the provisions of this paragraph are in effect.
3132. The NAVAL OPERATING BASE BERMUDA, by this plan is assigned as a
unit of the U. S. ATLANTIC FLEET, both for administrative and task
purposes.
3133. In addition to having general authority over the operation of the
Naval Local Defense Forces, the Commander, NORTH ATLANTIC NAVAL COASTAL
FRONTIER and the Commander, SOUTHERN NAVAL COASTAL FRONTIER have
authority to coordinate the activities of the Commandants of the Naval
Districts within their respective Naval Coastal Frontiers, in matters
that concern the Naval Communication Service, the Naval Intelligence
Service, and the Naval Transportation Service. Due consideration will be
given to the requirements of the tasks assigned to these services by the
Chief of Naval Operations.
3134. a. Commanders of Naval Coastal Frontiers may reassign temporarily
to the Naval Local Defense Forces under their command, vessels and
aircraft assigned by the Chief of Naval Operations to the Naval Coastal
Force.
b. Except as provided for in the preceding sub-paragraph, Commanders of
Naval Coastal Frontiers will not change the assignment of vessels made
by the
Page 938
Chief of Naval Operations to Naval Coastal Forces and Naval Local
Defense Forces except in emergency or upon the authority of the Chief of
Naval Operations.
3135. Command relations between United States and Canadian Forces will
be set forth in the Joint Army and Navy Basic War Plan-Rainbow No. 5,
Appendix I, after ABC-22 has been approved.
[27] CHAPTER II. FORCES IN THE PACIFIC AREA
Section 1. THE U. S. PACIFIC FLEET
3211. The U. S. PACIFIC FLEET (Chapter III, Appendix II) will be
organized into task forces as follows:
a. Task forces as directed by the Commander in Chief, U. S. PACIFIC
FLEET;
b. NAVAL STATION, SAMOA
c. NAVAL STATION, GUAM.
3212. The U. S. PACIFIC FLEET is assigned the following tasks within the
PACIFIC AREA:
a. TASK
SUPPORT THE FORCES OF THE ASSOCIATED POWERS IN THE FAR EAST BY
DIVERTING ENEMY STRENGTH AWAY FROM THE MALAY BARRIER, THROUGH THE
DENIAL AND CAPTURE OF POSITIONS IN THE MARSHALLS, AND THROUGH
RAIDS ON ENEMY SEA COMMUNICATIONS AND POSITIONS;
b. TASK
PREPARE TO CAPTURE AND ESTABLISH CONTROL OVER THE CAROLINE AND
MARSHALL ISLAND AREA, AND TO ESTABLISH AN ADVANCED FLEET BASE IN
TRUK;
c. TASK
DESTROY AXIS SEA COMMUNICATIONS BY CAPTURING OR DESTROYING VESSELS
TRADING DIRECTLY OR INDIRECTLY WITH THE ENEMY;
d. TASK
SUPPORT BRITISH NAVAL FORCES IN THE AREA SOUTH OF THE EQUATOR AS
FAR WEST AS LONGITUDE 155 EAST;
[28]
e. TASK
DEFEND SAMOA IN CATEGORY "D";
f. TASK
DEFEND GUAM IN CATEGORY "F";
g. TASK
PROTECT THE SEA COMMUNICATIONS OF THE ASSOCIATED POWERS BY
ESCORTING, COVERING, AND PATROLLING AS REQUIRED BY CIRCUMSTANCES,
AND BY DESTROYING ENEMY RAIDING FORCES (See Part III, Chapter V,
Section 1);
h. TASK
PROTECT THE TERRITORY OF THE ASSOCIATED POWERS IN THE PACIFIC AREA
AND PREVENT THE EXTENSION OF ENEMY MILITARY POWER INTO THE WESTERN
HEMISPHERE BY DESTROYING HOSTILE EXPEDITIONS AND BY SUPPORTING
LAND AND AIR FORCES IN DENYING THE ENEMY THE USE OF LAND POSITIONS
IN THAT HEMISPHERE;
i. TASK
COVER THE OPERATIONS OF THE NAVAL COASTAL FRONTIER FORCES;
j. TASK
ESTABLISH FLEET CONTROL ZONES, DEFINING THEIR LIMITS FROM TIME TO
TIME AS CIRCUMSTANCES REQUIRE;
k. TASK
ROUTE SHIPPING OF ASSOCIATED POWERS WITHIN THE FLEET CONTROL
ZONES.
[29]
3213. a. Units assigned to the ATLANTIC REINFORCEMENT in Chapter III,
Appendix II, will be transferred from the U. S. PACIFIC FLEET, to the U.
S. ATLANTIC FLEET, when directed by the Chief of Naval Operations.
b. The SOUTHEAST PACIFIC FORCE (Chapter IV, Appendix II), will be
established under the immediate command of the Chief of Naval
Operations, when so directed by that officer.
c. Until detached, the units assigned to the ATLANTIC REINFORCEMENT and
the SOUTHEAST PACIFIC FORCE will be under the command of the Commander
in Chief, U. S. PACIFIC FLEET, and may be employed as desired
Page 939
by him, so long as they remain in the PACIFIC AREA. They shall not be
sent such distances from PEARL HARBOR as would prevent their arrival in
the CANAL ZONE twenty-one days after the Chief of Naval Operations
directs their transfer from the PACIFIC AREA.
3214. a. The Commander in Chief, U. S. PACIFIC FLEET, will arrange for
the logistic support of the U. S. PACIFIC FLEET from sources in
continental United States and in the FOURTEENTH NAVAL DISTRICT
designated by the Shore Establishment, and from United States and
foreign commercial sources. (See Part IV, Chapter III, Section 2.) For
this purpose he will employ the transportation facilities of the U. S.
PACIFIC FLEET, which will be supplemented as required by those of the
Naval Transportation Service.
b. To the extent practicable, the services of the Naval Transportation
Service ill be restricted to supplementing the movement of logistic
supplies, including personnel, between the continental United States and
OAHU.
c. The Commander in Chief, U. S. PACIFIC FLEET, will establish in the
Office of the Commander, PACIFIC SOUTHERN NAVAL COASTAL FRONTIER, an
officer of the staff of the Commander, BASE FORCE, U. S. PACIFIC FLEET,
who will have liaison duties with respect to the quantities and
transportation of logistic requirements, including personnel, to be
delivered into the Fleet Control Zones. The Commander in Chief, U. S.
PACIFIC FLEET, may, at his discretion, establish similar liaison
officers in the offices of the Commanders of other Naval Coastal
Frontiers.
[30]
3215. a. The Commander in Chief, U. S. PACIFIC FLEET, will require the
following plans to be prepared:
1. THE U. S. PACIFIC FLEET OPERATING PLAN-RAINBOW No. 6 (Navy Plan O-
1, RAINBOW No. 5);
2. A plan for the execution of TASK b. of paragraph 3212, assuming
the availability of approximately 30,000 Army troops in addition
to forces of the U. S. PACIFIC FLEET, and assuming that the task
will be executed on 180M;
3. NAVAL STATION, SAMOA, NAVAL LOCAL DEFENSE FORCE OPERATING PLAN-
RAINBOW No. 5 (Naval Station Samoa Plan O-5, RAINBOW No. 5)
4. Such other subordinate task force operating plans as the Commander
in Chief U. S. PACIFIC FLEET, may direct.
b. 1. Plans listed under a. 1. and 2, will be reviewed by the Chief of
Naval Operations.
2. The NAVAL STATION GUAM Naval Local Defense Force Operating Plan-
RAINBOW No. 3 will be applicable, and no additional plan need be
prepared.
NOTE: The Commandant, Naval Station, GUAM, is not included in the
distribution of this Navy Basic War Plan-RAINBOW No. 5.
[31]
Section B. THE SOUTHEAST PACIFIC FORCE
3221. The SOUTHEAST PACIFIC FORCE (Chapter IV, Appendix II) will be
established under the immediate command of the Chief of Naval Operations
upon its arrival in the CANAL ZONE.
3222. This force will base on the Naval Operating Base, BALBOA, or in
SOUTH AMERICAN ports as may later be directed, and will operate in the
SOUTHEAST PACIFIC SUB-AREA, delimited as that part of the PACIFIC AREA
south of the PANAMA NAVAL COASTAL FRONTIER, and between he west coast of
South America and approximately Longitude 95 West.
3223. The SOUTHEAST PACIFIC FORCE is assigned the following tasks:
a. TASK
DESTROY AXIS SEA COMMUNICATIONS BY CAPTURING OR DESTROYING VESSELS
TRADING DIRECTLY OR INDIRECTLY WITH THE ENEMY;
b. TASK
PROTECT SEA COMMUNICATIONS OF THE ASSOCIATED POWERS BY ESCORTING,
COVERING, OR PATROLLING AS REQUIRED BY CIRCUMSTANCES, AND BY
DESTROYING ENEMY RAIDING FORCES;
c. TASK
SUPPORT THE OPERATIONS OF THE PANAMA NAVAL COASTAL FRONTIER FORCES IN
THE PACIFIC SECTOR;
d. TASK
PROMOTE THE INTERESTS OF THE ASSOCIATED POWERS IN THE NATIONS ON THE
WEST COAST OF SOUTH AMERICA.
Page 940
[32] 3224. a. The Commander SOUTHEAST PACIFIC FORCE, will arrange for
the logistic support of the SOUTHEAST PACIFIC FORCE from Shore
Establishment sources in the FIFTEENTH NAVAL DISTRICT, and from foreign
commercial sources (See Part IV, Chapter III, Section 2.).
Transportation will be provided by the Naval Transportation Service.
b. In circumstances where transportation facilities provided by the
NAVAL TRANSPORTATION SERVICE are inadequate, the Commander, SOUTHEAST
PACIFIC FORCE, is authorized to charter on a time charter basis, vessels
immediately obtainable by him, for the purpose of providing his forces
with urgent logistic deficiencies. Vessels of United States registry
will be employed, if available
3225. a. The Commander, SOUTHEAST PACIFIC FORCE, will require the
preparation of the following plans:
1. U. S. SOUTHEAST PACIFIC FORCE OPERATING PLAN-RAINBOW No. 5 (Navy
Plan 0-3-C, RAINBOW No. 5);
2. Such subordinate task force operating plans as the Commander,
SOUTHEAST PACIFIC FORCE, may direct.
b. 1. The plan listed under a. 1. will be reviewed by the Chief of Naval
Operations.
2. Plans may be distributed before review and acceptance.
[33] Section 3. THE NAVAL COASTAL FRONTIER FORCES
3231. a. The organization of the NAVAL COASTAL FRONTIER FORCES is
prescribed in General Order No. 143.
b. The boundaries of Coastal Frontiers, Naval Coastal Frontiers, Coastal
Zones, Sectors, and Sub-sectors, are defined in "Joint Action of the
Army and the Navy, 1935," as modified by Annex I of Appendix I.
3232. The Naval Coastal Frontiers in the PACIFIC AREA are:
a. PACIFIC NORTHERN NAVAL COASTAL FRONTIER;
b. PACIFIC SOUTHERN NAVAL COASTAL FRONTIER;
c. HAWAIIAN NAVAL COASTAL FRONTIER.
3233. The NAVAL COASTAL FRONTIER FORCES (Chapter VIII, Appendix II) in
the PACIFIC AREA are assigned the following tasks:
a. TASK
DEFEND THE NAVAL COASTAL FRONTIERS IN CATEGORIES INDICATED BELOW:
CATEGORY B-THE PACIFIC SOUTHERN NAVAL COASTAL FRONTIER
-THE PACIFIC NORTHERN NAVAL COASTAL FRONTIER, EXCEPT THE
ALASKAN SECTOR
CATEGORY C-THE ALASKAN SECTOR OF THE PACIFIC NORTHERN NAVAL COASTAL
FRONTIER EXCEPT UNALASKA.
CATEGORY D-UNALASKA.-THE HAWAIIAN NAVAL COASTAL FRONTIER;
[34]
b. TASK
PROTECT AND ROUTE SHIPPING IN ACCORDANCE WITH INSTRUCTIONS CONTAINED
IN PART III, CHAPTER VII, SECTION 3;
c. TASK
SUPPORT THE U. S. PACIFIC FLEET;
d. TASK
SUPPORT THE ARMY AND ASSOCIATED FORCES WITHIN THE COASTAL FRONTIERS.
3234. a. The following plans will be prepared:
1. Local Joint Plans as prescribed in Appendix I, paragraph 48;
2. By the Commander, PACIFIC SOUTHERN NAVAL COASTAL FRONTIER:
(a) Naval Coastal Frontier Operating Plan-RAINBOW No. 5,
including an annex covering the operating plan of the Naval
Coastal Force (Naval Coastal Frontier Plan O-4, RAINBOW No, 5)
3. By Commanders, PACIFIC NORTHERN NAVAL COASTAL FRONTIER, HAWAIIAN
NAVAL COASTAL FRONTIER, and by the Commandant, ELEVENTH and
TWELFTH NAVAL DISTRICTS:
(a) Naval Local Defense Force Operating Plans-RAINBOW No. 5
(Naval District Plans O-5, RAINBOW No. 5);
(b) Joint Embarkation Plans as required in Appendix I, paragraph
48;
Page 941
[35]
4. Additional subordinate task force operating plans as directed by
Commanders, Naval Coastal Frontiers, and Commandants of Naval
b. 1. Joint Coastal Frontier Defense Plans and other plans prepared by
Commanders, Naval Coastal Frontiers, will be reviewed by the Chief
of Naval Operations.
2. Operating plans prepared by Commandants of Naval Districts will be
reviewed by the respective Commanders, Naval Coastal Frontiers.
3. (a) Naval Coastal Frontier Operating Plans for the PACIFIC
SOUTHERN NAVAL COASTAL FRONTIER, and Naval Local Defense Force
Operating Plans for the HAWAIIAN NAVAL COASTAL FRONTIER will
be forwarded to the Commander in Chief U. S. PACIFIC FLEET for
comment prior to their review by the Chief of Naval Operations
with a view to their coordination with the Operating Plans of
the U. S. PACIFIC FLEET
(b) Such portions of Naval Local Defense Force Operating Plans and
Naval District Contributory Plans as relate to the protection
of fleet anchorages and to services to the U. S. PACIFIC
FLEET, will be referred to the Commander in Chief, U. S.
PACIFIC FLEET for comment, if he so requests.
4. Plans may be distributed before review and acceptance.
[36]
Section 4. COMMAND RELATIONS
3241. In order to provide for unity of command of task groups of the U.
S. PACIFIC FLEET and of the PACIFIC NORTHERN and PACIFIC SOUTHERN NAVAL
COASTAL FRONTIERS, in the execution of tasks requiring mutual support,
the following provisions shall apply (see paragraph 3242):
a. On M-day, or sooner if directed by the Chief of Naval Operations,
the Commanders, PACIFIC NORTHERN NAVAL COASTAL FRONTIER and
PACIFIC SOUTHERN NAVAL COASTAL FRONTIER will be assigned a dual
status as follows:
1. As commanders of their respective Naval Coastal Frontier Forces
operating under the orders of the Chief of Naval Operations.
2. As officers of the U. S. PACIFIC FLEET operating under the
orders of the Commander in Chief, U. S. PACIFIC FLEET, in
command of task groups of that fleet when and as directed by
the Commander in Chief thereof.
b. The Commander in Chief, U. S. PACIFIC FLEET, may thereafter
require the Commanders, Naval Coastal Frontiers to place under his
command, temporarily and for particular purposes, task groups of
their Naval Coastal Frontier Forces. The Commander in Chief, U. S.
PACIFIC FLEET, when taking temporary command of such task forces,
will have due regard for the tasks assigned in this plan to the
Commanders, Naval Coastal Frontiers by the Chief of Naval
Operations.
1. The Commander in Chief, U. S. PACIFIC FLEET, will not require
task groups of the Naval Coastal Frontier Forces to leave the
limits of their respective Coastal Zones, except in emergency,
or upon authority of the Chief of Naval Operations.
c. Conflicting provisions of General Order No. 142 are suspended
while the provisions of this paragraph are in effect.
[37]
3242. The provisions of paragraph 3241 above, apply to the command
relations of the Commander in Chief, U. S. PACIFIC FLEET, and the
Commander, HAWAIIAN NAVAL COASTAL FRONTIER, except that the
circumstances under which its provisions are applicable are not
restricted to the execution of tasks requiring mutual support, but apply
in all circumstances.
3243. The Chief of Naval Operations will direct the Commander, SOUTHEAST
PACIFIC FORCE, to operate under the strategic direction of the Commander
in Chief, U. S. PACIFIC FLEET, if coordinated action of that force and
the U. S. PACIFIC FLEET becomes necessary. The Chief of Naval Operations
will be informed by the Commander in Chief, U. S. PACIFIC FLEET, if this
situation arises.
3244. In addition to having general authority over the operation of the
Naval Local Defense Forces, the Commander, PACIFIC SOUTHERN NAVAL
COASTAL FRONTIER, has authority to coordinate the activities of the
Commandants of the Naval Districts within his respective Naval Coastal
Frontier in
Page 942
matters that concern the Naval Communication Service, the Naval
Intelligence Service, and the Naval Transportation Service. Due
consideration will be given to the requirements of the tasks assigned to
these services by the Chief of Naval Operations.
3245. a. Commanders of Naval Coastal Frontiers may reassign, temporarily
to the Naval Local Defense Forces under their command, vessels and
aircraft assigned by the Chief of Naval Operations to the Naval Coastal
Force.
b. Except as provided for in the preceding sub-paragraph, Commanders of
Naval Coastal Frontiers will not change the assignment of vessels made
by the Chief of Naval Operations to Naval Coastal Forces and Naval Local
Defense Forces except in emergency or upon the authority of the Chief of
Naval Operations.
3246. Command relations between United States and Canadian Forces will
be set forth in the Joint Army and Navy Basic War Plan-Rainbow No. 5,
Appendix I, after ABC-22 has been approved.
[38] CHAPTER III. FORCES IN THE FAR EAST AREA
Section 1. THE U. S. ASIATIC FLEET AND THE PHILIPPINE NAVAL COASTAL
FRONTIER
3311. The following is quoted from Appendix I, paragraph 16.b.:
"Far East Area
"Coordination in the planning and execution of operations by Military
forces of the United States. British Commonwealth, and Netherlands
East Indies, in the FAR EAST AREA will, subject to the approval of
the Dutch authorities, be effected as follows:
"(1) The commanders of the Military forces of the Associated Powers
will collaborate in the formulation of strategic plans for
operations in that area.
"(2) The defense of the territories of the Associated Powers will be
the responsibility of the respective commanders of the Military
forces concerned. These commanders will make such arrangements
for mutual support as may be practicable and appropriate.
"(3) The responsibility for the strategic direction of the naval
forces of the Associated Powers, except of naval forces engaged
in supporting the defense of the PHILIPPINES, will be assumed by
the British Naval Commander in Chief, CHINA. The Commander in
Chief, UNITED STATES ASIATIC FLEET, will be responsible for the
direction of naval forces engaged in supporting the defense of
the PHILIPPINES."
3312. a. The Commander in Chief, U. S. ASIATIC FLEET, is the immediate
superior in command of the Commandant, SIXTEENTH NAVAL DISTRICTS, who is
also designated as the Commander, PHILIPPINE NAVAL COASTAL FRONTIER (see
Chapter V, Appendix II).
b. The organization of Naval Coastal Frontiers is prescribed in General
Order No. 143.
[39]
c. The boundaries of the PHILIPPINE COASTAL FRONTIER, and the extent of
the PHILIPPINE NAVAL COASTAL FRONTIER, are defined in "Joint Action of
the Army and Navy, 1935", as modified by Annex I of Appendix I.
d. The Commander, PHILIPPINE NAVAL COASTAL FRONTIER will employ the
Naval Local Defense Force in the execution of tasks assigned by the
Commander in Chief, U. S. ASIATIC FLEET, and will arrange for its joint
tactical and strategical employment in cooperation with the Army, under
the direction of the Commander in Chief, U. S. ASIATIC FLEET.
3313. The Commander in Chief, U. S. ASIATIC FLEET is assigned the
following tasks:
a. TASK
RAID JAPANESE SEA COMMUNICATIONS AND DESTROY AXIS FORCES;
b. TASK
SUPPORT THE LAND AND AIR FORCES IN THE DEFENSE OF THE TERRITORIES OF
THE ASSOCIATED POWERS. (THE RESPONSIBILITY OF THE COMMANDER IN CHIEF,
UNITED STATES ASIATIC FLEET, FOR SUPPORTING THE DEFENSE OF THE
PHILIPPINES REMAINS SO LONG AS THAT DEFENSE CONTINUES.);
Page 943
c. TASK
DESTROY AXIS SEA COMMUNICATIONS BY CAPTURING OR DESTROYING VESSELS
TRADING DIRECTLY OR INDIRECTLY WITH THE ENEMY;
d. TASK
PROTECT SEA COMMUNICATIONS OF THE ASSOCIATED POWERS BY ESCORTING,
COVERING, AND PATROLLING, AS REQUIRED BY CIRCUMSTANCES, AND BY
DESTROYING ENEMY RAIDING FORCES;
[40]
e. TASK
IN COOPERATION WITH THE ARMY DEFEND THE PHILIPPINE COASTAL FRONTIER-
CATEGORY OF DEFENSE "E"
f. TASK
ROUTE UNITED STATES FLAG SHIPPING IN ACCORDANCE WITH AGREEMENTS
REACHED WITH THE OTHER ASSOCIATED POWERS IN THE FAR EAST AREA.
3314. The Commander in Chief, U. S. ASIATIC FLEET, will shift base to
BRITISH or DUTCH ports at discretion.
3315. a. The Commander in Chief, U. S. ASIATIC FLEET, will arrange for
the logistic support of the U. S. ASIATIC FLEET from sources in the
SIXTEENTH NAVAL DISTRICT, and in continental United States, from
commercial sources in the PHILIPPINE ISLANDS; and from British and Dutch
governmental and commercial sources (See Part IV, Chapter III, Section
2.).
b. Logistic requirements other than personnel, ammunition, and technical
materials, will be obtained from sources in the FAR EAST AREA or from
sources in the adjacent BRITISH AREAS.
c. Personnel, ammunition, and technical materials will be obtained from
sources in the United States
d. Transportation facilities available to the U. S. ASIATIC FLEET will
be employed so far as practicable for the movement of logistic supplies.
The Naval transportation Service will provide transportation for
shipments from the United States. The first two of these vessels to
arrive in the FAR EAST AREA may be retained by the Commander in Chief,
U. S. ASIATIC FLEET, for use in that Area.
[some portion of text not printed in PHA, LWJ]
through the Commandant, SIXTEENTH NAVAL DISTRICT, and in accordance with
the provisions of existing law, any vessels of United States' or
Philippine registry by requisition, time charter, or bare boat charter,
to supplement the transportation facilities of the U. S. ASIATIC FLEET.
f. In circumstances where the transportation facilities of the U. S.
ASIATIC FLEET, supplemented as provided for in paragraphs d. and e., are
inadequate, the Commander in Chief, U. S. ASIATIC FLEET, is authorized
to charter on a time charter basis, vessels immediately obtainable by
him for the purpose of providing his forces with urgent logistic
deficiencies. Vessels of United States registry will be employed if
available.
3316. a. The Commander in Chief, U. S. ASIATIC FLEET, will require the
following plans to be prepared:
1. THE U. S. ASIATIC FLEET OPERATING PLAN-RAINBOW No. 5 (Navy Plan 0-
2, RAINBOW No. 5)
2. Local Joint Plans required by Appendix I, Paragraph 48
3. SIXTEENTH NAVAL DISTRICT NAVAL LOCAL DEFENSE FORCE OPERATING PLAN-
RAINBOW No. 5. (Sixteenth Naval District Plan 0-5, RAINBOW No. 5);
4. Such subordinate task force operating plans as the Commander in
Chief, U. S. ASIATIC FLEET, may direct.
b. 1. The plan listed under a. 1, will be reviewed by the Chief of Naval
Operations.
2. Plans may be distributed before review and acceptance.
Page 944
[42] CHAPTER IV. FORCES IN THE UNITED KINGDOM AND BRITISH HOME WATERS
AREA
Section 1. THE U. S. NAVAL FORCES, NORTH EUROPE
3411. a. The Commander in Chief, U. S. NAVAL FORCES, NORTH EUROPE, is
also the naval member of the United States Military Mission in London.
b. The U. S. NAVAL FORCES, NORTH EUROPE, will come under the
administrative command of the Commander in Chief, U. S. NAVAL FORCES
NORTH EUROPE, upon the arrival of these forces in the UNITED KINGDOM AND
BRITISH HOME WATERS AREA.
3412. a. The U. S. NAVAL FORCES, NORTH EUROPE (Chapter VI, Appendix II)
will be organized into task forces as follows:
1. THE NORTHWEST ESCORT FORCE;
2. SUBMARINE FORCE THREE
b. These task forces will operate under the command of the Commander in
Chief, U. S. ATLANTIC FLEET, until their arrival in the UNITED KINGDOM
AND BRITISH HOME WATERS AREA.
3413. After their arrival in the UNITED KINGDOM AND BRITISH HOME WATERS
AREA, the task forces of the U. S. NAVAL FORCES, NORTH EUROPE, are
assigned the following tasks:
a. THE NORTHWEST ESCORT FORCE
1. TASK
ESCORT CONVOYS IN THE NORTHWEST APPROACHES, ACTING UNDER THE
STRATEGIC DIRECTION OF THE BRITISH COMMANDER IN CHIEF OF THE
WESTERN APPROACHES;
b. SUBMARINE FORCE THREE
1. TASK
RAID ENEMY SHIPPING IN AN AREA TO BE DESIGNATED, UNDER THE
STRATEGIC DIRECTION OF THE BRITISH VICE ADMIRAL, SUBMARINES.
[43] 3414. Logistic support for the U. S. NAVAL FORCES, NORTH EUROPE,
will be arranged as indicated herein (see Part IV, Chapter III, Section
2). Transportation will be provided by the Naval Transportation Service
or from vessels assigned to the task forces.
a. Fuel from United States and British sources.
b. Personnel, technical supplies, ammunition, and subsistence supplies
from United States sources.
c. Repair and upkeep facilities from tender and cargo vessels and shore
facilities assigned to this force, supplemented by a limited use of
British facilities.
d. Replacement of fuel to British storage from United States sources.
e. In circumstances where the transportation facilities of the U. S.
NAVAL FORCES, NORTH EUROPE, and those provided by the NAVAL
TRANSPORTATION SERVICE are inadequate, the Commander in Chief, U. S.
NAVAL FORCES, NORTH EUROPE, is authorized to charter on a time charter
basis or a bare boat basis, vessels immediately obtainable by him for
the purpose of providing his forces with urgent logistic deficiencies.
Vessels of United States registry will be employed, if available.
3415. a. Outline operating plans for the employment of the U. S. NAVAL
FORCES, NORTH EUROPE, will be prepared by the prospective Commander of
the NORTHWEST ESCORT FORCE, and submitted to the prospective Commander
in Chief, U. S. NAVAL FORCES, NORTH EUROPE, for review by the British
Commander in Chief, WESTERN APPROACHES After review and acceptance,
copies of this plan will be furnished the Chief of Naval Operations.
Page 945
[44] CHAPTER V. THE SERVICES
Section 1. THE NAVAL TRANSPORTATION SERVICE
3511. The NAVAL TRANSPORTATION SERVICE (Chapter IX, Appendix II) is
assigned the following task:
a. TASK
PROVIDE SEA TRANSPORTATION FOR THE INITIAL MOVEMENT AND THE CONTINUED
SUPPORT OF ARMY AND NAVY FORCES OVERSEAS, OTHER THAN THOSE WHICH ARE
TO BE TRANSPORTED BY THE OPERATING FORCES. MAN AND OPERATE THE ARMY
TRANSPORT SERVICE.
1. Deliveries may be made by commercial transportation or by vessels
of the Naval Transportation Service as circumstances require.
2. The initial movements of U. S. Army troops under this task are as
indicated in this paragraph. Larger movements may be made
eventually, as indicated in Appendix I, paragraph 51, but the Navy
will make no plans for these later movements until so directed by
the Chief of Naval Operations.
(a) NEW YORK to ICELAND, 26,500 troops, 73 aircraft. First
contingent-10,500 troops embark on 24M. Second contingent-
16,000 troops embark on 57M. These two movements will be made
by British transports if arrangements can be effected. If not,
this plan contemplates use of United States transports.
(b) NEW YORK to ENGLAND, 7,000 troops embark on 10M. NEW YORK to
IRELAND, 8,000 troops embark on 10M.
(1) These two forces will move in one convoy.
(c) NEW YORK to BERMUDA, 3,700 troops, 38 aircraft, embark on 18M.
Eight aircraft will fly to destination, 30 aircraft will be
[45] transported. Part of this force may be moved before M-day.
(d) GALVESTON to CURACAO-ARUBA, 6,000 troops, embark on 15M.
(e) GALVESTON to TRINIDAD, 12,500 troops embark on 15M.
(f) GALVESTON to PANAMA, 6,400 troops, of which 3,300 embark on
20M. The remainder will be transported progressively as ships
become available. Part of this force may be moved before M-day.
(g) GALVESTON to PUERTO RICO, 12,600 troops, of which 4,000 embark
20M. The remainder will be transported progressively as ships
become available. Part of this force may be moved before M-day.
(h) SEATTLE to ALASKA, 23,000 troops, of which 1,100 embark on 10M.
The remainder will be transported progressively as ships become
available. Part or all of these troops may be moved before M-
day.
(i) SAN FRANCISCO to HAWAII, 23,000 troops of which 15,000 embark
on 10M. The remainder will be transported progressively as
ships become available. Part of these troops may be moved
before M-day.
3. The supply levels for the support of overseas forces which are to
be transported by the NAVAL TRANSPORTATION SERVICE, are indicated
in Appendix I, paragraph 57.
3512. Shipping will be routed by the Chief of Naval Operations and the
Commanders of the Operating Forces in accordance with instructions
contained in Part III, Chapter VII, Section 3.
[46] 3513. The Director, Naval Transportation Service, will prepare the
Principal Naval Transportation Service Operating Plan-Rainbow No. 5, and
will prescribe therein, the Naval Transportation Service Operating
Plans-Rainbow No. 5, which are to be prepared by the Naval Districts,
Outlying Naval Stations, and Activities or Task Groups not under the
command of the Commandants of Naval Districts.
[47] Section B. THE NAVAL COMMUNICATION SERVICE
3521. The NAVAL COMMUNICATION SERVICE is assigned the following tasks:
a. TASK
INSURE THE AVAILABILITY OF COMMUNICATION FACILITIES AND A SYSTEM FOR
THEIR EMPLOYMENT ADEQUATE TO THE NEEDS OF THE NAVAL ESTABLISHMENT IN
THE EXECUTION OF THIS PLAN;
Page 946
b. TASK
IN COOPERATION, WHERE NECESSARY, WITH OTHER GOVERNMENT DEPARTMENTS
AND INDEPENDENT OFFICES, AND SUBJECT TO THE PROVISIONS OF PERTINENT
LEGISLATION, PROCLAMATIONS, AND EXECUTIVE ORDERS, PROVIDE FOR THE
OPERATION OR SUPPRESSION, CONTROL, OR SUPERVISION, AS NECESSARY, OF
NON-MILITARY COMMUNICATION STATIONS IN AREAS UNDER UNITED STATES'
CONTROL.
3522. This Service, operating directly under the Chief of Naval
Operations (Director of Naval Communications) comprises the following:
a. Office of the Director, Naval Communications, Navy Department;
b. The Communication Organization under the command of the Commandants
of Naval Districts and Outlying Naval Stations; and under command of
commanders of forces afloat, including aircraft.
3523. The Director, Naval Communication Service, will prepare the
Principal Naval Communication Service Operating Plan-Rainbow No. 5, and
will prescribe therein, the Naval Communication Service Operating Plans-
Rainbow No. 5 which are to be prepared by the Naval Districts, Outlying
Naval Stations, and Activities or Task Groups not under the command of
the Commandants of Naval Districts.
[48] Section 3. THE NAVAL INTELLIGENCE SERVICE.
3531. The NAVAL INTELLIGENCE SERVICE is assigned the following tasks:
a. TASK
IN COOPERATION WITH THE ARMY AND ASSOCIATED POWERS, SECURE, AND
DISSEMINATE AS ADVISABLE, SUCH INFORMATION PARTICULARLY CONCERNING
THE ENEMY, ENEMY AGENTS AND SYMPATHIZERS, AS WILL ASSIST AND
FACILITATE THE EXECUTION OF NAVY BASIC WAR PLAN-RAINBOW No. 5 AND THE
PROTECTION OF THE NAVAL ESTABLISHMENT;
b. TASK
IN COOPERATION WITH OTHER GOVERNMENT DEPARTMENTS, PREVENT THE
TRANSMISSION OF INFORMATION OF MILITARY OR ECONOMIC VALUE TO THE
ENEMY.
3532. This Service, operating directly under the Chief of Naval
Operations (Director of Naval Intelligence), comprises the following:
a. Office of the Director of Naval Intelligence, Navy Department,
including naval attaches, naval observers, and other personnel directly
under the Director of Naval Intelligence;
b. The Naval Intelligence organization under the command of the
Commandants of Naval Districts, the Navy Yard, Washington, D. C., and
Outlying Naval Stations, including the field units of the respective
subordinate activities.
3533. The Director, Naval Intelligence Service, will prepare the
Principal Naval Intelligence Service Operating Plan-Rainbow No. 5, and
will prescribe therein the Naval Intelligence Service Operating Plans-
Rainbow No. 5, which are to be prepared by the Naval Districts, Outlying
Naval Stations, and Activities or Task Groups not under the command of
the Commandants of Naval Districts.
[49] CHAPTER VI. THE SHORE ESTABLISHMENT
3601. The task of the SHORE ESTABLISHMENT is prescribed in Part IV,
[50] CHAPTER VII. INSTRUCTIONS JOINTLY APPLICABLE TO TASK FORCES
Section 1. FORMING THE TASK FORCES
3711. Naval Coastal Frontier Forces will be formed on M-day or sooner if
directed by the Chief of Naval Operations.
a. Units of the U. S. ATLANTIC FLEET, U. S. PACIFIC FLEET, and U. S.
ASIATIC FLEET, designated for assignment to NAVAL COASTAL FRONTIER
FORCES, when directed by the respective Commanders in Chief of the
Fleets, will report to the Commanders, Naval Coastal Frontier Forces, to
which assigned.
Page 947
b. Vessels of NAVAL DISTRICT CRAFT (See General Order No. 143),
designated for assignment to the Naval Coastal Frontier Forces, when
directed by the Commandants of the Naval Districts, will report to the
commanders of task organizations to which assigned.
c. Vessels to be mobilized, upon completion of mobilization, and when
directed by the Commandants of Naval Districts in which they mobilize,
will report to the commanders of task organizations to which assigned.
3712. The Chief of Naval Operations will issue special instructions to
vessels of the Naval Transportation Service and to vessels operating
directly under the Chief of Naval Operations as circumstances require.
3713. a. Coast Guard Districts, including vessels, aircraft and shore
establishments within the Districts, upon M-day or sooner if directed by
the President, will automatically come under the control of Naval
Districts in the manner set Forth in the "United States Coast Guard
District Manual, 1940."
b. The Commandants of Naval Districts will direct the Coast Guard units
coming under their command to report to the commanders of the task
organizations as indicated in Appendix II of this plan.
[51] Section 2. MOBILIZATION
3721. a. Mobilization comprises two steps viz.:
1. Timely assembly at assigned Mobilization Districts of the forces
to be mobilized preparatory to 2;
2. Preparation for war service. This is a function of the Shore
Establishment assisted to the extent practicable by the forces
being mobilized, and is provided for in Part IV of this plan.
b. Under this plan the term "mobilization" is applied only to the
Operating Forces and the Services, including their units ashore. The
Shore Establishment does not mobilize, but, as stipulated in Part IV,
increases its personnel and facilities as required to perform its
assigned task.
c. Mobilization is thus not a process confined exclusively to the
initial days of the war but continues as long as there are additional
forces to be mobilized. During and subsequent to mobilization, vessels
and units are supported through the operation of the maintenance
provisions of Part IV.
3722. Most of the Naval Forces listed in the current Operating Force
Plan have already been mobilized at the time of issue of this plan.
Vessels so listed even if not completely mobilized on M-day, will be
considered available for immediate war service within the limits of
their capabilities. They will complete their mobilization progressively
as opportunity permits, and as directed by their superiors in command.
Exceptions may be made by direction of the Chief of Naval Operations.
3723. In view of the provisions of paragraph 3722, mobilization in this
plan applies principally to vessels assigned to the Naval Transportation
Service, to the Naval Coastal Frontier Forces, and to Naval District
Craft which are to be taken over from private sources or other
government departments.
[52] 3724. Instructions for the assembly at Mobilization Districts of
vessels assigned to the Naval Transportation Service will be issued by
the Chief of Naval Operations.
3725. Instructions for the assembly at Mobilization Districts of vessels
assigned to the Naval Coastal Frontier Forces are contained in Chapter
VIII, Appendix II.
[53] Section 3. THE ROUTING AND PROTECTION OF SHIPPING
3731. The following is quoted from Appendix I. "Section V"
a. "20. The British authorities will issue directions for the control
and protection of shipping of the Associated Powers within the areas in
which British authorities assume responsibility for the strategic
direction of Military Forces. United States authorities will issue
directions for the control and protection of shipping of the Associated
Powers within the areas in which the United States authorities assume
responsibility for the strategic direction of Military forces.
"21. United States and British shipping scheduled to pass from an area
assigned to one Power into an area assigned to the other Power, will be
controlled and protected by agreement between the respective naval
authorities. The British Admiralty is the supreme authority in the
control of shipping in the North Atlantic bound to and from the United
Kingdom.
"22. The British Naval Control Service Organization will continue in the
exercise of its present functions and methods in all regions pending
establishment of effective United States Agencies in United States
areas. The Chief of Naval Operations, immediately on entry of the United
States into the war, will arrange for the control and protection of
shipping of United States registry or charter
Page 948
within United States areas. Requests from the British Naval Control
Service Organization for protection by United States forces within
United States areas will be made to the Chief of Naval Operations."
b. The term "control of shipping" as used in Appendix I, "Section V",
includes all matters relating to the movement of non-combatant vessels
on the high seas, except protection. Definitions
3732. a. ROUTING. The term "routing of shipping" as employed in this
plan relates to the sea routes to be followed; [54] the time of
departure from port; whether or not ships will move singly or in convoy,
the timing at meeting points (rendezvous) and along the sea route; and
the delivery of instructions for routing. Instructions in regard to the
assembly of vessels for convoys the scheduling of ports of call or
destination, and loading are not considered as a part of routing.
b. INTRA-DISTRICT SHIPPING. That shipping of the Associated Powers
proceeding from one port to another within the limits of a Naval
District.
c. INTRA-FRONTIER SHIPPING. That shipping of the Associated Powers
proceeding from one Naval District to another within the same Naval
Coastal Frontier.
d. INTER-FRONTIER SHIPPING. That shipping of the Associated Powers not
overseas shipping, proceeding from a port in one Naval Coastal Frontier
to, or through the waters of another Naval Coastal Frontier.
e. FLEET CONTROL ZONE SHIPPING. All shipping of the Associated Powers
while within the Fleet Control Zone.
f. OVERSEAS SHIPPING is that shipping of the Associated Powers whose
route, in whole or in part, lies outside the coastal zone of a Naval
Coastal Frontier except that shipping passing between the CARIBBEAN
NAVAL COASTAL FRONTIER and the ATLANTIC COAST ports of the United States
or Canada is considered INTER-FRONTIER SHIPPING.
Instructions for routing shipping
3733. INTRA-DISTRICT, INTRA-FRONTIER, and INTER-FRONTIER SHIPPING.
a. The Chief of Naval Operations will issue general instructions to
Naval Coastal Frontier Commanders for the routing of Intra-District
Intra-Frontier and Inter-Frontier Shipping. Commanders of Naval Coastal
Frontiers and Commandants of Naval Districts will keep the Chief of
Naval Operations and interested Commanders in Chief informed as to
routing instructions issued by them.
[66] b. Commanders of Naval Coastal Frontiers will route Intra-Frontier
and Inter-Frontier Shipping.
c. Intra-District shipping will be routed by the Commandant of the Naval
District under the general direction of the Commander, Naval Coastal
Frontier.
3734. OVERSEAS SHIPPING.
a. Overseas shipping is divided into two categories, referred to
hereafter as Class A and Class B Overseas Shipping:
1. CLASS A. Overseas shipping between two points in the areas of
strategic responsibility of the United States;
2. CLASS B. Overseas shipping between one point in the areas of
strategic responsibility of the United States, and one point in
the areas of strategic responsibility of the United Kingdom.
b. WESTERN ATLANTIC AREA.
1. The Chief of Naval Operations, in consultation with the United
Kingdom Chief of Naval Staff, will arrange the routing details of
Class B Overseas Shipping which passes between the WESTERN
ATLANTIC AREA and UNITED KINGDOM AREAS to the east or south.
2. The Chief of Naval Operations will route all Class A and Class B
Overseas Shipping while it is within the WESTERN ATLANTIC AREA. In
the case of overseas shipping moving in convoy, he will issue the
routing instructions to the convoy commanders, via the Commandants
of the Districts in which are the ports of assembly of the
convoys, with copies to the Commander in Chief, U. S. ATLANTIC
FLEET, appropriate Naval Coastal Frontier Commanders, and
Commandants of other Naval Districts affected. In the case of
overseas shipping moving singly, the [56] Chief of Naval
Operations will issue general routing instructions to the Naval
Coastal Frontier Commanders, with copies to the Commander in
Chief, U. S. ATLAN-
Page 949
TIC FLEET, and to Commandants of Naval Districts affected. Under
the general supervision of the Commanders of Naval Coastal
Frontiers, Commandants of Naval Districts will issue routing
instructions to commanders of vessels.
c. PACIFIC AREA.
1. Under the general direction of the Chief of Naval Operations, the
Commander of the PACIFIC SOUTHERN NAVAL COASTAL FRONTIER will
perform, in the PACIFIC AREA, all the routing duties performed by
the Chief of Naval Operations in the WESTERN ATLANTIC AREA, with
the following exceptions:
(a) The Commander in Chief, U. S. PACIFIC FLEET, will route
shipping in the PACIFIC FLEET CONTROL ZONES;
(b) The Commander, PANAMA NAVAL COASTAL FRONTIER, will route
shipping in the SOUTHEAST PACIFIC SUB-AREA;
(c) Routing details of overseas shipping bound to or from the
AUSTRALIAN AND NEW ZEALAND AREA will be arranged directly
between the Commander, PACIFIC SOUTHERN NAVAL COASTAL FRONTIER,
and the Chief of the Australian Naval Staff. The Chief of Naval
Operations will make arrangements with the United Kingdom Chief
of Naval Staff in case action is required by that officer.
Instructions for the protection of shipping
3735. a. Tasks providing for the protection of shipping are assigned to
the Operating Forces.
[57] b. Protection of shipping may be provided by sea or air escort, by
covering operations, by patrol, by dispersal, by shifting of routes, or
by a combination of these methods.
c. The shipping of the Associated Powers operating in the areas of
strategic responsibility of the United States will be protected by the
responsible Commanders in Chief, Commanders of Sub-Areas, and Naval
Coastal Frontiers, and by the Commandants of Naval Districts, to the
extent required by the existing situation, and as may be practicable by
the use of available forces. These officers will keep each other
informed, as may be appropriate, as to the strength of naval forces, and
the methods being employed, in the protection of shipping.
d. The protection of embarked military personnel and valuable cargoes
will be viewed as having an especial importance.
[58] Section 4. RULES OF WARFARE
3741. In the conduct of the war the Naval Establishment will be guided
by the current "Instructions for the Navy of the United States Governing
Maritime Warfare".
3742. Except under extraordinary circumstances (as when no prize crews
are available or great distances are involved, and it is impracticable
for the capturing ship to leave her station), prizes should be sent
promptly to a port within the jurisdiction of the United States, or to
an allied port in which a United States prize court is sitting, or to an
allied port where arrangements have previously been made by the
commander in the Area for prizes captured by the United States to be
received into custody of local officials until an opportunity presents
itself of sending them to United States prize courts. When the State
Department shall have made arrangements with other Associated Powers to
permit United States prize courts within their jurisdiction, the forces
afloat will be promptly notified.
3743. Do not use poison gas except in retaliation for similar use by the
enemy.
3744. The Commander in Chief, U. S. ATLANTIC FLEET, within the WESTERN
ATLANTIC AREA, and the Commander in Chief, U. S. PACIFIC FLEET, within
the PACIFIC AREA, are authorized to declare such "Strategical Areas" as
in their opinion are vital. They must give wide publicity to the exact
boundaries of the areas involved and, at the earliest opportunity,
notify the Chief of Naval Operations of these actions. A "Strategical
Area", as here used, means an area from which it is necessary to exclude
merchant ships and merchant aircraft to prevent damage to such ships or
aircraft, or to prevent such ships or aircraft from obtaining
information, which, if transmitted to the enemy, would be detrimental to
our own forces.
[59] 3745. Should the Commander in Chief, U. S. ATLANTIC FLEET, or the
Commander in Chief, U. S. PACIFIC FLEET, desire to lay mines outside the
territorial waters of the enemy, or of the United States or other
Associated Powers, or outside of proclaimed Strategical Areas, they
should make recom-
Page 950
mendations to the Chief of Naval Operations concerning the areas
proposed to be mined and the time when the mines are to be laid. The
Chief of Naval Operations will take the necessary steps to declare the
mined areas and to notify shipping and foreign governments. In an
emergency, mines may be so laid before communicating with the Chief of
Naval Operations, but in such cases appropriate local notification
should be made by the Commander in Chief concerned, and the Chief of
Naval Operations should be informed.
[60] Section 5. INTELLIGENCE LIAISON BETWEEN COMMANDERS OF ASSOCIATED
FORCES IN THE FIELD
3751. The commanders of the Operating Forces and their subordinate task
force commanders will, on their own initiative, exchange liaison
officers with task force commanders of the Associated Powers for the
purpose of coordinating matters which directly affect their operations.
(See Appendix I, paragraph 17. f.)
[61] PART IV. LOGISTICS
CHAPTER I. THE SHORE ESTABLISHMENT
4101. The SHORE ESTABLISHMENT is assigned the following tasks:
a. TASK
PREPARE FOR WAR SERVICE, MAINTAIN, AND AUGMENT THE OPERATING FORCES
AND THE SERVICES;
b. TASK
PROVIDE PERSONNEL AND MATERIAL REQUIRED FOR ESTABLISHING AND
MAINTAINING ADVANCED BASES;
c. TASK
PROVIDE SALVAGE SERVICE IN THE ATLANTIC AND PACIFIC OCEANS, THE GULF
OF MEXICO, AND THE CARIBBEAN SEA WITHIN APPROXIMATELY 500 MILES OF
CONTINENTAL UNITED STATES, ALASKA, PANAMA CANAL ZONE, AND OF OUTLYING
UNITED STATES POSSESSIONS AND LEASED TERRITORY IN THE ATLANTIC OCEAN
AND THE CARIBBEAN SEA.
4102. Each Chief of Bureau or Head of an Office of the Navy Department,
and each Commandant of a Naval District or an Outlying Naval Station
will execute such parts of the tasks assigned to the Shore Establishment
as fall under his cognizance by law or regulation, unless otherwise
stipulated in Part IV.
[62] CHAPTER II. GENERAL DIRECTIVES
Section 1. PERSONNEL
4211. The Shore Establishment will supply the trained personnel required
for:
a. Preparing for war service, maintaining, and augmenting the Operating
Forces and the Services;
b. Augmenting and maintaining the Shore Establishment Activities
c. Establishing and maintaining Advanced Bases;
d. Augmenting and maintaining Salvage Service.
4212. The following is quoted from Appendix I, paragraph 54.
"The Army and Navy requirements for increased personnel will be met by
the operation of the Selective Training and Service Act of 1940".
4213. a. Personnel will be supplied in accordance with the Basic
Priorities established in Section 6 (paragraph 4261).
b. Where the requirements for personnel for the Operating Forces and the
Services cannot be supplied from other sources, naval personnel assigned
to Naval District Craft (see General Order No. 143) will be replaced
with civilian personnel for such period of time as found to be
necessary.
[63] Section 2. MATERIAL
4221. The Shore Establishment will supply material required for:
a. Preparing for war service, maintaining, and augmenting the Operating
Forces and the Services
b. Augmenting and maintaining the Shore Establishment Activities
c. Establishing and maintaining Advanced Bases
d. Augmenting and maintaining Salvage Service.
4222. The material to support this Plan will come from existing reserves
of the Navy and from production sources developed under the approved
Industrial Mobilization Plan, and Navy Procurement Plans. The
procurement of material
Page 951
will be regulated and controlled by existing laws and regulations,
Executive orders, and in accordance with the instructions contained in
the Joint Army and Navy Basic War Plan-RAINBOW No. 5 (Appendix I,
paragraphs 56 and 58).
4223. Bureaus having technical cognizance of material being procured for
the Navy will take appropriate measures to insure that contractors
safeguard such material from exposure to sabotage and from damage by
sabotage or other means.
4224. Material will be supplied in accordance with the Basic Priorities
established in Section 6 (paragraph 4261).
[64] Section 3. TRANSPORTATION
4231. a. Sea transportation will be provided by:
1. THE OPERATING FORCES;
2. THE NAVAL TRANSPORTATION SERVICE.
b. The Naval Transportation Service will arrange for delivery of
personnel and material by commercial transportation facilities wherever
practicable.
4232. a. Bureaus will provide material at loading ports ready for
loading.
b. The Shore Establishment will furnish the Chief of Naval Operations
and the District Commandants concerned with the necessary information
regarding material and personnel to be loaded at loading ports in order
that sea transportation may be provided.
c. The Shore Establishment will load material and embark personnel in
vessels designated by the Chief of Naval Operations.
4233. a. The Army will furnish to the Chief of Naval Operations, or the
District Commandants, information regarding the numbers of troops and
quantities of material to be transported overseas (see Appendix I,
paragraphs 51 and 57).
b. The Army will move Army material and troops to ports of embarkation,
and load Army material and embark Army troops in vessels designated by
the Chief of Naval Operations, subject to supervision by the Navy in
matters regarding the safety of vessels.
c. The Navy will furnish subsistence and medical supplies for Army
personnel while embarked on transports operated by the Navy (including
time-chartered vessels), the Army will provide subsistence and medical
supplies for all animals embarked on such transports. Army medical and
Army commissary personnel embarked will be available to perform their
normal duties in relation to Army personnel.
[65] 4234. The Commander in Chief U. S. ATLANTIC FLEET, will establish
in the Office of the Chief of Naval Operations and the Commander in
Chief, U. S. PACIFIC FLEET, will establish in the Office of the
Commander, PACIFIC SOUTHERN NAVAL COASTAL FRONTIER, officers having
liaison duties in regard to coordinating the transportation of material
and personnel by fleet transportation facilities and the Naval
Transportation Service.
[66] Section 4. LEGAL SERVICES
4241. The Shore Establishment (Office of the Judge Advocate General of
the Navy) will provide the legal services, charged to it by law and
regulation, necessary for the execution of this plan by the Naval
Establishment.
4242. These services will include:
a. The supervision of the administration of law throughout the Naval
Establishment;
b. Securing the enactment of such legislation and the promulgation of
such Presidential Proclamations and Executive Orders as may be required
by the Naval Establishment in the execution of this plan;
c. In conjunction with the War Department, securing the enactment of
legislation and the promulgation of such Presidential Proclamations and
Executive Orders affecting both the Army and the Navy as are deemed
necessary for the execution of the Joint Army and Navy Basic War Plan-
RAINBOW No. 5 (Appendix I, paragraph 59).
[67] Section 6. AUGMENTATION AND MAINTENANCE OF THE SHORE ESTABLISHMENT
4251. The Shore Establishment will augment and maintain its activities
by providing personnel and material necessary for the accomplishment of
its assigned tasks.
4252. Requirements for Naval District Craft (see General Order No. 143)
in excess of those provided for in the current Operating Force Plan,
will be met locally by the Commandants of Naval Districts. This may be
done by taking over suitable craft from private owners, or by
contracting with private owners for the operation of such craft in a
pool under navy control, to meet both government and private
requirements.
Page 952
[68] Section 6. PRIORITIES
4261. Priority in matters of supply, delivery, and services will be in
accordance with the basic priorities stipulated below. All supporting
efforts of the SERVICES and the SHORE ESTABLISHMENT will fall
respectively under the priorities established by this general formula.
For planning purposes, the several items listed under the same basic
priority shall be considered of equal importance.
a. PRIORITY ONE
1. The transportation of Army troops and material in the initial
movements to the UNITED KINGDOM, BERMUDA, CURACAO-ARUBA TRINIDAD,
PANAMA, PUERTO RICO, ALASKA, and HAWAII
2. The requirements of the NORTHWEST ESCORT FORCE, U. S. NAVAL
FORCES, NORTH EUROPE, and SUBMARINE FORCE THREE, U. S. NAVAL
FORCES, NORTH EUROPE.
3. The requirements of the U. S. ASIATIC FLEET.
b. PRIORITY TWO
1. Initial movements to ICELAND.
2. The requirements of the U. S. ATLANTIC FLEET and the U. S. PACIFIC
FLEET.
3. The requirements of the NAVAL TRANSPORTATION SERVICE not specified
under PRIORITY ONE.
c. PRIORITY THREE
1. The requirements of the NAVAL COASTAL FRONTIER FORCES.
2. The transportation of Army troops and material not specified under
PRIORITIES ONE and TWO.
d. PRIORITY FOUR
1. New Construction.
[69] CHAPTER III. THE OPERATING FORCES AND SERVICES
Section 1. PREPARATION FOR WAR SERVICE
4311. Commencing on M-day, and before if directed, the SHORE
ESTABLISHMENT will prepare for war services those vessels and units of
the OPERATING FORCES and SERVICES listed in Appendix II, which are not
then in condition of readiness for war service, by placing them in
material condition and providing personnel to perform their war tasks.
4312. The desired condition of readiness for war service as regards
personnel repairs and alterations, and supplies, is the STANDARD
CONDITION prescribed by the Bureaus and Offices of the Navy Department
concerned and approved by the Chief of Naval Operations.
4313. Vessels assigned to the Operating Forces and the Services listed
in the current Operating Force Plan.
a. Vessels assigned to the Operating Forces and the Services appearing
in the current Operating Force Plan are not assigned to Mobilization
Districts, as most of those vessels have already been mobilized at the
time of issue of this plan. Vessels not completely mobilized on M-day
will be considered available for immediate war service within the
limitations of their capabilities. They will complete their mobilization
progressively as opportunity permits, and as directed by their superiors
in command. Exceptions may be made by direction of the Chief of Naval
Operations.
4314. Vessels assigned to the Operating Forces and the Services NOT
listed in the current Operating Force Plan.
a. Vessels not appearing in the current Operating Force Plan, assigned
in Appendix II to the Operating Forces and the Services, are assigned to
Mobilization Districts for preparation for war service (mobilization).
Commandants are responsible for preparing for war service all vessels
assigned to their districts for mobilization.
b. In cases where Appendix II indicates the day of arrival at the
Mobilization District and the day required to be ready for service, the
Commandant will employ the intervening period in the preparation of the
vessel for war service.
[70] If essential items of conversion can not be completed by the "Day
Ready" indicated in Appendix II, the Commandant will inform the Chief of
Naval Operations and the Commander of the Operating Force concerned, as
far in advance as practicable
c. In cases where the day of arrival at the Mobilization District and
the "Day Ready" are not indicated in Appendix II, the Commandant will
complete the mobilization as promptly as possible in accordance with the
priorities established and other related instructions.
Page 953
d. Vessels assigned to the Operating Forces, other than those assigned
to the Naval Coastal Frontier Forces, will be degaussed, armed, and
manned with Navy personnel before being considered ready for war
service.
e. Vessels assigned to Naval Coastal Frontier Forces will be placed in
STANDARD CONDITION before being considered ready for war service, unless
the Commanders, Naval Coastal Frontiers direct otherwise, in which case
placing them in STANDARD CONDITION will be deferred until opportunity
permits.
f. Vessels assigned to the Naval Transportation Service will be placed
in STANDARD CONDITION before being considered ready for war service,
except as follows:
1. Transports to be commissioned in the Navy will be considered ready
for war service when degaussed, provided with fresh water,
commissary, sanitary, medical, berthing, and other facilities
essential for the initial scheduled voyage;
2. Transports to be operated on a time charter basis will be
considered ready for war service when provided with fresh water,
commissary, sanitary, medical, berthing, and other facilities
essential for the initial scheduled voyage, and provided with a
liaison group consisting of a communication group and such
additional personnel (supply and medical) as may be required;
[71]
3. All other classes commissioned in the Navy scheduled for voyages
outside of the WESTERN HEMISPHERE will be considered ready for war
service when degaussed and prepared for the particular service for
which scheduled;
4. All other classes operated on a time charter basis will be
considered ready for war service when degaussed and prepared for
the particular service for which scheduled, and provided with a
liaison group consisting of a communication group and such
additional personnel (supply and medical) as may be required;
5. Vessels of the Naval Transportation Service will not be delayed
for the installation of batteries and magazines.
g. Time chartered merchant vessels of the Naval Transportation Service
to be taken over and commissioned will be placed in STANDARD CONDITION
after their initial voyage, and when opportunity permits.
h. Instructions for the mobilization of vessels assigned to the Naval
Coastal Frontier Forces are contained in Chapter VIII, Appendix II.
4315. a. The crews of all combat loaded transports and other vessels
scheduled to unload at a destination having no stevedores available,
will include competent stevedore personnel. These may be supplied from
trained naval personnel, or by contract if suitable naval personnel is
not available. This provision applies to vessels commissioned in the
Navy and to time chartered vessels.
b. Provision will be made for furnishing prize crews consisting of a
suitable number of officers and men as follows:
1. To the U. S. ATLANTIC FLEET ...................... 6;
[72]
2. To the U. S. PACIFIC FLEET ....................... 8;
3. To the SOUTHEAST PACIFIC FORCE ................... 8;
4. To the U. S. ASIATIC FLEET ....................... 6
[73] Section 2. MAINTENANCE
4321. The Shore Establishment will maintain the Operating Forces and the
Services in condition of readiness for war by:
a. Replacement of personnel and material
b. Repairs to units made available at Shore Establishment activities;
c. Hospitalization of personnel;
d. Provisions of facilities at Shore Establishment activities for
recreation and welfare of personnel.
Replacements
4322 a. In order to provide for replacements of personnel and material
for the Operating Forces and the Services, the Bureaus and Offices of
the Navy Department concerned will establish standard monthly
replacement rates based upon estimated expenditures, plus a small excess
for building up a reserve. These rates will be used by the Shore
Establishment as a basis for procuring personnel and material to meet
the replacement requirements of the Operating Forces and the Services.
The estimates should be based on probable operations of each type of the
Task Organization in each of the Areas and Sub-Areas listed in paragraph
1102 of this plan.
Page 954
b. These standard monthly replacement rates will be revised from time to
time so as to accord with the requirements of the Operating Forces and
the Services, as determined by war experience.
c. In procuring personnel and material at the standard monthly
replacement rates, no deduction will be made for probable losses in the
forces to be supplied. A 10% surplus over the standard monthly
replacements will be maintained available for shipment to provide for
probable losses during sea transportation to destination.
d. Should the established monthly replacement rates prove to be
inadequate to supply the requirements, personnel [74] and material
allotted to low priority units will be reassigned to higher priority
units, as required, until deficiencies can be replaced under revised
replacement rates.
e. The Bureaus and Offices of the Navy Department who provide
replacements of personnel and material will designate the activities of
the Shore Establishment to which the Operating Forces and the Units of
the Naval Transportation Service will submit their requests for
replacements.
f. The rate of flow of replacements will be controlled by the timely
submission of requests for replacements, stating the desired time and
place of delivery.
g. Requests for replacements will be submitted as follows:
1. For the U. S. ATLANTIC FLEET, U. S. PACIFIC FLEET, U. S. ASIATIC
FLEET, and SOUTHEAST PACIFIC FORCE, and U. S. NAVAL FORCES, NORTH
EUROPE by the commanders thereof, or by officers designated by
them:
2. For the NAVAL COASTAL FRONTIER FORCES, by the Commandants of Naval
Districts upon which the forces are based;
3. For units of the NAVAL TRANSPORTATION SERVICE by the commanders
thereof, through the appropriate local naval authorities where
delivery is desired;
4. For units ashore by the commanders thereof, through the
Commandants of Naval Districts or Commanders of Outlying Naval
Stations in which these units are established.
h. Where Shore Establishment facilities are not readily available, units
of the Operating Forces and of the Naval Transportation Service will
obtain material replacements from local sources. (See par. 3116, 3214,
3224, 3315, 3414.) Replacements obtained in this manner will not be
included in requests for replacements made to Shore Establishment
activities.
[75] 4323. Delivery of replacements to the Operating Forces the Services
will be effected, insofar as practicable, at the times and places
requested.
Repairs
4324. a. The Shore Establishment will repair such units of the Operating
Forces and Services as may be made available therefor at Shore
Establishment activities.
b. The assignment of availability of such units to an activity of the
Shore Establishment for overhaul and repairs will be governed by the
following:
1. The geographic disposition of the various forces;
2. The facilities available at certain activities for accomplishing
the work required;
3. The degree of urgency of the work required;
4. The distribution of the work load among the various activities;
5. The needs for repairs by units of the Associated Powers.
4325. The Chief of Naval Operations will designate the shore activity to
which a vessel will be assigned for overhaul and repairs and will fix
the availability dates.
Hospitalization and evacuation
4326. a. The Operating Forces will provide hospitalization for sick and
wounded personnel within the capacity of the hospital facilities
available in hospital ships, in Advanced Base Hospitals, and in Mobile
Medical Units.
[76] b. The Shore Establishment will provide hospitalization for sick or
wounded naval and marine corps personnel which may be evacuated to Shore
Establishment activities.
4327. The sick and wounded personnel evacuated to Shore Establishment
activities will be transported in evacuation transports, hospital ships,
and other available vessels having adequate medical facilities.
4328. a. Army forces overseas will provide their own hospitalization,
but will be evacuated to home territory in the same manner as naval
personnel.
Page 955
b. Army forces embarked on naval vessels will be provided
hospitalization by the Navy until such time as the sick and wounded can
be evacuated to Army hospitals or field medical units.
Recreation and welfare
4329. a. The Shore Establishment will provide and maintain recreation
and welfare facilities at Shore Establishment activities for naval and
marine corps personnel.
b. Provisions for these activities will include:
1. Augmentation and maintenance of recreational facilities at Shore
Establishment activities where units of the Operating Forces and
Services are concentrated, and at Training Stations;
2. Augmentation and maintenance of religious and welfare facilities
at the above activities, including cooperation with national and
local welfare agencies and religious groups, operating for the
welfare of naval personnel.
[77] Section 3. AUGMENTATION
4331. The Shore Establishment will augment the Operating Forces and the
Services by:
a. New construction of vessels and aircraft
b. Acquisition from the Maritime Commission and from private owners of
vessels and aircraft designated by the Chief of Naval Operations (Naval
Supply and Transportation Service Section), and by their preparation for
war service;
c. Preparation for war service of vessels and aircraft transferred to
the Navy from other Government Departments;
d. Acquisition of material.
4332. In preparing plans for the acquisition of small vessels,
Commandants of Naval Districts will provide for consultation and
cooperation between local representatives of the Army, Navy, and
Maritime Commission.
[78] CHAPTER IV. ADVANCED BASES
4401. The Shore Establishment will provide personnel and material
required for establishing and maintaining ADVANCED BASES in accordance
with instructions issued in separate directives.
[79] CHAPTER V. SALVAGE
4501. a. The Shore Establishment will provide salvage units and render
salvage service to vessels, both private and public, of all
nationalities, in the areas prescribed in paragraph 4101.c.
b. The Operating Forces, assisted by such facilities as can be made
available by the Shore Establishment, will render salvage service to
vessels of their own forces and to other vessels where practicable, in
the waters of the outlying United States possessions in the Pacific
Ocean, of the Philippine Islands and of Advanced Bases, and in the open
sea outside of the areas mentioned in paragraph 4101.c.
4502. The Shore Establishment will cooperate with and assist the Army or
other agencies responsible for clearing harbor channels of stranded
vessels within the waters of the United States.
4503. a. On M-day, or sooner if directed by the President, the Navy will
acquire the following vessels to be converted and equipped as salvage
vessels:
1. From the COAST AND GEODETIC SURVEY
PIONEER
GUIDE
DISCOVER;
2. From the COAST GUARD
REDWING.
b. These vessels will be manned and operated as directed by the Bureau
of Ships, and two will be stationed on the Atlantic Coast of the United
States and two on the Pacific Coast of the United States.
[80] CHAPTER VI. PLANS TO BE PREPARED BV THE SHORE ESTABLISHMENT
4601. Contributory Plans, Rainbow No. 5, will be prepared as prescribed
in Part V, WPL-8, with particular reference to paragraphs 5126, 5127,
and 5128.
4602. The Principal Contributory Plans, Rainbow No. 5, will prescribe
the estimates of requirements, if any, to be made by the subordinate
planning agencies.
Page 956
[81] PART V. SPECIAL PROVISIONS
CHAPTER I. EXERTION OF FINANCIAL AND ECONOMIC PRESSURE
5101. The following is quoted from Appendix I, paragraph 60:
"The Administrator of Export Control, jointly with the War and Navy
Departments, is to prepare plans and programs for the application of
economic pressure such as may be obtained through control of
commodities, transportation, communication, financial relationships,
and all related means."
5102. The Chief of Naval Operations will cooperate in the preparation of
joint plans for the Exertion of Financial and Economic Pressure.
[82] CHAPTER II. JOINT PLANS COVERING INTELLIGENCE SERVICE, CENSORSHIP
AND PUBLICITY, AND MOBILIZATION OF RESOURCES
5201. The following is quoted from Appendix I, paragraph 61:
"Cooperation of Other Departments of the Government.
"The War and Navy Departments, jointly with other departments of the
Government, shall have prepared plans or programs covering the
following subjects:
a. Intelligence Service;
b. Censorship and Publicity;
c. Mobilization of Resources."
5202. a. The Chief of Naval Operations (Director of Naval Intelligence)
will act for the Navy Department in the preparation of joint plans or
programs for the Intelligence Service.
b. The Secretary of the Navy (Director of the Office of Public
Relations) and the Chief of Naval Operations (Director of Naval
Intelligence) will jointly act for the Navy Department in the
preparation of joint plans or programs for Censorship and Publicity.
c. The Under Secretary of the Navy, acting through the Navy Members of
the Joint Army and Navy Munitions Board, will represent the Navy
Department in the preparation of joint plans or programs for the
Mobilization of Resources.
[1] APPENDIX I. To WPL-46, THE JOINT ARMY AND NAVY BASIC WAR PLAN-
RAINBOW No. 5
[2] SECTION I. DIRECTIVE
1. The directive for Joint Army and Navy Basic War Plan-RAINBOW No. 5,
contained in J. P. 325 (Serial 642-1), Section 1, paragraph 3e, approved
October 14, 1939, and revised April 10, 1940, is superseded by the
directive contained in paragraph 2 of this paper.
2. The Joint Board directs The Joint Planning Committee to submit Joint
Army and Navy Basic War Plan-RAINBOW No. 5 based upon the Report of
United States-British Staff Conversations, dated March 27, 1941 (ABC-1),
and upon Joint United States-Canada War Plan No. 2 (ABC-22) now in
process of drafting.
[3] SECTION II. DEFINITIONS
3. The term "Associated Powers" means the United States and the British
Commonwealth, and, when appropriate, includes the Associates and Allies
of either Power.
4. The term "Axis Powers" means Germany and Italy, and, if Japan and
other Powers are at war against the Associated Powers, is to be
understood as including all such Powers.
5. "Malaysia" includes the Philippines, the Malay States, the Straits
Settlements, Borneo, and the Netherlands East Indies. The "Malay
Barrier" includes the Malay Peninsula, Sumatra, Java, and the chain of
islands extending in an easterly direction from Java to Bathurst Island,
Australia,
6. The term "United States naval forces" as used herein will be
construed as including United States naval aviation. The term "air
forces" will be construed as including only the United States Army Air
Corps and the Royal Air Force.
Page 957
[4] SECTION III. GENERAL ASSUMPTIONS
7. That the Associated Powers, comprising initially the United States,
the British Commonwealth (less Eire), the Netherlands East Indies,
Greece, Yugoslavia, the Governments in Exile, China, and the "Free
French" are at war against the Axis Powers, comprising either:
a. Germany, Italy, Roumania, Hungary, Bulgaria, or
b. Germany, Italy, Japan, Roumania, Hungary, Bulgaria, and Thailand.
8. That the Associated Powers will conduct the war in accord with
ABC-1 and ABC-22.
9. That even if Japan and Thailand are not initially in the war, the
possibility of their intervention must be taken into account.
10. That United States forces which might base in the Far East Area will
be able to fill logistic requirements, other than personnel, ammunition,
and technical materials, from sources in that general region.
11. That Latin American Republics will take measures to control
subversive elements, but will remain in a non-belligerent status unless
subjected to direct attack; in general, the territorial waters and land
bases of these Republics will be available for use by United States
forces for purposes of Hemisphere Defense.
[5] SECTION IV. CONCEPT OF THE WAR
12. The Concept of the War as set forth in paragraphs 10, 11, 12, and 13
of ABC-1 is quoted below, except that paragraph 13 (h) is quoted as
modified by the Chief of Naval Operations' and the Chief of Staff's
secret letter Serial 039412 of April 5, 1941.
"10. The broad strategic objectives of the Associated Powers will be
the defeat of Germany and her Allies.
" 11. The principles of United States and British national strategic
defense policies of which the Military forces of the Associated
Powers must take account are:
(a) United States
The paramount territorial interests of the United States are in the
Western Hemisphere. The United States must, in all eventualities,
maintain such dispositions as will prevent the extension in the
Western Hemisphere of European or Asiatic political or Military power
(b) British Commonwealth
The security of the United Kingdom must be maintained in all
circumstances. Similarly, the United Kingdom, the Dominions and India
must maintain dispositions which, in all eventualities, will provide
for the ultimate security of the British Commonwealth of Nations. A
cardinal feature of British strategic policy is the retention of a
position in the Far East such as will ensure the cohesion and
security of the British Commonwealth and the maintenance of its war
effort
(c) Sea Communications
The security of the sea communications of the Associated Powers is
essential to the continuance of their war effort.
[6] "12. The strategic concept includes the following as the
principal offensive policies against the Axis Powers:
(a) Application of economic pressure by naval, land, and air forces
and all other means, including the control of commodities at their
source by diplomatic and financial measures.
(b) A sustained air offensive against German Military power,
supplemented by air offensives against other regions under enemy
control which contribute to that power.
(c) The early elimination of Italy as an active partner in the Axis.
(d) The employment of the air, land, and naval forces of the
Associated Powers, at every opportunity, in raids and minor
offensives against Axis Military strength.
(e) The support of neutrals, and of Allies of the United Kingdom,
Associates of the United States, and populations in Axis-occupied
territory in resistance to the Axis Powers.
(f) The building up of the necessary forces for an eventual offensive
against Germany.
(g) The capture of positions from which to launch the eventual
offensive.
"13. Plans for the Military operations of the Associated Powers will
likewise be governed by the following:
Page 958
[7] (a) Since Germany is the predominant member of the Axis Powers
the Atlantic and European area is considered to be the decisive
theatre. The principal United States Military effort will be exerted
in that theatre and operations of United States forces in other
theatres will be conducted in such a manner as to facilitate that
effort.
(b) Owing to the threat to the sea communications of the United
Kingdom the principal task of the United States naval forces in the
Atlantic will be the protection of shipping of the Associated Powers,
the center of gravity of the United States effort being concentrated
in the Northwestern approaches to the United Kingdom. Under this
conception, the United States naval effort in the Mediterranean will
initially be considered of secondary importance.
(c) It will be of great importance to maintain the present British
and Allied Military position in and near the Mediterranean basins,
and to prevent the spread of Axis control in North Africa.
(d) Even if Japan were not initially to enter the war on the side of
the Axis Powers, it would still be necessary for the Associated
Powers to deploy their forces in a manner to guard against Japanese
intervention. If Japan does enter the war, the Military strategy in
the Far East will be defensive. The United States does not intend to
add to its present Military strength in the Far East but will employ
the United States Pacific Fleet offensively in the manner best
calculated to weaken Japanese economic power, and to support the
defense of the Malay barrier by diverting Japanese strength away from
Malaysia. The United States intends so to augment its forces in the
Atlantic and Mediterranean areas that the British Commonwealth will
be in a position to release the necessary forces for the Far East.
[8] (e) The details of the deployment of the forces of the
Associated Powers at any one time will be decided with regard to the
Military situation in all theatres.
(f) The principal defensive roles of the land forces of the
Associated Powers will be to hold the British Isles against invasion;
to defend the Western Hemisphere, and to protect outlying Military
base areas and islands of strategic importance against land, air, or
sea-borne attack.
(g) United States land forces will support United States naval and
air forces maintaining the security of the Western Hemisphere or
operating in the areas bordering on the Atlantic. Subject to the
availability of trained and equipped organizations, United States
land forces will, as a general rule provide ground and anti-aircraft
defenses of naval and air bases used primarily by United States
forces.
(h) Subject to the requirements of the security of the United States,
the British Isles and their sea communications, the air policy of the
Associated Powers will require that associated effort in the air will
be directed toward providing the necessary naval and land air
components for the accomplishment of naval tasks, for the support of
land operations, and for independent air operations against the
sources of Axis military power.
(i) United States Army Air Forces will support the United States land
and naval forces maintaining the security of the Western Hemisphere
or operating in the areas bordering on the Atlantic. Subject to the
availability of trained and equipped organizations, they will
undertake the air defense of those general areas in which naval bases
used primarily by United States forces are located, and subsequently,
[9] of such other areas as may be agreed upon. United States Army
air bombardment units will operate offensively in collaboration with
the Royal Air Force, primarily against German Military power at its
source.
(j) United States forces will, so far as practicable, draw their
logistic support (supply and maintenance) from sources outside the
British Isles. Subject to this principle, however, the military
bases, repair facilities, and supplies of either nation will be at
the disposal of the Military forces of the other as required for the
successful prosecution of the war."
13. In addition, plans for the Military operations of United States
forces will be governed by the following:
(a) Under this War Plan the scale of hostile attack to be expected
within the Western Atlantic Area is limited to raids by air forces and
naval surface and submarine forces.
(b) The building up of large land and air forces for major offensive
operations against the Axis Powers will be the primary immediate effort
of the United States Army. The initial tasks of United States land and
air forces will be limited to such operations as will not materially
delay this effort.
Page 959
[10] SECTION V. TERMS OF AGREEMENT WITH THE UNITED KINGDOM RELATING TO
WAR OPERATIONS
14. Agreements have been reached between the United States and the
United Kingdom relating to war operations.
In this Section certain of these agreements are set forth (See ABC-1 and
ABC-22).
15. Principles of Command of the Forces of the United States and the
United Kingdom.
a. As a general rule, the forces of the United States and those of the
United Kingdom should operate under their own commanders in the areas of
responsibility of their own Power.
b. The assignment of an area to one Power shall not be construed as
restricting the forces of the other Power from temporarily extending
appropriate operations into that area, as may be required by particular
circumstances.
c. The forces of either Power which are employed normally under the
strategic direction of an established commander of the other, will, with
due regard to their type, be employed as task (organized) forces charged
with the execution of specific strategic tasks. These task (organized)
forces will operate under their own commanders and will not be
distributed into small bodies attached to the forces of the other Power.
Only exceptional Military circumstances will justify the temporary
suspension of the normal strategic tasks.
d. When units of both Powers cooperate tactically, command will be
exercised by that officer of either Power who is the senior in rank, or
if of equal rank, of time in grade.
e. United States naval aviation forces employed in British Areas will
operate under United States naval command, and will remain an integral
part of United States naval task forces. Arrangements will be made for
coordination of their operations with those of the appropriate Coastal
Command groups.
f. Special command relationships pertaining to particular areas are set
forth in paragraph 16.
[11] 16. Responsibility for the Strategic Direction of Military Forces.
a. United States Areas.
Upon entering the war, the United States will assume responsibility for
the strategic direction of its own and British Military forces in the
following areas:
(1) The Atlantic Ocean Area, together with islands and contiguous
continental land areas, north of Latitude 25 South and west of
Longitude 30 West, except:
(a) The area between Latitude 20 North and Latitude 43 North
which lies east of Longitude 40 West.
(b) The waters and territories in which Canada assumes
responsibility for the strategic direction of Military forces,
as may be defined in United States-Canada Joint Agreements.
(2) The Pacific Ocean Area, together with islands and contiguous
continental land areas, as follows:
(a) North of Latitude 30 North and west of Longitude 140 East;
(b) North of the equator and east of Longitude 140 East;
(c) South of the equator and east of Longitude 180 to the South
American coast and Longitude 74 West; except for the waters
and territories in which Canada assumes responsibility for the
strategic direction of Military forces, as may be defined in
United States-Canada Joint Agreements. The United States will
afford support to British naval forces in the regions south of
the equator as far west as Longitude 155 East.
(12] b. The Far East Area.
Coordination in the planning and execution of operations by Military
forces of the United States British Commonwealth, and Netherlands East
Indies in the Far East Area will, subject to the approval of the Dutch
authorities, be effected as follows:
(1) The commanders of the Military forces of the Associated Powers
will collaborate in the formulation of strategic plans for
operations in that area.
(2) The defense of the territories of the Associated Powers will be
the responsibility of the respective commanders of the Military
forces concerned. These commanders will make such arrangements
for mutual support as may be practicable and appropriate.
(3) The responsibility for the strategic direction of the naval
forces of the Associated Powers, except of naval forces engaged
in supporting the defense of the Philippines will be assumed by
the British naval Commander-in-Chief, China. The Commander-in-
Chief, United States Asiatic Fleet, will be responsible for the
direction of naval forces engaged in supporting the defense of
the Philippines.
Page 960
(4) For the above purposes, the Far East Area is defined as the area
from the coast of China in Latitude 30 North, east to Longitude 140
East thence south to the equator, thence east to Longitude 141 East,
thence south to the boundary of Dutch New Guinea on the south coast,
thence westward to Latitude 11 South, Longitude 120 East, thence
south to Latitude 13 South, thence west to Longitude 92 East,
thence north to Latitude 20 North, thence to the boundary between
India and Burma.
[13] c. Joint Land Offensives. Responsibility for the strategic
direction of the Military forces engaged in joint offensive action on
land will be in accordance with joint agreements to be entered upon at
the proper time. In these circumstances unity of command in the theatre
of operations should be established.
d. British Commonwealth Areas. The British Commonwealth will assume
responsibility for the strategic direction of associated Military forces
in all other areas not described in sub-paragraphs a, b, and c next
above. These areas as initially delimited are:
(1) The AUSTRALIA AND NEW ZEALAND AREA comprises the Australian and
New Zealand British Naval Stations west of Longitude 180 and south
of the equator. The British Naval Commander-in-Chief, China is
responsible for the strategic direction of the naval forces of the
Associated Powers operating in the Australian and New Zealand Area.
(2) The UNITED KINGDOM AND BRITISH HOME WATERS AREA comprises the
waters to the eastward of Longitude 30 West and to the Northward of
Latitude 43 North and the land areas bordering on, and the islands
in, the above ocean area. Administrative command of all United States
land and air forces stationed in the British Isles and Iceland will
be exercised by the Commander, United States Army Forces in Great
Britain This officer will have authority to arrange details
concerning the organization and location of task forces (organization
of units in appropriate formation) and operational control with the
War Office and the Air Ministry.
(3) The NORTH ATLANTIC AREA.
(a) Northern boundary, Latitude 43 North,
(b) Southern boundary, Latitude 20 North,
[14]
(c) Western boundary, Longitude 40 West
(d) Eastern boundary, the coasts of Spain, Portugal, and Africa, and
Longitude 5 West, together with the islands and land areas
contiguous thereto.
(e) Strategic direction of a United States naval force basing on
Gibraltar will be exercised by the United Kingdom Chief of Naval
Staff except when he specifically delegates it for a stated period as
follows:
To the British Naval Commander-in-Chief, Mediterranean, for
operations in the Western Mediterranean.
To the Commander-in-Chief, United States Atlantic Fleet, for
operations in the Central Atlantic.
(f) The Commander of United States naval forces basing in Gibraltar
will be responsible for administrative matters to the Commander-in-
Chief, United States Atlantic Fleet.
(4) The SOUTH ATLANTIC AREA comprises:
(a) The area between Latitudes 20 North and 25 South, bounded on
the west by Longitude 30 West and on the east by the African Coast.
(b) The South Atlantic Ocean, south of Latitude 25 South between
Longitudes 74 West and 33 East, together with the islands and land
areas contiguous thereto.
(5) The MEDITERRANEAN AND MIDDLE EAST AREAS comprise the
Mediterranean Sea east of Longitude 5 West, the Suez Canal, and the
islands and countries adjoining them, including the present theatres
of operations in North and East Africa. The Black Sea, Iraq, and Aden
are also included in this area.
[15]
(6) The INDIA AND EAST INDIES AREA comprises:
(a) India
(b) Indian Ocean, including the Red Sea and Persian Gulf, bounded on
the West by the coasts of Africa and Longitude 33 East, and on the
East by the western boundaries of the Far East Area and the
Australian Station.
(c) The islands in the above ocean area.
17. Collaboration in Planning. a. The High Commands of the United States
and United Kingdom will collaborate continuously in the formulation and
execution of strategical policies and plans which shall govern the
conduct of the war. They and their respective commanders in the field,
as may be appropriate, will
Page 961
similarly collaborate in the planning and execution of such operations
as may be undertaken jointly by United States and British forces. This
arrangement will apply also to such plans and operations as may be
undertaken separately, the extent of collaboration required in each
particular plan or operation being agreed mutually when the general
policy has been decided.
b. To effect the collaboration outlined in the preceding sub-paragraph,
and to insure the coordination of administrative action and command
between the United States and British Military Services, the United
States and United Kingdom will exchange Military Missions. These
Missions will comprise one senior officer of each of the Military
Services, with their appropriate staffs. The functions of these Missions
will be as follows:
(1) To represent jointly, as a corporate body, their own Chiefs of
Staff (the Chief of Naval Operations being considered as such),
vis-a-vis the group of Chiefs of Staff of the Power to which they
are accredited, for the purpose of collaboration in the [16]
formulation of Military policies and plans governing the conduct
of the war in areas in which that Power assumes responsibility
for strategic direction.
(2) In their individual capacity to represent their own individual
Military Services vis-a-vis the appropriate Military Services of
the Power to which they are accredited, in matters of mutual
concern in the areas in which that Power assumes responsibility
for strategic direction.
c. The personnel of either Mission shall not become members of any
regularly constituted body of the government of the Power to which they
are accredited their staffs will, however, work in direct cooperation
with the appropriate branches and committees of the staff of the Power
to which they are accredited.
d. The United States, as may be necessary, will exchange Liaison
officers with Canada, Australia, and New Zealand for effectuating direct
cooperation between United States and Dominion forces.
e. To promote adequate collaboration and prompt decision, a military
transportation service will be established between England and the
United States. Ships and airplanes will be assigned to this service by
the United States and the United Kingdom as may be found necessary.
f. Existing Military intelligence organizations of the two powers will
operate as independent intelligence agencies, but will maintain close
liaison with each other in order to ensure the full and prompt exchange
of pertinent information concerning war operations. Intelligence liaison
will be established not only through the Military Missions but also
between all echelons of command in the field with respect to matters
which affect their operations.
[17] Communications
18. The United States and the United Kingdom will establish in London
the "Associated Communication Committee" which is to be constituted as
follows:
a. A representative of the United States Army and a representative of
the United States Navy, who are members of the staff of the United
States Military Mission in London.
b. Representatives of the British Combined Signals Board in the United
Kingdom.
19. The Associated Communications Committee will be the supreme
controlling body with relation to intercommunications by radio (W/T),
wire, visual, and sound affecting the armed services and the merchant
marines of the two nations.
Control and Protection of Shipping
20. The British authorities will issue directions for the control and
protection of shipping of the Associated Powers within the areas in
which British authorities assume responsibility for the strategic
direction of Military forces. United States authorities will issue
directions for the control and protection of shipping of the associated
Powers within the areas in which the United States authorities assume
responsibility for the strategic direction of Military forces.
21. United States and British shipping scheduled to pass from an area
assigned to one Power into an area assigned to the other Power, will be
controlled and protected by agreement between the respective naval
authorities. The British Admiralty is the supreme authority in the
control of shipping in the North Atlantic bound to and from the United
Kingdom.
22. The British Naval Control Service Organization will continue in the
exercise of its present functions and methods in all regions pending
establishment
Page 962
of effective United States Agencies in United States areas. The Chief of
Naval Operations, immediately on entry of the United States into the
war, will arrange for the control and protection of shipping of United
[18] States registry or charter within United States Areas. Requests
from the British Naval Control Service Organization for protection by
United States forces within United States areas will be made to the
Chief of Naval Operations.
23. Special Relationship between Canada and the United States. Joint
Agreements are being drawn up by the Permanent Joint Board on Defense,
United States-Canada, regarding the cooperation of the Armed forces of
the United States and Canada in the areas in which the United States has
strategic direction. When completed, the substance of these agreements,
(Short Title ABC-22), will be incorporated in this plan.
[19] SECTION VI. GENERAL TASKS
24. Joint General Task. In cooperation with the other Associated Powers
defeat the Axis Powers, and guard United States national interests, by:
a. Reducing Axis economic power to wage war, by blockade, raids, and a
sustained air offensive;
b. Destroying Axis military power by raids and an eventual land, naval,
and air offensive;
c. Protecting the sea communications of the Associated Powers;
d. Preventing the extension in the Western Hemisphere of European or
Asiatic military power; and by
e. Protecting outlying Military base areas and islands of strategic
importance against land, air, or sea-borne attack.
[20] SECTION VII. TASKS
25. The tasks of the Army and Navy, as set forth in this section, are
those listed in, or derived from, the tasks of ABC-1, Annex III.
26. These tasks as stated do not include the assistance which may be
furnished by the Armed Forces of Latin-American Republics. Such
assistance may reduce the total of forces required but will not change
the character of the operations.
The Western Atlantic Area
27. Definition. The Atlantic Ocean Area, together with Islands and
contiguous continental land areas north of latitude 25 South, and west
of Longitude 30 West except the area between Latitudes 20 North and
43 North which lies east of Longitude 40 West.
28. Army Tasks. a. In conjunction with Naval forces, protect the
territory of the Associated Powers and prevent the extension of Axis
military power into the Western Hemisphere by destroying enemy
expeditionary forces and by denying use to the enemy of existing or
potential air, land, and Naval bases in that Hemisphere.
b. In conjunction with naval forces, support Latin American Republics
against invasion or political domination by the Axis Powers by defeating
or expelling enemy forces or forces supporting the enemy in the Western
Hemisphere.
c. Support the naval forces in the protection of the sea communications
of the Associated Powers and in the destruction of Axis sea
communications by offensive action against enemy forces or commerce
located within tactical operating radius of occupied air bases.
d. Relieve British forces in Curacao and Aruba.
e. Provide defensive garrisons for Newfoundland, Bermuda, Jamaica,
Trinidad, St. Lucia, Antigua, and British Guiana.
[21] f. In cooperation with the Navy defend Coastal Frontiers, Defense
Command Areas and specified localities in categories of defense
prescribed in paragraph 47.
g. Build up forces in the United States for eventual offensive action
against Germany.
h. Prepare to relieve Marine Forces in the Azores and Cape Verde Islands
if such garrisons have been established.
29. Army Forces. a. 1941 Troop basis plus all augmentations, less
detachments.
b. Local defense forces.
Page 963
c. One reinforced Corps of three divisions, including appropriate Air
forces maintained in the United States as a reserve for the support of
overseas garrisons and Latin American Republics.
Note: For overseas movements see paragraph 51.
30. Navy Tasks. a. Protect the sea communications of the Associated
Powers by escorting, covering, and patrolling, and by destroying enemy
raiding forces.
b. Destroy Axis sea communications by capturing or destroying vessels
trading directly or indirectly with the enemy.
c. Protect the territory of the Associated Powers and prevent the
extension of enemy military power into the Western Hemisphere, by
destroying hostile expeditionary forces and by supporting land and air
forces in denying the enemy the use of land positions in that
hemisphere.
d. In cooperation with the Army defend Coastal Frontiers and specified
localities in categories of defense prescribed in paragraph 47.
[22] e. Protect and route shipping in the Coastal Zones.
f. Prepare to occupy the Azores and the Cape Verde Islands.
31. Navy Forces. a. The Atlantic Fleet, less detachments.
b. Naval Coastal Frontier Forces.
The Pacific Area.
32. Definition. The Pacific Ocean Area, together with islands and
contiguous continental land areas, is as follows:
a. North of Latitude 30 North and west of Longitude 140 East.
b. North of the equator and east of Longitude 140 East.
c. South of the equator and east of Longitude 180 to South American
coast and Longitude 74 West.
33. Army Tasks. a. In conjunction with naval forces, protect the
territory of the Associated Powers and prevent the extension of Axis
military power into the Western Hemisphere by destroying enemy
expeditionary forces and by denying use to the enemy of existing or
potential air, land, and naval bases in that Hemisphere.
b. In conjunction with naval forces, support Latin American Republics
against invasion or political domination by the Axis Powers by defeating
or expelling enemy forces or forces supporting the enemy in the Western
Hemisphere.
[23] c. Support the naval forces in the protection of the sea
communications of the Associated Powers and in the destruction of Axis
sea communications by offensive action against enemy forces or commerce
located within tactical operating radius of occupied air bases.
d. In cooperation with the Navy defend Coastal Frontiers, Defense
Command Areas and specified localities in categories of defense
prescribed in paragraph 47.
34. Army Forces. a. Local defense forces.
b. One reinforced Division, including appropriate air forces maintained
in the United States as a reserve for the support of Latin American
Republics on the West Coast of South America.
Note: For overseas movements see paragraph 51.
35. Navy Tasks. a. Support the forces of the Associated Powers in the
Far East by diverting enemy strength away from the Malay Barrier through
the denial and capture of positions in the Marshalls, and through raids
on enemy sea communications and positions.
b. Destroy Axis sea communications by capturing or destroying vessels
trading directly or indirectly with the enemy.
c. Protect the sea communications of the Associated Powers within the
Pacific Area.
d. Support British naval forces in the area south of the equator, as far
west as Longitude 155 East.
e. Protect the territory of the Associated Powers within the Pacific
area, and prevent the extension of enemy military power into the Western
Hemisphere, by destroying [24] hostile expeditions and by supporting
land and air forces in denying the enemy the use of land positions in
that Hemisphere.
f. Prepare to capture and establish control over the Caroline and
Marshall Island area.
g. Defend Midway, Johnston, Palmyra, Samoa and Guam.
h. In cooperation with the Army defend Coastal Frontiers and specified
localities in categories of defense prescribed in paragraph 47.
i. Route shipping in the Pacific Area.
36. Navy Forces. a. The Pacific Fleet, less detachments.
b. Naval Coastal Frontier Forces.
Page 964
The Far East Area
37. Army Tasks. In cooperation with the Navy defend the Philippine
Coastal Frontier-Category of Defense "E".
38. Army Forces. Local Defense Forces, augmented only by such personnel
and facilities as are available locally.
39. Navy Tasks. a. Raid Japanese sea communications and destroy Axis
forces.
b. Support the land and air forces in the defense of the territories of
the Associated Powers. (The responsibility of the Commander-in-Chief,
United States Asiatic Fleet, for supporting the defense of the
Philippines remains so long as that defense continues.)
[25] c. Destroy Axis sea communications by capturing or destroying
vessels trading directly or indirectly with the enemy.
d. Protect sea communications of the Associated Powers by escorting,
covering and patrolling, and by destroying enemy raiding forces.
e. In cooperation with the Army defend the Philippine Coastal Frontier-
Category of Defense "E".
40. Navy Forces. a. The Asiatic Fleet.
United Kingdom and British Home Waters
41. Definition. a. Waters to the eastward of Longitude 30 West and to
the Northward of Latitude 43 North.
b. Land areas bordering on, and islands in the above ocean area.
42. Army Tasks. a. In cooperation with the Royal Air Force conduct
offensive air operations primarily against objectives in Germany, and
against attempted invasion or blockade as demanded by the situation.
b. Provide for the ground defense of occupied bases and air defense of
those general areas in the British Isles in which bases used primarily
by United States Naval forces are located, and subsequently of such
other areas as may be agreed upon.
c. Provide a token force for the defense of the British Isles.
[26] d. Relieve, as soon as practicable, the British garrison in Iceland
and in cooperation with the Navy defend that island-Category of Defense
"D".
43. Army Forces. Subject to the availability of trained and equipped
forces:
a. British Isles.
3 Heavy Bombardment Groups
2 Medium Bombardment Groups
3 Pursuit Groups
Approximately 10 Anti-aircraft Regiments
Approximately 10 Infantry Battalions (Bases)
One reinforced Regiment (Token Force)
b. Iceland.
One reinforced Division.
Note: For overseas movements see paragraphs 51.
44. Navy Tasks and Forces. a. Northwest Escort Force.
Task. Escort Convoys in the Northwest Approaches, acting under the
strategic direction of the British Commander-in-Chief of the Western
Approaches.
b. Submarine Force Three.
Task. Raid enemy shipping in an area to be designated later, acting
under the strategic direction of the British Vice Admiral, Submarines.
North Atlantic Area.
[27] 45. Definition. The North Atlantic Area is defined as follows:
a. Northern boundary, Latitude 43 North.
b. Southern boundary, Latitude 20 North.
c. Western boundary, Longitude 40 West.
d. Eastern boundary, the Coasts of Spain, Portugal, and Africa, and
Longitude 5 West
46. Navy Tasks and Forces. a. Submarine Force Two.
Task. Raid enemy shipping in the Mediterranean under the strategic
direction of the Commander in-Chief, Mediterranean, acting through the
Flag Officer Commanding North Atlantic.
Note: As soon as the situation in the Pacific permits their transfer to
the Atlantic, United States naval forces may be assigned the following
tasks in this area, unless the strategic situation in the Atlantic at
that time dictates a different decision.
Page 965
b. Protect the sea communications of the Associated Powers by escorting,
covering, and patrolling, and by destroying enemy raiding forces.
c. Destroy Axis sea communications by capturing or destroying vessels
trading directly or indirectly with the enemy.
d. Raid Axis sea communications, territories and forces in the Western
Mediterranean.
[28] 47. Categories of Defense. The Categories of Defense listed in this
paragraph apply to all Defense Command Areas, Coastal Frontiers, Naval
Coastal Frontiers and isolated positions.
Northeast Defense Command and North Atlantic Coastal Frontier
except United States Bases in Newfoundland Category B
United States Bases in Newfoundland Category C
Southern Defense Command and Southern Coastal Frontier Category B
Caribbean Defense Command and Panama and Caribbean Coastal
Frontiers Category D
Western Defense Command and Pacific Coastal Frontier, except
Alaska Category B
Alaska, Less Unalaska Category C
Unalaska Category D
Hawaiian Coastal Frontier Category D
Philippine Coastal Frontier Category E
Note: No Army reinforcements will be sent to the Philippine
Coastal Frontier.
Bermuda Category C
Iceland Category D
Midway, Johnston, Palmyra Category D
Guam Category F
48. Joint Plans to be prepared. The provisions of paragraph 42 e. "Joint
Action of the Army and the Navy" in conflict with the provisions of this
paragraph will be disregarded.
a. Joint Coastal Frontier Defense Plans.
b. Joint Sector Defense Plans, except that the Sector Defense Plans for
Newfoundland, Nova Scotia, and the British Columbia Sectors will be made
as required by ABC-22.
c. Joint Sub-sector Defense Plans and Defensive Coastal Area Plans as
directed by the Joint Coastal Frontier Defense Plans.
d. Joint Embarkation Plans for the embarkation of the Army units,
specified in paragraph 51 a, to be prepared by the Commanding Generals,
Army Ports of Embarkation and the Commandants of the Naval Districts in
which these ports are located.
[29] SECTION VIII. OVERSEAS MOVEMENTS
49. Army Tasks. Move troops to ports of embarkation as required.
50. Navy Tasks. Provide sea transportation for the initial movement and
the continued support of Army and Navy forces overseas. Man and operate
the Army Transport Service.
51. Overseas Movements of Army Troops. The plan in this paragraph 51 is
based on the assumption that M-day will occur prior to September 1,
1941. Movements on the dates given in certain sub-paragraphs will not be
made unless M-day has occurred before such date.
a. The Navy will assemble material and make specific plans for the troop
movements specified in this subparagraph a.
(1) NEW YORK to ICELAND, 26,500 troops, 73 aircraft.
First contingent-10,500 troops embark on 24-M.
Second contingent-16,000 troops embark on 57-M.
These two movements will be made by British transports if
arrangements can be effected. If not, this plan contemplates use of
United States transports.
(2) NEW YORK to ENGLAND, 7,000 troops, embark on 10-M.
(3) NEW YORK to IRELAND, 8,000 troops, embark on 10-M.
These two forces, sub-paragraphs (2) and (3), will move in one
convoy. The Northwest Escort Force will move with this convoy
(4) NEW YORK to BERMUDA, 3,700 troops, 41 aircraft, embark on 18-M.
Eight aircraft will fly to destination, 33 aircraft will be
transported. Part of this force may be moved before M-day.
Page 966
[30]
(5) NEW YORK to ENGLAND, 8,000 troops, 73 aircraft, embark September
1, 1941. 16 aircraft will be transported, 57 aircraft will fly to
destination.
(6) NEW YORK to IRELAND, 7,000 troops, 105 aircraft, embark October
1, 1941. Aircraft will be transported.
(7) NEW YORK to ENGLAND, 6,600 troops, 60 aircraft, embark October 1,
1941. 57 aircraft will fly to destination, three aircraft will be
transported.
These two forces sub-paragraphs (6) and (7), will move in one convoy.
(8) NEW YORK to IRELAND, 11,600 troops, 200 aircraft embark November
1, 1941. Aircraft will be transported.
(9) NEW YORK to ENGLAND, 7,000 troops, 38 aircraft, embark January 1,
1942. 35 aircraft will fly to destination, 3 aircraft will be
transported.
(10) NEW YORK to ENGLAND, 13,000 troops, 76 aircraft, embark on
February 1, 1942. 70 Aircraft will fly to destination, six aircraft
will be transported.
(11) GALVESTON to CURACAO-ARUBA, 6,000 troops, embark on 15-M.
(12) GALVESTON to TRINIDAD, 12,500 troops embark on 15-M.
(13) GALVESTON to PANAMA, 6,400 troops, of which 3,300 embark on 20-
M. The remainder will be transported progressively as ships become
available. Part of this force may be moved before M-day.
(14) GALVESTON to PUERTO RICO, 12,600 troops, of which 4,000 embark
20-M. The remainder will be transported progressively as ships become
available. Part of this force may be moved before M-day.
[31]
(15) SEATTLE to ALASKA, 23,000 troops, of which 1,100 embark on 10-M.
The remainder will be transported progressively as ships become
available. Part or all of these troops may be moved before M-day.
(16) SAN FRANCISCO to HAWAII, 23,000 troops, of which 15,000 embark
on 10-M. The remainder will be transported progressively as ships
become available. Part of these troops may be moved before M-day.
b. The movements of the troops in this sub-paragraph b are contingent
upon unpredictable eventualities. The Navy will not prepare material nor
make specific plans for these movements in advance of M-day.
(1) GALVESTON to WEST COAST OF SOUTH AMERICA, 24,000 troops, 80
aircraft will prepare to embark at Galveston on 45-M. If the Panama
Canal is not open, these troops will embark at San Francisco.
(2) NEW YORK and GALVESTON to EAST COAST of LATIN AMERICA, 86,000
troops, 56 aircraft, will prepare to embark 90-M. The 56 aircraft may
be flown to destination.
(3) NEW YORK and GALVESTON to TRANSATLANTIC DESTINATIONS, 83,000
troops will be prepared to embark 20-M; desired minimum rate of
movement 60,000 troops per month.
(4) EXPEDITIONARY FORCE, One Army, two Corps, ten Divisions will be
prepared to embark at East Coast and Gulf ports beginning 180-M.
SECTION IX. SUPPORTING MEASURES
[32] 52. Theaters of Operation. The designation and delimitation of
additional land and sea theaters of operations to meet the developments
of the situation covered by this Plan will be announced when the Plan is
put into effect.
53. Time of Execution. M-Day is the time origin for the execution of
this Plan. M-Day may precede a declaration of war or the occurrence of
hostile acts. As a precautionary measure, the War and Navy Departments
may initiate or put into effect certain features of this Plan prior to
M-Day.
54. Personnel. The Army and Navy requirements for increased personnel
will be met by the operation of the Selective Training and Service
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