Sep 20, 2011. Updates to information in this document reflect our commitment to continuing product development and improvement. Used to input data when programming. Keys 8 and 9 are also used to program alarm delays (see Setting the alarm delay on p. Operating controls and. And even in the deep-freeze area. 3.5 kg / 12.8 in x 10.1 in x 3.1 in, 7.7 lbs. Front Keys 8 front keys.

P-2 (P2V) Neptune SP-2H of over the Atlantic. Role Maritime Patrol and Anti-Submarine Warfare National origin United States Manufacturer First flight 17 May 1945 Introduction March 1947 Retired 1984 From military use Primary users Variants The Lockheed P-2 Neptune (designated P2V by the prior to September 1962) was a and (ASW) aircraft.

It was developed for the US Navy by to replace the, and was replaced in turn by the. Designed as a land-based aircraft, the Neptune never made a carrier landing, although a small number of aircraft were converted and deployed as carrier-launched, stop-gap nuclear bombers which would have to ditch or recover at land bases. The type was successful in export and saw service with several armed forces. P2V-2 of over, 1953 Development of a new land-based patrol bomber began early in World War II, with design work starting at Lockheed's subsidiary as a private venture on 6 December 1941. At first, the new design was considered a low priority compared to other aircraft in development at the time, with Vega also developing and producing the patrol bomber. On 19 February 1943, the U.S. Navy signed a for two prototpe XP2Vs, which was confirmed by a formal contract on 4 April 1944 with a further 15 aircraft being ordered 10 days later.

It was not until 1944 that the program went into full swing. A major factor in the design was ease of manufacture and maintenance, and this may have been a major factor in the type's long life and worldwide success. The first aircraft flew in May 1945. Production began in 1946, and the aircraft was accepted into service in 1947. Potential use as a bomber led to successful launches from aircraft carriers. Beginning with the P2V-5F model, the Neptune became one of the first aircraft in operational service to be fitted with both piston and jet engines. The, several,, and aircraft were also so equipped.

To save the weight and complexity of two separate fuel systems, the jet engines on the P2Vs burned the same 115–145 Avgas fuel as the piston engines instead of jet fuel. The jet pods were fitted with intake doors that were kept closed when the J-34s were not running; this prevented windmilling, allowing for economical piston-engine-only long-endurance search and patrol operations. In normal U.S. Navy operations, the jet engines were run at full power (97%) to expedite and assure all takeoffs, then shut down when the aircraft reached a safe altitude. The jets were also started and kept running at flight idle during low-altitude (500-foot (150 m) during the day and 1,000-foot (300 m) at night) anti-submarine and/or anti-shipping operations as a safety measure in case one of the radials developed problems. Normal crew access was via a ladder on the aft bulkhead of the nosewheel well to a hatch on the left side of the wheel well, then forward to the observer nose or up through another hatch to the main deck.

There was also a hatch in the floor of the aft fuselage, near the sonobuoy chutes. Operational history [ ] Early Cold War [ ]. Emerson nose turret from the Neptune at the, Florida, 2007 Prior to the introduction of the P-3 Orion in the mid-1960s, the Neptune was the primary U.S. Land-based anti-submarine patrol aircraft, intended to be operated as the hunter of a 'Hunter-Killer' group, with employed as killers.

Several features aided the P-2 in its hunter role: • could be launched from a station in the aft portion of the fuselage and monitored by radio • Some models were equipped with 'pointable' twin.50 caliber machine guns in the nose, but most had a forward observation bubble with an observer seat, a feature often seen in images. • The AN/ASQ-8 was fitted in an extended tail, producing a paper chart. Unmarked charts were not classified, but those with annotations were classified as secret. • A belly-mounted AN/APS-20 surface-search radar enabled detection of surfaced and snorkeling submarines at considerable distances. As the P-2 was replaced in the US Navy by the P-3A Orion in active Fleet squadrons in the early and mid-1960s, the P-2 continued to remain operational in the through the mid-1970s, primarily in its SP-2H version. As active Fleet squadrons transitioned to the P-3B and P-3C in the mid- and late-1960s and early 1970s, the Naval Air Reserve P-2s were eventually replaced by P-3As and P-3Bs and the P-2 exited active U.S. Naval service.

Was the last active duty patrol squadron to operate the SP-2H, retiring its last Neptune on 20 February 1970, while the last Naval Reserve patrol squadron to operate the Neptune,, retired its last SP-2H in 1978. Nuclear bomber [ ]. A P2V takes off from in 1951 At the end of World War II, the US Navy felt the need to acquire a nuclear strike capability to maintain its political influence. In the short term, carrier-based aircraft were the best solution. Nuclear munitions at that time were bulky and required a large aircraft to carry them. The US Navy Bureau of Ordnance built 25 outdated but more compact nuclear bomb designs to be used in the bomb bay of the P2V Neptune.The U.S.

Navy improvised a carrier-based nuclear strike aircraft by modifying the P2V Neptune for carrier takeoff using jet assisted takeoff () rocket boosters, with initial takeoff tests in 1948. However, the Neptune could not land on a carrier, therefore the crew had to either make their way to a friendly land base after a strike, or ditch in the sea near a U.S. It was replaced in this emergency role by the, the first nuclear strike aircraft that was fully capable of carrier launch and recovery operations; it was also short-lived in that role as the US Navy was adopting fully jet powered nuclear strike aircraft. Covert operations P2V-7U/RB-69A variants [ ]. Side view of RB-69A (S/N 54-4037), the first converted P2V-7U (BuNo 135612) In 1954 under, the US (CIA) obtained five newly built P2V-7 and converted these into P2V-7U/RB-69A variants by Lockheed's at Hangar B5 in, for the CIA's own private fleet of covert aircraft.

Later, to make up for P2V-7U/RB-69A operational losses, the CIA obtained and converted two existing US Navy P2V-7s, one in September 1962, and one in December 1964 to P2V-7U/RB-69A Phase VI standard, and also acquired an older P2V-5 from the US Navy as a training aircraft in 1963. Test flights were made by lead aircraft at from 1955 to 1956, all the aircraft painted with dark sea blue color but with markings. In 1957 one P2V-7U was sent to for testing aircraft performance at low level and under adverse conditions. The initial two aircraft were sent to Europe, based at,, but were later withdrawn in 1959 when the CIA reduced its covert aircraft assets in Europe. The CIA sent the other two P2V-7U/RB-69As to, Taiwan, where by December 1957, they were given to a ' unit, the 34th Squadron, better known as the, of the ( ROCAF/Taiwan); these were painted in ROCAF/Taiwan markings. The ROCAF/Taiwan P2V-7U/RB-69A's mission was to conduct low-level penetration flights into to conduct ELINT/ferret missions including mapping out China's air defense networks, inserting agents via airdrop, and dropping leaflets and supplies.

The agreement for between US and (ROC) governments meant the RB-69A would be manned by ROCAF/Taiwan crew while conducting operational missions, but would be manned by CIA crew when ferrying RB-69A out of Taiwan or other operational area to US. [ ] The P2V-7U/RB-69A flew with ROCAF/Taiwan Black Bat Squadron over China from 1957 to November 1966. All five original aircraft (two crashed in South Korea, three shot down over China) were lost with all hands on board. In January 1967, two remaining RB-69As flew back to, California, and were converted back to regular US Navy P2H/P2V-7 ASW aircraft configurations. Most of the 34th Squadron's Black Op missions still remain classified by the CIA, although a CIA internal draft history, Low-Level Technical Reconnaissance over Mainland China (1955–66), reference CSHP-2.348, written in 1972 that covers CIA/ROCAF/Taiwan 34th Squadron's Black Op missions is known to be in existence but will not be declassified by the CIA until after 2022. Vietnam War [ ]. OP-2E Neptune BuNo 131478, formerly of VO-67, in storage at, c.

The camouflage is green for low level operations over Vietnam. During the, the Neptune was used by the US Navy as a gunship, an overland reconnaissance and sensor deployment aircraft, and in its traditional role as a maritime patrol aircraft.

The Neptune was also utilized by the US Army's 1st Radio Research Company (Aviation), call sign 'Crazy Cat', based at in South Vietnam, as an electronic 'ferret' aircraft intercepting low-powered tactical voice and radio signals. The US Army operated the P-2 from 1967 until 1972, flying 42,500 hours with no accidents., call sign 'Lindy', was the only P-2 Neptune aircraft squadron to ever receive the, [ ] flying missions sowing seismic and acoustic sensors over the. VO-67 lost three OP-2E aircraft and 20 aircrew to ground fire during its secret missions into Laos and Vietnam in 1967–68. The (ROCAF) secret RB-69A/P2V-7U aircraft flew a low level electronic reconnaissance from, flying over on 20 August 1963 to investigate an air resupply drop zone that turned out to be a set trap for a ROCAF C-123B airdrop mission 10 days earlier due to the air-inserted agents having been captured and turned. Next year, an air defense radar mapping mission was also flown by 34th Squadron's RB-69A/P2V-7U aircraft into and Laos on the night of 16 March 1964.

The RB-69A took off from Da Nang, flew up the before coasting in near, then flew down North Vietnam and the Laos border. The mission was requested by for helping plan the insert or resupply of agents. Seven sites, 14 sites and two radar signals were detected. Falklands War [ ]. Neptune Aviation Services' P-2V Neptune drops on the 2007 WSA Complex fire in Oregon. In Japan, the Neptune was license-built from 1966 by as the, with the piston engines replaced by -built turboprops.

Kawasaki continued their manufacture much later than Lockheed did; the P-2J remained in service until 1984. Civilian firefighting [ ] P-2/P2Vs have been employed in roles by operators such as Minden Air Corp and Neptune Aviation Services. The fire fighters can carry 2,080 gal (7,874 l) of retardant and have a service life of 15,000 hours. Neptune proposes to replace them with aircraft which are estimated to have a service life of 80,000 hours and carry upwards of 3,000 gallons of retardant. 'The Truculent Turtle' [ ] The third production P2V-1 was chosen for a record-setting mission, ostensibly to test crew endurance and long-range navigation but also for publicity purposes: to display the capabilities of the US Navy's latest patrol bomber.

Its nickname was 'The Turtle', which was painted on the aircraft's nose (along with a cartoon of a turtle smoking a pipe pedaling a device attached to a propeller). However, in press releases immediately before the flight, the US Navy referred to it as 'The Truculent Turtle'. P2V-1 'The Turtle' in 1946 Loaded with fuel in extra tanks fitted in practically every spare space in the aircraft, 'The Turtle' set out from, Australia to the United States.

With a crew of four (and a nine-month-old gray, a gift from Australia for the ) the aircraft set off on 9 September 1946, with a (rocket-assisted takeoff). 2 1/2 days (55h, 18m) later, 'The Turtle' touched down in, 11,236.6 mi (18,083.6 km) from its starting point. It was the longest un-refueled flight made to that point – 4,000 mi (6,400 km) longer than the US Air Force's record.

This would stand as the absolute unrefueled distance record until 1962 (beaten by a USAF ), and would remain as a piston-engined record until 1986 when 's would break it in the process of circumnavigating the globe. 'The Turtle' is preserved at the. Variants [ ]. US Army AP-2E also designated RP-2E used in SIGINT/ELINT operations in Vietnam. The Burbank Boomerang is on display at the US Army Aviation Museum at Ft. Rucker Alabama. Lockheed produced seven main variants of the P2V.

In addition, Kawasaki built the turboprop-powered P-2J in Japan. XP2V-1 Prototype, two built. Powered by two 2,300 horsepower (1,700 kW) engines with four-bladed propellers, with armament of two.50 in machine guns in nose, tail and dorsal turrets, and 8,000 pounds (3,600 kg) of stores in an internal bomb bay. P2V-1 First production model with R-3350-8A engine.

Provision for 16 5 inches (130 mm) or 4 11 3⁄ 4 inches (300 mm) rockets underwing; 14 built. XP2V-2 Fifth production P2V-1 modified as a prototype for P2V-2. Powered by water injected R-3350-24W engines. P2V-2 Second production model, powered by two 2,800 horsepower (2,100 kW) R-3350-24W engines driving and three-bladed propellers. Nose turret replaced by 'attack' nose fitted with six fixed 20 mm cannon. First eight aircraft retained Bell tail turret fitted with twin.50 machine guns, with remaining aircraft using Emerson tail turret with twin 20 mm cannon.

P2V-2N 'Polar Bear' Two P2V-2 modified for polar exploration under Project Ski Jump. Armament removed, with ski landing gear and provision for rockets.

Fitted with early MAD gear for magnetic survey purposes. Used for Antarctic exploration. The specially modified P2Vs had 16-foot long aluminum skis that were attached to the main landing gear units that when retracted, tucked into fairing just below the engines. This way the modified P2vs could still land on a regular runway surface.

P2V-2S One P2V-2 modified as a prototype anti-submarine variant with an AN/APS-20 search radar and additional fuel. P2V-3 Improved patrol bomber with 3,200 horsepower (2,400 kW) R-3350-26W engines with jet stack engine exhausts.

P2V-3B Conversions from other P2V-3 models, including P2V-3C and −3W, fitted with the ASB-1 Low Level Radar Bombing System; 16 converted. P2V-3C Stop-gap carrier based one-way nuclear-armed bomber, not intended to return for a landing on a carrier. Fitted with JATO rocket to aid take-off from carrier and more fuel. Nose guns and dorsal turret removed to save weight.

11 P2V-3s and one P2V-2 modified. P2V-3W Airborne Early Warning variant, AN/APS-20 search radar; 30 built. P2V-3Z VIP combat transport with armored cabin in rear fuselage with seats for six passengers. Retained tail turret. Two converted from P2V-3s. P2V-4 Improved anti-submarine aircraft. How To Burn Ps3 Games To Bd Remote.

Fitted with AN/APS-20 search radar and provision for dropping sonobuoys with additional dedicated sonobuoy operator. Underwing tip-tanks added, with searchlight in nose of starboard tip tank. First 25 aircraft powered by 3,200 horsepower (2,400 kW) R-3350-26WA engines, with remaining 27 powered by 3,250 horsepower (2,420 kW) Wright R-3350-30W. 52 built in total. Surviving aircraft redesignated P-2D in 1962. P2V-5 Fitted with Emerson nose turret with two 20 mm cannon replacing solid nose of earlier versions, while retaining dorsal and tail turrets. New, larger, jettisonable tip tanks, with traverable searchlight slaved to nose turret in front of starboard tip-tank and AN/APS-8 radar in nose of port tip-tank.

AN/APS-20 search radar under fuselage. Later aircraft featured glazed observation nose and gear in place of nose and tail turrets, and revised crew accommodation, with many earlier aircraft refitted. Dorsal turret often removed.

P2V-5F Modification with two 3,250 pounds-force (14.5 kN) jet engines to increase power on take-off, and 3,500 horsepower (2,600 kW) R-3350-32W piston engines. The J34 engines and R-3350 had a common fuel system burning AvGas rather than having dedicated jet fuel (as did all Neptunes with jets except the Kawasaki P-2J). [ ] Four underwing rocket pylons removed but increased 10,000 pounds (4,500 kg) weapon load. Redesignated P-2E in 1962. P2V-5FD P2V-5F converted for drone launch missions.

All weaponry deleted. Redesignated DP-2E in 1962. P2V-5FE P2V-5F with additional electronic equipment. Redesignated EP-2E in 1962. P2V-5FS P2V-5F with Julie/Jezebel ASW gear, featuring AQA-3 long range acoustic search equipment and Julie explosive echo sounding gear. Redesignated SP-2E in 1962.

AP-2E Designation applied to P2V-5F with special SIGINT/ELINT equipment used by the US 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, with a take-off weight of up to 80,000 pounds (36,000 kg). Five converted (also designated RP-2E). NP-2E Single P-2E converted as permanent test aircraft. OP-2E Modified for use as part of for sensor deployment over South-East Asia with Observation Squadron 67 (VO-67).

Fitted with terrain avoidance radar in nose, chaff dispensers, wing mounted gun pods and waist guns. 12 converted. P2V-6 Multi-role version with lengthened weapons bay and provision for aerial minelaying and photo-reconnaissance. Smaller AN/APS-70 radar instead of AN/APS-20. Initially fitted with gun turrets as P2V-5, although retaining ability to be refitted with glazed nose. A total of 67 were built for the US Navy and France.

Redesignated P-2F in 1962. P2V-6B Anti-shipping version with provision to carry two.

Later redesignated P2V-6M then MP-2F. P2V-6F P2V-6 refitted with J34 jet engines. Redesignated P-2G. P2V-6T Crew trainer conversion with armament deleted, wingtip tanks often deleted. Redesignated TP-2F.

P2V-7 Last Neptune variant produced by Lockheed, powered by R-3350-32W and J-34 engines. Fitted with lower drag wingtip tanks, AN/APS-20 search radar in a revised radome and a bulged cockpit canopy. Early aircraft were fitted with defensive gun turrets but these were removed as for the P2V-5.

287 were built, including 48 assembled by Kawasaki in Japan. Redesignated P-2H in 1962.

P2V-7B 15 aircraft with non-glazed nose fitted with four fixed 20 mm cannon for Royal Netherlands Naval Air Service. Subsequently fitted with glazed nose and modified to SP-2H standard. Supplemented by four SP-2H from France. P2V-7LP Four aircraft built with wheel/ski landing gear and JATO gear for Antarctic operations. Redesignated LP-2J. (No relation to Kawasaki P-2J) P2V-7S Additional ASW/ECM equipment including Julie/Jezebel gear. Redesignated SP-2H.

P2V-7U Naval designation of the RB-69A variant. AP-2H Specialized night and all-weather ground attack variant fitted with and Low Light TV systems, tail turret, fuselage mounted grenade launchers and downwards firing.

Bombs and carried on underwing pylons. Four converted in 1968 for Heavy Attack Squadron 21 (VAH-21) for operation over South Vietnam. DP-2H P-2H converted for drone launch and control. EP-2H Single P-2H modified with UHF telemetry equipment instead of ASW systems. NP-2H Testbed conversion of P2V-H. RB-69A Five new built and two converted from P2V-7s for CIA covert operations, obtained with USAF help and operated by ROCAF 34th Squadron.

Aerial reconnaissance/ELINT platform, modular sensor packages fitted depended on the mission needs. Originally fitted with Westinghouse APQ-56 Side Looking Airborne Radar (SLAR), the APQ-24 search radar, the Fairchild Mark IIIA cameras, the APR-9/13 radar intercept receiver, the QRC-15 DF system, the APA-69A DF display, the APA-74 pulse analyser, the Ampex tape recorder, the System 3 receiver to intercept enemy communications, the APS-54 RWR, a noise jammer, the RADAN system doppler radar navigation, and others. In May 1959, an upgrade program known as Phase VI was approved, and added the ATIR air-to-air radar jammer, replacing APR-9/13 with ALQ-28 ferret system, the QRC-15, 3 14-channel recorders and 1 7-channel high speed recorder to record ELINT systems, the K-band receiver, the ASN-7 navigation computer replacing RADAN, and. [ ] Neptune MR.1 British designation of P2V-5; 52 delivered. CP-122 Neptune designation of P2V-7.(jet pod not initially fitted to 25 P2V-7 aircraft delivered to RCAF, but subsequently retrofitted) (P2V-Kai) Japanese variant produced by Kawasaki for JMSDF with T64 turboprop engines, various other improvements; 82 built.

Operators [ ]. Ex-Portuguese Air Force P2V on display at the Museu do Ar in Sintra. On display P2V • 4711 -,.

United Kingdom [ ] On display P-2H • 204 –. United States [ ] Airworthy P2V-5 • 128422 – Neptune Aviation Services Inc. • 131424 – Neptune Aviation Services Inc.

In Missoula, Montana. P2V-5F/P-2E • 128346 – Neptune Aviation Services Inc.

In Missoula, Montana. • 128382 – Neptune Aviation Services Inc. In Missoula, Montana. • 131445 – Neptune Aviation Services Inc. In Missoula, Montana. • 131459 – Neptune Aviation Services Inc. In Missoula, Montana. Shadow Fight 2 Download Windows.

• 131482 – Neptune Aviation Services Inc. In Missoula, Montana. • 131502 – Evergreen Trade Inc. P2V-7/P-2H • 140154 – Harold Sheppard Jr. • 140443 – Neptune Aviation Services Inc.

In Missoula, Montana. • 140972 – Neptune Aviation Services Inc. In Missoula, Montana. • 143173 – Richard Camp in.

• 145906 – Neptune Aviation Services Inc. In Missoula, Montana.

• 147949 – Neptune Aviation Services Inc. In Missoula, Montana. • 148341 – Neptune Aviation Services Inc.

In Missoula, Montana. • 148346 – Neptune Aviation Services Inc.

In Missoula, Montana. • 148356 – Neptune Aviation Services Inc. In Missoula, Montana. • 148359 – Neptune Aviation Services Inc. In Missoula, Montana. • 148360 – Erickson Aircraft Collection in • 148362 – Neptune Aviation Services Inc.

In Missoula, Montana. P2V-7S/SP-2H • 135588 – Harold Sheppard in.

• 144681 – Neptune Aviation Services Inc. In Missoula, Montana. • 145915 – in. • 147965 – Neptune Aviation Services Inc. In Missoula, Montana. • 148339 – Neptune Aviation Services Inc. In Missoula, Montana.

On display P2V-1 • 89082 Truculent Turtle –,, Florida. P2V-5F/P-2E • 128392 - main gate, former,. • 131410 – NAS Jacksonville Memorial Park,, Florida. P2V-5FS/AP-2E • 131485 – at, Alabama P2V-5FS/SP-2E • 128402 – in.

P2V-7/P-2H • 147957 –, adjacent to in. • 147966 – in. P2V-7S/AP-2H • 135620 – adjacent to in. P2V-7S/SP-2H • 147954 – at, Georgia. The P-2 Neptune is painted to represent a USAF/CIA/Taiwan RB-69A. • 141234 – in, Florida.

• 150279 – Gate guard at the (former ), Hawaii. Relocated from former, Hawaii in 1998 following that base's closure due to action. Under restoration P2V-5FS/SP-2E • 131542 – for static display by the Historic Aircraft Restoration Project at former NAS New York / in Brooklyn, New York.