Back to VB-135 Navy acronyms list VB-135, 2nd tour, May-October 1944. Aircrafts BuNo and movement ​ Format: Squadron Code (R=replacement), BuNo, Date moved out of the Squadron, Destination, Remarks Click on thumbnail to expand the photo 1V 48733 5/5/44: Radio Tokyo confirmed one plane shot down over Northern Kuriles (Lt A.A. Wheat). 2V 48889 5/23/44 : crashed on takeoff due to engine failure, all hands lost. Lt. (jg) Carl E Clark http://www.wvculture.org/history/wvmemory/vets/whitekemble/whitekemble.html 1VR 48918 4/29, 6/23, 9/10, 9/18 2VR 48909 6/25/44: Lt. Lewis "Pat" Patteson flown photo mission over Kuriles. Attacked by 11 "Hamps". One credited as a probable kill, another one was damaged. 7/23/44: Vivian attacked and sunk Jap picket boat, but suffered engine damage and proceeded to Petropavlovsk. 2VR2 49527 8/12/44 Lt. English claimed one "Hamp" damaged. 4V 48892 ​ 9/10 Lt Sparks intercepted and shot down "Tenzan " of 553 Kokutai, that bursted in flames and crushed into ocean with no survivors. 6V 48923 6/12/44 Lt. (jg) J. W. Clark - unable to orient himself in the fog over the area for 45 min, jettisoned bombs and turned to the base. Ditched his plane north of Agattu because of the fog and lack of fuel, everybody was rescued by VP-400 flying boat. 7V 48928 7/22/44 Lt. (jg) Jackson W. Clark was attacked by fighters, bad starboard engine, low on fuel, landed in Petropavlovsk-Kamchatsky 9V 48934 5/12/44 Lt Hardy V. Logan was shot down by J1N "Gekko" nightfighter of the 203rd AG 9VR2 48908 8/20/44, Lt. Charles Mobus: one "Oscar" claimed being a certain kill by turret gun fire. Photo courtesy of Lewis "Pat" Patteson 11V 48937 4/27/44, Lt. (jg) J.J. McNulty- never returned from sector search from Adak. Photo courtesy of Bill McNulty, nephew of Lt. (jg) J.J. McNulty 11VR2 33278 ​ Ex 25V of VB-139. 9/11/44 landed in Petropavlovsk after heavy damage from fighter attack. Lt (jg) Darryl F. McDonald 12VR 33345 10/13 Former X5 of Hedron 48880 4/16/44 Suffered major damage by Army handling during a hangar fire in Yakutat enroute to Adak. Transferred to Seattle for overhaul. 3V 48891 10/21/44 : to VPB-136, renamed 78V. Lost 3/17/45 by Kodiak Island en route to Whidbey Island after completion of the tour. (Lt. Moorehead) 49420 10/21/44 t o VPB-136 5V/48919 Specially equipped 5V flown photo mission over Kuriles on 14 June 1944 (Lt. Lewis A. "Pat" Patteson). 3/9/45 transferred to VPB-136 via Hedron, until 9/1/45 6VR 33352 7VR 49540 8V 48933 Flown by Lt. Patteson on 3/5, 5/12,17,20,23,26,28,29, 6/12,7/23, 8/2,4,20,25,28,10/8 9VR 48910 6/15/44 Lt. Russel P. Bone: Reached the target before the other planes. Was seen by Vivian flying low south across Paramushiro Strait under intensive AA fire, making erratic maneuvers, and "was obviously in difficulty". Last seen turning toward Kataoka naval base. Reached P-K safely. 10V 48936 11VR 48930 Landed in Petropavlovsk 6/15/44, Lt. Howard P. Schuette 12V 48938 6/19/44 Siphoned the fuel overboard during the mission to Paramushiro. Urgent msg "Out of gas, Russia". Lt. (jg) George A. Mahrt X13 49505 - Hedron, used by VB-135 7/23/44 Sustained battle damage from Tojos, 2 crew injured. 8/14 a/c was transferred from Hedron to VPB-136. Lewis "Pat" Patteson's comments, 2014-2016 VPB-135 Blue Fox VPB-135 Tom Macleod, Mobus' copilot and Blue Fox designer Photo courtesy of Lewis "Pat" Patteson Lt Hardy V Logan Photo courtesy of Westley Logan Lt Hardy V Logan at Whidbey Island Photo courtesy of Westley Logan Lt Hardy V Logan in Attu Photo courtesy of Westley Logan Ray Langton Jr USN A navigator from Hardy V. Logan's crew. Photo courtesy of Robert Emberger, the second nephew of Ray Langton. Ray Langton Jr. with his cousin Robert M. Emberger. Lt (jg) Robert M. Emberger was a VPB-116 "Blue Raider" PB4Y-1 pilot in the South Pacific. Photo courtesy of his son, Robert Emberger, the second nephew of Ray Langton. Kemble White Jr., Whidbey Island Copilot in Carl "Big" Clark's crew. Photo courtesy of Kemble White Jr.'s grandson, Kemble White IV. Kemble White Jr. with his son, Whidbey Island Copilot in Carl "Big" Clark's crew. Copilot in Carl "Big" Clark's crew. Photo courtesy of Kemble White Jr.'s grandson, Kemble White IV. Kemble White Jr. in Attu Copilot in Carl "Big" Clark's crew. Copilot in Carl "Big" Clark's crew. Photo courtesy of Kemble White Jr.'s grandson, Kemble White IV. McNulty with his wife Marguerite Photo courtesy of Bill McNulty McNulty with his wife Marguerite Photo courtesy of Bill McNulty VB-135 officers, Whidbey Island Ray Wesley (Clapham's co-pilot), Tom MacLeod (Mobus' co-pilot), Lewis "Pat" Patteson, Charles Mobus, and Kay Walsh (Pat's co-pilot). Taken at Whidbey by Bill Clapham. Photo courtesy of Lewis "Pat" Patteson Officers Unk., unk., Charles Mobus, unk., Lewis "Pat" Patteson. Photo courtesy of Lewis "Pat" Patteson Kay Walsh, Pat's copilot Photo courtesy of Lewis "Pat" Patteson Kay Walsh's wife, Whidbey island Photo courtesy of Lewis "Pat" Patteson Rice_Jacobsen_Hillard VPB-135 Rice Pat's navigator Photo courtesy of Lewis "Pat" Patteson Pat in the cockpit Photo courtesy of Lewis "Pat" Patteson Don Stobbs, navigator Photo courtesy of Lewis "Pat" Patteson Pat's enlisted crew after award ceremony Britt, Hillard, Jacobsen, Cach. Photo courtesy of Lewis "Pat" Patteson John Gardner (Rumford's co-pilot), Chas. Stepter (English's co-pilot), and Jim Rumford Photo courtesy of Lewis "Pat" Patteson Michelotti and squadron mates on the PV-1 wing, Attu Photo courtesy of Fred Michelotti via his son Dick Michelotti in PV-1 cockpit, Attu Photo courtesy of Fred Michelotti via his son Dick Whidbey Island Meet, 1999 Photo courtesy of Lewis "Pat" Patteson 6-19-44 J.W.Pool 6-25-44 Vivian 6-25-44 Patteson VB-135 artwork BuNo 48918, 1V (Replacement), former X12 of Hedron. Via L. Patteson Attu.jpg BuNo 48889/2V and 48891/3V Attu.jpg 6-14-44 J.T. Mabus VB-135 3V BuNo 48891 VB-135 3V BuNo 48891 VB-135 3V BuNo 48891 VB-135 5V BuNo 48919 5-19-44 Vivian 5-19-44 J.W. Clark 5-19-44 Stahl 48933 8V Whidbey island VB-135 8V BuNo 48933 8V 48933 over BC 1 VB-135_8V VB-135 9V BuNo 48934 5-5-1944 Attu VPB-135 9V VB-135 9V BuNo 48934 5 May 1944 5/12/44 Lt Hardy V. Logan failed to return. Radio Tokyo confirmed he was shot over the target. 9V VB-135 VB-135_8V,10V 6-25-44 Rumford Rumford and crew Photo courtesy of A. Michelotti (via L. Patteson) VB-135 10 art.jpeg 5-19-44 Rumford 11R/48930 Landed in Petropavlovsk 6/15/44, Lt. Howard P. Schuette 11V artwork.jpg 12V 48938 Jack English and crew X13 damage McDonald's crew by the tail X20/BuNo 33282 (former 26V of VB-139), Hedron plane decorated for the photo session for VB-135 and VB-139, June 1944 McDonald, Miles, Broadwell, Michelotti, Rosa, Nicodemus, Ross. Photo courtesy of Fred Michelotti via his son Dick Michelotti in Quonset Hut Photo courtesy of Fred Michelotti via his son Dick Schuette's crew 19 May 1944 Brasil, Schuette, Morgan, Michelotti, Jage, Dunaway, Morris Michelotti Quonset Hut Photo courtesy of Fred Michelotti via his son Dick 5-5-44 Vivian_Stahl 5-5-44 Holloway Photographed by BuNo 33352/29V of VB-139 5-13-44 Brownlie 5-19-44 Patteson 48933 was flown on this mission. The plane on the background has replaced door. 5-19-44 Bone Stevens, Bone, Mantle, Horvath, Sommers, Crow, Gelber 5-31-44 Blakeney VPB-135 ID card 135card.JPG 135/2 2nd tour.jpg 135/3 2nd.jpg PV-1 Ginter 1.jpg VB-135 2nd Tour, May- October 1944 Preparations for the 2nd tour: 3 January to 15 April 1944: training with PV-1 type aircraft for duty in the Northern Pacific, with special emphasis on instrument flying, bombing, gunnery and navigation. Meager training in the use of photo-flash bombs in connection with night photo- reconnaissance was done. 2/18/44 Five new PV-1s were assigned to the Squadron to total of 10 planes. 48880 48937 And eight more Other BuNos flown during March 1944: 29121, 33121, 29129, 29137, 33137, 29930, 29767, 34630 4/16/44 48880 suffered major damage by Army handling during a hangar fire in Yakutat enroute to Adak. The plane was transferred to Seattle, WA for overhaul. Lt. Vivian's diary: “One of the crewman had removed the tail wheel and was patching the tube when the word “Fire” was passed. This ship was blocking the exit of all planes and it could not be pushed because the tail wheel was off. Someone threw a a steel cable around the tail and a tractor hauled the ship to safety. But not until it had snapped the strut lowering the under gun station onto the deck. The cable bit through the soft aluminum doing major damage. All the remaining planes were pushed to safety. The (damaged) plane had to be returned to Seattle.” 19 April to 1 May 1944: Loran training 4/21/44 VB-135 arrives to Adak for Loran training. While there, some crews were scheduled to perform operational searches. 4/27/44 48937/11V lost at sea with all hands during special test search flight on the use of LORAN for long-distance navigation SW of Adak. Crew: Lt. James J. McNulty, Jr.; James G. Rocke; Leroy M. Sellers; Richard L. Jackson; Roman C. Czaplick; James J. Duffin; James L. Gartland; and William B. How. Vivian: “Near the conclusion of our (LORAN) schooling, each crew took his plane out on a short navigational flight and see how this new gear operated under flight conditions. Jim McNulty borrowed Bill Clapham's plane for his LORAN flight. He never returned from that flight. We received just one message from him that indicated he was having engine trouble and was coming in on one engine. The entire squadron was immediately alerted. We searched for two days in the area without so much as seeing a floating object. It was the opinion that he was too low and too heavy for just one engine.” 4/30/44 Total of six new and six old planes 2nd tour VB 135, arrived to Casco field, Attu, AK on 5/2/44 with 12 PV-1s after completion of advanced operational and navigational training in LORAN equipment. Squadron number/BuNo's: 1V/48733, (c/n 237-5969, #206 in the batch) 5/5/44 Lt A.A. Wheat is missing from the first mission to the Kurils. Radio Tokyo confirmed one plane was shot down over the Northern Kurils. 2V/48889 (White 889) no Black 2 on the nose. 5/23/1944, upon take-off from NAS Attu, the engine failed and the plane crashed into the sea and exploded, killing all hands. Crew: Pilot Lt.(jg) Carl E. Clark; Lt.(jg) Kemble White, Jr. ; Ens. Vernon A. Wagner; AMM3c James W. Reeve; AOM3c James J. Lee; AMM2c Walter J. Burkowski; and ARM2c John Jalacic. 2VR/48909. 7/23/44 Lt. John Vivian attacked and sank a Japanese picket boat but suffered right engine damage from AA fire. "I nursed the engine along as we set course for home," he recalled, "but it just wasn't going to run." As Vivian crossed the beach near Petropavlovsk, coastal batteries opened up. By now the Soviet antiaircraft gunners on Kamchatka had been ordered to fire behind American aircraft to ward off any Japanese fighters that might be following. Vivian looked aft: "The bursts were behind us but correct on altitude." Vivian's landing went badly. He overshot the concrete runway and came to a stop in the sod overrun. He glanced across the field and spotted three disabled Venturas lined up and weathering in the open (BuNos 48934, 48930 and 48928). Crew: Pilot Lt. John P. Vivian, Jr., A-V(N) USNR; Ens. David Ross Wilson, A-V(N) USNR; Ens. Thomas Henry Edwards, A-V(N) USNR; AMM2c Kenneth Guy Anderson; AOM3c Emil Arnold Nomensen, Jr.; AMM2c Paul John Schasney; and ARM2c Frank Andrew Viran Note: PV-1 BuNos 48938 and 48910 crashed outside of Yelizovo airfield. ​ 2VR2/49527 3V/48891 (White 891) no Black 3 on the nose, fuselage art. Scrivner, pp. 3, 16, 19, Wetterhahn, p. 49 4V/48892 4VR/49420 9/10/44 Lt Sparks in 4VR, searching sector 9, at 1140W at position 48-40N, 158-50E attacked and shot down a B6N Tenzan of the 553 Ku. Sighting the plane ten miles distant on his starboard bow, Lt Sparks gave chase, pursued the Tenzan in a tight circle, and on his third burst from his bow guns set fire to the Japanese plane, which plunged to the water. "Dark brown with red circles on fuselage and wings, bright red white stripe around fuselage forward of tail. Possible bombs under fuselage; may have been drop tanks". Crew: PO1c (Ippiso) Yuda Yoshimori, PO1c (Ippiso) Eikichi Nakano 中野栄吉, PO1c (Ippiso) Hachisuga Sachio 10/21/44 the 49420 was transferred to VPB-136 where it became 73VR 5/48919 Photo reconnaissance plane with extra cameras mounted in the tail in trimetrogon configuration. This a/c was transferred from Hedron to VPB-136 on 3/9/45, and remained there until 9/1/45 6/48923 6/12/44, Lt. (jg) Jackson W. Clark - unable to orient himself in the fog over the area for 45 min, jettisoned bombs and turned to the base. Ditched his plane north of Agattu because of the fog and lack of fuel, everybody was rescued. 6R/33352 7/48928 7/22/44, after the bomb run on Shimushu, Lt. (jg) Jackson W. Clark was attacked and chased by four Japanese fighters. For a hundred miles the fighters poured fire into the PV-1 before turning away. The starboard engine was steadily losing oil, and remaining fuel was too low to recover in the Aleutians. They turned northwest and landed in Petropavlovsk without difficulty. Crew: Pilot Lt.(jg) Jackson Wilson Clark, A-V(N) USNR; Ens. John Franklin Mathers, A-V(N) USNR; Ens. Berwyn J. Miller, A-V(N) USNR; AMM1c Hoyle Afma Simes; ARM2c John (n) Brennan; and AOM2c Herbert Charles Rowe. 7R/49540 8/48933 9/48934 5/12/44 Lt Hardy V. Logan failed to return; shot over the target by Nakajima J1N Gekko (月光 "Moonlight”) fighter of the 203rd Air Group (Kokutai) flown by CPO Yasuro Baba and WO Yoji Amari at 2139, Japan time. Another Gekko flown by WO Masanobu Maehara and CPO Kunizo Miyazaki was shot by friendly fire and did not return from the mission. 203 Ku ACA report Aircraft 1 前原眞信 Maehara Masanobu WO (Hicho 飛長) 宮崎国三 Miyazaki Kunizo (CPO/Johiso 上飛曹) Took off at 22:05 Did not return Aircraft 2 馬場康邦 Baba Yasuro (CPO/Johiso 上飛曹) 甘利洋司 Amari Yoji WO (Hicho 飛長) Took off at 21:19 Shot down a Ventura over the ocean at 21:39 Returned at 22:50 9VR/48910 6/15/44, Lt Russel P. Bone: no communication since take-off. Probably, reached the target before the other planes. Was seen by Vivian flying low south across Paramushiro Strait under intensive AA fire, making erratic maneuvers, and "was obviously in difficulty". Last seen turning toward Kataoka naval base. Direct hit of an AA projectile brought down one of the engines. Violently maneuvering on maximal power settings, Lieutenant Bone managed to fly his plane out of the anti-aircraft fire zone. However, squeezing the last power out of the overheated remaining engine, he realized that his chances to return to the base are less than slim. Lieutenant Bone made a one-engine emergent landing on Yelizovo airfield in Kamchatka. His PV-1 became the first aircraft of the US Navy, which safely landed in the Soviet Union. Crew: Pilot LT Russell Price Bone, A-V(N) USNR; ENS Ralph Wayne Stevens, A-V(N) USNR; ENS Glen Wallace Mantle, A-V(N) USNR; AMM1c Laurence Edward Somers; ARM2c Sam (n) Geiber; AMM3c Frank Lee Crow, Jr. ; AOM3c Joseph Patrick Horvath 9VR2/48908 10V/48936 (White 936) Black 10 on the nose and by turret, tail art- Scrivner, 6, 46 11V/48937 4/27/44 lost at sea with all hands during special test search SW of Adak (McNulty) 11VR/48930 Landed in Petropavlovsk 6/15/44 (Lt. Howard B. Schuette) 11VR2/33278 Landed in Petropavlovsk 9/11/44 after heavy damage from fighter attack. (Lt (jg) Darryl F. McDonald) 12V/48938, George A. Mahrt 6/19/44 accidentally siphoned fuel overboard near Paramushiro, and was forced to land in Kamchatka. His urgent message back to base was simple: "Out of gas. Russia." Still in the dark as he crossed into Soviet territory, Mahrt found the area fogbound. He orbited above the clouds until dawn, when he spotted a hole in the weather. Mahrt slid the bomber through the gap in the clouds, then saw rising terrain ahead. Too late to react, the Ventura plowed through a stand of trees. One wing slammed into solid lumber. The nose was ripped off forward of the cockpit as the plane plowed through the forest. Fortunately, the crew escaped without serious injury and there was no fire. Crew: Pilot Lt. George A. Mahrt, A-V(N) USNR; Ens. Richard Henry Johnson, A-V(N) USNR; Ens. William A. King; ARM3c Clifford Clarence Patzke; AMM2c William Edward Dickson; AOM2c Richard Thomas Everard, Jr.; and AMM2c William Dewey Strom. 12VR/33345 Other BuNos flown by the Squadron, per Pat's logbook: March 1944 29767 33121 (11V, VB-136 1st tour) 33129 33137 39930 48880 48918 29 April search for 11V (McNulty) X-11 4 May 34630 5 May Adak to Attu (30V, VB-139) 33433 27 Sept (36V, VB-139) 33110 18-26 Oct (Attu to Whidbey) Ex-1V of VB-136 during their 1st Aleutian tour. It appears that 33110 sustained some sort of damage between 11/26 and 12/6/43 and was left behind with the Hedron at Amchitka after the completion of the VB-136 tour. From Hedron to VPB-135 18 Oct 1944. Flown to Whidbey Island by Lt (jg) L. Patteson 23-26 Oct 1944. Missions 5 May to 14 June 1944: night photo- reconnaissance over Paramushiro and Shimushu. 5/5/44: combined mission (9PV-1s) with 5 PV-1 of VB-139 and one PBY5A of VP-6, heavy AA fire was met. Lt English 12V 48938 Lt Mabus 11VR 48930 Lt Blakeney 3V 48891 Lt Vivian 5V 48919 Lt Schuette 10V 48936 Lt Clark 2V 48889 Lt Clapham 8V 48933 Lt Cmdr Stahl 7V 48928 Lt A.A. Wheat 1V 48733 c/n 237-5969, is MIA. Radio Tokyo confirmed one plane shot down over Northern Kuriles. 5/12-5/13/44, The first night recon/bombing mission to Shimushu- 7PV-1s Lt Hardy V. Logan in 9V failed to return; per Radio Tokyo he was shot over the target (BuNo 48934, c/n 237-6170, #282 in the batch, some art on the port side ) Jap: 13 May 1944 at 21:19 two Nakajima J1N "Gekko" night fighters of 203 Ku shot down PV-1. One "Gekko" was lost during the attack. Lt Mason 3V 48891 Lt Sparks 4V 48892 Lt Bone 6V 48923 Lt Patteson 8V 48933 Lt Mabus 10V 48936 Lt Clark 11VR 48930 5/13-5/14 Night bombing mission to Shimushu #2- 4 PV-1s Due to severe weather 3 returned to the base, 1 dropped bombs in the center of the island Lt Clark 2V Lt Vivian 5V Lt Mabus 6V Lt English 12V 5/17-5/18/44 Night photo recon and bombing of Shimushu - Paramushiro #3 Lt Mabus 3V Lt Sparks 4V Lt Bone 6V tail window broken from AA fire Lt Patteson 8V Lt Rumford 11V Lt Schuette 12V 5/17-5/18 Night mission #4 Blakeney 3V Vivian 5V Clark 2V Stahl 7V Clapham 8V English 12V 6 and ...returned to the base, mechanical failures 5/19 Night mission #5 7 planes, 2 returned (mechanical problems) 2V C. E. Clark 3V Blackeney 5V Vivian 6V 7V Stahl 8V Clapham 12V English 5/20-5/21 Night mission #6 6 planes, 2 turned back Severe weather conditions, all bombs dropped by radar, no photos 3V Mason 5V Mabus 7V Bone 8V Patteson 11V Rumford 12V Schuette 5/23, night mission #7 5 planes, only one located target 2V BuNo 48889 one minute after takeoff crashed into the sea and exploded, engine failure, 7 killed, Carl E Clark 6V J W Clark 7V Stahl 8V Clapham 12V English 5/29 5V 48919 Solo plane day recon mission- unsuccessful due to overcast. The first daylight run over Kuriles by Navy planes (Lt. (Jg) Blakeney) Crossed the shoreline of Kamchatka about 40 miles north of cape Lopatka, then turned south along the west coast of Kamchatka in an effort to prevent radar detection. On the way back passed below Lopatka on the course 230T. Cameras : Three F-56 with 5 3/4 inch lenses in the tail, center for verticals, starboard and port at 32 degrees to the vertical. From 9000 ft it covered a strip of approx. 9 miles in width. Each camera had films for 200 exposures. Electrically operated. K-17 camera with 12 inch lens was mounted in the bow for additional vertical pics (100 exposures) F-56 with 20 inch lens- hand held and hand- operated for obliques trough the porthole on the port side of the plane. Film for 200 exposures. Two hand- held and hand- operated K-20 cameras with 6 3/8 inch lenses for incidental pics, 50 exposures in each. Standard cameras for night photo missions: K-19A in the bow with 13 1/2 inch lens, electrically- operated, tripped by solenoid. 4 photo flash bombs of 1 million candle power brilliance - in the tail; the rear bomb bay filled with fuel. The rest of the bomb load- a dozen of 22-pound fragmentation bombs under the turret, for harassing purposes during photo runs. 5/30 Night mission #13 (?) 4 planes, 1 returned Many accurate searchlights reported 5/31 Solo plane day recon, 315 photos obtained Night mission #14, 4 planes Night mission #16, 4 planes Considerable development at Lake Bettobu, extensive road system and second airstrip in central Shimushu 6/1 (night mission 5/31?) Pat-48891 6/4 weather hop, Pat, 48936 6/8/44 Conference at the FAW HQ on completing plans for bombardment of Matsuwa Island by Task Force 94. The planes are to bomb Shimushu and Paramushiro airfields the day before, and cover the force retirement within 500 miles of Attu. 6/11/44 Daylight photo recon of Shimushu Vivian, 2V211 "Number of excellent photographs of Myoshino airfield, never photographed before", also high oblique pics of Kataoka airfield. 6/12/44 Daylight bombing Shimushu, Paramushiro 3,4,6,7,8,11 Clark 6V3- unable to orient himself in the fog over the area for 45 min, jettisoned bombs and turned to the base. Ditched his plane north of Agattu because of the fog and lack of fuel, everybody was rescued. Patteson 48933/8V3- landed at Shemya (alternate base) due to fog 14 June to 26 October 1944: daylight and night photoreconnaissance of the Islands of Paramushiro and Shimushu. Almost without exception, on all Photorecon missions general purpose or incendiary and fragmentation bombs were carried to harass the enemy. 6/14/44 Daylight bombing and photo recon of Shimushu, Paramushiro 2 Hamps (light tan or grey) and 12 Oscars (colored brown) met 2 Hamps were damaged 364 photos taken of Myoshino, Kataoka, Kashiwabara, Kakumabetsu, and Kurabu Zakii airfields. 2,3,4,5,7,9,11 Sparks in 4V3 passed over the tip of Lopatka on the way home; observed Soviet AA fire black bursts "a considerable distance" beyond the plane" Bone in 9V3: no communication since take-off. Probably, reached the target before the other planes. Was seen by Vivian flying low south across Paramushiro Strait under intensive AA fire, making erratic maneuvers, and "was obviously in difficulty". Last seen turning toward Kataoka naval base. The first US Navy crew that landed in Petropavlovsk successfully. Lt. Howard B. Schuette in 48934/11approached the target together with 2V3 (Vivian), 3V3 (Mabus), and 7V3 (Clapham). Was seen making successful bomb run over Myoshino airfield, then crossing Suno Zaki 110* at 6000 feet in the midst of heavy AA bursts. Later reported to Vivian over the radio an oil leak in starboard engine and intent to land in P-K. Mabus reported 3 fighters following Schuette's plane at one time during the action 6/18/44 Pat 48938/12V incomplete mission 6/18-19/44, second mission of the day, 4 PV-1s to Kurabu Zaki. Navigator of one of the planes sighted enemy fighter over Kurabu Zaki, but the plane did not attack. Lt. George A. Mahrt, piloting PV-1 48938/12V, accidentally siphoned fuel overboard near Paramushiro, and was forced to land in Russia. His urgent message back to base was simple: "Out of gas. Russia." Still in the dark as he crossed into Soviet territory, Mahrt found the area fogbound. He orbited above the clouds until dawn, when he spotted a hole in the weather. Mahrt slid the bomber through the gap in the clouds, then saw rising terrain ahead. Too late to react, the Ventura plowed through a stand of trees. One wing slammed into solid lumber. The nose was ripped off forward of the cockpit as the plane plowed through the forest. Fortunately, the crew escaped without serious injury and there was no fire. Crew: Pilot Lt. George A. Mahrt, A-V(N) USNR; Ens. Richard Henry Johnson, A-V(N) USNR; Ens. William A. King; ARM3c Clifford Clarence Patzke; AMM2c William Edward Dickson; AOM2c Richard Thomas Everard, Jr.; and AMM2c William Dewey Strom. 6/21/44 Pat- weather hop 48936 6/23/44 Pat 48918 Paramushiro 6/25/44 Daylight photo recon of Paramushiro. 121 photos of Kakumabetsu area and area below Kashiwabara along the NE coast 48909/2V3, Patteson Attacked by total of 11 fighters (all Hamps), 13 passes were made on his plane. 1 Hamp was damaged, 1 probable kill (disappeared in clouds in back dive, before hitting the water) 600 feet of additional runway surfacing was found to be completed at Kakumabetsu strip 6/26/44 Night bombing of Shimushu and Paramushiro (Kataoka, Myoshino, Kashiwabara) 1 (Lt Pool) 2 (Vivian) 5 (Mabus)- returned immediately due to engine overheating 8 (Clapham) 10 (Rumford) X13V3 (Mason)- turned for base due to fuel siphoned out from left main fuel tank Crews reported seeing fires in the central Shimushu, where no bombs were dropped, suggesting possibility of dummy fires set up by Japs to mislead bombardment. 6/28/44 8V Mabus 4V Sparks made radar landfall from 54 miles, crossed Kamchatka and flew south down the west coast of the peninsula 2V Mason 48928/7V Patteson made visual landfall from 8 to 10 miles, crossed Kamchatka, and took a southwesternly course across Shimushu Map added to gallery 7/1/44 2V Vivian 1V Pool 10V Rumford 4V English- crossed Lopatka on the way to the target, as well as 1V and 2V (map in the gallery 7/10/44- Night bombing and photo recon of Shimushu, Paramushiro Kurabu hangars- 1,2,7,8,10 (Patteson, Mason, Mobus, Clapham, English) Suribachi airfield- 4 (Sparks) The 1st mission after removal of the paint from plastic nose, which improved radar range to 65 miles for landfall.. 7/22/44 Four planes met heavy enemy fighter opposition. All planes were ID'ed as Tojos, their runs were made in echelon formation. One PV-1 reported starboard engine problem after being attacked by Tojos, and low fuel, intended to proceed to P-K (48928/7, Lt (jg) Jackson W. Clark) 7/23/44 Daylight high altitude glide bombing mission 2V Vivian 10V Rumford Offensive sweep with negative results, returned in Attu safely. X13V Pool attacked by fighters believed to be Tojos. One is a probable kill from the bow guns, the other one was damaged (cowling broke off). Another two sections of the fighters were observed directly above, 4 or 5 planes in each, at the altitude 10 to 12,000 feet. Three crew members were injured, planes hydraulic system and inter phones were shot off, numerous holes in fuselage and tail assembly. 8V Patteson Bombed Kakumabetsu airfield, observing several fires. Then strafed several large fishing vessels offshore of the west side of Daigo Zaki. Meager but accurate AA fire met, Ens Rice (navigator) sustained slight head wounds First colored photographs of Paramushiro ever obtained 7/24/44 One PV-1 received battle damage during attack on the picket boat, ans sent a msg it was going to Petropavlovsk (48909/2, Lt John P. Vivian). 2 other planes were attacked by 7 Tojos. 2 Tojos damaged. Radio Tokyo confirmed that 1 fighter was damaged, and another one did not return to the base. BI: The presence of Ki-44 Tojo interceptors in the Kuriles is not supported by available Japanese documents. However, it is possible that on the peak of the Kurile air war, a small detachment of Ki-44s could have been sent there for a short period of time, to reinforce battle capabilities of Ki-43-IIs of the 54th Sentai. 8/12/44 One Hamp was struck by PV-1 turret fire and fell off damaged at 10,000 feet 8/20/44 One Oscar made 2 passes on PV-1 48908 9VR2 (Lt. Charles Mobus). As a result of turret fire, it was seen to fall over on its back and go down in a dive into fog at 500 feet. 8/25/44 BuNo 49527 to VB-136, new 75V 9/1/44 Six aircraft took off, one returned, four could not orient themselves due to "reduced Russian radio beacon schedules" 9/10/44 6 planes, search duties to relieve PBY5 squadron for a day. 4 returned uneventfully Lt Sparks in 4V intercepted and shot down "Tenzan" of 553 Kokutai, that bursted in flames and crushed into ocean with no survivors. PO1C Yoshimori Yuda, PO1C ... Nakano, PO1C Sachio Hachisuga 1 bombed Kataoka (radar bombing), no results observed. Engine failure after bombing, set course for P-K, but was able to fix the engine, and returned to base. 9/11/44 48th mission 4 planes encountered heavy AA fire The squadron lost its 10th crew (the 9th in combat) and the 12th PV-1: BuNo 33278 11R2 (Former 25V/VB-139) Lt. (jg) McDonald crash-landed in Petropavlovsk after sustaining heavy damage from fighter attack. Crew: Ens Kenneth G. Miles, Ens Donnie L. Broadwell, John W. Rosa, AMM1c, Jack G. Ross, AOM3c, W.F. Nicodemus, ARM2c 9/14, 9/16, 9/17, 9/18, 9/24, 9/25, 9/26: 4 planes each day, all turned back by patrols of enemy fighters without engagement. (Good weather, except for 9/26, when 1 plane was met by 4 fighters and retired, and the other 3 did not make it due to weather ) 9/19 4 planes, radar drop and strafing runs at Hayake Gawa and Suribachi 10/1/44: 48891 and 49420 transferred to VPB-136 10/26/44 the squadron arrived to NAS Whidbey with 12 PV-1s (FAW6 diary) 3/26/45 29731 Lt James Rumford, taking off from Naval Outlying Field in Coupeville, WA (10 miles south of Whidbey Island), lost power in one engine on take-off, swerved off runway causing considerable damage to a/c which later was struck off charge. No injury to personnel. Back to VB-135 Navy acronyms list

Commander Thomas R. "Bob" McKelvey 3 August 1919- 14 December 2016 (interviewed via his cousin Josiah Williams) Bob (Commander McKelvey) had an extraordinary career during WWII. He was a graduate of Berkeley High School and attended the University of South Carolina before the war broke out. He first became a civilian pilot, and in March 1941 he joined the Navy as an aviation cadet at Pensacola, FL- after being rejected by the USAAC. Graduating in October 1941, he reported to Patrol Squadron 23 (PBY's) based on Ford Island in Pearl Harbor, Hawaii. The aircraft he flew with the VP-23 Squadron was the PBY. He was one of the few pilots who got off the ground at Pearl Harbor on 7 December during the Japanese attack. He participated in the Battle of Midway in June 1942, operating out of Midway Island. During the days following the battle, he and his crew landed at sea twice rescuing downed carrier aircraft crews. ​ Bob's next assignment was VB-139, where he flew PV-1s. In January 1944, Lt. McKelvey volunteered to be a part of the three plane group which made the first night flight over the cold waters of the northern Pacific to attack and photograph targets in the Japanese Kurile Islands. These three crews formed the nucleus of a tactical offensive which became known as the "Empire Express". ​ Ventura still remains his favorite aircraft: "It was fast! PBY was a great airplane, too... but I still like the Ventura better! It could outmaneuver a P-38- they tried it after the war at one of the Army air bases!" ​ Once Bob's Aleutian rotation with VB-139 was over, he was promoted, and for a short period worked in Navy Air Traffic Command. However, soon after the VJ-day he was transferred to Europe, where he flew C-54 as part of the Berlin Airlift in 1948-49, for about 10 months. He has completed over 100 missions between Frankfurt and Berlin. He graduated from the General Line School and the Naval War College in Newport, RI and later served three years on the staff of the Naval War College. He was the recipient of the Distinguished Flying Cross, two air medals, and the Pearl Harbor Survivors' Commemorative Medal. ​ JW: He has been, and always will be, one of my all time heroes. He is a very soft-spoken man and does not discuss the experiences unless it is with very close friends. I am a pilot, as well, and have discussed just the navigation part of their flights across the North Pacific with my cousin. We now have GPS and other advanced forms of navigation at our disposal but back then most of their flights were what we refer to as "dead reckoning," which is simply bearing and time to station. Bob was also very good at celestial navigation and when they had clear nights he could use the stars for guidance. As far as the PV-1 planes, he remembers that they had two 50 cals in the nose, one 30 cal just below the tail and two 50 cals in one of the blisters. He did not fly any rocket strafing missions. He said that the rockets came along about the time he was rotating out. As far as artwork, he could not remember any specific artwork other than beautiful women painted on the side of a lot of the aircraft. He could not specify which airplanes had the artwork. ​ Bob says that the decorated aircraft on the background of the crew photos is probably from VB-135 as their unit (VB-139) did not care as much about decorations on their airplanes. Also, in regards to the camera placement, that story was pretty interesting. Bob said that the cameras were usually installed in flight, depending on the mission. He said that the co-pilot would have to move out of his seat so the camera operator could place the camera in its mounts under the nose. When he moved the glass out of the opening, Bob said they always told him to make it quick as the cold air would be very uncomfortable at altitude until he had the camera in place for the photo runs. When they were through with the photo missions, the operator would remove the camera and replace the glass (or metal) cover, all while in flight. He also said that he (McKelvey), Birdsall, and McGregor were the first three flight crews to make the first North Pacific crossing to attack the Kurile Islands in Jan. or Feb. 1944. They each received the Distinguished Flying Cross for this mission. JW: I finally got to go see my cousin, Commander Thomas R. (Bob) McKelvey, yesterday (8 July 2014) and spent several hours with him. I told him of your research and your comments regarding your grandfather’s involvement with fighting the Japanese and his warm feelings for the Americans. He was truly impressed with all of your work and comments. I took the time to go over each of the photos you had sent. He remembered all of the faces but, at 95, he could not remember all of the names and the ones he did remember he was not completely confident that he had the right names. However, I have listed below the names he remembered. On the second photo, my cousin thinks the guy in the doorway of the aircraft is Robert McGregor. Photo version 4: Birdsall (on left), Daniel, and the radioman Photo version 5: Thomas R. McKelvey (my cousin, on the left back) aircraft commander Photo version 6: William Stephens (left back) Photo version 7: William Stephens, again (left) and Executive Officer Neal Photo version 8: Commodore on right Photo version 10: Erickson (rt.) Photo version 11: McMillan (center) Photo version12: admistration officer (non-pilot) on left Photo version 16: Ralph Lowe (sp?) on left Photo version 17: McGregor (left), Fritz Daniel (center, owner of the dog); He said that McGregor was later killed in a plane crash in the states that was non-combat related. Photo version 18: Man on the left was my cousin’s best man in his wedding; ironically, he could not remember his name Photo version 23: Jackson (co-pilot on right) Photo version 25: Co-pilot for Skipper McMillan on left Photo version 26: Erickson (left) Obituary for Cmdr McKelvey

Back to PV-1 squadrons Navy acronyms list Headquarter squadron (Hedron) Aircrafts BuNo and movement Format: BuNo, Squadron Code, Date moved in or out of the Squadron, Destination, Remarks Click on thumbnail to expand the photo ​ X2 12/15/43 X4/????? X6/29739 Former VB-135 5/1/43 Damaged by ground fire (Adak) 5/43 To Hedron/X6 X3 12/15/43 X5/29768 Former VB-135 5/1/43 landing accident, Amchitka 5/5/43 renamed X5. Served as a source of spares for PATSU Amchitka, until was formally dropped from the inventory on 8/31/43 X7/????? 12/15/43 X9/????? 12/15/43 X11/????? 12/15/43 X?/29803 Former VB-136. To Hedron 5/8/43 Back to VB-136/9R 5/13/43 ACC C (water- looped) 6/10/43 29749/14V Former VB-135. To Hedron 5/5/43 Lost on 1/26/44, Adak while flying with VB-139 X10/29795 Former VB-135, to Hedron on 5/5/43 LAC C 1/20/44 while flown with FAW-6, NAS Whidbey Island (Joseph Dore, Jr.) X12/33118 Former VB-135/4V. X?/29736 Former VB-136, to Hedron 5/8/43 Back to VB-136/5R2 as of 5/13 X?/29772 Former VB-136, to Hedron on 5/8/43 X5/????? Arrived to Attu with X8 and seven original VB-139 planes to relieve VB-136 12/10/43. Used by VB-139 for sector searches 11 and 12 December 1943 X8/????? 1/10/44 used by VB-139 (McKelvey) on night endurance test X13/49505 7/23/44, while used by VB-135, sustained battle damage from enemy fighters (possibly- Ki-44 "Tojos"), 2 crew members were injured. 8/14 a/c was transferred from Hedron to VPB-136. X6/????? To VB-139 1/13/1944, 31R X12/48918 To VB-135 (1R) in May 1944 X20/33282 Former 26V of VB-139; decorated for official photography of VB-139 and VB-135 in May-June 1944. Remained in Attu. Oct 23-26: Attu to Whidbey, Lt. M.A. Mason

Back to VB-139 Back to PV-1 squadrons Navy acronyms list VB-139, 1st tour. Format: Squadron Code(R=replacement)/BuNo, Date moved out of the Squadron, Destination, Remarks Click on thumbnail to expand the photo VB-139 Patrol Bomber Squadron was commissioned on 4/1/43 at Whidbey Island. Training at Whidbey continued until 7/22/43, then the squadron was moved to NAS Alameda, CA to install new instrument panels to the planes. VB-139 returned to Whidbey Island on 8/15/43 to complete new instrument syllabus. ​ 7 October 1943 the squadron arrived to Amchitka and began patrol searches. Part of the squadron at the same periiod was operating from Adak. ​ 10 December 1943 VB-139 moved to Attu and replaced VB-136 For further details please refer to VB/VPB-139 Historical Survey ​ 25/33278 26/33282 Transferred to Hedron/X20. Used as a backdrop for VB-139 and VB-135 squadron photos in May-June 1944. Flown to Whidbey Oct 23-26 1944 by Lt. M.A. Mason 27/33296 28R/????? First mission flown 4/20/44 30/34630 4/17/1944, Hastings sighted Betty on sector search flight, 50-48N, 158-50E 31/34636 12/16/43, A.G.Neal- landed high and long, skidded off the runway, destroyed by fire. 32/34640 1/15/44, Lt. Rehill- landed on slippery runway and slid into snow bank. Minor damage, no injury. 5/18/44, Lt Lowe- crash on take-off. Crew escaped, plane destroyed. 28/33343 3/25/44 crashed upon take-off in Massacare Bay 29/33352 31R/????? Former X6 of Hedron, to VB-139 1/13/1944 ​ 33/34641 3/25/44, W.Whitman- crashed on the slope of Mutnovsky volcano, Kamchatka, USSR https://www.norpacwar.com/pv-1s-in-the-ussr 33R/???? First mission flown 4/25/44 34/34774 12/30/43, V.C.Austin- crash landed on Cape Sebak, Agattu 35/33359 ?/33346 12/9/43, E.M.Watson-skidded on runway, 34R/????? First mission flown 2/4/44 36/33433 5/18/44 Lt. Norem sighted and attacked Jap anese picket boat at 51-50N, 160-40E. Copilot Lt. (jg) Clifford M Tambs was killed during the 3d strafing run, hydraulic system was knocked out, unable to lock landing gears, belly landing. At least 18 hits on the plane, but only light damages. Planes of VB-139 Click on the photo to zoom. Navigate with arrows. VP-139 and Empire Express patches Image courtesy Ted Spencer, Alaska Aviation Heritage Museum VB-139 X5, 29V, 32V Amchitka, 12/7/1943 BuNo 33345, X5 BuNo 33352, 29V BuNo 34640, 32V Kurabu Zaki 2/20/44 VP-139 and Empire Express patches Image courtesy Ted Spencer, Alaska Aviation Heritage Museum 1/60 Crews of VB-139 Comments by Cmdr. Thomas "Bob" McKelvey 29V 5-5-44 Holloway Top row, L-R: Hoffstedler, ACMM Lt. Holloway Lt. McGrath Bottom row: Meyerhoffer, ARM3/c Harshow, AOM3/c J. A. Dayton, AMM2/c 30V 5-5-44 Dexter Top row, L-R: Lt. D. Dexter, Lt (jg) D. B. McMillan, J. L. Griffin, AMM2/c. Bottom row, J. D. Ward, ARM/2c, N. C. Roessler, AMM2/c, V. L. Orth, AMM2/c VB-139 crews - Version 4.jpg Birsdall, Daniel, radioman 29V 5-5-44 Holloway Top row, L-R: Hoffstedler, ACMM Lt. Holloway Lt. McGrath Bottom row: Meyerhoffer, ARM3/c Harshow, AOM3/c J. A. Dayton, AMM2/c 1/42 VB-139 aircraft movement and accidents: The Navy commissioned VB-139 on 1 April 1943 under the command of LTCOMDR George H. Huges, and assigned it to Fleet Air Wing Six at Ault Field. Commander Stevens relieved him on 8 July. The squadron trained as a unit and deployed to Naval Air Station Alameda, CA, on 22 July where new instrument panels were installed in its PV-1s. It returned to Ault Field on 15 August where it completed its instrument training before departing for the Aleutians. (Hist, VPB-139, 1 Apr 1943-1 Jan 1945, p. 1.) ​ 4/29/43 33136 KTOA A, test flight 7/23/43 the following planes departed NAS Whidbey for NAS Alameida for transfer: 33278 33282 33296 33343 33345 33346 33352 33359 33433 (NAS Whidbey Island War Diary - till 11/1943) 8/15-8/22/43 the following planes arrived to Whidbey from Alameda: 33278 33282 33296 33343 33345 33346 33352 33359 33433 33636 34369 34631 34637 34640 *(AA) 8/19/43 34637 (J. L. Rehill, VB-139 NAS Whidbey Isl) ACC C- accident-unidentified, over Everette during instrument training flight. No record in War Diaries, insignificant damage? Bratton, Melvin C., Mantius, H. K., Rowles, C. G., Becker, G. W., Anderson, D. A., Aspenwall, H. M. 8/29/43 34637 (Lt. Comdr. R. R. Beacham) missing from routine flight to Navy areas 3-4-5, reason unidentified. Crew: Ens Charles E. Nestor, Carl A. Brown, AMM3c, Robert W. Gray, AOM3c, Peter D. Lavalle, ARM3c, Livio E. DeMarco, AMM3c 10/6/43 VB-139 arrives at Adak and proceeds to Amchitka to relieve VP-61 10/1/1943 1 Oct 1943: Navy bombing squadron VB-139 departed Ault Field, Naval Air Station, Whidbey Island, WA, for the Aleutian Islands in three, five-plane divisions under the command of the squadron commander, LTCOMDR William. R. Stevens. It encountered bad weather and mechanical difficulties en route and twelve of the fifteen PV-1s arrived at Amchitka Island on 7 October. It began flying patrol missions the next day. It operated from Amchitka until 10 December with a detachment of three crews at Adak. Except for weather, patrol missions were uneventful. The offices lived four Quonset Huts with the commander, executive officer and operations officer occupying one and the 34 remaining officers the other three. Two more Quonset Huts were later added. The officer quarters were furnished with an oil heater, chairs and lockers. The officers added sofas, shelves and tables, which they made. Laundry facilities were also provided. A separate Quonset Hut was set aside for recreation. It contained a radio phonograph, card tables, writing tables and overstuffed furniture. The enlisted men occupied three Quonset Huts with their mess hall being adjacent to the officers’ and equal distance from the runway and their quarters. (Hist, VPB-139, 1 Apr 1943-1 Jan 1945, pp. 2-3.) VB-139 departed NAS Whidbey for Kodiak with 15V-1s: 33278/25 Wetterhahn pp. 111, 112 33282/26 33296/27 33343/28- crashed in Massacre Bay upon takeoff 3/25/44 Scrivner, p. 31 #28 flew again on 4/20/44 33345/X5-left in HQ Squadron Pool, Adak 33346/34-12/9/43 (Edward M. Watson, VP-139 Det, Attu) TOADF A- skidded on runway, destroyed by fire. Patrol. Brigham, Earnest T., Nielson, Rolf L. U., Goodrum, William R., Brinkerhoff, Russell A., Wilson, Herschell Jr.​ 33352/29 33359/35 33433/36 34630/30 34636/31 12/16/43 Lt A. G. Neal landed high and long, ran off the runway, destroyed by fire. Minor injuries to the crew, the plane striken off for parts. (War Diary) Scrivner, p. 3 Port engine 86808/110636; starboard engine 86803/110613 Replaced on 1/13/44 by ??? from Adak. Flew again on 4/11/44 34639/X36- left in HQ Squadron Pool 34640/32- crashed off the runway due to an engine failure on takeoff on 5/18/44 (Lt. Lowe) Wetterhahn, pp. 141, 142 34641/33- Whitman's plane, crashed on Mutnovsky Volcano, USSR on 3/25/44 Replaced #33 flew again on 4/25/44 34774/34R 12/30/1943 at 18:48 crash landed on Cape Sebak, Aggatu, 3/4 mile north west of radar station, Lt. V. C. Austin. Crew returned to base aboard YP400 on 12/31/43, minor injuries to 2. Replaced by ... on 2/4/44 33378/X8? 33135/? (one of replacement aircrafts) Squadron numbers 25-34 were assigned on 10/6/43, 35 and 36- on 10/9/43 (those 2 planes remained at Adak at the time of assignment) 10/1/43 detached from FAW 6 and ordered to report to Amchitka for patrol missions. 10/6-10/9: the first ten planes arrived to Adak, where remained until 10/9 along with eight Ventura's of VB-135 (only four of those were operational). On 10/9 moved to Amchitka. 12/4 or 12/8/43: From Amchitka, Austin, flying a Ventura, found and maintained contact with Army P-40 pilot after water landing by Semisopochnyi, 2 miles off Bird Cape. Rubber raft was launched. X7 (PBY-5A, Lt (jg) D. Birdsall) landed in open sea and made a successful rescue. 12/8/43: 27, 34, 36 departed for Attu from Adak at conclusion of the training 12/9/43: 33346/34V (Ens. Edward M. Watson, VP-139 Det, Attu) TOADF A- skidded on runway, destroyed by fire. Patrol. Ens. Brigham, Earnest T., Nielson, Rolf L. U. ARM2c, Goodrum, William R. AMM2c, Brinkerhoff, Russell A. AOM2c, Wilson, Herschell Jr.​ AOM3c; no critical injuries. 12/10/43: 25, 28, 29, 30, 31, 32, 35, X5, X8 to Attu to replace VB-136 Routine searches until 1/19/44. Three crews remain at Adak for training purposes. 12/11: 26 arrived to Attu 12/12: 27 arrived to Attu 12/15/43 search for Russian merchant vessel " Valeriy Chkalov" reported broken in two (Lt. R. T. McKelvey in X9 from Adak) 12/16/43: 31 destroyed (Neal) 12/19/43 Plus one PV-1 to Hedron 12/30/43: 34R/34774 lost (Austin) As of 1/1/44: 12 PV-1s (34R2 arrived on 1/1 from Hedron, first mission 2/4/44) 1/13/44 31R to Attu from Adak, first mission 2/4/44 1/15/44 32 landed on slippery runway of Attu, and slid into snow bank; minor damage, no injury (Lt. Rehill) 1/20/44 First Kurile mission (3 PV's and 4 Cats) As of 2/1/44: 12 PV-s 25,26,27, 28,29,30,31R,32,33, 34R2,35,36 in Attu; X5,X6,X7,X8,X9- on Adak 2/1/44 36 to Adak (Lt. Rehill) for training 2/4-2/5/1944 Night Armed Photorecon Mission over the Kurile Islands (with Catalina's from VP-43) Planes # 25, 31, 34 2/17/44: all Catalina's removed from Kurile missions (recon only). Number of PV-1's increased to six planes and twelve crews 3/25/44: 28 and 33 lost 28R, first mission 4/20/44 33R, first mission 4/25/44 *(RW) 5/1/44, 29749 VB-139: lost, circumstances unknown. Not confirmed by Squadron or FAW-4 docs! 29749 in VB-139 in 1944 could be only a replacement plane for either 28, 31, 32 or 34. 5/18/44: Lt. Lowe in 34640/32 crashed on take-off. Crew escaped, plane destroyed. Lt. Norem in 33433/36 sighted and attacked Jap picket boat 51-50N, 160-40E. Copilot Lt. (jg) Clifford M Tambs was killed during the 3d strafing run, hydraulic system was knocked out, unable to lock landing gears, belly landing. 7/3/44 VB-139 arrived to Seattle from duty in Alaska ​ 9/2/44 33135 (Lt Quentin E. Norem, VB-139, NAS Whidbey Island) TAC C- Taxiing accident, night bounce drill during preparation for the 2nd Aleutian tour.

Kuriles photo missions and Nishizawa’s lost battle (Short version of this article was published in February and March 2017 issues of the Air Classics magazine) ​ May 29, 1943. The one-year-long Japanese occupation of the U.S. Aleutian Island of Attu ended when Colonel Yasuo Yamasaki, the commander of the Japanese garrison, led the last "banzai charge" of his remaining 800 soldiers. Fighting their way deep into the U.S. position, they blew themselves up with grenades. Yamasaki died with a samurai sword in hand. On July 28, 1943, five thousand men of Japanese Kiska garrison were successfully evacuated under the fog cover to the Kurile Islands of Shimushu and Paramushiro (1) , ending the Japanese presence in the Aleutian Islands. The first line of Japanese defense at the Northeast has irrevocably shifted to the Kuriles. ​ 1. Modern spelling is “Shumshu” and “Paramushir”. Throughout the text, the toponyms are spelled as of 1944 standards, and the modern version of spelling or current name is provided in footnotes. Imperial General Headquarters in Tokyo naturally expected further American development from the Aleutians. Construction of fortifications and new airfields unfolded on the islands of Shimushu and Paramushiro, and existing infrastructure expanded and updated. As the result of the Aleutian campaign, by the end of 1943 the U. S. armed forces created a network of naval bases, army bases, airfields, warehouses and repair shops in the Aleutians. Aircraft of Fleet Air Wing Four performed daily patrols of the northern Pacific Ocean from the Komandorskie to the Kurile Islands searching for Japanese submarines and providing safe navigation for the Soviet ships with American Lend-Lease weapons and supplies. Construction of the airfield for extra-long-range B-29 bombers was initiated at Shemya Island. The United States contemplated the possibility of capturing the Kuriles as a prelude to attack Japan from the North ever since August 1942. As the Aleutian Campaign ended, General Buckner, the head of Alaska Defense Command, expressed a wish to “walk through the ashes of Tokyo.” That would require the use of the Kuriles as an invasion route to the main Japanese Islands as well as the use of Soviet bases in the Kamchatka peninsula. Not much was known of the Kuriles at the time. General Buckner ordered his staff to conduct studies of Kamchatka and Kuriles. Washington approved an Eleventh Air Force proposal (2) that two bomber missions shall be flown to collect intelligence on the northern Kuriles in July. ​ 2. Otis Hays, Jr., Alaska’s Hidden Wars, Secret Campaigns on the North Pacific Rim Aerial photographic reconnaissance of the Kuriles began on July 18, 1943, during the first successful bombing of Kataoka (3) naval base on Shimushu and Kashiwabara (4) army base on Paramushiro. Subsequent bombing missions in August and September were executed based on the obtained information. Heavy B-24 bombers and medium B-25s took off from Attu, the westernmost island of the Aleutian chain. Initial flights alerted the Japanese, who reinforced their air defense by sending in additional fighter units. Islands of Shimushu and Paramushiro were becoming the outer fortress protecting the northern border of Japanese mainland. ​ 3.The Imperial Japanese Navy maintained the Kataoka Naval Base and Airfield on the Southwest side of Shimushu Island. The naval base, considered to be the most important airfield in the northern Kuriles, consisted of a 480 by 150 foot mote with a 320-foot breakwater extension, three 60-foot oil tanks, a barracks complex, light and heavy anti-aircraft positions and many scattered ammunition and supply stores. The naval airfield consisted two crossed runways measuring about 5,000 by 250 feet and 4,000 by 250 feet. The shorter of the two was paved. The airfield consisted of one 130 by 165 foot hangar and thirteen covered blast shelters and twenty-four uncovered blast shelters and approximately 6,900 feet of taxiways. Both the airfield and the nearby fishing village, renamed Baikovo, have been maintained by the Soviets until the 1990’s, but are abandoned today. ​ 4. Severo-Kurilsk ​ ​ ​ Click on thumbnails to enlarge images ​ The September 11, 1943, bombing mission of eight B-24s and twelve B-25s resulted in the most disastrous operation for the 11th Air Force. Japanese fighter planes and antiaircraft gunners were on the alert; only five "Liberators" and five "Mitchells" returned home. One B-24 was forced to land in Petropavlovsk on the way to its target due to engine malfunction, another B-24 and two B-25s were shot down. One B-24 and five B-25s were so badly battered by Japanese fighters and anti-aircraft gunners that they had to crash-land in neutral territory of the USSR in Petropavlovsk. 22 men were killed, one taken prisoner and 51 interned in Kamchatka. Two pilots, one copilot and four other crew members of the returned planes were wounded. After this failure, the U. S. Army Air Force stopped its offensive operations in the Kuriles for the following six months. The bombings did not cause much damage to the Japanese, but the Americans confirmed the seriousness of the Japanese presence in the North Kuriles. The XI Bombardment Command began a strenuous training program, both on the ground and in the air. It now stressed night and instrument flying at high altitudes. Fight crews were sent back to Elmendorf Field near Anchoradge, Alaska, to attend instrument school at the newly created Eleventh Air Force Instrument Training School (Provisional). ​ Since January 1944, a new player joined the U. S. Kurile operations. It was Navy patrol bomber Lockheed PV-1 “Ventura.” Pilots of Patrol Bombing Squadron VB-139 just recently switched to this new aircraft from the much slower PBY "Catalina". Equipped with good defensive armament, radar, and later-LORAN navigational system, “Ventura” also sported two powerful engines: P&W R-2800. Those enabled PV-1s to hold at equal speed with Japanese fighters and sometimes even outperform them in battle. Technological advances of the aircraft, however, did not eliminate the influence of the harsh operational conditions of the region. Often, an entire nine-hour trip to the northern Kurile Islands and back was flown "blindly," relying only on navigational equipment, fighting variable winds, snow squalls, fog and rain. Prior to the Kurile missions, Venturas with a maximum takeoff weight of 31,000 pounds were routinely overloaded up to 34,000 pounds or even more, mainly at the expense of additional fuel. This means, if one engine would quit during the take-off, the plane would stall in the air and crash. Three aircraft were lost during such take-offs (5). Despite extra fuel on board, the aircraft often returned to the base with nearly dry tanks. In the event of mechanical failure or combat damage, the only alternative to landing in the ocean was Soviet Kamchatka, which meant internment for aircraft crews until the end of the war, in accordance with the Soviet-Japanese Neutrality Pact. Thus, each sortie to the Kurile Islands was a serious endurance test for both aviators and their planes. Soon after the first raids from the Aleutians, the naval air crews came up with the nickname "Empire Express" for their Kurile missions. ​ 5. 3/25/44, Lt. James P. Moore, 5/18/44 Lt. Lowe, both VB-139, and 5/23/44, Lt. (jg) Carl E. Clark of VB-135 ​ In view of the tragic experience of September 1943, initial photo-reconnaissance missions to the Kuriles were conducted at night. Four 100-pound magnesium flash bombs were carried for night photography. The bombs were thrown manually by the crew. A flash bomb explosion triggered photocell which was synchronized with the shutter of the night aerial camera Fairchild K-19A. The camera was mounted in the nose of the aircraft. On approach to the target, the cover of the camera hatch in the floor was removed manually, chilling the cockpit to the freezing outside temperature. This further complicated the work conditions of the crews. (6) Despite the use of highly sophisticated cameras, sometimes all of the negatives turned out to be overexposed. Japanese searchlights often triggered photocells prematurely. It soon became clear that a single flare bomb explosion would rarely allow to produce more than one usable photograph. In general, the results of night photography, though not a complete failure, were clearly not enough to provide detailed intelligence information about Japanese presence on the Kurile Islands. ​ 6. Personal communication with VB-139 veterans Thomas “Bob” McKelvey and Don Anderson. From mid-April of 1944 a secret operation, codenamed "Wedlock" was carried out. It was a massive release of radio disinformation, designed to convince the Japanese that the preparation of large-scale attacks of the Northern Kuriles in the near future is in full swing, and thus would tie up their resources in the Kuriles which were needed at other fronts. Photoreconnaissance of the Kuriles thus becomes especially important for strategic planning. Operation “Keelblocks" was a plan to seize the Northern Kuriles in the event that the Soviets entered the Pacific War. Drafted by the Joint Chiefs in May 1944, it required clear access to the Soviet Far East ports and called for Admiral Frank J. Fletcher's Northern Pacific forces to protect Kamchatka and the Komandorskie Islands. Subsequent discussion of the plan revealed highly diverged views among high Naval and Army authorities. Commander of the Western Defense Sector, Lt. Gen. John DeWitt wanted to begin operation as soon as possible, in the spring or summer of 1944. His plan included occupation of the Kurile Islands as well as the establishment of bases there for further attacks on Hokkaido and Honshu. Alaskan Army commanders supported the strategy. Admirals Ernest J. King and Chester W. Nimitz expressed concerns about the feasibility of diverting troops and resources from the central and southwestern operational areas in the Pacific Ocean. The admirals doubted that the Soviet Union will violate the terms of the neutrality pact with Japan and allow the Americans to use its bases in Kamchatka and Primorye (Maritime Province near Vladivostok) which would be required for an operation of such magnitude. Difficult weather conditions of the region were also used as an argument by the critics of the attacks from the North. The Navy authorities, however, supported the use of long-range B-29 bombers from bases in the western Aleutian Islands, considering that strategic bombing would exclude the need for invasion. Plans for the operation "Keelblocks" were finalized by the end of May 1944. They required an extensive use of Soviet air and naval bases. The Soviet leadership, however, did not want to open the second front by breaking neutrality with Japan, and refused to give permission to use their bases. The Americans sent repeated requests to Moscow and continued to gather intelligence on Japanese forces in the Kuriles. In May 1944, the VB-139 Patrol Bombing Squadron on Attu was replaced by the VB-135. It was the first squadron in the US Navy that mastered PV-1 "Ventura" aircraft. Many squadron pilots already gained invaluable experience of flying in a harsh Aleutian conditions from May to November 1943 during recapturing of Attu. The training syllabus for the new tour stressed navigation, bombing, instrument and night flying. Another important aspect of the syllabus was training in photo work with the use of photo flash bombs. Additional training in instrument flying was supervised by the deputy squadron commander, Lieutenant Marion A. "Butch" Mason.(7) “Butch" Mason was rightfully considered an expert in blind navigation; he learned it from the American pioneer of instrumental flights, Jack Thornburg, who was the chief pilot of TWA. On the way to Attu from training base at Whidbey Island, WA, the squadron made a two-and a half-week stop in Adak to study LORAN navigation. ​ 7. Before the war, Lieutenant Mason was an engineer with the General Electric. While serving with VB-135, he redesigned the intercom system of the PV-1 aircraft, which greatly improved its efficiency. The primary mission of the squadron was photographic reconnaissance of northern Kuriles. Aircraft were modified for such missions at the Lockheed factory. They all had brackets for the installation of aerial cameras, additional fuel tanks in the bomb bay and racks for the flare bombs. Aerial photo cameras now were mounted over transparent panels, which allowed to take photographs from the warm cockpit by using remote controls. All planes also had an improved fuel system with automatic transfer pump which balanced the amount of gasoline between the right and left wing tanks.(8) ​ 8. The “ultimate” fuel system with automatically adjusted delivery of gasoline from all fuel tanks, was introduced only in the latest PV-1 series. This innovation made the co-pilot’s life significantly easier: in early “Venturas” one of his major tasks was to monitor the fuel consumption by voracious engines, and to not forget to switch off the emptying tanks manually. Until the beginning of June, the work of the squadron did not differ much from the one of VB-139: night photography and bombing by radar. In May, the U.S. intelligence captured some Japanese data which indicated that there was previously unknown airfield on Shimushu, named Miyoshino (9). The search for the new airfield became a priority. After analyzing its possible location and a series of night photo missions, the mysterious airfield still was not found. ​ 9. The Imperial Japanese Army maintained the Miyoshino Airfield, located in the low, marshy interior of Shimushu four and a half miles east of Kataoka. The single 3,800 by 180 foot runway with a 120 by 300 foot parking area had been constructed in 1944. It was capable of accommodating 40 fighters and 30 twin-engine bombers. The airfield facilities consisted of eight buildings that included seven barracks. A six gun anti-aircraft battery was located 1,600 yards of the North end of the airfield and a four gun battery supported by four machine guns 1,000 yards northeast of the North end of the airfield. ​ Then along came two missions which changed the tactics of further Kurile air operations in their entirety. Prior to each night operation it was the practice to send a single PV-1 toward the Kuriles in the daytime, with a turning point of about 100 miles short of the target. In 1944, it was the only way to obtain a real time weather report in the target area. On June 10, a weather reconnaissance sortie was flown by Lieutenant John P. Vivian. Soon after takeoff, the crew had been told that the weather at Attu was getting progressively worse and instructed to stay on the circuit for a possible recall. However, the further they flew from the base, the better the weather became. Vivian later recalled in his diary: “About 200 miles from the target I found this going through my head: Why not dash in and get a picture of that airfield? One plane could probably get in and out before the fighter could be alerted and up on altitude. I voiced this to the crew and found them willing to a man. I put my request on the circuit and received a flat “no” from the base. I reworded the request stating that I had a camera aboard and wished to continue to the target. Before we received our answer we arrived at our turning point. We elected to continue” (10). ​ 10 and 11, John Vivian’s diary, via L. A. Patteson Shimushu Island was below them, visibility unlimited in all directions. The base started calling, but the crew kept silent. Soon they found the new airfield in the southern part of the island. Vivian descended to 7,000 feet: “High enough for several good pictures and high enough to stay out of small gunfire” (11). They flew directly over the brand new concrete runway, and took a series of photos before turning in the direction of Attu. Only then radioman Frank Virant answered the call from base, which, as it turned out, gave "OK" for the photographic flyover. Photos revealed 22 Japanese twin-engined bombers parked on both sides of the runway, which escaped Vivian’s crew attention. They were Ki-49 “Helen” type of Japanese Army 74th (or, possibly, 95th) Sentai. Despite the fact that pictures were taken with a smaller, hand-held K-20 camera, they were so much more informative than photos taken at night that the command decided to approve another daylight photo mission to the northern and central Kuriles. F-7A, the photo-reconnaissance version of B-24 heavy bomber, was the only photo aircraft with enough range to conduct the reconnaissance of the central Kuriles. Painted in sky-blue color, these planes were called "Blue Geese" by the airmen. 15 June four F-7A’s from the 2nd Photographic Charting Squadron took off from the Shemya airfield. The group split near Matsuwa Island (12). Lieutenant Colt headed south to photograph the southern half of the Central Kurils while Captain Houston with Lieutenants Geren and Gauger headed north. 12. Matua ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ Two hours later, seven PV-1s of VB-135 departed for the northern Kurile Islands from Casco Cove airfield on Attu. Six Venturas were to bomb Miyoshino airfield and act as decoy for the Japanese fighters. The seventh PV-1 was rigged with seven aerial photo cameras, specifically for this mission. Five cameras were mounted in hard points, four of them were operated automatically. Three stationary F-56 cameras, one for vertical and two for oblique photography, while turned on simultaneously covered a surface area of up to 9 miles wide. Another F-56 camera was placed in the bracket by the porthole on the starboard of the aircraft and was manually operated. A massive K-17 camera mounted in the bow of the aircraft allowed to take high resolution vertical pictures (13). The other two cameras were portable K-20’s kept in the cockpit for accidental photos. Photo plane was piloted by Lieutenant (junior grade) Lewis A. "Pat" Patteson, a veteran of the VB-135 first Aleutian tour. To increase the chances of success of the mission, a Photographer’s Mate was added to the crew of seven. Patteson recalls, “I learned later that my crew had threatened the photographer's mate (who was) in charge of the cameras with mayhem if any of the cameras should fail.” ​ 13. Typical setup of aerial photo cameras for subsequent PV-1 photo missions was one to three stationary F-56 cameras in the bow and a portable K-20 camera inside the aircraft. ​ ​ ​ ​ ​ ​ ​ ​ As soon became clear, the airmen’s concerns were not in vain. Two hours before the Venturas reached the target, the formation of three F-7A’s encountered accurate AA fire over the southern tip of Paramushiro Island which damaged the elevator of Lieutenant Geren’s plane nicknamed “Shoot an Scoot”, forcing him to fall behind the other two. Seven "Zeros" of 203rd Air Group (Kokutai) under the command of Captain (Daisa) Atsushi Abe (安倍篤) , took off from Musashi Naval air base (14) on Paramushiro and clashed with the F-7As. Japanese fighter pilots made multiple passes on the damaged “Shoot an scoot” as Lt. Geren and his crew headed for base. A 20-millimeter cannon round hit the oil cooler of the number one engine, causing immediate loss of oil. With one engine shut down, Lieutenant Geren broke free from the fighters and began jettisoning equipment, including the ball turret. While en route back to Shemya, the”Shoot an scoot” encountered Japanese Mitsubishi G4M "Betty" twin engine medium bomber, which made three passes attempting to shoot down the bomber with its tail-mounted 20-mm cannon (15). ​ 14. The Imperial Japanese Navy Musashi airfield at Kurabu Zaki (Cape Vasilyeva) was the southernmost base on Paramushiro. It consisted of two crossed surfaced runways, one 4,300 by 260 feet and the other 4,200 by 375 feet supported by 5,200 yards of taxiways connecting the runways with hangars and dispersal areas. There were five hangars in late 1944, four of which were 120 by 160 feet. Approximately 350 buildings were identified in aerial photographs with additional buildings in outlying areas. An extensive road network linked the facilities and the airfield with other locations on Paramushiru. It was the most active base on Paramushiru and the one from which the airstrikes were launched in May and October 1943. More than 100 guns and gun positions had been concentrated in the area, making it one of the most heavily defended bases in the northern Kuriles. Known fortifications in late 1944 included five coastal defense gun, nine anti-aircraft guns, twenty-one automatic anti-aircraft guns, twenty-nine machine gun positions, forty-one covered gun positions, twenty pillboxes, six searchlights and extensive anti-tank trenching. Two radar sites were located there as well as four radio and four radio direction finding stations. ​ 15. Lieutenant Geren made it back to Shemya on three engines, but "Shoot an scoot," was declared unfit for further Kuril service. (John Haile Cloe, "Mission to Kurils".) ​ Japanese pilots, radar operators, and linguists at the radio surveillance center on Shimushu were on the highest alert. The airspace above Shimushu and Paramushiro was swarming with patrolling fighters. Meanwhile, near the south of Kamchatka, the naval crews broke their formation, and each “Ventura” approached the target on its own course. Lieutenant William T. Clapham was the first one to cross the Shimushu coast line. Approaching Miyoshino he saw 9 to 12 “Zeros” flying above on a collision course from the direction of Paramushiro Strait (16). Japanese fighter pilots did not notice his PV-1. After dropping his bombs over the northeastern part of the airfield and meeting no resistance, Lieutenant Clapham headed for base. It appears that anti-aircraft gun crews used his plane to set their gun sights and rounds for proper burst altitude. Under their heavy fire went the Ventura piloted by Lieutenant Russell P. Bone. Direct hit of an AA projectile brought down one of the engines. Violently maneuvering on maximal power settings, Lieutenant Bone managed to fly his plane out of the anti-aircraft fire zone. However, squeezing the last power out of the overheated remaining engine, he realized that his chances to return to the base are less than slim. Lieutenant Bone made a one-engine emergent landing on Yelizovo airfield in Kamchatka. His PV-1 became the first aircraft of the US Navy, which safely landed in the Soviet Union (17 ). ​ 16. Second Kurile Strait, dividing Shumshu and Paramushir ​ 17. 3/25/1944 PV-1 BuNo 34641 piloted by Walt Whitman of VB-139 sustained damage from anti-aircraft fire over Shumshu, attempted to reach Petropavlovsk, but crashed on a slope of Mutnovsky Volcano, approximately 50 miles from Yelizovo airfield in Kamchatka. Detailed reconstruction of that mission was conducted by Col. Ralph Wetterhahn, and described in his book “The Last Flight of Bomber 31" The following four Venturas appeared over the Miyoshino airfield almost simultaneously, coming in from different directions. Lieutenant Vivian also avoided an encounter with Japanese fighters. Either strategically predicting Japanese tactics, or simply relying on a chance, Lieutenant Vivian dropped only part of his bomb load (fragmentation bombs) over Miyoshino. Then he immediately headed for Kataoka airfield where he observed 3 flights of 3 fighters each taking off. All 31 “Zero” fighters of S304 (Sento Hikotai, Squadron) of 203rd Kokutai were airborne, led by Buntaicho (Squadron Leader), Lieutenant (Dai-i) Takashi Oshibuchi (鴛淵孝), (18 ). None of these planes attempted to close. Lieutenant Vivian dropped his incendiary bombs over the airfield and left the “hot” zone amidst the barrage of anti-aircraft fire from the naval base guns. ​ 18. Japanese Navy ace pilot with six aerial victories. He did not return from the air battle with VF-49 "Hellcats" over Bungo Channel 26 July 1945. Six Japanese fighters attacked Venturas of Lieutenant (junior grade) James T. Mabus and Lieutenant Howard P. Schuette as they were leaving Miyoshino airspace after dropping the bombs. Divided into two groups of three planes each, the Japanese chased the bombers. The high speed capabilities of ​the PV-1 came in very handy; after each attempt to gain an altitude for the attack, Japanese fighters found themselves behind. Lieutenant Clapham’s crew was looking back witnessing the fighter pursuit. The “Zeros” finally broke off, about 130 miles away from Shimushu. None of the American crew members were wounded, but both aircraft were riddled with 7.7 mm machine gun bullets and 20 mm cannon shells of the "Zeros," as well as fragments of anti-aircraft shells. An oil leak developed in Lieutenant Schuette’s right engine. Despite the best efforts of the pilot, his aircraft started losing speed and altitude. In addition to the oil leak, one of the main fuel tanks in Schuette’s plane was punctured. The pilot knew it was impossible to reach Attu on the remaining gasoline. Lieutenant Vivian later wrote in his diary, ”Schuette opened up on his radio and we talked as he limped up the coast. I said I would write to his wife and tell her all that I could. He explained that not a member of his crew was scratched. It was just his engine that was hit.” (19). Lieutenant Schuette landed in Petropavlovsk escorted by Soviet I-16 fighters (20). ​ 19. John Vivian’s Diary ​ 20. Anecdotally, one of Schuette’s crew members, Fred Michelotti (AMM 2/C), avoided internment because he had come down with mumps just prior to this mission, and was hospitalized in Attu Navy hospital. He had completed two tours with VB/VPB-135, and at the time of this article’s writing (2016), he resides in California. ​ ​ ​ ​ ​ ​ ​ ​ As Lieutenant William Lee Sparks came over Shimushu, he saw four enemy fighters heading north above his plane off to his starboard. In an attempt to intercept, three of these planes cut around behind the Ventura and came back across the island well to the north of the bomber. Bombs from Lieutenant Sparks’ plane hit the runway of Miyoshino. It appears that Japanese pilots spent too much time getting into position for an attack: only one of them made a high side approach, diving from above and ahead, but passed below the Ventura as it left the target. The other three fighters did not close, and Lieutenant Sparks made it safely back to base. Lieutenant (junior grade) Lewis “Pat” Patteson crossed the Shimushu coastline at a higher altitude, and commenced his photo run on a course to Miyoshino field. As he remembered, (21) “That day, June 14, the weather was perfect with no clouds over the target. By the time we reached the northern end of Shimushu at 11,000 feet, the activity below was a most confused and active encounter. I set power for maximum cruise so we had good speed. We started our photo run from Shimushu just south of Cape Lopatka and began all five cameras (22) as we headed for the first target (Miyoshino). Cameras were turned off when we passed each target to save film. Everybody craned their necks for bogeys”. ​ 21. Quoted from L. A. Patteson’s record dated January 5, 1974, with his additional comments, based on the review of the VB-135 Aircraft Action Report (July 2016). ​ 22. Two hand-held K-20 cameras were also used for accidental photos. Six enemy fighters appeared behind the Ventura at about the same altitude, and began to trail the bomber. Three of these later broke off, but three continued to follow the PV-1. Pat’s plane carried no bomb load which allowed him some speed advantage. Patteson: “Flying over Kashiwabara (23) , my crew shouted that they could see planes taking off below (24). We continued south when two bogeys appeared ahead of us and went by before they apparently knew who we were. Our next target, Daigo Zaki (Kakumabetsu airfield, 25) , was about 40 miles on south. The “Zeros” turned around and gradually began overtaking us. When they got in close I yelled at Jacobsen (26) to fire. They had a very healthy respect for the twin 50s (27) and quickly jinked out of range. After a few minutes they climbed above us to make the typical fighter passes from 4 o’clock or 8 o’clock high. My navigator, Ensign Dick Rice was watching from the navigators dome, and warned me when one began his run. All I had to do was cut into the direction of the fighter’s pass and this shortened the angle so steeply that their fire always went behind us. The “Zeros” were faster and far better maneuverers at this altitude than we were, but our relative speed was the big equalizing factor. By the time we had reached Daigo Zaki, we were untouched and felt we had some kind of edge. Over Daigo Zaki we found several more fighters coming at us from front and sides. These had apparently come up from the big base on Paramushiro’s southern tip, Kurabu Zaki. Much shouting and shooting ensued. Our gunner got a probable there— he certainly had plenty to aim at (28). On one of their passes the fighter took time to gain additional altitude before starting his pass. It went beneath us and pulled up in front and I let loose with the two 50s in the nose. If I caused any damage it was not immediately noticeable”. ​ 23. The Imperial Japanese Army maintained the Kashiwabara Army Staging Area and nearby Kitanodai airfield on the northern end of Paramushiro as its major base in the northern and central Kuriles. The staging area consisted of approximately 150 buildings that included barracks and warehouses. There were nine piers, one of which was equipped with a fuel pipeline. None were capable of supporting large vessels. The largest pier was 500 by 12 feet and the shortest 100 by 15 feet. Cargo had to be lightened from ship to shore. A breakwater protected a small boat harbor. The airfield consisted of a single 4,000 by 180-foot surfaced runway with forty revetments and fifty-five hardstands and a 60 by 70 foot hangar located along a three taxiway systems 6,900 yards long. In June 1944, the 54th Sentai (Air Regiment), equipped with the Nakajima Ki-43-II Hayabusa (“Oscar”) fighters, was stationed there. Twenty-one heavy and light anti-aircraft guns defended the area. ​ 24. It is very likely, that the crew watched the fighters taking off from Kataoka airfield, across the narrow Paramushiro Strait from Kashiwabara (see the zoomed photo). ​ 25. The Imperial Japanese Army Kakumabetsu Airfield, on the Southwest side of Paramushiro, was the only military base located on the West side of Paramushiro Island. Its 5,200 yard taxiway system resembled a figure eight and it had one single, hard surface 3,800 by 130 foot runway. The airfield had been constructed during the spring and summer of 1944, was first sighted in late May 1944 and photographed in June 1944. No evidence of aircraft were noted in late 1944. Twenty-eight revetments were noted on the eastern side of the runway. No repair facilities were observed. The Kakumabetsu аirfield was defended by a five or six gun battery approximately 4,000 yards southeast of the airfield and another four gun battery north of the airfield near Daigo Cape. Eight automatic anti-aircraft guns were dispersed throughout the area. Six coastal defense gun positions were noted. Anti-tank trenches were located throughout the area. Overall, its defenses appeared less extensive than other parts of the island. Two radar and one radio sites was noted. Kakumabetsu had one of the best harbors and harbor facilities on the island, and included four fisheries. Kakumabetsu area was one of the most common targets for PV-1 “Empire Express” missions. ​ 26. Turret gunner ​ 27. Upper turret Browning 0.50 cal machine guns 28. The turret gunner noted his tracers hit the fighter and it was seen driven off, but without visible damage. (VB-135 Aircraft Action Report #21, 14 June 1944) ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The bomber was struck by machine gun fire in the starboard aileron. The fighters then withdrew as the ground batteries at Kurabu Zaki commenced firing. The first bursts were exactly on altitude but trailing. Successive bursts came increasingly closer, but by taking evasive action, Lieutenant Patteson narrowly avoided being hit (29 ). ​ 29. VB-135 Aircraft Action Report #21, 14 June 1944 Patteson: “Two things were running out, the film magazines were low and our cool was getting warm. I decided to make for the last target only because it was then on our way home. We managed to get a good oblique shot at Kurabu Zaki, but we were essentially blocked by fighters and flaks from continuing south. We were chased out to sea by several “Zeros," and one or two stayed with us for several minutes. I made a shallow dive from about 8,000 feet into the patches of fog over the water and prevented any of them from overtaking us -- they just did not have enough speed. On the deck, I firewalled everything and my gunner had little trouble keeping (the fighters) off our tail--finally they broke off.” ​ Lieutenant Patteson’s Ventura encountered the three-plane squad led by Flight Warrant Officer Hiroyoshi Nishizawa (西澤弘義), a veteran of air battles over the Solomon Islands and Rabaul, today considered by many the highest scoring ace of Japan (30) . Today it is impossible to say which fighter was piloted by Nishizawa. The 203rd Kokutai action report reads, “A squad of three Zero fighters from Paramushiro patrolled from 13:40 until 14:50. One B-25 was encountered, but the fighters lost it in the fog at 14:17. Pilots of the squad: Flight Warrant Officer (Hiko Heisocho) Hiroyoshi Nishizawa, Flight Chief Petty Officer (Jotto Hiko Heiso) Nobutaka Kurata (倉田信孝),(31) , Flight Leading Seaman (Hiko Heicho) Kichigoro Saga (佐賀喜五郎).” The time and the location of the encounter match the VB-135 Aircraft Action Report. It is known that there were no B-25 missions flown on that date, and there were no other U. S. aircraft in the vicinity of southern Paramushiro. ​ 30. Nishizawa, without a doubt, was an outstanding “Zero” pilot. However, it is simply impossible to confirm over 100 of aerial victories claimed to be his own. It was the practice of Japanese Naval Air Force not to recognize personal victories, but rather to record all claims to the Air Group account. “These scores are simply unverified claims either made by the pilots or attributed to them. The numerical scores represent a mixture of confirmed, unconfirmed, probable, damaged and imagined victories.” (Henry Sakaida, Imperial Japanese Navy Aces 1937-45) More of Nishizawa's combat achievements is here ​ 31. Chief Petty Officer (Jotto Hiko Heiso) Kurata started his service with an air group of Zuikaku aircraft carrier. He was on board of Zuikaku during the Pearl Harbor raid, but did not fly bomber cover missions himself. Later he was transferred to 252nd, then to 203rd, and finally to 352nd Kokutai. Kurata was killed in action 6 April 1945 over Okinawa. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ Patteson: “On the way back we were jubilant; sent our '300 mile out’ report with ‘mission successful’ and threatened the Photographer Mate with a lynching if his cameras jammed. Fortunately, all cameras worked and we spat out several hundred excellent pics.” The exact number on the prize of the mission was 364 photographs of Shimushu and Paramushiro. They revealed in great detail five (out of seven) Japanese airfields in the two islands, and a multitude of other military objects. 318 photographs were taken from Lieutenant Patteson’s aircraft. They played an invaluable role in establishing further U. S. strategical and tactical military developments in the Kuriles. After 15 June 1944, daylight bombing and reconnaissance missions against northern Kuriles became regular and continued until the end of hostilities. High-altitude vertical photo coverage was obtained from B-24 bombers, while lower altitude and oblique photography remained the routine of Navy’s PV-1 and Army’s B-25 missions. At the end of June 1944, having analyzed the new intelligence and photo reconnaissance data, Admiral Nimitz concluded a full success of operation Wedlock. In anticipation of an American invasion, the Japanese reinforced the northern Kuriles with over 60,000 servicemen and 12 air squadrons with up to 500 aircraft (32). This was the height of Japanese strength in the Kurile Islands in WWII. ​ 32. Number of the aircraft in the Kuriles and Hokkaido according to the Japanese War Department General Staff Air Order data: 567 in May, 538 in June, and 544 in July. At the same time it was decided not to utilize B-29 bombers in the Aleutians. The airfield on Shemya Island had been used by Army B-24 heavy bombers of 11 Air Force, and later by PB4Y-2 Navy patrol bombers of Fleet Air Wing 4 for bombing, anti-shipping and reconnaissance operations against the Kurile Islands. Lieutenant (junior grade) Patteson was awarded with Distinguished Flying Cross, “For his skill and determination during an exceptionally hazardous mission dispatched for the protection of our surface forces," as said by Fleet Air Wing Four Commander Leslie E. Gehres. The crew members were awarded with Air Medals. (Photos #28, 29) Ten days later, 25 June 1944, Lieutenant Patteson was recommended by Commander Gehres for another DFC, this time for one probable and one downed Japanese fighter (33). In lieu of the second DFC, he received an Air Medal. ​ 33. Most likely, Ki-43 “Hayabusa” of 54th Air Regiment (Sentai) of Japanese Imperial Army Air Force ​ ​ ​ ​ ​ ​ ​ ​ During his visit to the Aleutians in August 1944, President Roosevelt suggested that military infrastructure of the islands should be utilized for large scale operation. However, the president's assistant Fleet Admiral William Leahy thought the effort was wasted. Army generals suggested that the Aleutians could be used to stage a large number of troops and supplies for invasion of the Japanese Homeland. Discussing his thoughts on operation Keelblocks with Nimitz, Admiral Fletcher felt that although seizing of the northern Kuriles would allow to secure the lines of communication with maritime Siberia, workable bases for advance to Hokkaido and Honshu still did not exist. Fletcher suggested that if the Soviet Union entered the war, it would be much more useful to bypass the northern Kuriles and invade the southern islands. Nimitz's deputy chief of staff, Rear Admiral Forrest Sherman, agreed with Fletcher's assessment. One of the “Blue Geese” of the Second Photo Charting Squadron, the “Shaknstuff," was lost in landing accident on Shemya on August 19. The remaining two, “Peepin Tom” and “Jazz Me Blue,” flew two more missions to obtain detailed photo coverage of the Northern Kuriles. On August 12, they were part of the largest to date mission of Task Force 90 against Northern Kuriles which also included four B-24s of the 404th Bombardment Squadron (Heavy), six B-25s of the 77th BS (Medium), and twelve PV-1s of VB-135 and VB-136. It aimed to overwhelm Japanese defense and permit photo coverage of the northern islands. That day clouds prevented photography of the Northern Kuriles, except for the eastern side of Shimushu and Paramushiro, so the task was completed only during the final mission on September 9, when F-7As were accompanied by five B-24Ds from the 404 B. S. The photographs of military objects on Shimushu and Paramushiro obtained by the “Blue Geese” revealed in more details what already had been known. In addition, they provided the high resolution photographs of coastal contours and other terrain features needed for making tactical maps and charts. By the fall of 1944, it became clear that Stalin would not allow the Americans to use Soviet bases in the Far East. For subsequent American operations in the Kuriles, Nimitz wrote Fletcher, “The offensive use of the forces at your disposal, both air and surface, has kept the enemy worried and confused." He reiterated, "Our strategic concept still includes the possibility of a northern assault in 1945." A two-phase Operation Keelblocks II would see the U. S. forces help secure Kamchatka, build airfields and assault Paramushiro. As part of the preparation for American involvement in the region, in the summer of 1945 a weather station manned by the U. S. crew was built in Petropavlovsk. Nevertheless, dramatic changes in USA--USSR relationship at the end of the war precluded frustrated veterans of the American Kurile campaign from participation in final battle action. On August 6, 1945, the Patrol Bombing Squadron VPB-135 departed Naval Air Station Whidbey Island, WA, for its third Aleutian tour. It was also the third Aleutian tour for Lieutenant Lewis A. “Pat” Patteson. Re-armed with brand-new PV-2 “Harpoons," VPB-135 arrived in Attu too late for action. However, Lieutenant Patteson completed three patrol flights from Attu before the squadron was sent back to the continental United States. Symbolically, Pat returned home from war piloting his favorite aircraft, a good old PV-1 “Ventura," which had to be transferred from NAS Whidbey to the training base in Abilene, TX. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The Soviet Kurile assault operation was initiated on August 18, 1945, three days after Japan declared its surrender. Battle of Shimushu was the last major battle of the World War Two, with at least three thousand casualties from both sides. Stalin needed the blood of Soviet soldiers spilled on the battleground in order to justify his claim that the Soviet Union had earned the Kurils—all the Kurils—paid for with the blood of the sons of the motherland. In fact, the bloodshed was a down payment allowing him to take possession of the entire Kurils securely in his hands. (Tsuyoshi Hasegawa, Racing the Enemy: Stalin, Truman, and the Surrender of Japan). Before the war ended, total of twelve PV-1 “Venturas,” twelve B-25 “Mitchells,” and nine B-24 “Liberators” made crash-landings in Kamchatka. All survived 242 of American air crew members, 174 of the Eleventh Air Force and 68 of Fleet Air Wing Four, had been interned by the Soviets in accordance to the terms of Soviet-Japanese Neutrality Pact. However, due to the secret collaboration between the NKVD and American authorities they made a safe passage back to the United States before the end of war (34). Their aircraft were retained by the Soviets. Many of them were repaired and flown again. It is very likely that ex-USN “Venturas” flew several air cover missions of the Soviet Shimushu landing operation between 18 and 21 August 1945. The last photo reconnaissance flights over the Kuriles were flown in early September 1945 by PB4Y-2 “Privateers” from VPB-120 squadron based at Shemya. Initially, Moscow approved American flyovers over the Soviet-occupied Kuriles. Nevertheless, 4 September, the formation of Soviet Lend-Lease P-63s encountered and escorted two American B-24s out of Kurile air space (35). This incident put an end to American air operations in the Kuriles in WWII. ​ 34. The last group of 52 men was flown to Iran on August 24, 1945, without secrecy pledges, since the war was over. (Otis Hays, Jr., Home From Siberia: The Secret Odysseys of Interned American Airmen in World War II) ​ 35. 4 September 1945 Lieutenants McKinley and Watkins and their crews from 404th Bombardment Squadron encountered fifteen Soviet Bell P-63 King Cobras transferred to the Soviets under the Lend Lease program, which had scrambled from Shimushu. The lead fighter pilot signaled the bomber crews to land, but was ignored. After following the B-24s for a considerable distance, the fighter pilots broke off and returned to their base. ​ ​ ​ ​ ​ ​ ​ ​ ​ Sources NARA, Fleet Air Wing Four and VPB-135 War Diaries Japan Center for Asian Historical Record, National Archives of Japan Author's communication with Lewis A. Patteson (VB/VPB-135) and Thomas McKelvey (VB-139) John Vivian’s Diary Kit C. Carter, Robert Mueller. U.S. Army Air Force in World War II: Combat Chronology 1941-1945, Center for Air Force History, Washington, DC 1991 John Haile Cloe. Mission To Kurils. Todd Communications, 2016 Ikuhiko Hata, Yasuho Izawa, Christopher Shores. Japanese Naval Fighter Aces: 1932-45, Stackpole Military History Series Tsuyoshi Hasegawa. Racing the Enemy: Stalin, Truman, and the Surrender of Japan, Belknap Press 2006 Otis Hays Jr. Home from Siberia: The Secret Odysseys of Interned American Airmen in World War II, Williams-Ford Texas A&M University Military History Series, 2000 Otis Hays Jr. Alaska’s Hidden Wars, Secret Campaigns on the North Pacific Rim, University of Alaska Press, Fairbanks, AK, 2004 Kevin Don Hutchison. World War II in the North Pacific: Chronology and Fact Book, Greenwood Press, 1994 Henry Sakaida. Imperial Japanese Navy Aces 1937-45, Osprey Publishing, 1998 John J. Stephan. The Kuriles: Russo-Japanese Frontier in the Pacific, Oxford University Press, 1974 Ralph Wetterhahn. The Last Flight of Bomber 31, Carroll & Graf, 2004 The Campaigns of the Pacific War, U.S. Strategic Bombing Survey (Pacific), Naval Analysis Division, 1946 USAF Tactical Operations. World War II And Korean War, USAF Historical Division Liaison Office, 1962 http://www.aviationofjapan.com/ and author's communication with Nicholas Millman http://www.j-aircraft.com/ and author's communication with Jim Lansdale and Darryl Ford ​ Acknowledgements My late grandfather, who was a veteran of the battle of Shumshu, inspired my interest in the history of the war in the North Pacific. My father has instilled in me a lifelong fascination with the aviation. This article could not be completed without invaluable participation of Empire Express veterans, Lewis A. “Pat” Patteson, Thomas “Bob” McKelvey (via Josiah Williams), and Don Anderson. It has been both an honor and a pleasure to correspond with them. I am deeply grateful to Mr. Tamotsu Imai, Mr. Yoji Hirakata, Mr. Masayoshi Nagashima, and Mr. Mikhail Glazkov, for providing great deal of help working with Japanese archival records. I very much appreciated the feedback from John Haile Cloe, Darryl Ford, Nicholas Millman, Henry Sakaida and Ralph Wetterhahn, while working on this article. Most of all, I am thankful to my wife and my daughters, for their outstanding and ongoing support of my research endeavors. 12. 5-19-44 Patteson Lt. (jg) Lewis "Pat" Patteson, standing the first from the left, 19 May 1944, Attu Lt. (jg) Patteson Aviation_and_Time Color profiles of some of the aircraft described in this article. Graphics by A. Haustov, "Aviation and Time" magazine, 2/2017 5V Artwork 17. Miyoshino airfield 6-14-44 Miyoshino airfield, 6/14/1944. Lewis “Pat” Patteson’s collection ​ 18. Kashiwabara 6-14-44 Kashiwabara airfield photographed from Lewis “Pat” Patteson’s plane 14 June 1944. NARA via Fold3. 19. Kataoka airfield 6-14-44 zoomed Kataoka airfield with fighters taking off. Photographed from Lewis “Pat” Patteson’s plane 14 June 1944. NARA via Fold3. 20. Kakumabetsu 6-14-44 Kakumabetsu airfield photographed from Lewis “Pat” Patteson’s plane 14 June 1944. NARA via Fold3. 21. Kurabu Zaki 6-14-44 Musashi Naval base and airfield, Kurabu Cape, Paramushir. Photographed from Lewis “Pat” Patteson’s plane 14 June 1944. NARA via Fold3. 22. Target Area Only Bettobi floatplane base on Shimushu and Suribachi airfield on Paramushiro (marked in blue) were not photographed during 14 June mission. Zeros_Musashi_Apr_44 A6M2 Zero fighters of the 203rd Kokutai at Musashi Air base, Kurabu Cape, Paramushir. 23. PV-1 Pat at the controls Lewis “Pat” Patteson’s collection 26. Nishizawa Flight Warrant Officer Hiroyoshi Nishizawa. Source: Wikipedia 6-15-44 Nishizawa 6-15-44 Nishizawa's squad 25. Hiroyoshi Nishizawa Flight Warrant Officer Hiroyoshi Nishizawa. Source: Wikipedia. 24. Pat in PV-1 cockpit Lewis “Pat” Patteson’s collection 27. Rice, Jacobsen, Hillard On the way to base and not at their stations: Ensign Richard Rice, copilot; Floyd B. Jacobsen, AOM1c/ turret gunner; Edward Hillard, AMM1c/ plane captain. 28. Pat and Admiral Fletcher North Pacific Force Commander Admiral Frank J. Fletcher awards Lieutenant (junior grade) Lewis A. “Pat” Patteson with the Distinguished Flying Cross. 29. Pat's enlisted crew Pat’s enlisted crew members after the ceremony: Claude LeRoy Britt, AMM1c; Edward Hillard, AMM1c; Floyd Blair Jacobsen, AOM1c; Lewis Francis Cach, ARM1c. Pat 2016 Lewis “Pat” Patteson at the EAA Oshkosh Air Venture, July 2016 Kurabu Zaki color "Pat" Patteson was also credited for obtaining the first ever color images of the Kuriles during the mission 22 July 1944. His Ventura 8V (next photo) was attacked by the enemy fighters and received damage from AA fire. Pat's navigator, Ens. Richard Rice of Milwaukee, WI was wounded by shattered astrodome and received the Purple Heart for it. 48933 8V over BC “Pat” Patteson’s most common mount, PV-1 BuNo 48933, call sign “Eight Victor,” over British Columbia. Pat piloted this aircraft on 12 Empire Express missions. Lewis “Pat” Patteson’s collection VPB-135 Rice Pat's navigator Ens. Richard Rice of Milwaukee, WI was a navigator in Lt.(jg) Patteson's crew Paramushiro-Shimushu Early wartime map of Southern Kamchatka and Northern Kuriles. Ted Spencer’s collection Photo PV-1 Triple F-56 camera arrangement in the tail of photographic "Ventura", just like on the 14 June 1944 mission. Note ventral guns had been removed. Pat and Kay Walsh by 33110 1944 Attu Pat Patteson and his copilot Kay Walsh by BuNo 33110 "Pip Squeak" prior to their departure from Attu in October 1944. This plane is an early series PV-1 which served with VB-136 during its first Aleutian tour, later transferred to Hedron. Kurabu Zaki 1944 An example of "formal" aerial photography as it was performed during the final flight of F-7As over Northern Kuriles 9 September 1944 PB4Y-2 59819 One of VPB-120 “Privateers,” PB4Y-2 BuNo 59819. Malcolm Barker’s collection PV-1 BuNo 49525 VPB-136 Shumshu Remnants of PV-1 BuNo 49525 of VPB-136 near Kataoka airfield on Shumshu. Photo courtesy of Vyacheslav Mysov Aleutian Tigers Lewis "Pat" Patteson and the author at Oshkosh EAA, 2016. "Pat" Patteson 2016 "Pat" Patteson is reviewing his pilot log book 1. Kataoka Naval Base 18 July 1943 Kataoka Naval Base 18 July 1943 Lawrence Reineke collection, PH149, Box 3, Special Collections and University Archives, University of Oregon Libraries, Eugene, Oregon, with permission 2. Kashiwabara airfield, 8-11-43 Kashiwabara airfield, 8-11-43 Lawrence Reineke collection, PH149, Box 3, Special Collections and University Archives, University of Oregon Libraries, Eugene, Oregon, with permission 3. Kashiwabara harbor 11 August 1943 Kashiwabara harbor 11 August 1943 Lawrence Reineke collection, PH149, Box 3, Special Collections and University Archives, University of Oregon Libraries, Eugene, Oregon, with permission 4. BuNo 29737/5V (R2) VB-136 11/16/43 this PV-1, piloted by Lt. H. K. Mantius of VB-136, flew from Attu within 30 miles of Paramushiro, opening the history of “Empire Express.” Ted Spencer’s collection 5. PV-1s of VB-139 PV-1s of VB-139 in Amchitka, November 1943. 06 K-19 Night Camera 7. Kurabu Zaki Night flash photo of Kurabu Cape, Paramushiro, 1/22/1944 Lt. T. McKelvey 34V 8 Suribachi airfield Night flash photo of Suribachi airfield, Paramushiro, 2/20/1944, Lt. Birdsall 25V 9. 6-25-44 John Vivian Lt. John P. Vivian, standing the third from the left, and his crew, 25 June 1944, Attu 10. Miyoshino 10 June 44 Vivian The first photo of Miyoshino airfield on Shimushu, obtained by Lt. Vivian's crew on the daylight mission 10 June 1944 Ki-49 _Donryu_ (Helen) Bombers of this type were based on Miyoshino airfield on June 10, 1944. 11. F-7A "Shoot an Scoot" F-7A “Shoot an scoot”, Official Army Air Forces photograph from Tim Finnigan's collection (via John Haile Cloe) 13. 5-19-44 Bone Lt. Bone and crew, 19 May 1944, Attu 14. 203Ku_Officers_Totsuka 12 Air Fleet Commander Totsuka and senior cadres of the 203rd Ku, left to right: Lt. Takashi Oshibuchi, V-Adm. Michitaro Totsuka, Capt. Ryutaro Yamanaka, Lt. Mutsuo Urushiyama. Shimushu, 1944. Lt. Oshibuchi was an ace with 6 air victories. He did not return from the air battle with VF-49 "Hellcats" over Bungo Channel 26 July 1945. 15. 6-14-44 J.T. Mabus Lt. (jg) J. T. Mabus and crew upon returning from the daylight mission 14 June 1944 14A. 203_pilots_Shimushu The pilots of 203rd Ku with Chief-in-Command of the 12th Air Fleet Vice-Admiral Michitaro Totsuka (center left) and CO of 203rd Ku Captain Ryutaro Yamanaka (center right) 16. 5-19-44 Schuette Lt. Howard P. Schuette and crew, 19 May 1944, Attu. Sitting first from the left, Fred Michelotti (AMM 2/C), avoided internment because he had come down with mumps just prior to 14 June mission, and was hospitalized in Attu Navy hospital. He had completed two tours with VB/VPB-135, and at the time of this article’s writing (2016), he resides in California. ​

Back to VB-135 Navy acronyms list VB-135 1st Tour, May- November 1943 Aircrafts BuNo and movement Format: BuNo, Squadron Code (R=replacement) , Date moved out of the Squadron, Destination, Remarks Click on thumbnail to expand the photo 29737/2V 6/28? water-looped on landing after mission over Kiska, repaired. (Claude W. Gaskell) 11/1/43 to VB-136/5R2. The first plane to fly Empire Express route 11/16/43 29740/? 10/21/43 to VB-136/8R2 Flown by VB-135 in December at Whidbey 29744/? 10/11/43 to VB-136 10/16 to Adak for major repairs ?????/18V ?????/20V 29768/X5 5/4/43 Landing accident in Amchitka. To Hedron 5/5/43. Used as a source of spares . Stricken off the record 8/31/43 29776/23V 6/11/43 damaged on forced landing due to weather, Ogliuga Island. Salvaged for parts. (Lt (jg) A. W. Havu) 29806/? 11/17/43 To VB-136/4R LAC C 6/4/44 while flown with FAW-6, NAS Whidbey Island (Joseph Dore, Jr.) 33129/? 29730/? 29732/? 29734/? 29748/? 29767/? 29796/? 33137/? 29739/? 5/1/43 Damged by ground fire 5/5/43 To Hedron/X6 29743/15V 6/26/43 cracked upon landing in Amchitka due to landing gear failure, destroyed. No injuries to personnel. 29746/16V 5/16/43 damaged on landing, Jack J. Kassel 5/23/43 completely destroyed on the ground by the 21​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​V 29769/19V (?) 9/11 Ground-looped and damaged by fire during landing in storm at Shemya Island (Philip G. Marquart) Flown by VB-135 in December at Whidbey 29787/21V 5/23/43 Crashed on take-off, destroyed by fire, Amchitka (Grant T. Anderson) 29795/? December 1943- to Hedron/X10 LAC C 1/20/44 while flown with FAW-6, NAS Whidbey Island (Jack B. English) 29731/? 3/26/45 29731 Lt James Rumford, taking off from Naval Outlying Field in Coupeville, WA (10 miles south of Whidbey Island), lost power in one engine on take-off, swerved off runway causing considerable damage to a/c which later was struck off charge. No injury to personnel. ​ Planes of VB-135 Click on the photo to zoom. Navigate with arrows. VB-135_14V29749_17V_18V VB-135 20V early 135/21/29787 5/23/43 (Grant T. Anderson). The pilot, thinking he was airborne, pulled up the landing gear and crashed into parked 16/29746. In the resulting fire one of the 500 pound bombs exploded, 2 crew members were killed, both aircraft destroyed. VB-135_14V29749_17V_18V 1/21 How It Was. Reminiscenses of the Navy Pilot in the Aleutians. (By Turk Orr) Commanding Officers, 1st tour: Lt. Comdr. Cy E. Perkins, 15-26 Feb 1943 Lt. Comdr. Paul C. Williams, 26 Feb-11 July 1943 Lt. Clyde H. Parmelee, 11 July- 5 Nov 1943 ​ The Squadron was commissioned on 15 February 1943 at Ault Field, Whidbey Island, Washington. The nucleus to the Squadron was obtained from a decomissioned PBY Squadron, VP-42 that had made an impressive record in the defence of Dutch Harbor when it was attacked by Japanese forces in June 1942. The Squadron became the first one to operate PV-1 aircrafts not only in Western Aleutians, but in the Pacific theater. VB-135's home port was Seattle, Washington. . Planes arrival to NAS Whidbey Island: 28 Jan 29744 VB-135 (to VB-136/8R after 9/25) 31 Jan 29806 VB-135 8 Feb 29737 VB-135, as of 11/1: VB-136/5R2 29739 VB-135 GACF C 5/1/43, to Hedron 5/5/43, renamed X6 29746 VB-135, LACW 5/16/43, destroyed on the ground 5/23/43 29769/19 VB-135 9/11/43 ground-looped, repaired 29776/23 VB-135, FLW C 6/11/43 (salvaged for parts) 29787/21 VB-135, KTOAEX A 5/23/43 (destroyed) 15 Feb 29748 VB-135 25 Feb 29795 VB-135, to Hedron 5/5, named X10. LAC C 1/20/44 while flown with FAW-6, NAS Whidbey Island 29796 VB-135 26 Feb VB-135 was formed, CO- Lt. Comdr. Williams 15 Feb- 25 March 1943: training in PV-1 type aircraft for patrol duty in the Alaskan area, Whidbey Island, WA. (BuNos 29731, 29733, 29736, 29775, 29796- besides assigned to VB-135 and VB-136) 5 May - 5 November 1943: Primary function- High speed patrol in the Western Aleutians. Secondary function- Radar bombing of Kiska Island and anti- Japanese aircraft patrol west of Attu. FAW-4 Attu 21 March 1943: 15 Ventura's were assigned to the Squadron in Seattle. Blue-Grey/Light Grey two- color scheme (Scrivner, p. 14) 22 March 1943 29749 was assigned to the Squadron 25 March 1943: the Squadron departed NAS Whidbey, enroute to Adak with 15 Ventura's. 29768 Lt Cmdr Williams 29737 Lt (jg) Bermingham 29739 Lt (jg) Gaskell 29740 Lt (jg) King 29744 Lt (jg) Marquart 29746 Lt (jg) Bingham 29748 Lt (jg) Davidson 29749 Lt (jg) Yund 29767 Lt (jg) Morrison 29769 Lt. Foster 29776 Lt (jg) Havu 29787 Lt (jg) Fisher 29795 Lt (jg) Morse 29796 Lt. Parmelle 29806 Lt (jg) Brower The time allowed for training on the new aircraft type was inadequate. The training program itself left much to be desired. The first pilots completed program with only 60-80 hours in the PV-1. Instrument time consistent in the work under the hood, which was not suitable for flying in Aleutian area. The squadron pioneered cold weather patrol with an aircraft that had originally been designed as a fast attack bomber. They were assigned to an area which consisted of a narrow chain of volcanic islands which had the most treacherous weather found in any combat zone, due to continual fog, low ceiling, and strong variable winds. BuNos (flown by Pat): 29729 (9/5,14,17) 29730 (10/1,5,14; 11/4,10,11,14,19,25,28 ) 29731 (9/8,12,14,23,29,30; 10/1,7x2,25,26; 11/1 ) 29732 (9/1,16,32,18,21,22; 10/6x2,8,12,14,20,20,26; 11/7,18; 12/5 ) 29734 (9/7,8,18,19x2,23,24) 29737, Lt. (jg) Bermingham. Water-looped 6/28, repaired (3/18,19,20,21,25,29,31; 4/9,12,21; 5/3,4,15,21) 29739, Lt. (jg) Gaskell. Damaged by fire 5/1, repaired 29740, Lt. (jg) King (12/28 ) 29743/15 Cracked up on landing 6/26, destroyed 29744, Lt. (jg) Marquart. (4/14,16) 29746/16, Lt. (jg) Bingham. destroyed on the ground 5/23 (3/16) 29748, Lt. (jg) Davidson (5/7; 12/23 ) 29749/14, Lt. (jg) Yund. 29767, Lt. (jg) Morrison (5/17) 29768/X5, Lt. Comdr. Williams. Salvaged for spares after a landing accident. 29769/19, Lt. Foster. Damaged 9/11 (4/25; 12/3,11 ) 29775 (12/29x2) 29776/23, Lt. (jg) Havu. Landing accident 6/11, salvaged for spares. (5/12,25) 29787/21, Lt. (jg) Fischer. 5/23 destroyed on take-off (4/19) 29795, Lt. (jg) Morse. LAC 1/20/44 HEDRON FAW-6, NAS Whidbey Isl 29796, Lt. Parmelle (3/6,15) 29806, Lt. (jg) Brower. LAC C 6/4/44 Joseph Dore Jr, HEDRON FAW-6, NAS Whidbey Isl, Ault Field, Familiarization flight (5/5) 33129 (10/10,13,19,25,31; 11/3,7,11,16 ) 33137 (10/17; 11/4,9 ) Assuming, that the assigned Squadron codes were 14 through 25 (12 a/c and 3 to Hedron), there is no pictures of 24 and 25 found by now. Squadron Codes, unmatched with BuNo's (as of today, 4/1/16): 17,18,20,22,24,25 26 March: arrived to Annette 30 March: arrived to Yakutat 2-3 Apr: arrived to Kodiak 9 Apr 1943: arrived to Unmak, only 10 of 15 a/c are in operational condition. 12 Apr 1943: first arrival to Adak, 12 of 15 a/c are operable. 15 Apr only 4 of 15 a/c are in operational condition. 17-20 Apr: 7 of 15 20-24 Apr: 8 of 15 29 Apr: 10 of 15 3 May: 9 of 15 4 May: eight a/c moved to Amchitka from Adak 1 May 29739 mildly damaged on the ground by fire. As of 5/5- X6 of Hedron 5 May 29768 Transferred to Hedron. Landing accident in Amchitka, J. W. Morse. From FAW Four Hedron War Diary: "The first radio-radar men arrived at Amchitka, which was never a BASU, but has held the term of PATSU, in the spring of 1943. A squadron of PV's arrived on the field immediately after the bomber strip was opened. These new planes introduced new problems with ASD, AYD, and ASK radar equipment, as well as new radio equipment. No one had much experience in the maintenance of PV's and they promptly developed a multitude gripes. There were no spare parts, but one of the PV's accidentally ran off the runway without damaging the radar gear. From that time forward it served as a source of supply. Parts were taken from the plane until, when it was finally removed, there was little left except a skeleton." 5 May 1943: Transferred to Hedron: 29768 renamed X5. After the landing accident, served as a source of spares for PATSU Amchitka, until was formally dropped from the inventory on 8/31/43 29739 renamed X6 29749 retained the original code 14V Aircraft from Adak were flown to Amchitka 9 May: all 12 a/c are operable 16 May: only 6 a/c of 12 are operable, all at Amchitka 29746/16 (Kassel, Jack J., VB-135 NAF Amchitka) LACW- landing accident due to weather. Weather reconnaissance. Destroyed completely on 5/23 Dingle, J. A., Wolpin, C. B., Peterson, N. E., Clement, A. J., Reed, H. 18 May: X3/Hedron participated in search for Catalina 59V. Another Catalina, 43V, set new record, while searching the Sector 5. It flew to Long. 157*30', that included portion of Kamchatka south of Petropavlovsk. 23 May 1943: 29787/21, VB-135: crash on takeoff, Amchitka. The pilot, thinking he was airborne, pulled up the landing gear. In the resulting fire one of the 500 pound bombs exploded. Pilot Ens. P. P. Patterson and A.D. Shaver, AMM3c, were killed. Quick action on the part of a nearby Army B-24 saved the lives of three of the plane crew. BuNo 29746/16 (also VB-135), damaged in landing accident on 5/16 and parked on the side of the runway, was hit by Patterson’s a/c and completely destructed. Army P-38's attacked flight of Betty's, downing five or more. Two P-38s lost. 24 May: Catalina 51V BuNo 04411, Lt (jg) Paul C Spencer, VP-62, crashed in Kuluk Bay returning from a search. 31 May 1943: As a result of the operating experience of the past month and conferences with the Commanders of Bombing Squadrons One Thirty-Five and One Thirty-Six, Commander Fleet Air Wing Four reported by dispatch to Commander Air Forces, Pacific Fleet, Commander Fleet Air, Seattle, Commander Fleet Air, West Coast and Bureau of Aeronautics that the PV-1 airplane was not suitable for employment in the operations of FAW4 in the Aleutians, due to their lack of effective range, dangerous take off characteristics resulting in inability to take off under average conditions and other technical defects. 2 June 1943: 6 PV-1s of VB-135 bombed Little Kiska, one a/c to observe and photograph the results. 17 250- lbs bombs were dropped using radar through the cloud layer. Three bombs hit the water and fourteen straddled coast defense guns. The planes drew light AA fire, results were not observed. June 11: Amchitka field closed d/t weather, two Lightnings run out of gas and crashed. 1 pilot lost. 2977 6/23 (Lt. A. Havu) made forced landing on Ogliuga due to weather. The aircraft was salvaged for parts. 18 June: a Liberator left Umnak for Adak and turned back due to the weather. It crashed in the vicinity of Mt. Cleveland after exhausting fuel. 20 June: six Ventura's flew radar bombing mission to Kiska. 26 June: 29743/15 cracked up upon landing on Amchitka due to main gear failure; destroyed 28 June: 29737 water-looped on landing after mission over Kiska (Claude W. Gaskell). Repaired, as of 11/1/43- VB-136/5R2 29 June: Star & Bar with red border was introduced for national markings 6 Aug: 6 out of 10 Ventura's are operational 10 Aug: squadron moves from Amchitka to Attu 14 August: Red border is to be removed from the Star & Bar markings 18 Aug one a/c is transferred? Lost? ( only 9 in custody) 11 Sept: On returning from search, two Venturas, 29749/14V and 29769/19V (P. Marquart), ground looped in attempting to land at Shemya. "We lost 3 planes one stormy day when the wind was blowing so hard they couldn't land at Attu. Luckily, Shemya was handy with a runway three miles long that had been built for B-29s. Apparently tentative plans had been made to bomb Tokyo from the Aleutians. The runways up there consisted of steel matting laid over a sand base. What with the rain and the wind, the sand base was gradually eroded and ripples developed in the matting. Shemya was and probably still is a long narrow flat island. The runway ran along the island and landings were made on the runway regardless of the wind direction. During this storm, the wind was blowing across the runway which meant that the planes had to come in very fast. When they landed, the ripples in the runway caused the planes to bounce up in the air. And with every bounce, the wind would blow the plane toward the edge of the runway. Finally all three were blown off the runway an bogged down in the surrounding sand." 24 Sept: 29734 (L. A. Patteson, VB-135) TAC C - Taxing accident after night flare illumination flight, NAS Whidbey Island Felker, H. F., Stobbs, D. W., Biros, J. H., Bodenik, F. J. , Fader, S. 10/1: from Attu to Adak, VB-136 from Adak to Attu 10/5: 15 PV-1s of VB-139 arrived to Adak from Kodiak and join 8 PV-1s of VB-135 10/11: 29744 transferred to VB-136, 7 planes remain in custody 10/21: 29740 to VB-136, still 7 planes in custody (29744 back?) 10/28: VB-135 relieved from duty with 4 planes, the other three PV-1s in custody were non-operable, and transferred to Hedron. By the end of the first tour, out of 15 original PV-1s, 4 aircrafts were destroyed in accidents, 2 damaged beyound repair and salvaged for spares, and at least two required extensive repairs as result of accidents. None were lost due to the enemy action. 10/31: only 2 planes in custody in Adak, both non-operable 11/1/43: 29737 repaired and transferred to VB-136/5R2 11/2/43: one PV-1 removed from the inventory of VB-135 and transferred to Hedron 11/12/43: the last PV-1 of VB-135 removed from its inventory, but the aircraft physically remained at Adak. "In November we were all relieved and sent back to the States. A DC-4 picked us up, took us to Kodiak where we waited for a few days, and then directly to Seattle. We left the planes on Attu, and I assume a new squadron replaced us and used the old planes for spares." "When the time came for us to leave, we left our planes in Attu and were taken to Kodiak by a DC-4. This was the first time we had seen a DC-4, and thought it was a monster compared to the DC-3s we were more familiar with. We stayed at Kodiak for several days, and then flew back to the Sand Point Naval Air Station in Seattle". As of Dec 1943- 29795 became X10 of Hedron ​ 1944, Preparations for the 2nd tour: 3 January to 15 April 1944: training with PV-1 type aircraft for duty in the Northern Pacific, with special emphasis on instrument flying, bombing, gunnery and navigation. Meager training in the use of photo-flash bombs in connection with night photo- reconnaissance was done. Navy acronyms list Back to VB-135 Navy acronyms list

Navy acronyms list VB-136, 1st tour. Aircrafts BuNo and movement Format: BuNo, Squadron Code, Date moved out of the Squadron, Destination, Remarks Click on thumbnail to expand the photo 33110/1V This a/c remained was transferred to Hedron and remained in Attu until October 1944. Dubbed "Pip Squeak", on 23 October it was flown from Attu to Whidbey Island by Lt (jg) L. Patteson of VPB-135 arriving October 26 33140/3V 11/9/43 Sta rboard engine failure after takeoff, crash-landed in tundra on Shemya, one man received slight abrasion. A/c stricken off the record (Lt.Samuel Dinsmore) 29775/2V 10/26/43: complete failure of port engine, landed successfully 33118/4V 10/11/43 wheels-up landing on Shemya, hydraulic system failure (Lt. Brooks). Indefinitely out of commission as of 11/1/43, repaired by 11/9, and flown back to Attu with the crew of stricken 3V. Flown by Comdr. Haines to Adak for overhaul on 11/13/43. As of Dec 1943- X12 of Hedron 29806/4V(R) 11/17/43, flown from Adak by Comdr Haines. 29736/5V(R1) 5/11-11/1/43 MIS A 12/26/43 while flying with FAW-6 at NAS Whidbey Island. 29737/5V(R2) Fo rmer VB-135, water-looped on 6/28/43; repaired. The first PV-1 to fly "Empire Express" mission: 11/16/43, Lt. H. K. Mantius flew from Attu within 30 miles of Paramushiro 33133/8V 9/25/43 Lt (jg) H. Throckmorton crashed on take-off into Sweepers Cove, Adak. Survivors Second Pilot Lt (jg) McKinney, ARM1c Rogers ​ 29740/8V(R2) As of 10/21/43, former VB-135 29803/9V(R) Water-looped June 10 (W. G. King) 33121/11V Written off 12-Apr-44 NAS Whidbey Isl., while flying under Hedron FAW-6. Spun-in on take-off 3 killed. 29794/9V 5/10/43 Did not return from operational search Lt (jg) Owen L. Parmenter 29809/6V The aircraft on the photo may be from a different PV-1 squadron 29770/7V Landing accident, collided with ground. (John J. Connors). NAF Adak, no casualties. A/c is repaired and flown. 29744/8V(R1) As of 10/11/43, transfer from VB-135. Flown to Adak for major repairs 10/16. 29847/5V 5/10/43 Crashed in Kuluk Bay, Adak, while returning from the search for missing 9V Lt (jg) Robert J. Molloy ​ 33141/10V 29814/12V 1943 22-24 Apr VB-136 CO Lt. Comdr. Haines, departed NAS Whidbey for Kodiak with 8 PV-1s: 29736 to Hedron 5/8/43; VB-136/5R2 as of 5/13 29772 to Hedron 5/8/43 29794/9V lost on 5/10/43 29803 to Hedron 5/8/43; 9R as of 5/13, ACC C (water- looped) 6/10/43 29814/12 33110/1 33121/11 33140/3, LACMF A (one- engine landing) 11/19/43 Arrived to Kodiak 4/23/43 From 4/30 supported invasion of Kiska (old Ventura's ) 2 May: Remaining 7 Ventura's of VB-136 departed for Kodiak: 29770/7 29775/2 (flown by Pat at Whidbey 3/8 and 9) 29809/6 29847/5V, lost 5/10/43 33118/4V, damaged 10/11/43 33133/8V, lost 9/25/43 33141/10 May- August 1943: 4 May VB-136 moved to Adak. Searches and missions against Kiska 8 May: three PV-1s transferred to Hedron, 12 planes in custody. Most probable a/c: 29736, 29772, 29803 10 May 1943: 29794/9V (Lt (jg) Parmenter) and 29847/5V (Lt (jg) Molloy) lost 18 May: X3 (Hedron) participated in search for Catalina 59V. Another Catalina, 43V, set new record, while searching the Sector 5. It flew to Long. 157*30', that included portion of Kamchatka south of Petropavlovsk. 23 May: 16 Betty’s attacked by P-38s, 5 or more lost for 2 lost Lightnings. Bombs and torpedoes were jettisoned. 31 May 1943: As a result of the operating experience of the past month and conferences with the Commanders of Bombing Squadrons One Thirty-Five and One Thirty-Six, Commander Fleet Air Wing Four reported by dispatch to Commander Air Forces, Pacific Fleet, Commander Fleet Air, Seattle, Commander Fleet Air, West Coast and Bureau of Aeronautics that the PV-1 airplane was not suitable for employment in the operations of FAW4 in the Aleutians, due to their lack of effective range, dangerous take off characteristics resulting in inability to take off under average conditions and other technical defects. 6/10/43 29803 (W. G. King, VB-136, NAS Whidbey Isl) ACC C Weather recon flight. This accident was described in War History of VB-136 as a demonstration of Ventura's rugged construction: "During instrument approach to Adak, flying at 35 ft, the radar suddenly gave an indication. The pilot executed sharp pull-up over the water, and caught one wing in the water. The plane was badly shaken up, but came through and landed safely. Inspection showed, that the entire empennage was severely damaged, all the rivets have been sheared, and the fairing alone held the structure in place". First attacks of Northern Kuriles 7/10/43 the first attack to Northern Kuriles (at night), by eight B-25s and four Catalina's. B-25s reached the target, but all Cats returned to base due to the weather. Similar attempt on 7/18, also abortive. 9/11/43 the first Army daylight attack: eight B-24s (two failed to return), and 12 B-25s (six failed to return) 8/11: 8 a/c on Adak, 4 a/c on Amchitka (VB-135 moved from Amchitka to Attu on 8/10) 8/13- all back to Adak, 10 of 12 are operable. 8/15/-8/17/43: air support for Kiska invasion 8/24 29770/7 LAGC, no casualties 9/25/43 33133/8V crashed on takeoff from Sweeper’s Cove, Adak. The following were killed: Lt. (jg) Hobert H. Throckmorton, Aviation Machinist’s Mate Second Class Albert G. Toth, Aviation Radioman Mate Third Class Stanley C. Eftimoff and Aviation Machinist’s Mate Franklin H. Bohannan. A crash recovery boat picked up the copilot and radioman, Lt. (jg) Claude E. McKinney and Aviation Radio Mate First Class John A. Robers. Both were seriously injured. The other bodies were not recovered. 9/27/43 only 6 out of 11 planes are operable 10/1/43 all 11 planes flown from Adak to Attu; heavy maintenance until 11/16/43. All eight planes of VB-135 were flown to Adak. Squadron Codes/ BuNos as of 1 October 1943 (11 Venturas): 1V 33110 2V 29775 3V 33140 4V 33118 5VR 29736 6V 29809 7V 29770 9VR 29803 10V 33141 11V 33121 12V 29814 10/1: VB-136 from Adak to Attu, VB-135 from Attu to Adak 10/5: 15 PV-1s of VB-139 arrived to Adak from Kodiak and join 8 PV-1s of VB-135 VB-136 squadron codes : 1,2,3,4,5,6,7,9,10,11,12 (BuNos as above) 10/7/43 Lt (jg) Connors in 9V attempted to intercept "Betty", but desisted due to lack of fuel. 52*13'N 170*30'E 10/10/43 VP-43 with PBY-5A's relieved VP-45 (with PBY-5s) 10/11/43 29744/8R1, from VB-135. 12 Venturas are in custody of VB-136, 7- of VB-135. 10/13/43 Twin- engine single-tail bomber dropped bombs on shore installations and Alexai Point runway. NAS or AWS did not notify the FAW-4 about impending raid. The Army radar detected the bomber 25 min prior to arrival, but only one P-40 got in position to make one attack. FAW-4 Diary: 13 Oct 1943: ten Betty's at 1950W make a high level bombing attack on the Massacre Bay area of Attu. No damage to Wing equipment or personnel, since most of the bombs fall in the bay. 11 AF fighters airborne, but failed to intercept. 10/14/43 12 PV's of VB-136 and 7 Cats of VP-43 are dispersed to Shemya in anticipation of further enemy raids on Attu. PV's remain on Shemya until 11/13/43 10/16/43 29744/8V was flown to Adak for major repairs 10/17 six planes back to Attu 10/20 all back to Attu 10/21/43: 29740 to VB-136 from VB-135, now called 8V (replacement for 29744) 10/24/43 29775/2 (Lt.(jg) Dinsmore) made contact with "Betty" Lat 52*20'N Long 167*50'E course 260*. Five passes were made, several hits scored, but no damage appraised 10/28/43: VB-135 relieved of duty with 4 planes, 3 PV-1s transferred to Hedron 11/1/43: planes codes 1 trough 12, BuNos as above, except 5V (now is 29737/5R2) Missions: 11/1/43 1 Cmdr Haines 6 Lt Arnold 10 Lt(jg) Hart 11 Lt Dinsmore 12 Lt Nelson 11/2/43 2 Lt(jg) Garlick 3 Lt(jg) Larson 6 Lt Nelson 8 Lt Mantius 10 Lt(jg) Lindell 11/3/43 1 Lt Brooks 3 Lt(jg) Connors 6 Lt Reynolds 9 Lt(jg) Walker 10 Lt Morrison 11/4/43 1 Lt Redwine 2 Lt Arnold 9 Cmdr Haines 11 Lt Dinsmore 12 Lt C. B. Nelson 11/7: 1,2,3,5,9 11/8: 1,2,5,8,10 11/9: 1,2,5,10,11. 33140/3V(Lt Dinsmore) was destroyed in one- engine crash landing in tundra at Shemya, one man received slight abrasion, a/c stricken off the record. 11/10/43: 1,2,5,6,8. Only 10 operable planes (33118/4V is indefinitely out of commission at Shemya; requiring major overhaul) 11/11: 1,2,8,10,11 11/12: 2,5,6,10,12 11/13: 1,5,8,9,10 11/14: al flights were cancelled due to the weather 11/15: 1,5,6,10,12 11/16: 2,5,8,9,10. Lt. H. K. Mantius in 29737/5R2 (former VB-135) flew from Attu within 30 miles of Paramushiro; beginning of Empire Express. 11/17: 1,2,5,9,10 11/18: 33118/4 substituted by 29806/4R. The next day 29806 was flown by Lt C.B. Nelson on the search mission 11/25: 7V flown the first time in November 11/26: 1,2,4,5,6,9,11 11/27: 2,4,6,7,9 12/6/43 11 Venturas in custody (down from 12). It appears that 33110/1V had some accident or simply was written off, since it did not return to Seattle four days later. 12/10/43 Squadron was relieved of duty by VB-139 and moves from Attu to Adak. 2 Lt Brooks 4 Cdr Haines 5 Lt Morrison 6 Lt Mantius 7 Lt Arnold 8 Lt Reynolds 9 Lt C. B. Nelson 10 Lt (jg) Connors 11 Lt (jg) Larson 12 Lt R. K. Nelson All aircrafts were transferred to Hedron, FAW 4 upon arrival 12/13/43 Adak-Seattle via Umnak, Kodiak, Annette: 2,4,5,7,8,9,10,11,12,X10V (BuNo 29795), X12V (BuNo 33118), and 50V ( PBY-5A BuNo 33968) Lt. Mantius in 6 detained in Adak due to mechanical failure till 12/16/43 12/14/43 9 and 7 both made single engine landing immediately after take-off from Umnak, following starboard engine failure on each plane. Both planes must have engine change before they can be flown again. Due to the limited facilities of the NAF, Umnak, new engines and mechanics must be sent from Adak. 12/15/43 12 (Lt. R. K. Nelson) detained in Kodiak due to damaged stabilizer 12/16: X11 added to the unit to be transferred to Seattle X11 was flown from Adak to Umnak for Lt. Arnold for ferry to Seattle. Lt. C. B. Nelson and crew ordered to proceed from Umnak to Seattle via Naval Air Transport Service. 12/18/43 Lt Mantius in 6V detained in Cordova due to weather. 12/20/43 the first time two Catalina's (Lt. Comdr. Horton and Lt. (jg) Reidel, VP-43) flew over Kuriles, one plane over Kurabu Zaki, and the other- over Kashiwabara. 12/24/43 with 6V (Lt. Mantius), VB-136 delivered all the planes to Hedron/Seattle, and now in the process of reorganization. All officers and men of the former personnel have been detached and ordered to new billets, except for 5 patrol plane commanders and 5 co- pilots, who will be retained in the squadron. Most of the detached VB-136 personnel include those who participated in the joined Army- Navy B-24 training program at Adak, who have been ordered to further B-24 training. 12/30/43 successful Kurile raid by four Cats of VP-43 Squadron Codes/ BuNos 1 33110 2 29775 10/26/43: complete failure of port engine, landed successfully 3 33140 11/9/43: engine failure after takeoff at Shemya, crash-landed in tundra, stricken off the record (Samuel Dinsmore) Wetterhahn, p. 49 4 33118 wheels-up landing on Shemya on 10/11, hydraulic system failure (Lt. Brooks). Indefinitely out of commission as of 11/1/43, repaired by 11/9, and flown back to Attu with the crew of stricken 3V. Flown by Comdr. Haines to Adak for overhaul on 11/13/43. As of Dec 1943- X12 of Hedron 4R 29806 as of 11/17/43, flown from Adak by Comdr Haines. 5 29794 5/10/43 Lt (j.g.) Robert J. Molloy, crashed into Kuluk Bay, Adak, in bad weather while returning from rescue search for Parmenter's a/c. Ens Ralph G. Wingfield, John Renzow ARM3c, Robert D. Rickey AMM3c, Benedict J. Boruch AMM3c. 5R1 29736 replacement from Hedron 5/13. MIS A 12/26/43 while flying with FAW-6 at NAS Whidbey Island. 5R2 29737 as of 11/1/43. This a/c, previously flown as VB-135/2, water-looped on 6/28/43 and was repaired. 6 29809 7 29770 8/24/43 Landing accident, collided with ground. (John J. Connors). NAF Adak, no casualties. A/c is repaired and flown. 8 33133 9/25/43 Lt (j.g.) Hobert H. Throckmorton (the cartoonist) crashed on take-off for a local training flight into Sweeper's Cave, Adak. Crewmembers killed: Albert “G” Toth AMM2c, Stanley C. Eftimoff ARM3c, Franklin H. Bohannan ACMM (PA). Survivors: Lt. (j.g.) Claude E. McKinney, John A. Rogers ARM1c. 8R1 29744, as of 10/11, transfer from VB-135. It was flown to Adak for major repairs on 10/16/43 8R2 29740, as of 10/21/43 (VB-135) 9 29847 5/10/43 Lt (j.g) Owen L. Permenter, VB-136) did not return from operational search. Crew: Ens. Elton W. Cooke, Robert S. Matthews AMM3c, Ray W. McClellan S2c, Frank S. Tall AMM3c. 9R 29803, as of 5/13/43, transfer from Hedron. Water-looped June 10 (W. G. King) 10 33141 11 33121 12 29814 BuNo's in order: 29735 4/1/43 TOAEF A, engine failure (NAS Whidbey) 29736/5R1 5/13/43-11/1/43 29737/5R2 11/1/43, former VB-135/2. 29740/8R2 10/21/43 29744/8R1 10/11/43, former VB-135. 29749/14 to Hedron on 5/5/43 29770/7 29775/2 29794/5R1 29803/9R 5/13/43 29806/4R 11/19/43 29809/6 29814/12 29847/9 MIS A 5/10/43 33110/1 33118/4 33121/11 33133/8 lost 9/25/43 33140/3 lost 11/9/43 33141/10 Hedron planes, 7 as of 12/15: X2, X3, X7, X9, X10 (29795), X11, X12 (33118) Another PV-1, possibly VB-136 2 colored camouflage and early "Star in Circle" national insignia in 8 positions VB-136 2V 29775 Logo, Empire Express.jpeg Another PV-1, possibly VB-136 2 colored camouflage and early "Star in Circle" national insignia in 8 positions 1/16

Aleutian PV-1 Painting Schemes and the evolution of the US National aircraft insignia marks Русский Production of a PV-1 "Ventura" patrol bomber (Lockheed Model 237-27-01) was started in Burbank, CA in December 1942. The first US Navy squadrons equipped with PV-1 aircraft in the North Pacific were VB-135 and VB-136 deployed to the Aleutians. Their planes inherited several features from British Venturas, such as a "greenhouse" in the nose and rudimentary copilot seat, to allow the access to the bombardiers workplace. However, the nose compartment in these aircraft was occupied by a radar and provisions for aerial cameras installation. The first batch of the Model 237-27-01 left the plant sporting two-color camouflage scheme, Blue Gray over Light Gray, according to the 8/20/1941 standard, and had eight "Star in Circle" US National insignia roundels, four on the fuselage, and four on both wing surfaces. Such design of the National insignia was introduced in May 1942, when it was realized that the central red circle of the pre-war US National insignia could be mistaken for Japanese Hinomaru. On aircraft in service the red circles were painted over with white. This solution was not entirely satisfactory as friendly fire incidents continued. A special study was conducted by the U.S. Army officials. It has discovered that the red wasn't the issue since the color couldn't be determined from a distance anyway-but the shape could be. After trying out several variations including an oblong roundel with two stars, they concluded at using white bars flanking the sides of the existing roundel, all with a red outline, which became official in June 1943 (see below). ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ February 1, 1943 One National Aircraft Insignia was removed from the upper and lower wing surfaces, leaving one on the upper left and one on the lower right. Tri-colored propeller tips were discontinued by a new requirement that all propellers, except those presenting no hazards to personnel, be painted on both sides from the tip four inches inward with orange yellow and the remaining blade area including the hub, with black. June 28, 1943 A change in the US National aircraft insignia added white rectangles to both sides of the blue circular field, and a red border stripe around the entire design. The dimensions of the insignia were based on the diameter of the blue field. A general rule of thumb for the placement is to be the largest size possible but not to exceed 75 percent of the vertical height of the point of application. On the wings, it normally should be located one-third of the distance from the wing tip to the fuselage. The side rectangles were simply added to the existing roundels, sometimes overlapping fuselage caricatures and windows (see photos below). ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ September 14,1943 The red border stripe was eliminated from the National Aircraft Insignia (Army-Navy aeronautical specification AN-I-9) and use of Insignia Blue border matching the round blue field that held the star was ordered in its place (Technical Order 07-1-1, 24 September 1943). ​ Naturally, overpainting of the red border could not be performed overnight. Perhaps, cold weather and absence of the repair facilities in Attu did not help, either. For all major repairs the planes had to be flown to the Fleet Air Wing Four Headquarter Squadron (Hedron) located in Adak. By late fall of 1943 Hedron repair shops have moved to Amchitka, reducing the flight distance for the aircraft requiring service. ​ Fresh blue paint that was used to cover the red border often did not match the weathered base color of the roundel with white star. Some photos clearly demonstrate such difference (Photo #15). Few early Venturas remained in possession of the Hedron after the first tour of VB-135 and VB-136 was over. Those planes continued to have two-colored camouflage scheme and National insignia markings with overpainted red border in the nose until they were finally written off in 1944 (Photo #16). Some of the newer PV-1s for some reason had National insignia with red border as late as spring of 1944 (Photo # 17 is dated 5 May 1944). ​ In December 1943, VB-139 Squadron arrived to Attu to relieve VB-136. Venturas of the VB-139 had quite a variety of camouflage schemes and National insignia applications. Depending on the batch, the planes had two- or three-colored main camouflage scheme. Some PV-1s had fully overpainted National insignia in the nose position (Photo #18). All fuselage National insignia markings were still "oversized". Because the "Bars" were simply added to the"Star-in-Circle" roundel in 1943, they were overlapping the entrance door on the port side and rectangular window on the starboard. (Photos # 19, 20). The planes of VB-135 Squadron which arrived to relieve VB-139 in May 1944, all had three-colored scheme and "trimmed" National insignia markings. Its size was reduced approximately by the width of the original red border. Also, fuselage "Star with Bars" were moved aft on the port side, and forward on the starboard, so the "Bars" would not overlap the door, and illuminator, respectively (Photos # 21, 22). The difference in size of the National insignia markings is clearly seen on the Photo # 23. This PV-1 has an entrance door replaced from an older aircraft with larger markings. ​ Three-color camouflage of VB/VPB-135 (Photos #22, 24, 25) and VPB-136 Venturas (Photo #26) ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ Many "formal" crew photos of Empire Express were taken by the tail of a PV-1 decorated with colorful mission marks which "migrated" from those photos onto Revell model kits of Ventura in 1:48 scale. Interestingly enough, none of the four veterans of VB-139 and VB-135 I communicated with, could not remember such markings painted on their battle planes. "Pat" Patteson has confirmed their squadron photos have been taken in front of specially decorated plane. Analysis of the photographs confirmed that only two Venturas were decorated in such way, specifically for the purpose of a group photography of VB-139 and VB-135 in may-June, 1944. One of them was BuNo 33282/ Squadron Number X20 from Hedron. It had nine mission marks on the left vertical stabilizer, and was used as a backdrop for VB-135 and VB-136 photos in May-June 1944 (Photos #27, 28). Another aircraft was BuNo 33110, a former VB-136 1V. It had six mission marks on the tail, and was used for the photos of VB-139 in early May of 1944. This aircraft remained in Attu during summer of 1944, and was flown to Whidbey island 23-26 October by "Pat" Patteson, also known as "Pip Squeak" among his squadron mates. According to the color profile from Osprey book, BuNo 33278, Squadron Number 25 of VB-139 also had six mission marks painted on the tail. Until today I could not find a photo confirmation of it (Photos # 29, 30 and 31). There were, however, "real" mission marks painted on the PV-1s of both VB/VPB-135 and 136 (Photos #32, 33, 34, and 41). As always, for the modelers who desire to built an exact replica, it is advisable to refer to the photos of the prototype! ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ Photos #35 and 36: PV-1 BuNo 29737, VB-136. This Ventura opened the "Empire Express" route: 16 November 1943, Lt. Harold K. Mantius flew from Attu within 30 miles of Paramushiro and safely returned to Attu. ​ Early two-color camouflage scheme: Top fuselage surfaces: M-485 Blue Gray (FS: 35189 ) Lower surfaces: M-495 Light Gray (FS: 36495 ) Photos #37, 38 and color profile # 39: Specially equipped PV-1 BuNo 48919, VB-135, flown by Lt.(jg) Lewis “Pat” Patteson 14 June 1944. For this mission the plane was rigged with seven cameras, and a Photographer Mate was added to the crew. Also, tunnel twin .30 cal. machine guns were removed to accommodate three stationary aerial cameras F-56 in the back of the fuselage. Soon tunnel guns had been removed on the majority of Empire Express Venturas, due to their low efficiency, and in attempt to minimize take-off weight. ​ To improve radar performance, by the beginning of July 1944 the paint from the nose cones of all Venturas was removed. Unpainted, they looked grayish-white (Photo #41). Three-color camouflage scheme: Top of the fuselage: ANA Non-Specular Sea Blue (FS: 35042 ) (flat). Top surface of the wings, horizontal stabilizers, and underwing tanks: ANA 606 Semi-Gloss Sea Blue (FS: 25042 ) (semi-gloss) Fuselage and underwing tanks sides: ANA 608 Intermediate Blue (FS: 35164 ) (flat) Bottom surfaces: ANA 601 Insignia White (FS: 37880 ) (flat). Transition lines between main camouflage colors are soft. ​ Many Venturas of the early batches were decorated with Disney-themed artwork. The Vega plant in Burbank, CA was located not far from the Disney studio which explains the beginning of the tradition. Interestingly enough, even more themes for the fuselage artwork were suggested by the Vega employees. (More about it). The tradition of the fuselage art continued with later PV-1 series, throughout 1944. Enjoy some of the authentic examples on the photos below. If you happened to have other photos of Ventura's fuselage art, I'd be very interested to see them, too! ​ ​ ​ ​ Photo #7 VB-135 20V (BuNo unknown) with "Star in Circle" National insignia Photo #8 VB-135 20V (BuNo unknown) with "Star and Bars" National insignia, Amchitka, summer 1943. Note that the left "bar" partially overlap the fuselage artwork. Photo #9 Another PV-1 of VB-135, 19V, BuNo unknown, before the update of the National insignia. Photo #10 19V after the update VB-135, 19V, BuNo unknown, after the update of the National insignia. Note the "soft" border between the main camouflage colors. Photo #11 VB-135, 22V Photo #12 VB-136 2V Note the left "bar" of the fuselage National insignia partially overlaps the rectangular window Photo #13 VB-136, BuNo 29803 9V(Replacement) Amchitka, summer 1943 Photo #14 VB-136, BuNo 29803 9V(Replacement) Amchitka, summer 1943 Photo #15 Agattu-Crash-crew The red outline is overpainted with blue of a hue that is different from the base color of the roundel. The outline barely misses the fuselage artwork. This aircraft was lost in takeoff accident 18 May 1944. Photo #16 Pat by the "Pip Squeak" 33110, an early-batch PV-1 from the first tour of VB-136. Assigned to Hedron, photographed in Attu in 1944, still with National insignia marks on the nose. Note a patch of paint between the top and bottom front windows covering a former squadron number. Photo #17 30V 5-5-44 Dexter Oversized US National insignia with red outline. May 1944, Attu Photo#18 34R 34774 1 January 44 National insignia mark on the nose was overpainted with paint of a lighter hue Photo #19 29V 5-5-44 Holloway Photo #20 Factory-fresh PV-1 An unusual example of National markings transition. The old "Star in Circle" National insignia markingon the fuselage is patched with darker paint, and the new "trimmed" "Star and Bars" marking is painted over, skipping the red outline phase. The photo is dated July 1943, but it must have been taken after September 1943 in Burbank, California during the test flight. (This is not an Aleutian "Ventura"). Photo #21 Zoomed previous photo. The difference in size of the old and new roundels is clearly seen here. Photo #22 New starboard National insignia marking is moved forward, and does not overlap the window. Attu, May 1944 Photo #23 5-19-44 Patteson The door on this PV-1 has been replaced with the one bearing an oversized "Star and Bars". Also note the difference in the hue of the main camouflage colors (old Light Gray vs. new Intermediate Blue). Photo #24 48933_8V over BC 1 Photo #25 9V BuNo 48934 5-5-1944 Lt Hardy V. Logan shot down Japanese J1N "Gekko" night fighter 12 May 1944 over Shimushu, but was shot down himself by another "Gekko" the same night. Photo #26 BuNo 49526 VPB-136 Photo #27 Patteson_X20_ 33282 BuNo 33282 Former 26V/ VB-139, later X20/Hedron, decorated for squadron photos. Oct 23-26: Flown from Attu to Whidbey by Lt. M.A. Mason Photo #28 BuNo 33282 Former 26V/ VB-139, later X20/Hedron, decorated for squadron photos. Oct 23-26: Flown from Attu to Whidbey by Lt. M.A. Mason Photo #29 BuNo 33110 Ex-1V/VB-136, transferred to Hedron, later named a "Pip Squeak" after "Pat" Patteson's nick name. October 23-26 1944, flown from Attu to Whidbey by Lt (jg) L. Patteson Pip Squeak Ex-1V/VB-136, transferred to Hedron, later named a "Pip Squeak" after "Pat" Patteson's nick name. October 23-26 1944, flown from Attu to Whidbey by Lt (jg) L. Patteson Photo #30 25V BuNo 33278 This profile depicts mission marks on the vertical empennage, however, its accuracy is doubtful. Please see the following two photos. Photo #31BuNo 33278, 25V BuNo 33278, 25V photographed in Amchitka in October 1943. The image demonstrates at least three major mistakes of the previous profile: this plane was painted in two-color scheme, so the colors are wrong, and the transition line between the main colors was at a different level. The Squadron code 25 was larger, too. Photo #31A 25V BuNo 33278 The photo was taken 1 March 1944 on Attu. Unfortunately, the vertical stabilizers are again outside of the view. Photo #32 Michelotti in the cockpit Mission marks on a VPB-135 Ventura Photo #33 VPB-136 Baby Bing Mission marks on a VPB-136 Ventura (BuNO unknown) Show More Photo #1 BuNo 29724 NAS Anacostia D.C. 2 March 1943 Photo #2 BuNo 29724 NAS Anacostia D.C. 2 March 1943 VB-135:20early X4_edited Photo #5 X4 was flown by VB-135 Squadron Photo #6 Flown by Jack J. Kassel, VB-135, this aircraft was damaged on landing in Amchitka 16 May 1943. 5/23/43 it was completely destroyed on the ground by the PV-1 BuNo 29787/21​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​V which crashed on take-off and burned. Photo #36 BuNo 29737 5V (R2) VB-136 This Ventura opened the Empire Express route. 16 November 1943, Lt. Harold K. Mantius flew from Attu within 30 miles of Paramushiro and safely returned to Attu. ​ Photo #37 Color profiles by A. Haustov, "Aviation and Time" magazine, Kiev, April 2017 FS 35189 Sea Green V904 MA 71109 FS 36495 Light Grey Hu 147 GS H338 Photo #38 BuNo 48919 5V Photo #39 5V Artwork Photo #40 Color profiles by A. Haustov, "Aviation and Time" magazine, Kiev, April 2017 Photo #41 8V,10V BuNos 48936 and 48933, summer-fall 1944. Note unpainted nose cones and mission marks by the cockpit. FS 35042 FS 35164 FS 37880 Insignia White USN plane bottom surfaces Photo #42 VB-135 PV's 1943 Photo #43 VB-135 1943 X5 BuNo 29768 X4 BuNo unknown Photo #44 BuNo 29768 X5 Photo #45 18V BuNo unknown Photo #46 VB-136 3V BuNo 33140 Photo #47 VB-135 20V BuNo unknown Photo #48 VB-135 "Pip Squeak" Lt (jg) Lewis "Pat" Patteson, 1943 or 44 Photo #49 BuNo 3V 48891 5-13-44 Mason and crew Photo #50 BuNo 48923 6V 5-19-44 J.W. Clark and crew Photo #51 BuNo 48928 7V 5-19-44 Stahl and crew Photo #52 BuNo 48934 9V artwork Photo #53 10V BuNo 48936 Photo #54 11VR BuNo 33278 An older Ventura from Hedron (ex- 25V of VB-139) in two-tone camouflage, this aircraft piloted by Lt. (jg) McDonald (VPB-135), crash- landed in Petropavlovsk 11 September 1944. Photo #55 BuNo 48918 1VR Ex- X12 of Hedron, judging by overpainted squadron code

Aleutian PV-1 painting schemes PV-1 losses, Aleutian squadrons PV-1 "Ventura", Aleutians, Kuriles, Kamchatka, USN plane losses VB/VPB-136 Patrol Bombing Squadrons, VB-136, VPB-136, PV-1 "Ventura", Attu, Kiska, Adak, Amchitka, Empire Express Battle of Shimushu Kurile landing operation, Shimushu, Soviet-Japanese war, August 1945 VB/VPB-139 Patrol Bombing Squadrons, VPB-139, VB-139, PV-1 "Ventura", Attu, Adak, Amchitka, Empire Express Lend-Lease Lend-Lease, Pacific Route, Kamchatka, Petropavlovsk, Vladivostok, P-63 "Kingcobra", P-39 "Aircobra", A-20 "Boston", B-25 "Mitchell", C-47, DC-3 Aleutian Privateers VPB-120, VPB-122, PB4Y-2 "Privateer", Aleutians, WW2, Shemya Chishima Retto Japanese Kurile Islands, Shimushu, Paramushiro, Matsuwa, Araido VB/VPB-135 Patrol Bombing Squadrons, VB-135, VPB-135, PV-1 "Ventura", Attu, Kiska, Adak, Amchitka, Empire Express VB/VPB-131 Patrol Bombing Squadron, VPB-131, PV-1 "Ventura", Attu, Adak, Amchitka, Empire Express Русский "We learn from history that we do not learn from history" ―Georg Wilhelm Friedrich Hegel Recently, I realized that some of my archive digging results might be worthy of being known by a wider community of people rather than just a close circle of friends and pen pals. Some facts I've uncovered are far more interesting than just trivia, and others are widely unknown, yet important events from seventy-plus years ago. With that in mind, I created this website for those interested in the history of WWII in the Northern Pacific. Without attempt of competing with existing successful internet forums on the subject of WWII, I want to build an online resource for researchers, historians, and modelers alike. Starting in English and Russian, I am looking forward to attract the attention of Japanese students to the history of WWII, whose participation in the blog will be warmly welcomed. Welcome to the North Pacific Skies! Boris ​ Home USN Air Squadrons VB/VPB-135 VB-135 1st tour VB-135, 2nd tour VPB-135, 3rd tour Lewis "Pat" Patteson's comments The Aleutians- memoirs VP/VPB-136 VB-136, 1st tour VB/VPB-136, 2nd tour VB/VPB-139 VB-139, 1st tour McKelvey VPB-139, 2nd tour VPB-131 Hedron Aleutian PB4Y-2 Squadrons VPB-120 VPB-122 VP squadrons VP-41 VP-42 VP-43 VP-45 VP-51 VP-61 VP-62 Kurile Photo Missions Курс на Курилы PV-1 painting schemes Схемы окраски самолетов PV-1 Friendly fire Дружественный огонь Battle of Shimushu Битва за Шумшу PV-1 in the USSR PV-1 в СССР PV-1 losses USAAF operations Beginning of Kurile Air War Действия армейской авиации США Japanese air forces, Kurile Islands Airfields of Paramushiru Airfields of Shimushu Airfields of Central and Southern Kurile Chishima Retto 11 Сентября 1943 Lend-lease Navy acronyms list About/contact Главная Contact Links and publications Ссылки и публикации Aircrafts/Матчасть PV-1 Ventura, oбщая информация PV-1, планер PV-1, силовая установка PV-1, вооружение PV-1, радиооборудование и приборы PV-1 Ventura, overview PV-1, composition PV-1, powerplant PV-1, armament PV-1, radio and navigational equipment PV-2 Harpoon PV-2 "Гарпун" Blog Search Results Keywords: Aleutians, Kuriles and Kamchatka in World War Two. USN "Empire Express" and USAAF operations. PV-1 "Ventura", PV-2 "Harpoon", and PB4Y-2 "Privateer". Cases of friendly fire and Shimushu battle. Lend-lease. USN and USAAF aircraft losses in North Pacific .

Friendly fire in the North Pacific Friendly fire is an attack by a military force on non-enemy, own, allied or neutral, forces while attempting to attack the enemy, either by misidentifying the target as hostile, or due to errors or inaccuracy. Fire not intended to attack the enemy, such as negligent discharge and deliberate firing on one's own troops for disciplinary reasons, is not called friendly fire. Nor is unintentional harm to non-combatants or structures, which is sometimes referred to as collateral damage .Training accidents and bloodless incidents also do not qualify as friendly fire in terms of casualty reporting. Use of the term "friendly" in a military context for allied personnel or materiel dates from the First World War , often for shells falling short. The term friendly fire was originally adopted by the United States military . Many North Atlantic Treaty Organization (NATO ) militaries refer to these incidents as blue on blue, which derives from military exercises where NATO forces were identified by blue pennants and units representing Warsaw Pact forces by orange pennants. Whereas in classical forms of warfare, including hand-to-hand combat death from a "friendly" was rare, in industrialized warfare, deaths from friendly fire are common. (Wikipedia) ​ The war in the Northern Pacific theatre was not an exception. ​ 7 June 1942 ​ Russian freighter "Djurma" went under aerial attack in the vicinity of Dutch Harbor. The ship loaded with 10 tons of explosives and detonators, was enroute from Seattle to Vladivostok. On the 3d of June, the captain received a radiogram from Dutch Harbor about the Japanese bombing with warning to all ships not to enter the port. In the morning of 7 June, the permission to enter Dutch Harbor was requested by the captain, and granted by the Navy authorities. However, within 20 miles of the port, the unarmed ship was attacked by the formation of P-38s of the 54th Fighter Squadron, which repeatedly strafed the deck and structures. (The Soviet flag was hoisted on the mast, and clearly painted on the sides). After the fighters disappeared, the formation of 5 bombers flew over, and signaled the ship to stop. The port authorities were notified on the radio about the incident, and the USN corvette soon arrived and collected wounded sailors. Below is the quote from the letter of Maj. Gen William Butler, Commander, Eleventh Air Force to Gen Henry Arnold, Chief of Staff, U.S. Army Air Forces, 16 Jun 1942 "The (P-38s) flight (of the 54th Fighter squadron) ordered to Otter Point on Umnak Island, accidentally strafed Russian freighter, thinking its flag was Japanese. Fortunately, no one was injured. One of the pilots on landing at Otter Point forgot to safety the gun switch and depressed it on landing, sending a stream of rounds down the runway. The squadron had “been pretty wild for a couple of days and chased friend and foe alike". In fact, there were 13 injured on board of "Djurma", and many of them received treatment in Dutch Harbor hospital. Analysis of the first photo dated 1944, however, does not show a "clearly visible" painting of USSR flag on the hull of the ship. Possibly, in 1942, the markings were more visible. 17 July 1942 ​ Catalina in Sector 13 sighted a submarine shelling Russian ship (possibly, freighter "Uelen"). Plane attacked submarine with depth bombs. Damage unknown. The submarine submerged as the patrol plane approached. Plane apparently sighted the Russian ship at same time submarine did and attack on submarine was made within five minutes after ship transmitted an "SOS". Coordinates 54-35N, 160-15W. This one was an example of truly friendly and helpful fire. The capture of Attu in May 1943 placed Americans within flying distance of the northern Kurile Islands and the Kamchatka Penninsula. In early June 1943, Lt Oliver Glenn from VP-61decided to fly all the way to Petropavlovsk. He informed his squadron commander, who, although refusing to officially sanction the flight, did give tacit approval by suggesting that a photographer be sent along. Oliver Glenn and his crew made it to the Russian port city as planned, where for the first time in months they saw trees, houses and streets. Two obsolete I-16 Mosca fighters rose to intercept them. Seeing that the Americans meant no harm, the Russian pilots flew off the wing tips of the PBY as Glenn and his crew proceeded along the coast line, before turning and heading back to Attu. The Russians apparently never complained of the violation of their airspace, and nothing official was said about the unauthorized flight. Lt Cmdr Carl Amme, the commander of VP-45, also decided to try his luck with the Russians. On one flight out of Casco Cove, he flew past the north side of the Komandorsky Islands where he observed construction going on. The next day he dispatched Lt Stitzel to make an aerial reconnaissance of the construction site. Stitzel dutifully returned with a number of excellent oblique and vertical photographs. When Commodore Gehres saw them, he blew his top and directed that Amme discipline Stitzel for violating Russian neutrality. Amme did not take any further action, but the episode did alert him to Gehres' feelings about unauthorized flights; so several weeks later... he was reluctant to seek official approval for a rescue effort. (John Haile Cloe, "The Aleutian Warriors") 24 July: Catalina 44V BuNo 04486 of VP-61 in Fox Annex sector three, approximately 5 miles north of Nikolsky Village, Bering Island, developed port engine trouble (oil loss) which required a forced landing in Nikolsky Bay in the vicinity of the village. While attempting to land, a Russian ground position opened fire and seriously damaged the plane, stopping the starboard engine and puncturing the starboard wing tanks. (FAW4 Diary) . Lt. Wilbur J. Wehmeyer turned the PBY to the sea, where bombs and all excess gear were jettisoned. With only eight gallons of oil left, he succeeded in landing in Sarana Lake on Bering Island, a few miles inland from Nikolski Village, after radioing his position to the base. At 1454 Lt. (jg) Roy Evans from VP-45 in Catalina 73V on command by Lt Cmdr Carl Amme, departed Attu to rescue Lt Wehmeyer and crew. Amme cautioned Evans not to use his radio during the rescue operation. To further make sure that higher headquarters did not find out what was going on, Amme directed his communication officer to fake a communication outage. This mission was successful. Evans arrived at the lake just ahead of a Russian patrol. All confidential material in 44V was jettisoned at sea before landing with the exception of a portion of the aircraft code retained and returned by the pilot. (John Haile Cloe, "The Aleutian Warriors") 44V was sunk by gunfire from 73V, which returned to base at 2125W. Lt Wehmeyer stated he took this action to avoid international complications and because he feared the Japanese might be in possession of the island (FAW4 Diary). Catalina 64V searching Fox Annex Twenty-four was also fired on by Russians at the Komandorski Islands. In view of these incidents, the Wing Commander Gehres warned the pilots that the Russians fire on belligerent planes and directed that they keep clear of Soviet territory. ​ July 1943 The Eleventh Air Force suffered a series of embarrassments during the month. One mission of B-24s following a Fleet Air Wing radar equipped PV-1 turned back with it despite the fact that the visibility over North Head was clear. One crew from the 404th Bombardment Squadron challenged a friendly destroyer and got the wrong response. The crew learned later that they had the outdated recognition codes. Another B-24 on a weather reconnaissance attacked what it thought was a small Japanese vessel. It turned out to be a Navy PT boat. As a result, the crew was ordered to visit the PT boat crew in Constantine Harbor and apologize. (Pitt, Wide Open on Top, p. 227.) 9 July 1943 Submarine Permit (SS-178), believing her quarry to be a Japanese trawler, shells Soviet oceanographic vessel Seiner No.20 27 miles off Kaiba To. Once the mistake is realized, Permit comes alongside the blazing vessel and rescues the survivors before the Russian craft sinks. The Soviet sailors are taken to Akutan, Alaska. FAW 4 Intelligence report from 7/24/43 1st October 1943 (William time zone, Aleutians) ​ Catalina 76V of VP-45 piloted by Lt (jg) Carpenter, made contact with fishing vessel on the high seas at Lat.54*32' N., Long. 163* 25' E. The vessel opened fire on the plane. The Catalina strafed it well, driving all personnel below deck and then approached close enough to observe that it was flying a flag bearing a red hammer and cickle on a white flag. After the strafing the vessel ran up an identifying flag hoist. PBY 44V BuNo 04486 of VP-61 was shot upon from "possibly Russian" freighter at 53-08N, 177-40E. Lt Wehmeyer returned to base before the bombers arrival due to lack of fuel. 4 February 1944 , "Close call" ​ Lt. (jg) Dryden of V-62 in PBY-5A 47V mistook the entrance to Avacha Bay as Lopatka Strait, and made his first landfall on the Cape Mayachny light at the entrance to Avacha Bay, Kamchatka, at 1145. After running south along the Kamchatka coast until 1320, he thought that Cape Zhelty was his target area of Kurabu Zaki. Before dropping any explosives, however, he obtained indications of more land farther to the south and continued on southerly course, and at 1345 definitely identified Cape Lopatka, from where he headed for a sweep over Shimushu. 27 August, 1944 (William time zone, Aleutians) ​ FAW FOUR War Diary: "A 400 ft tanker heading north was attacked off Kamchatka coast, that was believed to be Onekotan To. (76V, Lt. Price). One of the incendiary bombs was observed to seen to explode on the deck of the tanker aft of amidships, starting a fire which could be seen for 30 min during departure. During the attack, Lt. Price saw what he described as a white rectangle with a red circle in the center, painted on the side of the ship, and members of the crew saw two flags flying above the superstructure which were described as "red and yellow stripes" and " white with a red circle in the center". Later the tanker was found to be Russian "Emba", heading from Vladivostok to the United States. An article about the incident was recently posted here . There were casualties, however: after the "Ventura's" strafing pass, one sailor died, and another one got injured. Identification was never a sure thing. Soviet vessels were supposed to have a big USSR painted on each side and to aid in our identification they had our challenge and reply codes. Three B-24 heavy bombers found an AKA (merchant ship) that looked like a Liberty but with no markings or flags of any kind. The aircraft challenged but got no reply. After milling around for awhile they decided to attack with .50 caliber machine guns, setting the vessel on fire. Possibly keeping in mind the stories and pictures of the Japanese beheading allied fliers, they strafed the lifeboats after these were in the water. That was not a good thing to do by any measure, but understandable. The bombers left the scene shortly so we never knew what happened to the ship or crew. In two days we had people from the State Department swarming all over us. There followed stern lectures on identification to protect our "neutral" friends(?) the Russians. We had many more slide sessions and movies of all allied and enemy warships and merchant vessels. This was a welcome break from "Ice Formation on Aircraft" and "Protect Yourself from VD", but we couldn't understand how studying the profiles of German and Italian warships pertained to us. One of our other squadron's pilots damaged a Russian sub that was in the "attack everything" zone at periscope depth. Once again a hue and cry from Washington - a shrug of the shoulders from us. (Turk Orr, VB-136 and VPB-139 pilot, from the book "How It Was, Reminiscences of a Navy Pilot in the Aleutians" ) Many times our patrols encountered freighters headed for Russian ports and we were to challenge and identify them as friendly. Our crews were given a new code signal each day and a ship was to blinker back a coded reply. The first time we challenged an AK we circled and blinked six times before getting a response. Other pilots also complained about the slow or incorrect response. None of us were ever fired upon, but one crew finally fired into the water ahead of the ship and did get a correct and immediate reply. I did not hear about the bombing attack on the tanker. As we said in the Navy 'It wasn't on my watch'. (Lewis "Pat" Patteson, VB-135, personal communication, 2015) . 9 June, 1945 (William time zone, Aleutians) ​ Eight B-25's of the 77th Bombardment Squadron took of from Attu toward the targets at Araido Island west of Shumushu in order to divert enemy attention while the Navy Task force approached to shell installations on the southern tip of Paramushiro. The first flight of four bombers was led by Capt. Edward Irving. The visibility on the way to the target was so poor that the second flight lost contact with the first one almost immediately. John Tidball, one of the the pilots of the first flight recalls: "We four continued 'on the deck' for the entire trip. I remember vividly at one point maintaining contact with Irving by watching the wake in the water by his props." When Irwing led the flight across Cape Lopatka, Talley broke radio silence to remind Irving that "this is Russia and we don't do this.' Irving's response: "Maintain radio silence and your position." "It was the most interesting to see the cape from sixty feet," Talley said. It was flat plowed ground and included one old fellow with a wooden plow and one horse. He never looked up." Talley told his crew that there would be no firing toward the ground under any circumstances. The four B-25 unloaded their bombs over Araito and then made a sweeping turn to head back to Attu. By that time, however, enemy fighters were swarming and chased the flight, led by Irwing, toward the cape again. "The fighters began their attack as we were over the cape," Talley said. A quick glance by Talley revealed that the plowed fieldt hat he had earlier observed, "had opened up. There was a was a deep trench filled with men and equipment. "I was flying on Irving's left wing," he reported. "It was then that I believe I saw tracers from Irving's right waist gun fire toward the ground. I have wondered if Irving ever told his crew that they were crossing Russian territory. A gunner could have seen troops in that trench, and just automatically fired at them." Why did Irving intrude Soviet territory a second time? "I can only guess, " John Tidball said, "that it was pressure from the Japanese fighters that caused him to lead the flight over the tip of Lopatka again. At any rate, we were being shot at by the Japs from above and the Soviets from below. It was not a good place to be." According to Talley, Irving was under 100 feet altitude when ground fire hit Irving's bomb-bay fuel tank. The explosion shattered the top gun turret, and flames erupted from the cavity. Talley said that he urgently told Irving by radio "to turn left" toward the water, and he thought that Irving was trying to comply. Then Irving's bomber went out of control, dived into a fog bank, crashed, and exploded" The crew members were buried close to the crash site by the Soviet soldiers. In a few days, Irving's wallet was transferred to the head of the group of the American airmen interned in Petropavlovsk. In the summer of 1949 the bodies were returned to the families in the U.S. via Petropavlovsk, Vladivostok, and Japan. 6 August, 1945 ​ In the morning, PK-7 and PK-10 (ПК-7 and ПК-10) patrol crafts left Avachinskiy Bay and were heading south toward Cape of Lopatka, the southernmost point of Kamchatka Peninsula. PK in Russian stands for "Pogranichniy Kater", Пограничный Катер or "Border Patrol Craft". They had crew of 12, and armament of 2x 12.7mm MG (see the photos below). At 09:32, while passing vicinity of small island of Gavryushkin Kamen, they were attacked by 2 planes. During the straffing, that continued for the next 27 minutes from the mast-top height, 11 sailors died, and another 11 were wounded, including the Commander of PK-7 V. Ovsyannikov. One of the boats sustained engine trouble, and lost the speed. The other craft used the smokescreen, and eventually, towed the damaged vessel back to Petropavlovsk. After the war a monument was erected at the burial place at the territory of the new Border Patrol boat station at Solenoe Lake. In 1945, my granddad's house was located right next to that boat station (by Medvezhye Lake), and he himself, and his 3 sons (including my then-5-years-old father) became good friends with the crews. That morning, just as always, some of the sailors stopped by the house to say hello before embarking their vessels. As my granddad remembered from talking to the survivors, there was never a doubt, that attacking planes were Japanese. However, some time ago I read online, that the attackers could be the Americans. This prompted me to some archive digging. What I found was the copy of flight report of Lts M. Noyer and N. Hofheymer of VPB-120, who were on their first mission to the Kuriles. Their newly-formed Squadron VPB-120 was just transferred to Shemya from the training at Whidbey island NAS. With malfunctioning Loran, they first miscalculated their position by about 70 miles, and were spotted and reported by Soviet border guards as violating Kamchatka air space near Utashud island. (I have a copy of that report from the Russian source, where the planes were misidentified as B-24s). Then Lt. Noyer in the leading plane (call code 86 Victor, BuNo 59816), thinking they were over Paramushiro coast, failed to make an identifying pass over the Soviet vessels (even though they were briefed to do that), and started a head-on strafing attack. Lt Hofheimer's plane (call code 92 Victor, BuNo 59716) joined him shortly, but on his 2nd pass, the gunner from the top turret noticed the Soviet Navy flags on the boats, and the attack was called off. ​ Rhodes Arnold, in his book "Foul Weather Front", quotes the August 5 log book entry of Clyde Paul Cunningham, a gunner on Lt. Noyer's crew: My first strike at enemy, poor devils didn’t have a chance. Sank one ship, left the other one badly burning. Burnt my gun barrels up. Remember chunks of wood big as car wheels flying off the deck. First run over ship could not fire cause guns wouldn’t bear on target. Second run sank ship with machine gun fire. Second ship was throwing such heavy AA fire at us two runs was all able to make. Saw men on the deck, some dead, some in cold ice water, and some hiding from our accurate fire. Could see large balls of fire coming from the enemy’s five inch guns. I doubt if the second vessel made shore, because the vessel was aflame all over. Heard suddenly over I.E.S. heavy antiaircraft was firing at us from shore. Got out of there in a hurry. Heavy flak was coming up at us all the time, although we were twenty five feet off the water doing 200 miles an hour. One large shell came so close it knocked water over the port wing. We flew so close to the water prop wash was kicking up waves behind us. Did this to keep fighters off our aircraft. Returned to base. ​ Not a word about the misidentification but interesting details about number of passes which was officially reported as total of five, as well as Soviet AA gun support from the shore. ​ Unfortunately, Soviet sailors paid the ultimate price for this mistake. Seven Soviet freighters and one fishing vessel near Japanese shores perished to American "friendly fire". As a rule, Soviet vessels underwent American torpedo attacks in bad visibility conditions: in fog or at night. Following is the list of the Soviet vessels that were lost to American submarines: Angarstroy — May 1, 1942, East China Sea, to the U.S. submarine SS-210 Grenadier Kola, Ilmen — February 16 and 17, 1943, Pacific Ocean, SS-276 Sawfish Seiner #20 — July 9, 1943, Sea of Japan, SS-178 Permit Belorussia — March 3, 1944, Sea of Okhotsk, SS-381 Sand Lance Ob— July 6, 1944, Sea of Okhotsk, SS-281 Sunfish Transbalt— June 13, 1945, Sea of Japan, SS-411 Spadefish 145 of crewmembers and passengers perished from the American torpedo attacks. October 4, 1943: Liberty-class freighter Odessa was torpedoed on approach to Akhomten Bay at 00:22 a.m. board time. Most likely, it was attacked by the U.S. submarine S-44. The submarine itself sank soon thereafter near Paramushir Island. Odessa, with a large hole at the stern, was towed to Petropavlovsk-Kamchatsky. Subsequently the vessel was fully repaired at the ship-repair yard constructed before the war. Odessa was last seen in Golden Horn Bay of Vladivostok as late as 2003, before being cut for scrap. (Alla Paperno, The Unknown World War Two in the Northern Pacific) Джурма 02 Джурма 01 Джурма 03 17 July 1942 16 July 1942 7-26-43 Bering Island_1 7-26-43 Bering Island_2 PBY-5A 71V VP-61 Attu 71V 5-5-44 Lt. Perry VP-61 Attu PBY-5 43V PBY Aleutians PBY-5A PBY's Aleutians via Don Anderson Tanker T2-SE-A1.jpg Emba 27 Aug 1944.jpg This image was borrowed from John Bruning's article "The day the U. S. Navy Bombed a Russian Tanker" http://theamericanwarrior.com/2014/12/01/the-day-the-u-s-navy-bombed-a-russian-tanker/#comments Emba attacked 27 Aug 1944.jpg This image was borrowed from John Bruning's article "The day the U. S. Navy Bombed a Russian Tanker" http://theamericanwarrior.com/2014/12/01/the-day-the-u-s-navy-bombed-a-russian-tanker/#comments Emba from 76V.png This image was borrowed from John Bruning's article "The day the U. S. Navy Bombed a Russian Tanker" http://theamericanwarrior.com/2014/12/01/the-day-the-u-s-navy-bombed-a-russian-tanker/#comments FAW instructions Russsian ships.jpg Krasnogvareets The first "Liberty"-type vessel purchased by the USSR VB-136 76V 10 September 44 Attu.jpeg Lt. Price attacked Japanese freighter off the east coast of Paramushiro, but sustained flak hit to the port engine. The damaged engine stopped one hour before the landing, and the flight was completed on one engine. Irving's B-25, Lopatka, 2007 Irving's B-25, Lopatka, 2007 Irving's B-25, Cape Lopatka, 2007 Irving's B-25, Cape Lopatka, 2007 Irving's B-25, Cape Lopatka, 2007 Irving's B-25, Cape Lopatka, 2007 945 AAA Battery Diary Original note from the War Diary of AA battery from Lopatka. The planes were misidentified as B-34 (U.S. Army designation of PV-1, also used by the Soviets). According to the entry, American planes were shot on because of the violation of the Soviet air space. Roland Ernser's grave Holy Cross Cemetery, Milwaukee, WI Capt Edward J Irving.jpg Sgt Roland Ernser, Irvings crew.jpg MACR_1 MACR_5 MACR_2 MACR_3 MACR_4 MACR_6 MACR_7 MACR_8 MACR_9 MACR_10 MACR_11 MACR_14 MACR_13 MACR_12 MACR_15 Transfer of the bodies from Lopatka A fragment of the letter written by Soviet Navy veteran, who participated in exhumation procedure Transfer of the bodies from Lopatka Whidbey Island 1945 or 46 92V, BuNo 59716 was Lt. Hofheymer's aircraft on VPB-120 mission 5 August 1945 59816/86V The first attacking aircraft, 86V, piloted by Lt. M. Noyer 8-7-1945 pic by 94V Edwards_6 note 84V Attack on Torishima Retto, small group of islands east of Paramushiro. Photo courtesy of Allen Ford. ПК-7 pogranichnye_katera.jpg Памятник.jpg Aug 5 1945 Friendly Fire Kuriles-2.jpg Aug 5 1945 Friendly Fire Kuriles-8.jpg Aug 5 1945 Friendly Fire Kuriles-3.jpg Aug 5 1945 Friendly Fire Kuriles-17.jpg Русский

VB-131 Navy acronyms list Back to PV-1 squadrons Surinam Tour: October 1943- March 1944 Squadron codes B1- B12, Zandery Field, Surinam. The airfield was originally built by Pan American 30 miles inland from Paramaribo, capital of Dutch Guiana. Dutch Guiana was at that time vital base for bauxite, the crude aluminum, and the main purpose of the Squadron was to protect the bauxite ships carrying the ore to Trinidad, besides covering any convoys, heading for South America and South Africa. The detachment of three planes operated from Atkinson Field, British Guiana, so the Squadron covered an area from ~300 miles north of Georgetown, down to the northern border of Brazil, the beginning of the 13th Fleet zone. *10/22/43 33194/131-B- (Lt. (jg) Byron C. Kern) crashed and sank off Georgetown, British Guiana between Essequibo and Demerara rivers. Mechanic Robert B. Sherman lost, the rest of the crew escaped. 11/9/43 33412/131-B-4 (Lt. (jg) John W. Powers) sent signal "landing river" (low gas, field was closed) No injuries. 11/10/43 33358/131-B-9 (Lt.(jg) Robert G. Winters) took off for search of B-4, and crashed with loss of all hands 11/28 new plane arrived to replace B-3 with civilian radar expert from the Philco company 12/2/43 33189/131-B-5 (Lt. Bradford G. Swonetz) crashed on take-off and completely destroyed. All hands escaped. 12/11 replacement for B-9 arrived 12/12 replacement for B-4 arrived 12/24 48737 arrived (replacement for B-5) Till mid- December Army B-25s with 75-mm cannon in the nose operated from the same Zandery Field, on 12/23 a detachment of PBY-5A's from VP-94 (4 planes) arrived to help out with searches and convoys. The Squadron set up a refueling base at Cayenne, French Guiana, for coverage near the "Chop-line" between the 13th Fleet and FAW 11. 1/5/44 48737/B5 (Lt. (jg) Byron C. Kern) crashed on take-off, Zandery Field, Surinam at the same spot as Lt. Swonetz. All hands lost. 33384 was delivered for replacement. The first plane in the squadron with new fuel system. 2/15/44 ... Lt Earle: one-wheel landing with full bomb load. Plane damaged, crew escaped without serious injury. 2/17/44 B10 (Lt Malcolm E. Nafe) Shortly after take-off for the test flight, caught fire, crashed and burned, killing all hands. New 48864 was delivered to the squadron Click on the photo and use arrows to navigate the gallery 3/14/44 - to NAS Norfolk, VA. All planes to Hedron for maintenance, crews home for 5 days. 3/28- to Whidbey Island, WA. Old planes were replaced, all were modified for flying in Aleutian area (Dog-1 radar, ADF, ZBX, Loran, new antennas, large anti-static loop in the bow for flying in ice crystal areas, rocket launchers). After all the modifications these planes were the most equipped Navy planes for operations in the area. 4/12/1944 33121 (Lt. Comdr. Justus U. Steele, VB-131 or HEDRON FAW-6? NAS Whidbey Island) KTOAD F- Crashed from 100 ft. after take- off, Ault field. Test flight. R. H. Blackwell, ACMM, Floyd W. Woody, AMM2/c 6/8/44 33357 (Lt Donald R. Newby, VB-131 NAS Whidbey Island) LAC B -crashed upon landing, undercarriage collapsed. Familiarization flight. Propellers, bomb bay doors and nacelles are damaged, crew OK. Brock, John R., Panetti, W. A., Grimes, W. B., Martin, W. E., Fry, P. A., Overton, G. D. 6/8/44 29769 (Lt (jg) Elmo L. Shupe, VB-131, NAS Whidbey Island) LAC B -Landing accident- ground looped. Familiarization flight. Fuselage strained, crew OK. Green, Joseph H., Scheibel, A. H., Cohoon, P. G.,Hustead, J. C., Street, W. E.​ Intensive training continued until 10/1/44. Aleutian Tour: October 1944- April 1945 10/4-10/17/44 arrived to Attu, 15 planes and 18 crews 10/19/44 relieved VPB-135, 3 planes to Hedron Squadron code/ BuNo 85- aircraft of LComdr Rolland Hastreiter, the commander. ("A Flying-fool's Machine") 86 87 88 89 49648 4/7/45 (J. E. Patton) while on landing approach to Casco field, was caught in turbulent wind, went into spin, and hit the water 1/4 mile off the runway. All hands lost, despite immediate search. 90 91 92 93 94 49641 11/4/44 (Lt Robert A Ellingboe, Milwaukee, WI) is missing from daylight attack. Observed to crash and burn in the sea after 5 enemy fighters attack. (Exploded on contact with water after being hit by the enemy fighters over Torishima Retto) Wife- Ruth A Ellingboe, 3602 N 10th St Milwaukee, WI Port engine FP041180 Starboard engine FP04119 95 96 49654, Lt John W Powers- 2/20/45 - port engine damaged by debris from his own rockets over Minami Zaki, attempted to land PK, escorted by 3 other PVs. Lt Dawson in one of the escorting planes was probing the weather and could not break the fog at 200 feet. Powers turned back, the crew bailed out over Lopatka while on autopilot, heading north. Other known BuNos: 33207 33375 48796 49509 (transfer from VPB-136 2/22/45) 49651 10/15/44 Four Venturas of VPB-131 departed Kodiak, bound for Adak via Otter Point. After refueling at Otter Point, all planes took off for Adak, but were forced to turn back due to the weather. 33375, Lt (jg) George R. Warnock, dragged the starboard wing in landing due to the high gusty cross-winds and rain which partially obscured the landing strip, resulting in damage which will necessitate the replacement of starboard wing and extensive minor repairs. There were no injuries to personnel. From 11/13/44: Under operational order from FAW4 Commander, Ventura planes are prohibited to carry bombs due to excessive weight and the close gasoline margin, making it impossible to proceed to alternate field if Attu and Shemya are closed in. PV's were limited to MG's and rockets. As of 11/30, four Ventura's of VPB-136, and seven of VPB-131 were equipped with eight rocket launchers each. None of VPB-136 crews had rocket training, and only six crews of VPB-131 had. All the planes had 8 rocket launchers installed, and the training began at the range in the island in Chichagof Harbor, Attu (dry runs). By 12/15 the construction of live rocket range on Agattu has been accomplished. The shipment of sub calibre rockets was expected by 1/1/45, and rocket missions were to be set up shortly after they arrive. From December- searches and offensive sweeps, along with VPB-136 From 1/5 to 1/24/45- intensive rocket practice at the western tip of Agattu with S.C.A.R. (Sub-Calibre Aviation Rockets), A.R. (Aviation Rockets): speed was too slow and too inconsistent, accurate firing from recommended 1000 yards is impossible. Range was decreased, aiming was done by the bow gun tracers. H.V.A.R., High Velocity Aviation Rockets- OK 2/16/45, rocket mission 2/22/45 49509 transferred from VPB-136 4/7/45 49648/89 (James E. Patton) while on landing approach to Casco field, was caught in turbulent wind, went into spin, and hit the water 1/4 mile off the runway. Operational search flight. All hands lost, despite immediate rescue effort. Lt. (Jg) Shelton, Kenneth A., Ens. Shellenberger, Dale V., Seifert, George R. AMM3c, Wanta, Joseph Hubert ARM3c, Knaws, Charles L. AOM1c. Logo VPB-131 VB-131 Boca Chica Florida Logo, VB-131.jpeg Logo VPB-131 1/48 88V ????? 89V 49648 4/7/45 (J. E. Patton) caught in turbulent wind while on landing approach to Casco field, went into spin, and hit the water 1/4 mile off the runway. All hands lost, despite immediate search. 96V 49654 Lt John W Powers- 2/20/45 - port engine damaged by debris from his own rockets over Minami Zaki, attempted to land PK, escorted by 3 other PVs. Lt Dawson in one of the escorting planes was probing the weather and could not break the fog at 200 feet. Powers turned back, the crew bailed out over Lopatka while on autopilot, heading north. 94V 49641 11/4/44 (Lt Robert A Ellingboe, Milwaukee, WI) is missing from daylight attack. Observed to explode and burn in the sea after 5 enemy fighters attack over Torishima Retto. 49509 2/22/45 Transferre d from VPB-136

USAAF missions First Heavy Bomber Attack on Japan- an article by Kevin Don Hutchison Interview with Joseph Hutchison "Lightnings" over North Pacific 11 September 1943 B-24D 42-41152 Blog Page 404th B.S. (H) Yearbook 10 Jul 1943 (Sat): The Eleventh Air Force launched the first land base bomber attack against the Japanese homeland. Eight B-25s raided military installations in the northern Kuriles dropping bombs on the southern part of Shimushu Island and the northern part of Paramushiru Island in a dead reckoning bomb run when clouds obscured the target and prevented a low-level altitude attack. No anti-aircraft fire or fighters were encountered. The B-25 crews staged from the Alexia airfield on Attu Island. Six B-24Ds originally scheduled to participate in the attack were diverted when word was received that Japanese ships were nearby. Five other B-25 crews on shipping alert were also dispatched. (Carter and Mueller, Combat Chronology, p. 156.) Six B-24 are led by Maj. Robert "Pappy" Speer of the 36 th B.S. in B-24 0090 "Mush". They attempted to bomb Kataoka Naval Base on Shimushu Island. A heavy cloud front existing from the sea's surface to 6,000' just north of the island chain prevents the attack. This was the first attempt to bomb Japan by heavy bombers in World War II. A five B-25 shipping sweep was also unsuccessful. (Kevin Don Hutchison, World War II in the North Pacific, p.107) Next American raid to the Kuriles July 19, 1943 was made by six B-24s and four PBYs. The PBYs were prevented from attack due to high overcast. The B-24s led by Maj. Robert Speer at 6:20 a.m. managed to drop bombs on Japanese ships stationed at Kataoka Naval base on Shimushu, and Kashiwabara airfield on Paramushiro. However, the bombs again missed their targets. At 6:30 the Japanese blared air raid alarm. 10 float fighters Nakajima A6M2-N attempted to intercept, but missed the enemy. During that raid, the crews of B-24 bombers also photographed the Japanese military installations and ships of the 5th Fleet, stationed in the Kuril Islands, which allowed to estimate the actual strength of the Japanese forces.15,000 pounds of bombs were dropped and 200 photographs for intelligence gained. Americans suffer no casualties or damage. The first heavy bomber attack on Japan was accomplished. 11 August 1943 the 11th Air Force undertook its first successful designated bombing mission against the Japanese homeland, vs. "reconnaissance in force" of 19 July. ​ Nine B-24s attacked Kataoka Naval base, shipping and Kashiwabara staging Area on Paramushiru. Two B-24s failed to return. 2nd Lt. James R. Pottenger's crew becomes the first Kurile theatre Russian internees after crash-landing on the Kamchatka peninsula. Japanese reported that the airfield living quarter was destroyed and 33 personnel were killed. ​ The Liberators from Attu dropped 72 500 lb. bombs and 25 incendiary clusters (132 lb. each), totaling 39,300 pounds, on Paramushiro and Shimushu targets, as indicated: Kataoka Naval base, Shimushu- 27x 500 lb. bombs and ten clusters Army Staging Area, Kashiwabara, Paramushiro- 45x 500 lb. bombs and 15 clusters Good hits observed on both targets. Intense, inaccurate AA fire was received mostly from ships in Paramushiro and Higashibanjo Straits. Estimated 40 enemy fighters, mostly land- based planes, Zekes, Rufes and Oscars took off after first bombs were dropped and pursued mission. Five enemy fighters were definitely shot down. Two B-24s, No. 0129, Capt. Hoffman, and No. 0309, SLT Pottenger and crews failed to return. Weather over target clear except Paramushiro and Shimushu covered with low hanging clouds. Targets opened up and bomb run began. One plane returned with one engine shot out. One missing plane was known to have one more shot out. Two planes returned with minor battle damage. Mission took off from Attu at 0655, and seven planes landed at Attu 1700. (War Diaries, Comnorpac, August 1943) ​ No Japanese air patrol was flown that morning due to the landing strip repair at Kitanodai. At 0710 anti-aircraft surveillance has discovered nine four-engine aircraft, initially reported as B-17s, east of Paramushiro Strait at 5000 to 6000 m altitude, and immediately notified the base. All Ki-43 fighters were taken to the air. Gradually lowering their altitude, the B-24s one by one released their bombs over the targets on both sides of Paramushiro Strait, Kataoka naval base on Shimushu and Kashiwabara Army staging area on Paramushiro. Despite the delayed take-off and difficulties in finding the enemy planes now flying at low altitude, Japanese fighters led by 54th Sentai CO Major Yasunari Shimada, succeeded in chasing the attackers. Three bombers were reported shot down, another two-as a probable. Ki-43 piloted by 1st Lt Isao Iwase of the 3rd Chutai was damaged in the battle. Iwase himself was hit in the chest and died during crash- landing. He was credited a victory over one B-24. Warrant Officer Yamada Sei’ichi and Sergeant Enokida Shoochi were credited with the cooperative kill of another B-24. Zero fighters of the 281st Kokutai stationed at Musashi airfield on the southern tip of Paramushiru, did not participate in this battle. However, stand-by pilots immediately took off to protect their base at Kurabu Zaki, and a flight was sent to the north of the island to assess the situation. By the time the Zeros arrived, enemy planes were gone. ​ US: claimed eight Japanese planes shot down, one more as probable and two as possible. ​ Japan: 54th Sentai claimed five B-24s shot down and two more as probables. One Ki-43 piloted by Lieutenant Isao Iwase of 54th Sentai was lost. 452nd Kokutai claimed damage to four B-24s for the price of three damaged A6M2-N. ​ 452nd Ku account: 0715: Ten A6M2-N float fighters of 452nd Kokutai led by Capt. Shunshi Araki took off from Lake Bettobi and encountered formation of four B-24s. The bombers were attacked and received significant damage. Nevertheless, none were shot down. Three A6M2-N fighters piloted by PO1C Misao Osa, PO1c Seizou Hoshi, and PO2C Teruyuki Tadanaka received damage from the bombers defensive fire. 0745: all planes returned to base. Eight Mitsubishi F1M aircraft also were scrambled into air but did not participate in the battle. ​ Account of Warrant Officer Yamada Sei’ichi, the 54th Sentai: Yamada, who had 5-years flight experience in Type 97 Army Fighter (Ki-27 “Nate”), took off the last, because his Ki-43 was undergoing repair of one of the machine guns, which remained unusable during the battle. After the takeoff, Yamada headed to the East, toward the Aleutians in which direction the Americans would return home after bombing. He sighted a small dot and recognized it was a B-24 flying alone. Yamada closed to 800 meters from the right-lower side of the bomber. His speed was around 300km and the altitude was 3,000 meters. He passed over the bomber and made a 2,000 meter U-turn, now flying his Ki-43 head-on toward the B-24. The bomber was approaching very quickly, and Yamada slowed down to about 240 km/h. He took aim at the wing root of the plane from a distance of about 300 meters. Yamada pulled the trigger and fired seven or eight bullets. He saw a tremendous gasoline leak from the wing root turning into a trailing stream of gas. Surprisingly, the B-24 machine guns remained silent, making it look like the Americans were afraid to catch their plane on fire. The Liberator turned left toward Kamchatka. It was gradually lowering the altitude, and Yamada followed the B-24 for another several minutes. All of a sudden, another Oscar (piloted by Sergeant Enokida Shoochi, 榎田軍曹) rapidly passed over Yamada's fighter, and opened fire on the B-24 from the side of the plane. The bomber continued gradual descend for another 3-4 minutes and then exploded in the air. Yamada saw four parachutes coming from the exploding B-24 down toward the water. ​ B-24D, 42-40129, pilot Harrell Hoffman and crew, was attacked by two Ki-43s and shot down. B-24D, 42-40309, pilot J. R. Pottenger, lost one engine during the bomb run, and dropped behind the formation. The supercharger of another engine was on fire. Up to eleven Japanese fighters attacked and pursued the crippled bomber for nearly one hour, until waist gunner Thomas Ring shot one of them down. Soon after, the second engine was lost. Pottenger crash-landed his bomber in a swamp near Petropavlovsk. During the landing, Donald Dimel, Richard Varney, Robert Wiles and Thomas Ring sustained injuries from a loose machine gun, torn from its waist mount. Dimel underwent urgent splenectomy in Petropavlovsk and recovered. Ring was placed in traction apparatus to align his broken pelvis, but died on 1 September of a blood clot . The crew was flown to Tashkent via Khabarovsk, Vladivostok, and Magadan on 5 September 1943. They were secretly released to the USA via Iran 18 February 1944. ​ 23 Jan 1945 (Tue) KIA: A B-24 crew from the 404th Bombardment Squadron flew a photo-reconnaissance mission along the coast of Onekotan and Kakumabetsu Islands while three other crews led by 1/Lt. Corbin Terry dropped 2,000 pounds of bombs on the cannery at Kakumabetsu, Paramushiru Island and took photographs. The flight encountered determined Japanese fighter opposition, predominately Zeros with some “Oscars” and “Tojos.” The B-24 gunners claimed three fighters shot down, one probably destroyed and one damaged. A Japanese pilot in a silver colored fighter downed the B-24D, 42-41152, flown by 2/Lt. Charles N. Talbot Jr. Crew members from the other B-24 observed Lieutenant Talbot’s right engine catch fire and flames coming out of the bomb bay and waist window as the stricken bomber left the formation in an apparent attempt to reach Cape Lopatka. It went into a spin and an explosion tore off the left wing and parts of the doomed bomber spun down into the waters separating Shimushu Island from the Kamchatka Peninsula. Three parachutes were observed with Japanese fighters circling them as they floated down into the icy waters of the straits below. The other bomber crews could not determined if the Japanese were strafing the helpless men. (Mission Report, 28th Bombardment Group, subj: Operational Summary for 23 January 1945, 24 Jan 1945.) B-24D 42-41152 flown by Lt. Charles N. Talbot (left arrow) falling out of formation and being attacked by a Japanese fighter (right arrow). Talbot was probably trying to make it to the USSR but an explosion tore off the bomber's left wing and it went down in the sea. Standing (L to R): Sgt Solomon Pollack, 2nd Lt Verdie E. Smith, 2nd Lt Herman A. Welch, 2nd Lt Kenneth E. Young, 2nd Lt Charles N. Talbot, Jr., Sgt Edward F. Smith. Kneeling (L to R): Sgt James E. Neal, Sgt Anthony P. Bedell, Sgt Jackson E. Brown, Sgt Thomas A. Moffitt & Sparks (the crew's dog), Sgt Rodney R. Schubring, Sgt Cloyd R. Kunkel. All the men in this photo were killed in action on 23 Jan 1945 except for Edward Smith and Thomas Moffit Also please refer to a blog page discussing the details of the 1/23/45 mission. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ 19 May 1945 Eight Mitchells were attacked by six Oscars during the raid to Minami Zaki on Shimushu. One Oscar claimed as damaged. B-25J 43-36152, 77 B.S., John Daugherty and crew was shot down by the AA fire. B-25 43-36140, 77 B.S., SLT Raymond B Lewis turned to base with bombs, but did not return. The last contact with him was made 30 min after leaving the target. (War Diaries) Right propeller of Lewis’ bomber was shot off by the fighters, and the B-25 crash-landed on Shimushu shore, ripping off its entire belly. The crew got out without major injury and was taken POW by the Japanese. Lt. Lewis, Lt. Burrows and radioman Corporal William Bradley were in transit aboard Japanese freighter, on the way from Shimushu to Hokkaido, when their ship was sunk by the U. S. submarine. Navigator-bombardier Lt. Milt Zack, engineer Corporal Robert Trant, and tail gunner Walter Bailey survived the war in POW camp. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ B-25J 43-3614, Lt. Harold Beever and crew, landed in Petropavlovsk after being badly hit by the fighters. The 54 Sentai record states the interception was undertaken by four Ki-43s. Four bombers (reported as being PV-2s) claimed shot down and two more damaged. 16-17 June 1945 B-24M 44-50345, 404 B.S., Lt. Richard S Brevik, scored direct hit on Japanese vessel (cargo ship Kongo Maru ?) north of Shimushu Island, but was damaged by resulting explosion, went out of control and crashed in the water. Tail gunner, Corporal William T. Cavanaugh survived the crash and managed to heave himself in the life raft. He then helped into the raft his seriously wounded pilot Lt. Brevik, who died overnight. On the third day Japanese destroyer picked up Cavanaugh and Brevik’s body and delivered them to Kataoka. Brevik was soon buried in the vicinity of the base, and Cavanaugh was taken POW, surviving the war. ​ ​ Русский Raymond Lewis and Crew Lt Lewis' Crew Milt Zack Lt's Lewis and Burrows B-25 crash by Minami Zaki B-25 crash by Minami Zaki Kashiwabara B-25 over Shimushu, approaching the Shimushu Strait. Kataoka Naval base is on the left from the left wing's tip, Kashiwabara staging area is across the strait Investigation Report McEowen Fuel Delivery at Attu Kashiwabara B-25 over Shimushu, approaching the Shimushu Strait. Kataoka Naval base is on the left from the left wing's tip, Kashiwabara staging area is across the strait 1/42