VPB-18

VPB-18 insignia

PBM-3 Mariner

VPB-18 was a Patrol Bombing Squadron of the U.S. Navy, flying the PBM-3D Mariner. The squadron was established as Patrol Squadron VP-18 on 15 January 1944 and redesignated as VPB-18 on 1 October 1944. It was disestablished on 23 November 1945. The squadron had a distinguished combat history in WWII's Pacific War.^[1]

Significant events

• 15 Jan–Apr 1944: VP-18 was established at NAS Norfolk, Va., as a medium (twin engine) seaplane squadron flying the PBM Mariner. The squadron came under the operational control of FAW-5. The squadron was originally scheduled to go to NAAB Harvey Point, N.C., for training, but those facilities were overcrowded. On 1 February, VP-18 was relocated to NAS Charleston, S.C., for shakedown flight training in the Mariner. On 9 April, the squadron was relocated, this time to NAS Key West, Florida, for training in ASW techniques.

• 12 May 1944: With the completion of the syllabus at NAS Key West, the squadron received orders to proceed to NAS Alameda, Calif., under FAW-8, to prepare for the transpac to Hawaii. To prepare for the cross-country flight, the aircraft were stripped of all armament, armor plate and other unnecessary gear. These items were packed for transhipment to NAS Kaneohe, Hawaii. The squadron aircraft flew in groups of three to Eagle Lake, near Fort Worth, Texas, then on to Alameda. VP-18 was ready to begin the long trans-Pacific flight on 30 May 1944, with the last aircraft arriving safely at NAS Kaneohe by 6 June 1944.

• 7 Jun 1944: VP-18 came under the operational control of FAW-2 while at NAS Kaneohe. Training for combat patrols continued through 13 July 1944, when preparations were made to begin island hopping to the South Pacific. The armor plate, machine guns and other gear needed for operations in the combat zone that had been removed at Charleston were reinstalled.

• 15 Jul–Sep 1944: VP-18 departed Kaneohe for Ebeye, Kwajalein Atoll, arriving on 17 July. Several high-altitude-bombing missions were run against Wotje, and the remainder of the time was spent on mail runs and Dumbo missions. On 1 August orders were received to proceed to Saipan. The squadron was based afloat in Tanapag Harbor, with two detachments aboard USS Yakutat (AVP-32) and USS Shelikof (AVP-52) under the operational control of FAW-18. On 9 September 1944, the detachment aboard Yakutat relocated to USS Coos Bay (AVP-25). The squadron’s experience indicated that these Humboldt-class tenders were too small to support modern seaplane squadron operations, with inadequate berthing, lack of spare parts and poor maintenance facilities. Both day and night patrols were conducted in the vicinity of Saipan to provide antisubmarine screening in addition to mail hops between Saipan and Ulithi, hunter-killer standby and Dumbo standby.

• 23 Sep 1944: VP-18 flew all of its aircraft back to Ebeye for engine changes that the small PATSU unit at Saipan was unable to handle. The squadron returned to Saipan in October, and assumed the duties of transferring mail and passengers between Saipan, Ulithi and Kossol Passage. Maintenance during this period proved troublesome. There were continual problems with the Wright Cyclone R-2600-22 engines due to limited maintenance facilities. When aircraft were damaged on reefs, salvage resources were inadequate in recovering aircraft, resulting in unnecessary losses. The situation improved when CASU-48 became the squadron’s maintenance organization in mid-October.

• 1 Nov 1944: The patrol emphasis was shifted to daytime, with three 600-mile sectors, and one night antishipping patrol. On 9 November 1944, the squadron moved aboard the newly completed NAB Tanapag, Saipan.

• 20 Nov 1944: Two aircraft and two aircrews departed for NAS Kaneohe as part of the new crew rotation plan. The squadron had originally been scheduled for relief in January 1945, but the war in Europe had forced the Navy to reconsider its squadron allocations. Two crews would be relieved each month by new crews from the States. Ground crews were not included in the rotations, and most wound up serving through the end of the war without being relieved.

USS St. George (AV-16)

• 30 Nov 1944: Following the arrival of the tender USS St. George (AV-16), VPB-18 moved aboard and experienced a distinct improvement in living quality for all hands. Maintenance was taken over by the PATSU unit aboard.

• 13 Dec 1944–4 Feb 1945: VPB-18 was relieved of duty at Saipan by VPB-13. On 19 December 1944, the squadron relocated to Kossol Passage to relieve VPB-21 in the conducting of searches and antishipping patrols under the operational control of FAW-1. The squadron was provided tender support by USS Chandeleur (AV-10) and USS Casco (AVP-12) and on 24 December the squadron moved back aboard St. George (AV-16). VPB-18 continued routine 600-mile searches northwest of Kossol Passage through 4 February 1945, when orders were received to relocate again.

• 5 Feb 1945: VPB-18 relocated to Ulithi, with St. George (AV-16) following. Routine patrols and searches were conducted at this location until the end of February, when orders were again received to relocate the squadron.

• 1 Mar 1945: VPB-18 relocated back to Saipan, with St. George following. Routine patrols and training flights were conducted through the end of March under the operational control of FAW-18.

• 28 Mar 1945: VPB-18 and the faithful St. George were relocated to the island of Kerama Retto, southeast of Naha, Okinawa. From this location, day and night antishipping search patrols were conducted north along Nansei Shoto to Kyushu under the operational control of FAW-1. On 1 April 1945, a detachment of two aircraft was sent to NAB Tanapag Harbor, Saipan, returning on the 30th.

• 6 Apr 1945: Two VPB-18 crews downed enemy fighters during the same patrol. Lieutenant Jorden B. Collins claimed a Nakajima B5N, Navy Type 97 Carrier Attack Bomber (Kate) over the East China Sea south of Kyushu. One hour later, Lieutenant Gerald Hooker and his crew spotted an Aichi D3A, Navy Type 99 Carrier Bomber (Val) over the East China Sea northeast of the Ryukyu Islands and shot it down.

• 16 Apr 1945: Two more VPB-18 crews scored on the same day, with Lieutenant Jorden B. Collins and Lieutenant Paul D. Fitzgerald sharing credit for a Aichi E13A, Navy Type O Reconnaissance Seaplane (Jake) shot down over the Korean Strait.

• 4 May 1945: Lieutenant Paul D. Fitzgerald and his crew claimed a Nakajima Ki-27, Army Type 97 Fighter (Nate) while on patrol over the East China Sea east of Naha, Okinawa. Lieutenant (jg) John D. Martin and his crew shot down a Kate in the same general area just eight minutes later.

• 6 May 1945: A kamikaze struck the crane on the seaplane deck of St. George while at anchor in Kerama Retto. The engine of the aircraft penetrated below decks into the VPB-18 area stateroom of Lieutenant Jorden Collins, killing him instantly and injuring his roommate, Lieutenant Peter Prudden.

• 15 May 1945: Three squadron aircraft, piloted by Lieutenant Marvin E. Hart, Lieutenant (jg) Irving E. Marr and Lieutenant Dixon, were attacked by several Japanese N1K Georges from the 343rd Ku over the Tsushima Straits at 1145 hours (local time). In the ensuing combat Hart’s crew accounted for three N1K Georges. Marr’s crew also claimed one N1K George. Having lost an engine during one of the attacks, Marr headed back toward base. The remaining enemy fighters concentrated their fire on Lieutenant Marr’s crippled aircraft. In the crash that followed all of the crew were killed. Hart was forced to ditch later on, but all except three of the crew were subsequently rescued.

In the interest of accuracy I will post my father’s account of VPB 18 on May 15, 1945. This is his letter posted in the local newspaper at the end of the war. I have shortened it on both ends.

The next morning at 0330 we were awakened for patrol. This was May 15, 1945, a day that I shall never forget. It was still dark out and a slow drizzling rain was falling. At 0500 we left the ship and took a boat out to the plane we were to fly that day. At 0615 we were ready for the take-off and by 0630 we were airborne and headed out to an outlying island to join up with the plane that was to fly wing with us for the day. The other plane was a little late to join up but by 0700 we were both underway on our mission. As soon as we were out of the area of American shipping we test fired all guns and made sure everything was ready for action. Our mission was to take us up along the west coast of Kyushu as far North as Korea then over to Korea and back to the ship. We held a steady course for the next few hours getting deep into Jap territory and I think most of the crew was more or less hoping to run into something. At about 1100 we got our wish. We spotted a small Jap ship in the sugar dog class and also a few sail boats, but we were only interested in the larger ship. The other ship made the first run. As they bore down, the bow gunner opened fire and strafed the ship. They dropped one hundred-pound bomb, but overshot the ship by about 10 feet. We came in for the second run. I was the bow gunner on our crew and as we came in on the target they opened fire on us so I concentrated all my fire power on the bow of the ship. By the time we had closed to 1,000 feet their guns were out of commission. By this time it was too late to fire at anything else as we were closing so fast. We also dropped a 100-pound bomb but our tail gunner reported that it had dropped about 10 feet short, but the concussion rocked the ship and seemed to do internal damage because it stopped and lay still in the water. Both the other crew and our own made another strafing run and the ship was left in a sinking condition. We had only flown for a few minutes more when we spotted our next target. It was another freighter of the foxtail charley class. Mr. Marr, who was in command of the other crew, wanted to make the first run on it, so Lieutenant Hart, who was PPC of our crew told him to go ahead and we would take pictures. He brought his plane in from the stern on his bombing run and to our surprise the Jap ship kept on a straight and steady course. Again the bow gunner strafed the decks as they came in. When they got on target, they dropped all their bombs and got a direct hit with a 500 pounder just aft of the superstructure. Smoke, flame and debris shot two or three hundred feet in the air. It looked like the ship would sink instantly, but it kept on steaming ahead at full speed. Since the crew had dropped all their bombs, it was up to us to join in and finish the job. We came around into position and started in. When we closed the gap to 3000 feet, steam began shooting out of the ship from all sides. Just as we got to 2000 feet it exploded violently from stem to stern. As we closed the remaining distance it sunk out of sight and as we passed over the spot there was nothing left but a muddy swirl and about 50 survivors clinging to debris floating around. As we pulled away from this scene, I spotted another ship about 20 miles away and over by the island of Kyushu. Since we still had all our bombs but one, we went after it. By the time we reached our attacking position we had gained about 1500 feet altitude. As we started in on the other freighter it began evasive action by twisting and turning in the water and giving us her broadside for a target. We broke off the run and started trying to catch up with her stern so as to have a better target. Finally we succeeded in making a run from about 30 degrees off her stern. As we closed in on her I looked for gun positions but saw none, so I opened fire on her cabin and superstructure and anything else that looked good as a target. We dropped our bombs and again our tail gunner made his reports. One 500 pounder dropped right down by the ship’s hull and brought it to a standstill. As we came around to try for another run I got another look at it. She lay dead in the water and listed badly and looked like she was sinking fast. At this moment, our deck gunner reported that we had a bad oil leak in our port engine. Then the engine began to pop and miss and it soon caught on fire. It was then discovered that it had been hit pretty bad and it looked like we would have to go on single engine operation. The fire soon went out, but the engine got worse and the pilot ordered all remaining bombs jettisoned and all remaining ammunition except 200 rounds for each turret thrown overboard. I had already fired all my ammo except a few rounds in the starboard gun, so I called the first ordinance man to bring some more and he brought enough to make me about 200 rounds. By this time the port engine was only putting out very little power, but we seemed to be holding our altitude pretty well. From the ships that we sunk we took a course toward our tender. We had only flown about 15 minutes when we were attacked by about ten Jap fighters. The other plane was between them and us so they all made their first attack on the other plane. Their first run was successful and hit the other PBM’s starboard engine, setting it on fire and also putting the plane out of control. At the same time the gunners on the other plane sent one Jap fighter down in flames, but the PBM followed it down and exploded when it hit the water. It is presumed that the entire crew was killed instantly. By this time we had got down to about 20 feet above the water for more protection against the fighters. The rest of the Japs all came after us and soon overhauled us. On the first attack five came in from the bow at once. They had 20mm’s in their wings so they could open fire before we could on them. After the first five made their run I looked out to the port side and saw one plane heading back for land with its engine on fire and leaving a long trail of smoke. But his final outcome I will never know. By this time others were attacking us in singles and pairs and it wasn’t long until they had hit our port engine again, and it burst into flames. Since we were so short on ammunition we could only fire real short bursts. We were getting a few of them, but they were also hitting us. After several minutes of this our engine was leaving a black trail of smoke several miles long and the fighters soon let up, thinking we were going to crash or explode in the air. We flew another ten or fifteen minutes like this with the fighters trailing at a distance, but when we kept flying, they soon overtook us and started in on us again. I saw one burst into flame but another shot out our port rudder. At this time, we knew we were going to crash. We were all out of ammo and could only point empty guns at the oncoming planes. In the next few minutes more earnest prayers were never spoken by any 13 men because we all figured it was the end. The two pilots did everything that they could to keep the plane up, but we gradually got closer to the water until finally we hit with a great crash but bounced into the air again. On the first crash our port engine sheared off from its mountings and dropped into the ocean and all the fire was snuffed out. We also lost our port wing float. Our second crash followed shortly. As we came down I put my hands over my face for protection, still not having much hope. Again on the second crash we hit just right and bounced into the air again. By this time the plane was nothing but a flying piece of junk. We hit the third time and again bounced into the air, but we were going so slow now that we came down in a hurry for the fourth and final time.

Just to shorten the story, I will tell you that no one was wounded or seriously injured however due to 30 foot waves and high winds three men never made it to the rafts. The remaining ten men spent twelve very hard hours in two four man rafts. They were located by two PBM’s from VPB 18 and rescued by the submarine USS Ray. The confusion about three planes may have come from the fact that Harts crew was on their first mission and therefore had three extra men including pilot Lieutenant Dixon as advisors and to check them out.

• 28 May 1945: Lieutenant John T. Moore and his crew claimed a Nate fighter when attacked by enemy fighters while on patrol over the East China Sea north of the Ryukus.

• 28 Jun 1945: Lieutenant (jg) Podlogar and four of his crew were killed when their aircraft lost an engine during a night patrol. The aircraft impacted the water before single engine procedures could be put into effect.

• 12 Jul 1945: VPB-18 was withdrawn to NAB Tanapag Harbor, Saipan, for ten days of crew rest and aircraft maintenance. During its operational tour at Kerama Retto, the squadron had shot down 10 enemy aircraft (confirmed by postwar examination of enemy records), and had sunk 44 ships during 422 combat missions. Six aircraft had been lost during this period, three from combat and three from accidents. Daily surveillance patrols were conducted on reduced tempo under operational control of FAW-18. On 17–19 August 1945, training was conducted on use of the sonobuoy with USS Gar (SS-206). Equipment that had been installed the week before was removed a few weeks later when it became apparent that it would no longer be needed with the hostilities unexpectedly coming to an end.

• 24 Aug 1945: VPB-18 was relieved of patrol responsibilities to commence shuttle service for mail, passengers and supplies to Tokyo. The aircraft were stripped of armor, guns and bomb racks in preparation for the first of 51 roundtrip flights to Japan that began on 1 September 1945 and continued through 3 October 1945.

• 24 Oct 1945: The squadron was transferred to Tinian for one week of crew rest.

• 3 Nov 1945: VPB-18 flew to Okinawa to begin weather flight service until orders were received to stand down for return to the States. Detachment orders were received on 14 November 1945, for return to NAS San Diego, Calif., via Kaneohe.

• 11 Dec 1945: VPB-18 was disestablished at Coronado Heights, NAS San Diego, Calif.^[1]

Home port assignments

The squadron was assigned to these home ports, effective on the dates shown:^[1]

• NAS Norfolk – Jan 1944
• NAS Charleston – 1 Feb 1944
• NAS Key West – 9 Apr 1944
• NAS Kaneohe – 7 Jun 1944
• NAS San Diego – Nov 1945

See also

• Maritime patrol aircraft
• Squadron (aviation)
• Naval aviation
• List of inactive United States Navy aircraft squadrons
• List of United States Navy aircraft squadrons
• History of the United States Navy

References

This article incorporates text from the public domain Dictionary of American Naval Aviation Squadrons.

1. Roberts, Michael D. (2000). Dictionary of American Naval Aviation Squadrons, Volume 2, Chapter 4, Section 2: Patrol Bombing Squadron Histories for VPB-17 to VPB-29 (PDF). Washington, D.C.: Naval Historical Center, Department of the Navy. pp. 421–424. Retrieved 2014-02-26.