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Created Jan 0001
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united states navy, maritime patrol, anti-submarine warfare, lockheed, lockheed p-3 orion, jato, vega, pv-2 harpoon, convair b-36

Lockheed P-2 Neptune

“The Lockheed P-2 Neptune (designated P2V by the United States Navy prior to September 1962) is a maritime patrol and anti-submarine warfare (ASW) aircraft. It...”

Contents
  • 1. Overview
  • 2. Etymology
  • 3. Cultural Impact

The Lockheed P-2 Neptune (designated P2V by the United States Navy prior to September 1962) is a maritime patrol and anti-submarine warfare (ASW) aircraft. It was developed for the US Navy by Lockheed to replace the Lockheed PV-1 Ventura and PV-2 Harpoon , and was replaced in turn by the Lockheed P-3 Orion . Designed as a land-based aircraft, the Neptune never made a carrier landing, but a small number were converted and deployed as carrier-launched (using JATO assist), stop-gap nuclear bombers that would have to land on shore or ditch. The type was successful in export, and saw service with several armed forces.

Design and development

The genesis of the Neptune can be traced back to the early days of World War II. Lockheed’s Vega subsidiary initiated design work on a new land-based patrol bomber as a private venture on December 6, 1941. The project, however, was initially relegated to low priority, especially given Vega’s concurrent development and production of the PV-2 Harpoon patrol bomber. It wasn’t until 1944 that the program gained significant momentum. The U.S. Navy recognized the potential of the design and issued a letter of intent for two XP2V prototypes on February 19, 1943, which was formalized with a contract on April 4, 1944. A further 15 aircraft were ordered just ten days later. A key design principle, possibly contributing to the Neptune’s longevity and widespread adoption, was its ease of manufacture and maintenance. The first aircraft took to the skies in May 1945, with production commencing in 1946 and acceptance into service in 1947. Its potential as a bomber was underscored by successful tests involving launches from aircraft carriers.

The P2V-5F model marked a significant advancement, making the Neptune one of the pioneering operational aircraft to integrate both piston and jet engines. This hybrid propulsion system was also seen on other contemporary aircraft like the Convair B-36 , several Boeing C-97 Stratofreighter variants, the Fairchild C-123 Provider , the North American AJ Savage , and the Avro Shackleton . To circumvent the complexity and weight of separate fuel systems, the Westinghouse J34 jet engines on the P2Vs utilized the same 115–145 Avgas fuel as the piston engines, rather than dedicated jet fuel. Intake doors on the jet pods remained closed when the engines weren’t in use, preventing windmilling and enabling extended piston-engine-only search and patrol missions. In standard U.S. Navy operations, the jet engines were typically engaged at full power (97%) for takeoff assurance and then shut down once a safe altitude was reached. During low-altitude ASW or anti-shipping operations (500 feet/150 meters during the day, 1,000 feet/300 meters at night), the jets could be restarted and run at flight idle as a safety redundancy should a radial engine encounter issues.

Access for the crew was typically achieved via a ladder extending from the nosewheel well to a hatch on the left side of the well, leading forward to the observer’s nose compartment. Alternatively, another hatch allowed access to the main deck. A further hatch in the aft fuselage floor, positioned near the sonobuoy chutes, also provided an entry point.

Operational history

Early Cold War

Before the advent of the P-3 Orion in the mid-1960s, the Neptune served as the primary land-based anti-submarine patrol aircraft for the U.S. Navy. It was envisioned as the “hunter” in a “Hunter-Killer” ASW strategy, with destroyers acting as the “killers.” Several features made the P-2 particularly adept in its hunter role:

  • Sonobuoys: These acoustic sensors could be deployed from a station in the aft fuselage and their signals monitored via radio.
  • Nose Armament/Observation: Some models were equipped with twin .50 caliber (12.7mm) machine guns in the nose, designed for “pointable” firing. However, most variants featured a forward observation bubble with an observer’s seat, a common sight in P-2 imagery.
  • Magnetic Anomaly Detector (MAD): The AN/ASQ-8 MAD, designed to detect submerged submarines by their magnetic disturbance, was housed in an extended tail boom. Its output was recorded on a paper chart. While unmarked charts were unclassified, those with annotations were considered secret.
  • Surface Search Radar: A belly-mounted AN/APS-20 radar provided surface search capabilities, enabling the detection of surfaced and snorkeling submarines at significant distances.

As the P-2 was progressively replaced by the P-3A Orion in active U.S. Navy fleet squadrons during the early to mid-1960s, it continued to serve with the Naval Air Reserve through the mid-1970s, primarily in its SP-2H configuration. With active fleet squadrons transitioning to the P-3B and P-3C models in the mid- to late-1960s and early 1970s, the Naval Air Reserve’s P-2s were eventually supplanted by P-3As and P-3Bs, marking the Neptune’s exit from active U.S. naval service. VP-23 was the last active duty patrol squadron to operate the SP-2H, retiring its final Neptune on February 20, 1970. The last Naval Reserve patrol squadron to fly the Neptune, VP-94 , retired its last SP-2H in 1978.

Nuclear bomber

In the aftermath of World War II, the U.S. Navy felt a pressing need to establish a nuclear strike capability to maintain its strategic influence. Carrier-based aircraft were seen as the most viable short-term solution. The considerable size of the Fat Man nuclear munitions at the time necessitated a large aircraft for transport. The U.S. Navy Bureau of Ordnance adapted 25 more compact, albeit older, Little Boy nuclear bombs for the P2V Neptune’s smaller bomb bay. By 1948, sufficient fissionable material was available to construct ten complete uranium projectiles and targets, though only six could be completed due to a shortage of initiators. The U.S. Navy ingeniously improvised a carrier-based nuclear strike platform by modifying the P2V Neptune for carrier takeoffs using jet-assisted takeoff (JATO) rocket boosters, with initial tests conducted in 1948. However, the Neptune lacked the capability for carrier landings. This meant that after a strike mission, crews were required to proceed to a friendly land base or ditch at sea near a U.S. Navy vessel. This emergency role was eventually superseded by the North American AJ Savage , which was transferred to the Pacific Fleet in October 1952. The Savage was the first nuclear strike aircraft fully capable of carrier launch and recovery, though its tenure in this role was brief as the U.S. Navy rapidly moved towards fully jet-powered nuclear strike aircraft.

Covert operations P2V-7U/RB-69A variants

In 1954, under the auspices of Project Cherry, the U.S. Central Intelligence Agency (CIA) acquired five newly manufactured P2V-7 aircraft. Lockheed’s renowned Skunk Works at Hangar B5 in Burbank, California undertook the conversion of these aircraft into P2V-7U/RB-69A variants, intended for the CIA’s clandestine fleet of ELINT/ferret aircraft. To compensate for operational losses of the P2V-7U/RB-69A, the CIA later procured and converted two existing U.S. Navy P2V-7s – one in September 1962 and another in December 1964 – to the P2V-7U/RB-69A Phase VI standard. They also acquired an older P2V-5 from the U.S. Navy for training purposes in 1963. Test flights for the initial aircraft were conducted at Edwards AFB between 1955 and 1956. These aircraft were painted in a dark sea blue livery but bore USAF markings. In 1957, one P2V-7U was dispatched to Eglin AFB for low-level performance and adverse condition testing.

The first two converted aircraft were deployed to Europe, based at Wiesbaden , West Germany . However, they were withdrawn in 1959 as the CIA scaled back its covert aviation assets in Europe. The remaining two P2V-7U/RB-69As were sent to Hsinchu Air Base , Taiwan. By December 1957, these aircraft were transferred to a “black op ” unit, the 34th Squadron, more commonly known as the Black Bat Squadron , of the Republic of China Air Force . These aircraft were painted in ROCAF markings. The ROCAF P2V-7U/RB-69A’s primary mission involved low-level penetration flights into mainland China for ELINT/ferret operations. These missions included mapping China’s air defense networks, inserting agents via airdrop, and conducting leaflet and supply drops. The agreement for plausible deniability between the U.S. and Republic of China (ROC) governments stipulated that ROCAF crews would operate the RB-69A during operational missions, while CIA crews would pilot the aircraft when ferrying it out of Taiwan or other operational areas back to U.S. control.

The P2V-7U/RB-69A operated with the ROCAF Black Bat Squadron over China from 1957 until November 1966. All five of the initial aircraft were lost, with all hands on board perishing. Two crashed in South Korea, and three were shot down over China. In January 1967, the two remaining RB-69As were flown back to NAS Alameda , California, and subsequently converted back to the standard U.S. Navy P2V-7/SP-2H ASW configuration. The majority of the 34th Squadron’s clandestine operations remain classified by the CIA. However, a CIA internal draft history, “Low-Level Technical Reconnaissance over Mainland China (1955–66),” referenced as CSHP-2.348 and written in 1972, details these missions. The CIA does not anticipate declassifying this document before 2022.

Vietnam War

During the Vietnam War , the Neptune played a multifaceted role for the U.S. Navy. It was employed as a gunship, an overland reconnaissance and sensor deployment aircraft, and continued its traditional role as a maritime patrol aircraft. The U.S. Army’s 1st Radio Research Company (Aviation), operating under the call sign “Crazy Cat” and based at Cam Ranh Air Base in South Vietnam, utilized the Neptune as an electronic “ferret” aircraft to intercept low-powered tactical voice and morse code radio transmissions. The U.S. Army operated the P-2 from 1967 until 1972, accumulating 42,500 flight hours without a single accident. Observation Squadron 67 (VO-67) , known by its call sign “Lindy,” holds the distinction of being the only P-2 Neptune squadron to receive the Presidential Unit Citation . This squadron conducted Igloo White missions, deploying seismic and acoustic sensors over the Ho Chi Minh trail . VO-67 tragically lost three OP-2E aircraft and 20 aircrew members to ground fire during its covert missions into Laos and Vietnam between 1967 and 1968. The ROCAF’s clandestine 34th Black Bat Squadron, flying its RB-69A/P2V-7U ELINT/SIGINT aircraft, conducted low-level electronic reconnaissance missions from Da Nang Air Base . One notable mission on August 20, 1963, involved flying over Thanh HĂła Province to investigate an air resupply drop zone, which unfortunately turned out to be a trap for a ROCAF C-123B airdrop mission ten days prior, following the capture and defection of the inserted agents. Another mission, on the night of March 16, 1964, involved an air defense radar mapping flight by a 34th Squadron RB-69A/P2V-7U into North Vietnam and Laos. The aircraft departed Da Nang, navigated the Gulf of Tonkin , and then coasted in near Haiphong , proceeding down the North Vietnam and Laos border. This mission was requested by SOG to assist in planning agent insertion or resupply operations. The reconnaissance yielded the detection of seven AAA sites, 14 early warning radar sites, and two GCI radar signals.

Royal Australian Air Force (RAAF) Neptunes also contributed to the Vietnam War effort. These aircraft provided escort for the fast transport HMAS Sydney during its voyages from Australia to South Vietnam on multiple occasions in 1965 and 1966. Australian Neptunes also performed occasional airborne early warning duties over Thailand, utilizing their AN/APS-120 radar. These sorties were typically conducted when the aircraft were transiting Thai airspace for other tasks. During these missions, the Neptunes provided crucial warnings to American aircraft operating over North Vietnam regarding surface-to-air missile launches.

Falklands War

The Argentine Navy had operated various Neptune variants since 1958, acquiring at least 16 aircraft, including eight former RAF examples for its Escuadrilla Aeronaval de ExploraciĂłn (Naval Exploration Squadron). These aircraft saw intensive use in 1978 during Operation Soberania against Chile, including operations over the Pacific Ocean.

During the Falklands War in 1982, the final two operational airframes, designated 2-P-112 and 2-P-111, were employed in reconnaissance missions over the South Atlantic. On May 4th, after detecting a group of British warships, these Neptunes played a crucial role in directing an attack by two Dassault Super Étendards , which ultimately led to the sinking of the British destroyer HMS Sheffield. The effectiveness of the Neptune was hampered by a lack of spare parts, a consequence of the U.S. arms embargo imposed in 1977 due to Argentina’s [Dirty War]. This scarcity forced the type’s retirement before the conclusion of the conflict. The task of searching for targets for strike aircraft was subsequently assumed by Lockheed C-130 Hercules operated by the Argentine Air Force .

Other military operators

The Royal Canadian Air Force’s Maritime Air Command began phasing out its aging Avro Lancaster maritime patrol aircraft in 1955, replacing them with P2V-7 Neptunes. These aircraft were assigned to anti-submarine, anti-shipping, and maritime reconnaissance roles, serving as a stopgap until the delivery of the Canadair CP-107 Argus commenced in 1960. Canadian Neptunes were initially delivered without the underwing Westinghouse J34 jet engine pods, which were retrofitted in 1959. Their armament capabilities included two torpedoes, mines, depth charges, and bombs carried internally, supplemented by unguided rockets mounted under the wings. A total of twenty-five Neptunes served with 404, 405, and 407 squadrons until 1960. Following the unification of the Canadian Forces in 1968, the Neptune was redesignated CP122 and was officially retired two years later.

Australia also acquired Neptunes to supplement, and later replace, the aging Avro Lincoln in reconnaissance and anti-submarine capacities. The RAAF operated Neptunes from 1951 until 1978, initially with No. 11 Squadron at Pearce, Western Australia, and subsequently with No. 10 Squadron at Richmond, New South Wales, from late 1953. RAAF Neptunes were equipped for ASW, surface ship detection, and general reconnaissance. Twelve P2V4/5 (later designated P-2E) aircraft entered service with No. 11 Squadron in 1951. While initially powered solely by two R3350 radial engines, all were later retrofitted with Westinghouse J-34 auxiliary jet engines. Persistent and severe spare parts shortages in the early 1950s necessitated placing six of the twelve aircraft into long-term storage from 1953. In August 1953, the rear and front turrets were removed and replaced with a MAD boom and a clear Perspex nose for improved observation. By the late 1960s, RAAF Neptune operations were curtailed, with the aircraft being replaced by the P-3B Orion.

With the establishment of NATO in 1949 and the consequent expansion of maritime commitments for Britain, the Royal Air Force Coastal Command operated 52 P2V-5s, designated Neptune MR.1, as a transitional modern maritime patrol aircraft until sufficient numbers of the Avro Shackleton could enter service. The Neptunes were utilized from 1952 until March 1957, serving not only for maritime patrol but also for experimental airborne early warning missions.

In Australia, the Netherlands, and the U.S. Navy, the Neptune’s operational roles were eventually assumed by the larger and more capable P-3 Orion. By the 1970s, its operational use was largely confined to patrol squadrons in the U.S. Naval Reserve and the Dutch Navy. The 320 Squadron of the Royal Dutch Navy retired its last seven Neptunes in March 1982, as they were being replaced by the Lockheed Orion. The U.S. Naval Reserve retired its final Neptunes in 1978, these aircraft also having been succeeded by the P-3 Orion. By the 1980s, the Neptune had largely fallen out of military service in most purchasing nations, superseded by newer aircraft designs.

The Netherlands received its initial Neptunes between 1953 and 1954, acquiring twelve P2V-5 aircraft. These remained in service until 1960, when they were transferred to Portugal. Initially, the P2V-5s were not directly replaced, with the maritime patrol aircraft requirement being met by carrier-borne Grumman S-2 Trackers . However, a new and urgent need for maritime patrol aircraft arose for operations over [Dutch New Guinea]. Consequently, fifteen new P2V-7s were procured, entering service from September 1961. While initially assigned to reconnaissance and patrol duties, the escalating Indonesian infiltration attempts against New Guinea led to the Neptunes undertaking bombing and strafing operations alongside their patrol missions. On May 17, 1962, a Netherlands Navy Neptune successfully shot down an Indonesian C-47 transport aircraft. A truce ultimately ended the conflict in September 1962, with Dutch New Guinea transitioning to UN control before becoming part of Indonesia. The P2V-7s were subsequently returned to Europe. Shortly after their return to the Netherlands, the aircraft were upgraded to SP-2H standard and remained in service until March 1982, at which point they were replaced by Lockheed Orions.

Civilian firefighting

Neptune Aviation Services and Minden Air Corp have employed P-2/P2Vs in aerial firefighting roles. These aircraft are capable of carrying 2,080 US gallons (7,900 liters) of retardant and possess a service life of 15,000 hours. Neptune Aviation Services has proposed replacing them with British Aerospace 146 aircraft, which boast an estimated service life of 80,000 hours and can carry over 3,000 US gallons (11,000 liters) of retardant.

“The Truculent Turtle”

The third production P2V-1 was selected for a record-setting mission. Ostensibly designed to test crew endurance and long-range navigation capabilities, the flight also served a publicity purpose: to showcase the prowess of the U.S. Navy’s latest patrol bomber and to surpass the existing long-distance record established by a Japanese Tachikawa Ki-77 . The aircraft was affectionately nicknamed “The Turtle,” a moniker painted on its nose alongside a cartoon of a turtle. However, in pre-flight press releases, the U.S. Navy referred to it as “The Truculent Turtle.”

Loaded with an extensive amount of fuel in auxiliary tanks fitted into virtually every available space, “The Turtle” embarked on a journey from Perth , Australia, to the United States. Accompanied by a crew of four and a nine-month-old kangaroo, a gift from Australia to the National Zoo in Washington, D.C. , the aircraft commenced its flight on September 9, 1946, utilizing RATO (rocket-assisted takeoff). After an astonishing 55 hours and 18 minutes (2+1⁄2 days), “The Turtle” touched down in Columbus, Ohio , having covered a distance of 11,236.6 miles (18,083.6 km). This flight set a new world record for the longest un-refueled aviation journey, surpassing the unofficial 10,212-mile (16,435 km) record held by the Japanese Tachikawa Ki-77. This piston-engined record remained unbroken until 1962 when a USAF Boeing B-52 Stratofortress surpassed it during a global circumnavigation. The piston-engined distance record persisted until 1986 when the Rutan Voyager broke it during its round-the-world flight. “The Turtle” is now preserved at the National Museum of Naval Aviation at NAS Pensacola .

Variants

Lockheed manufactured seven primary variants of the P2V Neptune. Additionally, Kawasaki produced a turboprop-powered variant in Japan, the P-2J.

  • XP2V-1: The initial prototype, with two aircraft built. These were powered by two 2,300 horsepower (1,700 kW) Wright R-3350-8 engines driving four-bladed propellers. Armament consisted of two .50 caliber machine guns in the nose, tail, and dorsal turrets, with an internal bomb bay capable of carrying 8,000 pounds (3,600 kg) of ordnance.
  • P2V-1: The first production model, featuring the R-3350-8A engine. It was provisioned for sixteen 5-inch (127 mm) HVAR or four 11+3⁄4-inch (300 mm) Tiny Tim rockets mounted underwing. Fourteen aircraft were built.
  • XP2V-2: The fifth production P2V-1 was modified as the prototype for the P2V-2, powered by R-3350-24W engines with water injection.
  • P2V-2: The second production model, equipped with two 2,800 horsepower (2,100 kW) R-3350-24W engines driving three-bladed propellers. The nose turret was replaced with an “attack” nose housing six fixed 20 mm cannon. The first eight aircraft retained the Bell tail turret with twin .50 caliber (12.7 mm) machine guns, while subsequent aircraft featured the Emerson tail turret with twin 20 mm cannon. Eighty aircraft were produced.
  • P2V-2N “Polar Bear”: Two P2V-2s were modified for polar exploration under Project Ski Jump. Armament was removed, and the aircraft were fitted with ski landing gear and provisions for JATO rockets. Early MAD gear was installed for magnetic survey purposes. These aircraft were instrumental in Operation Deep Freeze , the Antarctic exploration missions. These specially adapted P2Vs were equipped with 16-foot (4.9 m) long aluminum skis attached to the main landing gear units. When retracted, these skis tucked into fairings beneath the engines, allowing the aircraft to land on conventional runways.
  • P2V-2S: A single P2V-2 was converted as a prototype for an anti-submarine variant, incorporating an AN/APS-20 search radar and additional fuel capacity.
  • P2V-3: An improved patrol bomber variant featuring 3,200 horsepower (2,400 kW) R-3350-26W engines with distinctive jet stack exhaust outlets. Fifty-three aircraft were built.
  • P2V-3B: Conversions from other P2V-3 models, including the P2V-3C and P2V-3W, these aircraft were retrofitted with the ASB-1 Low Level Radar Bombing System. Sixteen were converted. They were redesignated P-2C in 1962.
  • P2V-3C: Designed as a stop-gap measure for carrier-based, one-way nuclear-armed bombing missions, these aircraft were not intended for return to a carrier. They were equipped with JATO rockets to assist takeoff from carriers and carried additional fuel. Nose guns and the dorsal turret were removed to save weight. Eleven P2V-3s and one P2V-2 were modified for this role.
  • P2V-3W: This variant served as an Airborne Early Warning (AEW) platform, equipped with the AN/APS-20 search radar. Thirty aircraft were built.
  • P2V-3Z: A VIP transport variant featuring an armored cabin in the rear fuselage equipped with seating for six passengers. The tail turret was retained. Two aircraft were converted from P2V-3 airframes.
  • P2V-4: An enhanced anti-submarine aircraft featuring the AN/APS-20 search radar and provisions for dropping sonobuoys, including a dedicated sonobuoy operator station. Underwing tip tanks were added, and a searchlight was integrated into the nose of the starboard tip tank. Gun turrets were present in the tail and dorsal positions. The first 25 aircraft were powered by 3,200 horsepower (2,400 kW) R-3350-26WA engines, while the remaining 27 were equipped with 3,250 horsepower (2,420 kW) Wright R-3350-30W turbo-compound engines . A total of 52 were built. Surviving aircraft were redesignated P-2D in 1962.
  • P2V-5: This variant featured an Emerson nose turret with two 20 mm cannon, replacing the solid nose of earlier versions, while retaining the dorsal and tail turrets. It incorporated new, larger, jettisonable tip tanks, with a traversable searchlight mounted in the nose of the starboard tip tank, slaved to the nose turret. The AN/APS-20 search radar was housed under the fuselage. Later aircraft were equipped with a glazed observation nose and MAD gear, replacing the nose and tail turrets, along with revised crew accommodations. Many earlier aircraft were refitted with these modifications. The dorsal turret was often removed. A total of 424 were built.
  • P2V-5F: A modification incorporating two 3,250 pounds-force (14.5 kN) J34 jet engines to augment takeoff power, alongside 3,500 horsepower (2,600 kW) R-3350-32W piston engines. Notably, the J34 engines and the R-3350s shared a common fuel system, burning AvGas, unlike other Neptune variants with jets which used dedicated jet fuel. While four underwing rocket pylons were removed, the maximum weapon load increased to 10,000 pounds (4,500 kg). Redesignated P-2E in 1962.
  • P2V-5FD: P2V-5F aircraft converted for drone launch operations. All weaponry was deleted. Redesignated DP-2E in 1962.
  • P2V-5FE: P2V-5F variant equipped with additional electronic systems. Redesignated EP-2E in 1962.
  • P2V-5FS: P2V-5F modified with Julie/Jezebel ASW equipment, including the AQA-3 long-range acoustic search system and Julie explosive echo sounding gear. Redesignated SP-2E in 1962.
  • P2V-5JF: P2V-5F variant modified for weather reconnaissance, specifically for penetrating tropical storms, hurricanes, and typhoons. These aircraft were operated by Weather Reconnaissance Squadron FOUR (VW-4) and Airborne Early Warning Squadron THREE (VW-3).
  • AP-2E: This designation was applied to P2V-5F aircraft equipped with specialized SIGINT/ELINT equipment used by the U.S. Army’s 1st Radio Research Company at Cam Ranh Bay Air Base. Carrying a crew of up to fifteen, the AP-2E was the heaviest P-2 variant, with a maximum takeoff weight of up to 80,000 pounds (36,000 kg). Five aircraft were converted (also designated RP-2E).
  • NP-2E: A single P-2E converted for use as a permanent test aircraft.
  • OP-2E: Modified for deployment of sensors as part of Operation Igloo White over Southeast Asia, operated by Observation Squadron 67 (VO-67). These aircraft featured terrain avoidance radar in the nose, chaff dispensers, and wing-mounted gun pods and waist guns. Twelve aircraft were converted.
  • P2V-6: A multi-role version featuring a lengthened weapons bay and provisions for aerial minelaying and photo-reconnaissance. It was equipped with a smaller AN/APS-70 radar instead of the AN/APS-20. Initially fitted with gun turrets similar to the P2V-5, it retained the capability for refitting with a glazed nose. A total of 67 were built for the U.S. Navy and France. Redesignated P-2F in 1962.
  • P2V-6B: An anti-shipping variant equipped to carry two AUM-N-2 Petrel anti-ship missiles . Sixteen aircraft were built. Later redesignated P2V-6M and then MP-2F in 1962.
  • P2V-6F: P2V-6 aircraft refitted with J34 jet engines. Redesignated P-2G in 1962.
  • P2V-6T: A crew trainer conversion with armament removed; wingtip tanks were often deleted. Redesignated TP-2F in 1962.
  • P2V-7: The final Neptune variant produced by Lockheed, powered by R-3350-32W and J-34 engines. It featured lower-drag wingtip tanks, AN/APS-20 search radar housed in a revised radome, and a bulged cockpit canopy. Early production aircraft were fitted with defensive gun turrets, but these were subsequently removed, similar to the P2V-5. A total of 287 were built, including 48 assembled by Kawasaki in Japan. Redesignated P-2H in 1962.
  • P2V-7B: Fifteen aircraft equipped with a non-glazed nose fitted with four fixed 20 mm cannon for the Royal Netherlands Naval Air Service. These were subsequently fitted with glazed noses and modified to SP-2H standard. Four additional SP-2H aircraft were received from France.
  • P2V-7LP: Four aircraft were constructed with wheel/ski landing gear and JATO gear for Antarctic operations. Redesignated LP-2J in 1962. (Note: This designation is unrelated to the Kawasaki P-2J).
  • P2V-7S: This variant incorporated additional ASW/ECM equipment, including Julie/Jezebel gear. Redesignated SP-2H in 1962.
  • P2V-7U: The U.S. Navy designation for the RB-69A variant.
  • AP-2H: A specialized night and all-weather ground attack variant equipped with FLIR and Low Light TV systems, a tail turret, fuselage-mounted grenade launchers, and downward-firing miniguns . Bombs and napalm could be carried on underwing pylons. Four aircraft were converted in 1968 for Heavy Attack Squadron 21 (VAH-21) for operations over South Vietnam.
  • DP-2H: A P-2H converted for drone launch and control operations.
  • EP-2H: A single P-2H modified with UHF telemetry equipment, replacing the ASW systems.
  • NP-2H: A testbed conversion of the P-2H.
  • RB-69A: Five newly built aircraft and two converted from P2V-7s were acquired for CIA covert operations. These were obtained with USAF assistance and operated by the ROCAF 34th Squadron. These served as aerial reconnaissance/ELINT platforms, with modular sensor packages tailored to specific mission requirements. Initially equipped with a Westinghouse APQ-56 Side Looking Airborne Radar (SLAR), APQ-24 search radar, Fairchild Mark IIIA cameras, APR-9/13 radar intercept receiver, QRC-15 DF system, APA-69A DF display, APA-74 pulse analyzer, Ampex tape recorder, System 3 receiver for intercepting enemy communications, APS-54 RWR, a noise jammer, and RADAN system doppler radar navigation, among other equipment. In May 1959, an upgrade program known as Phase VI was approved, adding the ATIR air-to-air radar jammer, replacing the APR-9/13 with the ALQ-28 ferret system, the QRC-15, three 14-channel recorders and one 7-channel high-speed recorder for ELINT systems, a K-band receiver, the ASN-7 navigation computer replacing RADAN, and the Fulton Skyhook system .
  • Neptune MR.1: The British designation for the P2V-5; 52 were delivered.
  • CP-122 Neptune: The RCAF designation for the P2V-7. The jet pods were not initially fitted to the 25 P2V-7 aircraft delivered to the RCAF but were subsequently retrofitted.
  • P-15: The Brazilian Air Force designation for the P-2E.
  • Kawasaki P-2J (P2V-Kai): A Japanese variant produced under license by Kawasaki for the JMSDF. This version featured IHI-built T64 turboprop engines and various other enhancements. Eighty-two aircraft were built.

Production numbers

AircraftNumber
P2V-114
P2V-280
P2V-353
P2V-3W30
P2V-452
P2V-5424
P2V-6/P-2F67
P2V-6B16
P2V-7/P-2H287
P2V-7B15
RB-69A5
Neptune MR.152
P-2J82

Operators

The Lockheed P-2 Neptune served with numerous air forces around the globe, a testament to its versatility and adaptability. Its operational history spans decades and continents, playing crucial roles in maritime patrol, anti-submarine warfare, reconnaissance, and even specialized covert missions.

Military operators

Civilian operators

  • Aero Union: This company utilized Neptunes for aerial firefighting operations.

Accidents and incidents

The operational history of the P-2 Neptune, like many aircraft of its era, includes a number of accidents and incidents. These occurrences, while regrettable, provide valuable insights into the aircraft’s performance envelope and the challenges faced by aircrews.

  • On November 27, 1950, a P2V-2 crashed near Kaena Point in Hawaii during a test run involving rockets. The starboard wing separated from the aircraft, resulting in the tragic loss of all five crew members upon impact.
  • A weather reconnaissance mission over international waters off Vladivostok on November 6, 1951, ended in disaster when a P2V of VP-6 was attacked and shot down by multiple MiG-15s . All ten crew members perished.
  • On January 5, 1952, a Lockheed P2V-2 Neptune (122443) operated by the United States Navy undershot the runway at RAF Burtonwood and collided with a USAF Douglas C-47 (42-100912). The accident claimed the lives of one crew member on the Neptune and six individuals on the C-47. Fifteen others sustained injuries, with eleven on the Neptune and four on the C-47.
  • A P2V of VP-22 was shot down off Swatow in the Formosa Straits by Chinese anti-aircraft fire on January 18, 1953. Eleven of the thirteen crew members were rescued by a US Coast Guard PBM-5 while under fire from shore batteries on Nan Ao Tao island. A subsequent attempt to take off in severe swell conditions led to the PBM crashing. Nineteen individuals were involved in the rescue effort, and ten survivors, including five from the P2V, were eventually rescued by the USS Halsey Powell. During the search operations, a PBM-5 from VP-40 also came under fire from a small-caliber machine gun, and the USS Gregory received fire from shore batteries.
  • On December 17, 1953, a P2V-5 Neptune (BUN 12388) of VP-3, carrying a nine-man crew, disappeared during a patrol flight from KeflavĂ­k Airport, Iceland. The aircraft took off for a routine patrol over the North Atlantic and radioed its last known position while circling back towards the base amidst a storm. The wreckage was sighted on the MĂœrdalsjökull glacier, with initial reports indicating at least three crew members were alive. A U.S. Air Force air rescue plane spotted the badly broken wreckage. A helicopter managed to recover one body, but the remains of the other eight crewmen remained entombed in the glacier until the spring of 1954. The crew was identified as LT Henry Cason, LT Ishmuel M. Blum, ENS Sven Shieff, AD2 Eddie L. Cater, AN Everett Humbert, AT3 Amos W. Jones, AL2 Robert B. Whale, AO3 Marvin L Baker, and ATAN William A. Ward. The glacier’s movement uncovered the wreck on October 14, 1982, 28 years after the crash.
  • A P2V-5 of VP-19 , operating from NAS Atsugi , ditched in the Sea of Japan on September 4, 1954, approximately 40 miles (64 km) off the coast of Siberia following an attack by two Soviet Air Forces MiG-15s. One crew member was killed, while the remaining nine were rescued by a USAF SA-16 Grumman Albatross amphibian.
  • On June 22, 1955, a P2V-5 of VP-9 , on a patrol mission from NAS Kodiak , Alaska, was attacked over the Bering Straits by two Soviet Air Forces MiG-15s. The P2V managed a crash landing on St. Lawrence Island after an engine caught fire. Of the eleven crew members, four sustained injuries from gunfire, and six were injured during the landing. The U.S. government initially demanded $724,947 in compensation, with the USSR eventually paying half that amount.
  • On September 26, 1955, a P2V-3W (131442), designated “Snowcloud Five,” was lost south of Jamaica while attempting to penetrate the eye of Hurricane Janet . The aircraft carried nine crew members and two journalists. Despite an extensive search and rescue operation spanning five days, involving 3,000 personnel, 60 aircraft, and seven ships, no trace of the aircraft or its occupants was ever found. This remains the only recorded loss of a reconnaissance aircraft during a hurricane penetration mission in the Atlantic. The precise cause of the crash remains unknown, though theories suggest potential factors such as an incorrect altimeter reading due to the hurricane’s extremely low barometric pressure or an increased workload resulting from a crew member’s unfamiliarity with the aircraft’s systems, potentially exacerbated by the presence of a reporter.
  • A P2V-5 of No. 36 Squadron RAF (WX545) crashed into the side of Beinn na Lice on the Mull of Kintyre , southwest Scotland, on October 10, 1956, resulting in the deaths of all nine crew members. WX545 was returning from an anti-submarine exercise off Derry , Northern Ireland, to its base at RAF Topcliffe in North Yorkshire , England. The aircraft’s descent into Beinn na Lice was obscured by fog. A member of No. 36 Squadron later alleged that aircraft participating in the exercise had been ordered not to use radar in inshore waters.
  • On April 12, 1957, a P2V-5F of VP-26 crashed during takeoff while practicing short takeoff procedures at NAS Brunswick , Maine. The likely cause was identified as a runaway elevator control (varicam), which induced a hammerhead stall at an extremely low altitude. The aircraft executed an overhead loop, reversing its direction, but subsequently crashed into woods adjacent to the runway’s departure end, near the base golf course. There were no survivors.
  • On July 21, 1957, a U.S. Navy Neptune, searching for a sister P2V Neptune that had disappeared two days earlier (July 19) with 11 individuals on board during a flight from Casablanca to Treviso, crashed near Mount Pra, Italy, close to the French border. The initial Neptune had vanished during its flight from Casablanca to Treviso. Nine airmen perished in the crash near Mount Pra.
  • On February 1, 1958, USAF C-118A 53-3277 collided in mid-air with a U.S. Navy Lockheed P2V Neptune (127723) over Norwalk, California . The collision resulted in the deaths of 47 out of the 49 individuals on board both aircraft, along with one person on the ground.
  • RAAF A89-308 crashed on February 4, 1959, at RAAF Richmond , NSW, Australia. All eight crew members were lost. The port engine began to disintegrate, leading to a fuel leak in the wheel well. The subsequent fire severed the magnesium wing spar, causing the aircraft to fall from the sky before the crew could bail out.
  • On March 25, 1960, a ROCAF RB-69A/P2V-7U (7101/140442/54-4040) crashed into a hill near Kunsan Air Base , South Korea, during a low-level ferry flight from Hsinchu, Taiwan to a staging area in Kunsan. All 14 aircrew members on board were killed.
  • On November 6, 1961, a ROCAF RB-69A/P2V-7U (7099/140440/54-4039), engaged in a low-level penetration flight over mainland China, was shot down by ground fire over the Liaodong peninsula . All 14 aircrew members were killed in action.
  • On November 9, 1961, a P2V-7LP of VX-6 crashed during takeoff from Wilkes Station , Antarctica . The aircraft had refueled en route to McMurdo Station . Four aircrew and one passenger were killed, while four aircrew members survived.
  • On January 8, 1962, a ROCAF RB-69A/P2V-7U (7097/140438/54-4038) crashed into the Korea Bay while conducting ELINT and leaflet dropping missions. All 14 aircrew members were killed in action.
  • On January 12, 1962, a P2V-5 (designation LA-9) of VP-5 deviated from its patrol route over the Denmark Strait and crashed on the Kronborg Glacier in eastern Greenland. All 12 crew members were lost. The wreckage was discovered by a party of British geologists in 1966.
  • On June 19, 1963, a ROCAF RB-69A/P2V-7U (7105/141233/54-4041) was conducting an ELINT mission over mainland China when it was shot down by PLAAF MiG-17PFs over Linchuan, Jiangxi . The aircraft had been repeatedly intercepted by multiple MiG-17PFs and Tu-4Ps . All 14 aircrew members were killed in action.
  • On June 11, 1964, an RB-69A/P2V-7U (7047/135612/54-4037) was on an ELINT mission over mainland China when it was shot down by a PLAN-AF MiG-15 over the Shandong peninsula after being intercepted by MiG-15s and Il-28s . All 13 aircrew members were killed in action.
  • On January 22, 1965, an RCAF P2V-7 #24115 crashed short of the runway at CFB Summerside , Prince Edward Island. The incident occurred when the aircraft ran out of battery power needed to operate the fuel pumps for the J-34 jet engines. The aircraft had already lost one reciprocating engine, and the generator on the remaining engine had failed. Compounding the issue, Canadian Neptunes lacked auxiliary generators, leading to a complete loss of thrust and the subsequent crash.
  • On January 22, 1965, shortly before midnight, an MLD SP-2H (212) was taken from Vliegkamp Valkenburg by two young aircraft mechanics who lacked any prior flying experience. They managed to get the aircraft airborne, but it stalled shortly after takeoff, crashing into the North Sea a few hundred meters offshore of the fishing town of Katwijk . The investigation report concluded that the incident was the result of a drunken prank.
  • On December 3, 1967, a Lockheed P-2E aircraft departed Naval Air Station Brunswick for a routine patrol flight. The aircraft encountered mechanical problems and received clearance to land at Otis Air Force Base . As it approached the runway, the aircraft crashed approximately half a mile short. All twelve individuals on board survived, though four sustained minor injuries.
  • On February 4, 1970, at 4:39 a.m., a French Navy Lockheed P2V7 Neptune (No. 147571) of Flotilla 25F crashed after takeoff, resulting in the deaths of all 12 crew members.
  • On January 15, 1971, a French Navy Lockheed P2V7 Neptune (No. 147564) of Flottilla 25F crashed at the beginning of runway 26 at the Lann-BihouĂ© naval aeronautics base. The accident occurred during the final phase of a landing in foggy weather, killing 6 of the 10 crew members.
  • On September 15, 1976, an Argentine Navy Lockheed Neptune aircraft, conducting a reconnaissance mission from Rio Gallegos to survey sea ice conditions in the Drake Passage at the start of the summer navigation season, crashed in poor weather conditions on Livingston Island , Antarctica. All 10 aircrew and a civilian television cameraman were lost.
  • On September 5, 2008, a Neptune Aviation Services Lockheed Neptune, registered N4235T, crashed shortly after takeoff from Reno/Stead Airport , Reno, Nevada. The left engine and subsequently the left wing were observed to catch fire before the aircraft impacted the ground. All three crew members on board were killed.
  • On June 3, 2012, while engaged in firefighting operations in Utah, a Neptune Aviation Services Lockheed Neptune, registered N14447, crashed. Two crew members were killed in the incident.

Surviving aircraft

A number of Lockheed P-2 Neptunes have been meticulously restored and are now preserved as museum exhibits or are maintained in airworthy condition, serving as a tangible link to aviation history.

Argentina

  • On display: SP-2H 2-P-112, the Neptune that tracked HMS Sheffield, is exhibited at the Museo Aeronaval (MUAN) of the Argentine Naval Aviation .

Australia

  • Airworthy:
    • SP-2H 149073 (formerly A89-273 of No. 10 Squadron RAAF ), now civil registered VH-IOY, is maintained by the Historical Aircraft Restoration Society at Illawarra Regional Airport , New South Wales.
    • SP-2H 147566, previously operated by French Aeronavale and assigned to Escadrille 12, last based in Tahiti, is also airworthy and maintained by the Historical Aircraft Restoration Society at Illawarra Regional Airport , New South Wales. It currently displays French Aeronavale colors and is civil registered VH-LRR.
  • On Display:
  • In Storage:
  • Under Restoration:
    • SP-2E 133640 (formerly A89-302 of No. 11 Squadron RAAF ) is undergoing static restoration at the Historic Aircraft Restoration Society facility at Parkes Airport , New South Wales. This is the oldest Neptune in Australia, gifted by the RAAF Museum in 2018.
    • SP-2H 149072 (formerly A89-272 of No. 10 Squadron RAAF ) was donated by the RAAF to HARS in February 2016 for restoration and display at their Parkes satellite facility.

Canada

Chile

  • Under restoration: SP-2H 147967, registered as CC-CHU (Firestar), is undergoing restoration at ConcepciĂłn/Carriel Sur airport. It is intended for display at Chile’s Museo Nacional AeronĂĄutico y del Espacio .

France

Netherlands

  • On display:
    • SP-2H 201 is displayed outdoors at the Nationaal Militair Museum, Soesterberg .
    • SP-2H 210 is displayed outdoors at Aviodrome Lelystad AirPort. This aircraft was initially donated to KLM engineering & maintenance for training purposes and was painted in KLM colors before being moved to Aviodrome.
    • SP-2H 216 serves as a gate guardian at the former naval airbase Valkenburg. Following the base’s closure, it was relocated to naval airbase De Kooy near Den Helder.

Portugal

  • On display: An ex-Portuguese Air Force P2V is exhibited at the Museu do Ar in Sintra .

United Kingdom

  • On display: P-2H 204, formerly of the Royal Netherlands Navy and the last airworthy airframe of its type, was donated to the UK in 1982 after the arrival of the first P-3c in the Royal Netherlands Navy. It is displayed at the Royal Air Force Museum Cosford .

United States

Specifications (P-2H / P2V-7)

The specifications for the P-2H, representing the P2V-7 variant, highlight its substantial size and robust performance for its era.

General characteristics

  • Crew: 7-9 personnel
  • Length: 91 ft 8 in (27.94 m)
  • Wingspan: 103 ft 10 in (31.65 m)
  • Height: 29 ft 4 in (8.94 m)
  • Wing area: 1,000 sq ft (93 mÂČ)
  • Airfoil: Root: NACA 2419 mod ; Tip: NACA 4410.5
  • Empty weight: 49,935 lb (22,650 kg)
  • Max takeoff weight: 79,895 lb (36,240 kg)
  • Powerplant (piston): 2 × Wright R-3350-32W Duplex-Cyclone 18-cylinder air-cooled radial piston engines, each producing 3,700 hp (2,800 kW), featuring turbo-compounding and water injection.
  • Powerplant (jet): 2 × Westinghouse J34-WE-34 turbojet engines, each providing 3,400 lbf (15 kN) of thrust, mounted on pylons.
  • Propellers: 4-bladed, constant-speed propellers.

Performance

  • Maximum speed: 363 mph (584 km/h, 315 kn)
  • Cruise speed: 207 mph (333 km/h, 180 kn)
  • Range: 2,157 mi (3,471 km, 1,874 nmi)
  • Service ceiling: 22,400 ft (6,800 m)

Armament

  • Rockets: 2.75-inch (70 mm) FFARs in removable wing-mounted pods.
  • Bombs: Capable of carrying up to 8,000 lb (3,629 kg) of ordnance, including free-fall bombs, depth charges , and torpedoes .

See also

Aircraft of comparable role, configuration, and era