I flew the P2V-5 and 5f with VP-28 In 1954-1956. We deployed to Iwakuni and Kodiak during those years. In the mid 60's, I flew the SP2H with VP-17. We deployed to the Philippines twice to support detachments in Viet Nam flying Market Time patrols. I left the squadron when they left Whidby Island to transition to the P3 and move to Barbers Point. I was the last pilot to leave Whidby, so became the last P2 driver in the squadron. Great airplane. Never lost an engine.
Anonymous, 31.12.2020 02:52
@ burning and 2 turning. Auto rich, son of a b----.
Stephen Halasz, e-mail, 24.12.2020 11:24
I was an AE3, I did a lot of maintenance on P2's. I also was a Jez operator on a reserve training base in MA., NAS South Weymouth from march 66 thru march 69. The performance of those birds was extraordinary to say the least. Note much on creature comforts (heaters didn't work most of the time.) We got the job done.
Paul Scott, e-mail, 27.05.2020 20:31
Nice underrated 'plane.
Mark rogers, e-mail, 18.04.2020 19:08
Hi, my father was killed two months after I was born in 1947. He was a pilot on a crew doing submarine exercises off the coast of San Diego. I have tried to track down the only two survivors of a crew of nine, the co-pilot and naval observer on board from the cockpit. It seems as the mission ended, my father went back to the fuselage where the the rest of the crew was, and the plane took a sharp left bank loosing altitude at same time and cartwheeled not far from the ships in the exercise. They rescued the two survivors from the cockpit but the rest of the crew were lost and memorialized at sea. I will always miss not knowing my father even at my age of 72. The Navy was no help in me contacting the 2 survivors on P2v.
Joe Wagner, e-mail, 07.02.2020 03:35
VP-42 Crew 11 and 4A 65,66,67
Edwin Burdick, e-mail, 20.02.2018 03:40
I was stationed with VP-6 at Barbers Point Hawaii from 1957 to 1960. Made a deployment to Iwakuni Japan. Upon my return to Barbers Point I was assigned to Crew 12 as a radio operator. The P2V-5f was a fantastic aircraft.
cecil pearson, e-mail, 26.08.2017 23:38
trying to contact AMS1 Bruce R MacNair who flew ADAK Search and Rescue in 1967 in SP2v May have been in my crew
Wes Crook, e-mail, 06.07.2017 00:53
My father, F. Wesley Crook, was the xo of VP-28 Barbers Point. The squadron deployed to Kodiak in early 1953, to the best of my recollection. He thought the P2V was one of the finest airplanes he had ever flown. He was plane commander of crew #2, VP-28. Once, upon letting down below a 400 foot overcast to photograph a Soviet ship one of the engines swallowed a valve resulting in, according to his words, "big bloopers of flame" streaming over the wing. He said he had never seen his crewmen don their survival suits so fast! He flew it back to Adak (?) 400 nautical miles on one engine. (No jet assist engines on this plane). He loved the Navy and went on to fly Super Connies out of PAX River. He retired in 1967. He had two other close calls in the P2V, (one in a foreign country) but the plane was tough. The foreign country story probably still can not be told. He loved the Navy and this country and was buried in his dress blues with a military funeral.
Nick Hallinan, e-mail, 02.04.2017 20:40
I went through P-2 training at VP-31 in San Diego in 1969 then it was off to VC-5 on Okinawa flying in the DP-2E. We flew all over the place even into Vietnam. Our flight suits were olive green and we had LPAs, not the orange may wests. We flew many Drone launches dropping BQM-34s and we also had 2 P-2s modified for the BQM-34E. One memorable flight we were out training our skipper in the P-2 as he was an A-4E pilot. We did a bunch of primary training and my PPC said let's do an inflight shut down of the right R3350. We did and flew around on 1 recip and 2 jets then we restarted the right recip. We went back to Naha for some touch and goes. We touched down, the skipper pushed the jets up to T/O, I rezoed the Varicam and toke the recips up to takeoff Wet. As we broke the main gear off the right recip decided to shutter, oil pressure, BMEP and Chips light came on and then over the ICS came, "We are on Fire" well the pucker factor went sky high, I pushed the right feather button and like it should the prop feathered. Needles to say when we turned down wind we declared an emergency and landed with fire trucks following us. All the flames went out when we shut down the engine. Lucky us. We taxied into our regular spot and all our squadron mates were out to welcome us back. They thought we were going to crash as we trailed flames about30 feet behind the aircraft. I found out later that # 13 cylinder had broken a valve and hammered a big hole in the piston. Needless to say we had a ton of aluminum in the oil filters. Man what a flight.
William Reynolds Dalton, e-mail, 24.03.2017 08:16
My Dad flew the PBY4-1 for 35 missions during WW2 in England. After the war we were in SanDiego . He was flying the P2V Neptune . We were in SanDiego at least two years. He was LtJg Forrest Adolph Dalton Jr. I remember the patch with Neptune and his Trident coming out of the sea. Later , around 49 we were in Milton Fl at Whiting where he served as a Navy Flight Instructor. He had also graduated from Pensacola in 1944 as a Aviation Cadet. We then moved to Langley where he transitioned to the Air Force and A26. He served as a Capt. In Korea flying Night Interdiction mission over N. Korea , receiving the DFC. He was killed April 4 th , 1957 when the B57 he was piloting lost an engine in severe weather near Van Cleave, Mississippi. He was assigned to the Inspector General Headquarters Staff at Eglin Air Force Base.
Donald L Ward, e-mail, 19.03.2017 21:49
My uncle who was my Mom's brother was assigned to Patrol Squadron Seven, stationed at a base in Iwakuni, Japan in December, 1953. His squadron was sent home, I think to San Diego, in Jan 1954. He volunteered with seven other crew members to stay with the last P2V which had been cannibalized for parts, and got it ready to bring home. They left Japan and were attempting to land at Barbers Point on Oahu to refuel, Jan 21st, 1954. They missed their approach, and the pilot steered left to attempt a go around. The plane plowed full throttle into the side of a 3000' mountain in the Waianae Range, behind Schofield Barracks at 9:30 PM. His name was Richard (Dickie) Brown, from Waverly, Ohio. I have the last letter from him, all the telegrams from the Navy, and a couple items recovered at the crash site. The remnants of the plane are still there, you can even read the aircraft number, 124874 on the fuselage. David Trojan, who is retired from the Navy, and I think lives near San Diego, sent me the full report of the crash with pictures of the site and wreckage. He has been to the site at least four times. I have asked questions about this crash all my life, I am now 65, and have learned more from Mr. Trojan than from anybody else. I would love to find out if there is anyone still living who might have served with Uncle Dick. Uncle Dick's high school sweetheart flew to San Diego to meet him, he had bought a ring in Japan, and the were going to get engaged. She stayed a close family friend all my life. I would love to learn more if anybody is out there. Thank you, Don Ward/ Cincinnati, Ohio
Tony Roberts, e-mail, 24.02.2017 01:40
I was on final assembly/check out P2-7 & then on a mod line P2-5 @ Lockheed, Burbank, early 60's. The crews were great & it was a fun airplane to work on. Don't remember any armament though (guns, bombs, etc.) but the a/c did have the MAD gear, sono buoy stuff & a huge searchlight built into the r/h wingtip tank. Also had the jets which were modified to burn avgas. Lockheed also had a P3 line going at the same time. That a/c was based on their L188 Electra airliner.
Gordon Lothrop, e-mail, 17.02.2017 21:32
Hey Bo, (Palmer Bowling I remember when the Capt. got lost in the woods. a funny story all ended well.
Gordon Lothrop, e-mail, 17.02.2017 21:28
I can mirror Joe Rokowski's comment from above. made the tours to Key West, Argentia, Keflavik, Norway. Never made Sicily, though. I was second tech, ("2nd tron")on Crew 6. I mustered out just as that deployment was leaving. I wish that I could revisit those days for just one more patrol. Where did all those years go?
Curtis W Lambert, e-mail, 13.01.2017 00:55
VP-26 was my first duty station at NAS Brunswick, Maine. 1959-1962. Started flying as an AEAA ECM operator and left VP-26 as an AE2 in 1962. In 1969 it was back to P2V aircraft as an AE1 at NAS Alameda, CA as the Work Center 220 Supervisor. The flying years were great and so were the non-flying years. For those interested, I have a blog. Memoirs of a U.S. Navy Chief Petty Officer at curtislambertmemories.blogspot.com
James H Melville, e-mail, 01.12.2016 06:06
I was in P2V7's and transitioned to P3A. Served in VP10 1963-1966. Both great planes. Does anyone know where I can find the noise level inside p2v and P3A
Larry LaCoursière, AO2, e-mail, 29.11.2016 07:39
Why Are We Here?! A new squadron was assembled at the Whidby Island Naval Air Station (Washington) - 1954. Their objective or mission was a complete mystery! It appeared that they were only recruiting farm-boys! The main objective appeared to be “No police reords of any kind”. Also, we had no idea what our next station would be! Finally, we are flying to Alameda California and Hawaii with a final destination of Kwajalain, Marshall Islands. So......we drop a few torpedos which are being developed and a ga-zillion tiny, rubber rafts. Also, we are asked to report the presence of natives on certain islands. After a couple weeks, the officer-of-the-day tells everyone that we should be awake, bright-eyed and bushy-tailed at 1 AM. [We STILL have no idea what the prime reason was for our presence in this part of the world!] The time was 1AM [100 hours] and.............the sun came up! Twenty minutes later we felt a shock wave. We had experienced a nuclear experiment. The P2V Neptune was an exceptionally reliable aircraft. While patrolling the Aleutian Islands, we lost one engine (One of 2 IS alot!!). ANYTHING, which was not nailed down, was “tossed” and we went home without a problem. Larry LaCoursière, AO2
Dan Mc Knight, e-mail, 08.11.2016 16:28
Don't see many photos of P2V2's and 3's They were unigue to what I see now. They had (6) 20mm cannon in the nose, and 2 20's in the tail turret along with the twin 50cals in the top deck turret Dan Mc Knight VP7 1950/1953 email@example.com
Roger Bitzer firstname.lastname@example.org, e-mail, 10.09.2016 13:47
I was stationed at Roosevelt Roads in VC-8 (VU-8) from ‘63-’65 as an ATN3. I spent a short time in our P2’s before being reassigned to the Fox Van. One of our P2’s (BU# 147969) is on display at the Air Museum, Greenwood, NS, Canada. Also know Paul Mosbacher who commented several months ago. Many found memories.
Angelo "Skip" Guarino, e-mail, 18.07.2016 00:00
My father, Angelo "Ang" Guarino jr. ADR1, was a plane captain in VP-836 for the P2V-5 aircraft. He retired as ADRC November 1963. I would like to hear from anyone who may have been stationed with him at Floyd Bennett Field.We lived in the projects on base.I was born 9/48, and we moved to LI in 1952. I joined the Navy, became ADR and flew heavily modified AP-2H with Project Trim/Vah21 in Viet Nam '68 - '69. Great memory's of time spent at FBF.
Dan Mc Knight, e-mail, 03.07.2016 23:49
Served with VP7, late 1950 to 1953. Crewed on P2V2s and 3s.Flew in radar position and later filled in on radio due to temporary shortage of radiomen. Flew patrols out of Argentia, Nfld. and Iceland (AJE3). Anybody left, I would like to hear from you. email@example.com
raymond smith, e-mail, 30.05.2016 17:27
i was in vp7 in 1955 to 1959 on he 12
Ed Jaworski, e-mail, 16.05.2016 22:59
I flew in P2V-7's from 63-67. Does anyone know what was in the Soundproofing in these Aircraft. Fiberglass or Asbestos. Ed Jaworski
Paul Mosbacher, e-mail, 17.04.2016 19:30
I was an air crewman on the DP-2E, Crew 3, in VU-8. We were based at Roosevelt Roads, P.R. I flew from 1962 to 1965 as an ATR. It was a great old aircraft. I loved every minute of it.
Joe Rokowski, 05.03.2016 00:30
Flew with VP-23 out of Brunswick, Maine 63 to 67 was an Air Crew member on LJ-10 as an AE3. Deployed to Key West, Iceland and Sigonella, Sicily. Great aircraft. Logged about 1000 hrs on them. It waas a good time in my life and I'm proud to have served.
Roger Hunz, e-mail, 10.01.2016 22:24
Reservist, ATN2, Aircrewman-Jezebel, Glenview NAS between 1961 and 1966. Exciting times: on the way to Memphis for AT school the back door on the R4D opened and we all got sick. In late October of 1962 VP 723 was in Jacksonville for our 2 week training when President Kennedy (former USNR) decided to get the USNR involved so we took pictures (from the bottom camera hatch) of departing (from Cuba) Soviet missiles and aircraft. These 12 hour patrols were hard for a bunch of civilians with only box lunches. On another 2 week training out of Willow Grove we developed 2 engine fires over the Atlantic and made a MADAY landing at Norfolk and watched the starboard wing burn immediately after we landed and exited.
Les Palmer, e-mail, 09.01.2016 08:08
I'm building a Neptune P-2V, the original Hasegawa 1/72 kit (JS-082). The kit instructions would have me paint the crew's uniforms orange. However, I'm using PrintScale decals, and building tail code “ZE,” 140967, Patrol Squadron 17, “White Lightnings,” NAF Cam Ranh Bay,1967. From what I find on the Internet, I haven't been able to figure out whether the flight suits for this squadron during this deployment were orange or olive green. I'm also wondering what model and color life preservers they were using. Anyone out there with a good memory for detail? I can barely remember what I was wearing yesterday ... .
Daniel E Kiser, e-mail, 01.11.2015 17:27
I served in the Navy from '66-'70. Was assigned to VP-19 in 1968 for almost two years at Roosevelt Roads, Puerto Rico. I flew as an AO3, crew 9 as the ordnance man in the SP-2H7,(140963). I loved every minute of it. Our squadron was decommissioned and I was sent to the USS Franklin D. Roosevelt CVA-42 where I was stationed in the Ship's Armory. I got out with an honorable discharge as an AO2. Sure did love that old plane!!!!
cecil pearson, e-mail, 01.08.2015 08:52
Addition to first post. I was on ADAK from 1965 to 1967. I was a crew member that brought SP2V 135569 from Seattle to ADAK in February 1967 ( 4 months before I discharged)
cecil pearson, e-mail, 01.08.2015 08:45
I was stationed on ADAK 1965/1967 and was a crew member ( February 1967. It replaced Adak 135560 ( which I turned many a screw and bore scoped many a jug and replaced a few props from the gravel runways on a few of the islands) Had many a traini.ng mission searching for life boats and bouys dropped in the worse weather you could imagine!
Mike McKinney, e-mail, 21.07.2015 02:59
I went from Point Mugu (PMR) flying Wv-2 and AD-5Q,to VP-31 for P2V training, then to VP-1 in July 62. VP-1 was deployed so I was assigned to VP-17 until they returned. I joined a Point Mugu buddy, Jim Baker, assigned to 141913 (YB-III) with LTJG M.E. Huston as PPC. It was called III instead of 3 because when it went from A/C #1 to #3 instead of repainting the number on the port tank, they just painted two more 1's. Flew Jezebel, MAAD, and Radar as 2nd class AT. Most memorable flight was when the a/c filled with smoke. Opened the back hatches to draw it out but signal came to prepare for bailout. I was first to go off the flight deck, was on the ladder looking at the water when I was called back. Baker found the fire caused by a radar magnatron and extinguished it. After the extension for Cuba was discharged in 1963. Served with VP-702 in NAS Dallas. A great airplane.
Rick Dombrowski, e-mail, 26.03.2015 09:44
Spent two years with VP-2 home based at Whidbey Island, WA; with deployments to Kodiak, Adak & Shemya in the Aluetians. My aircraft and crew was YC-10, BuNo 141247 from '61 to '63 with LT Vic Gulliver in command, Ltjg Jerry McDonald and Ltjg Dan Bowen as 2p and 3p; I was the PC, Dick Whipple as Radio, Henry VanAller and Daniels as AT's; Charlie Jennings as Ordnance, Ron Surman as Electric and my dependable 2nd mech Floyd Palmer. The crew achieved 'E' Status with the new equipment installed prior to our last deployment and had the distinct pleasure to nab a Rusky 'Whiskey type' that surfaced off the northwestern coast of the US. I am very proud to have served in the squadron and to fly the SP-2H.
AMS1 (Ret.) Bruce R. MacNair, e-mail, 24.02.2015 00:20
I flew as aft observer, SP2H, NAVSTA Adak, Al. SAR, from April 1967 to April 1968. With Bombay fuel bladders installed, we could stay airborn for over 18 hours. Ir wasn't the most comfortable plane to fly in, especially the two after station seats, but it was dependable. We once were called out on a Search and Rescue mission close to Kodiak Island. It was for a sinking cargo ship named the Pan Oceanic Faith. The round trips, plus on-station time came to about 18 hours, give or take. I remember having to move foeward to the wing station during take off and landing. As aft observer, I also made the coffee, so on a long flight, I became the most important crewmember aboard. I also rember, when, many years later in my Navy career, while stationed at the bone yard in Tuscon, Az., I had to open up one of the P2s in class A storage. As I stuck my head up inside the aft hatch, I got a wiff of the pecular wood odor that all P2s had. Almost instantly, a flood of memories came back. I always enjoyed telling the Pilot, just before rollout: two turnin and two burnin. What a great plane!!
Fred S Morris ATC, e-mail, 08.02.2015 00:03
I was a crew member in VP-23 in Brunswick, ME. Deployed to Iceland, Newfoundland and Porto Ric. This was in 1959-1962. Later served in VP-42 in Whidby Island, WA and went to Sangle point, PI and to Nam in 1967.
Gerald Lillie, e-mail, 23.01.2015 18:00
I'm an 80 year old ex P2V radioman. Retired as ATC in 1973. Spent my time in P2V's with VP-28 (Home, Barber's Point) 1959 to 1962. Then went to VP-31 rag outfit (Home, North Island)1962 to 1955. Then I transitioned to the P3 in 1965 (VP-9)
Ron Olson, e-mail, 20.01.2015 02:11
To Anthony's comment dated 7/1/2010 I was a reservist at Los Alamitos from Nov. 1949 to May 1964. I was an ADRC in VP 772. I flew all over the country in the P2V-5F and loved every minute of it. Also flew to Hawaii for our 2 weeks cruise in 1960. I may have known your dad.
Richard Fowler, AMH1, e-mail, 25.11.2014 21:01
I was with VP4 from Mar.1956 until Sept.1957 as an Am striker and AM3. In Aug.1956 we transferred our permanent home from Whidbey Island, Wash. to Naha, Okinawa. I wasn't part of any crew but I flew with all of them. I flew with crew 9 a lot. The plane captain(flightengineer) was AM1 Canfield. Ron Reimenschneider (AT3)was our radio man. Also a ordnance man by the nickname of Smitty but I don,t remember his full name. It was fun flying those P2V-5Fs.Anyone who was there about that time please send me an Email. We might know each other.
Alisa Butscher, e-mail, 04.09.2014 02:02
I was born while my dad, Robert Butscher (aka Butch or Bob) was on active duty in the Navy at Patuxent River. Prior to that my dad was stationed in Jacksonville, fla.
My dad worked on the airplanes, he was not a pilot, and he was a friendly outgoing guy. My dad died from mesothelioma in mid-march, 2012.
We are looking for people who may have known my dad and what he worked with on the planes. I know he worked on P2V-7. My dad would have been 18-20 yrs old when at Jax in '55-57/58 and 20/21 years old at the time he was at Pax River in '57-'58. He left active duty and Pax River the end of June, 1958.
He became a reservist in 1960 and retired from the Navy in 1987. Most of his reserve time was spent at Selfridge AFB in Mount Clemens, Michigan. I think the last planes he worked with there were P-3's
We are looking for anyone who might know if my dad replaced brakes, clutches etc on the planes or if they don't have personal knowledge themselves, if they know someone who might know, or if they know how to find records of the duties my dad performed at any time he was in the Navy, whether active or as a reservist. Also anyone who would know who manufactured the brakes, clutches etc used by the Navy on the P2V Neptune, or P-3's. We also think he may have worked on the A-4 Skyhawks as a reservist. We suspect that my dad was exposed to asbestos working on those planes and this may have caused his mesothelioma.
My dad loved the Navy, made a number of life long friendships while serving, and he also loved those planes.
I would appreciate any information anyone would like to share.
Thank you for your time and I wish you a wonderful, blessed day!
Alisa Butscher daughter of Robert Butscher (aka Butch or Bob)
Jim Creasy, e-mail, 28.07.2014 03:37
I was a member of crew #6 in VP-56 in 1963 and 1964. Rated as AX-2 (ATS-2). We operated out of NAS Norfolk and shared a hangar and ramp with VP-24. Many deployments and patrols along the east coast and the Caribean. Most time was in Buno 148354 an incredible Neptune and LQ-6 was a great crew. Learned to love those 3350s and the big props. Two turnin' and two burnin'.
Mark McD, e-mail, 11.07.2014 04:17
I was in the last operational P2 squadron out of Millington, VP-67. We transitioned in to P3A's while I was an ATAN. Accordingly I had limited experience on the P2. But during that short time I grew to love the smell of burning avgas, the wing beam, and the stories of brooms out of the aft windows. The ride was so much better in the flex wing P2 than the P3.
ALLAN (AL) LAMBDIN, e-mail, 20.06.2014 01:52
I FLEW IN LT.CDR.RILEYS V.P.4 SQUADRON CREW #3 FROM 1952 THRU 1955.HOME BASED AT N.A.S.WHIDBEY IS. WASH. WE DEPLOYED TWICE . FIRST TO BARBERS POINT HAWAII THEN ON OUT TO GUAM.TOTAL OF EIGHT MONTHS. AFTER ABOUT 5 MONTHS BACK AT HOME, WENT TO OKINAWA FOR EIGHT MONTHS,THEN BACK HOME AGAIN WHERE AFTER A FEW MONTHS WAS DISCHARGED. FIRST TRIP OUT,I WAS A THIRD CLASS,SECOND MECH., AND PLANE CAPTAIN FLYING IN COMMANDER ANDERSON,S CREW IN P2V-5 MODELS.4 YEAR HITCH ALTOGETHER.REALLY ENJOYED MY TIME AND SQUADRON BUDDIES.
JIM VICK, e-mail, 24.03.2014 01:46
I was in the us navy from 1/65 thru 10/68. I trained in p2v radar electronics in Milington, Tenn. and San Diego, Calif. then on to VP-1 for the rest of my career. Our first duty was Saigon VN thru Iwakuni Japan and Cam Rahn Bay VN thru Sangley Point PI. Total of 3 tours in Viet Nam flying in a P2v. I loved every minute. I left in Navy in 10/68 as an E-5, ATR2 second class airman with my patrol airmans wings which I am very proud of.
May GOD Bless all of my fellow P2 shipmates, J.E.Vick 290-52-92
Dean Marchione, e-mail, 22.12.2013 05:43
Checked in to VW-4 HURRICANE HUNTERS on the 25th of December(yes, Christmas Day) 1955 as an ADRAN. The Squadron had three(3)WV Constellations and seven(7) P2V-5s at that time. I worked in the maintenance office for CDR Westover until I made ADR-3, then went to Power Plants and worked both the J33-WE36 jet engines and on the Wright 3350 Turbo compound engines, became a Flight Mech on the P2Vs, flew several missions including hurricanes. After making ADR-2 I becan to fly as a Flight Mech on the Constellations. I served as a Flight Mech in VW-4 Jacksonville, AEWBARRON PAC in Hawaii and then as a Flight Engineer in VW-1, TYPHOON TRACKERS on Guam. I truly enjoyed working and flying these Lockheed Aircraft. The WV-2 Super Constellation aircraft, to this day, are my ALL TIME Favorite aircraft. I finally retired as an Aviation Support Equipment Senior Chief (ASCS) in 1985. Dean Marchione
Robert D. Ford, e-mail, 16.11.2013 04:46
Need Help for disabled vet from Patrol Squadron Six 1964-1965. I am author of "War Against the U.S. Navy"- Blog at "WarAgainstNavy.com" I am just an old Marine trying to get justice for you guys regarding Agent Orange claims.
Contacted by daughter of Harold O. Rose. Rejected by VA as no proof of being in Vietnam. Flew missions out of Da Nang under command of H.S. Potter. Need statements from anyone who can state that Navy patrols did in fact fly in and out of Vietnam,etc. This is what you need for Agent Orange claims. Please contact me at RDFord@Hotmail.com
Bob Wilson, e-mail, 08.08.2013 23:36
VP 10 Oct 1955-Dec 1958 AT3 1st tech/radio op on P2V5F 128 series. VP 10 (second tour) Jan 1961-Jun 1964 AT2 Radio Op on P2V5F 131 series. Over 4,000 hours flight time during two tours. While on split Deployment to Port Lyautey in 1958, moved to Malta when Lebanon Crisis began, three plane detachment to Beirut Lebanon, slept under wings of planes at International airport. 12 hour patrols on sixth fleet, 12 hours off, third day off to work on A/C. Deployments to Argentia, NFLD. Keflavik, Iceland, Sigonella. Despite cramped quarters on P2V, especially when wearing "Poopy Suits", or crawing over wing beam or through nose tunnel to bow observer position, it was good plane...
Larry McDonald, e-mail, 09.06.2013 20:12
I was an Aircrewman on the SP-2E out of Barbers Point. I was in squadron VP-6 from 1963 to 1966 and flew as ECM operator and back-up radio operator. We deployed on emergency orders after the Gulf of Tonkin incident to Okinawa.
Dick Hamlet, e-mail, 17.03.2013 21:31
We had a P2V-5 and a 7 at WST, NATC Pax River. I was just out of boot camp and would go down to the hanger at night, clean drip pans, spark plugs what ever and quite often go on a hop in one of our P2V's. It's still my all time favorite airplane. Several years later as a plane captain for a UH2B, we spent the night in Brunswick ME and they put my helo in a hanger, The next morning there were neptune spears painted on our aux tanks. My buddies back at Lakehurst got a kick out of that.
Tom Tumelty, e-mail, 11.03.2013 16:55
This message is for Barney Welsh. When you were shot down over the Ho CHi Minh trail, did you get picked up by a USAF H-53 'Jolly Green Giant'? You and your crew may have been picked up by my brother-in-law, Lt Col Ken Duckworth, USAF (Ret). Ken was killed in a tragic car accident, Flag Day 2010.
R W Carrier, e-mail, 03.03.2013 09:40
VP22 1952 thru 1954 Started as ADAN Started flying with LCDR Carter PC Jackson P2V4 Deployed to Naha, and Kadena returned to BP, Departed to Kodiak AK To Fasron Whidby Released to Reserves. VF901 Spokane wa Closed in 58 Went to Vp771 los Alamos Fleet Qualified Plane captain Transferred to VP892 NAS Sandpoint Seattle Activated for the duration of the Cuban crisis Plane captain for Admiral Jim Russel From Seattle. Made the last reunion of VP22, The 51 to 55 crowd was the Old timers, Met the younger fellows and it was like I had Gained a bunch of Younger Brothers. when we had 2 engines we use to Fly 20 Hours at a time,P2V4 and 5s. Flew over4200 hours only had 1 engine failure, Saved an engine that was Detonating only to have the maintenance officer Blow it up on takeoff because he didn't think the carburetor was failing, he left parts on the runway at Sandpoint, the tower made him take it to Whidbey. I think the P2V Ranks right up there with the Mustang and the Corsair Lots of good flights she always brought us home
Palmer Bowling (Bo), e-mail, 26.02.2013 06:19
Was in VR-6 (MATS)At McGuire AFB, 1960-62. Went to AE "B" school in Jax. Fla.,then was sent to VP-23,in 1963, NAS Brunswick,Me.,as AE-2. Flew flightcrew in LJ-8,LJ-7,and then LJ-1. Flew on crew from 1963-1967. The bow belonged to me. I loved the T.O.s & landings,(no,no,I know),but what a rush.In 1968 I ran night shift Electric Shop, and made AE-1, but got out and went to work with Vocaline CO.of American crewing on their P2V "StopSign" at same duty station. Loved the Driftwood, the Heathwood, and the Maine woods. I bought a Marlin 38-55 lever action from a trapper, and shot a nice buck the same day that our VP-23 Squadron Commander was reported to be lost deer hunting up around Moose Head Lake. My brother was a Sgt Major in Nam.,with a silver star & a couple of purple hearts, so I joined up, and they sent me to Ft Eustis,Va. instructing U.S. & Iranian troops in our helo and aircraft electical and instrument systems. I pulled my two years, and then got back in the game by joining the local police department. They gave me 34 years, which included 10 yrs. workmans comp.,after having a heart attack, open heart, going back to work chasing bad guys, and then having another heart attack, and five years later having another open. Any way I guess I got off the track. I loved those P2Vs, and sleeping on the wing beam, and riding in the bow, and shouting "madman" "madman", and throwing box lunches at submarines. The Captain said he got too far away from his vehicle, and decided to sleep in the woods and walk out the next morning. I still have that Marlin and those antlers, and now I hunt in Virginia woods. You all take care and don't walk into any props.........that was another lifetime, wasn't it..........BO
Gary Dietz, e-mail, 26.02.2013 03:23
I flew the SP-2H Neptune from Whidby Island, Washington with VP-42 until the squadron and the aircraft was retired. Toured in Vietnam in 1968 and loved every minute of the flying Ole Two Turning and Two Burning. Great aircraft.
Robert F. Hudson, e-mail, 13.01.2013 19:17
Reported aboard VP22 as an AE2 in Oct/Nov 1959 home ported at NAS Barbers Point. Transferred out in April 1962 as an AE1. During those years I flew with Crew 10 and 2 as an ECM operator, also spent some time as a ground pounder because of vertigo and infected ears. I remember a winter deployment to Iwakuni (cold, rain and snow until Cherry Blosson time) and,while the runways at Iwakuni were being repaired,a det at Atsugi (freezing rain, ice, snow, more snow, wind) . I remember many Pacific Islands (Midway, Wake Iwo jima, Johnson, et al) with lots of water in between. I recall a 9 month 24/7 stretch Tracking four Russian missile ships all over the Northern and Centeral Pacific and watching them recover re-entry data packages. After a 30 year Navy career and to this day I can not remember a tour of duty where I worked as hard, for three years and now knowing this was the norm for every VP sailor. What a learning experience for a 21 year old sailor to have undergone! The leadership, management, guidance, direction and knowledge provided by the Officers, Chiefs, and Crew has stood me in good stead to this day.
edwin burdick, e-mail, 12.01.2013 19:20
I was with VP-6 from 1957 to 1960. Made a deployment to Iwakuni in 1958. When we returned to Barbers Point I joined Crew 12 as a Radio Operator. Flew as a crewman the rest of my enlistment. I loved the P2. It could take a lot and keep on flying. We flew into what I would call a sea going tornado. It was off the coast of Kaui. It tuned us upside down and did things to that P2 that should not be done. It finally ejected us and we made it back to Barbers Point. A Ham operator on Kaui had reported a Navy Aircraft in trouble and all the Personnel were waiting for us by the hanger when we landed minus a lot of rivets and damage to the interior. It is hard to send Morse Code when you are upside down.
Larry Blyly, e-mail, 16.10.2012 03:16
I have several photos taken at Quonset Point, RI in about 1950. VP-7 was there at that time. Included are several of P2V and PB4Y2s. They were presumed taken by a man named Kristecky. If anyone is seriously interested, I don't mind scanning and sending via email. I did send them to Quonset Point several years ago, but they were of a very poor quality compared to what can be done now.
Tom, e-mail, 11.10.2012 03:23
Keith, I have about 1000 Hours in the p2v. Ifs you still want the radio info send me an email and I will provide you with the info.
LCDR GENE DONNELLY, e-mail, 21.09.2012 02:43
HAD 2 DEPLOYMENTS WITH vp-10 IN BRUNSICK,ME. FLEW MOST MODELS,2, 4 5F, 6, 7 ETC. FLEW SOME REALLY OLD 2S IN SANFORD TRAINING BOMBADIERS FOR THE A3D. NOT SURE BUT I COULD SWEAR I LOOKED THROUGH THE LOG BOOK OF ONE OF THOSE OLD 2S AND IT WAS THE A/C THAT WAS EQUIPED WITH JATO AND FLEW OFF THE CARRIER. AFTER ACTIVE DUTY IN 60 FLEW IN RESERVES AT OLATHE, KN, SO. WEYMOUTH, MA, ATLANTA,GA.
Fred King, e-mail, 13.09.2012 23:50
I served in VP-22 from 1960-1963. I was not crew but enjoyed many hours flying to various places in the Pacific - Johnson Island, Japan, Hong Kong, etc. I am the NEPTUNE PROJECT COORDINATOR FOR THE NAVAL AIR MUSEUM, BARBERS POINT. WE HAVE SECURED A P2V and are raising funds to fly it from Missoula to Hawaii in the summer of 2013.
leon rauscher, e-mail, 31.07.2012 22:57
i served in VP-22 out of barbers point hawaii from 1956 to 1959 went to iwakuni,kodiak,adak and all over the pacific flew as ecm operater. was a real tour of duty and enjoyed the p2v-5 a lot
Willoughby Taylor, e-mail, 09.07.2012 05:34
I was crewman on P2Vs starting on the 1 and discharged on 6 In '52 forced to bail out on MC2 (VP-5) 50 miles north of Paris..all crew members and four passengers landed on soft ground. lost a great bird that night
Mikey, e-mail, 21.06.2012 05:21
Like the S-2 The P-2 is allso 1 of my Best planes ever.The airbase that was in my city i grew up in had P-2s like the S-2s there they flew over my house daily sooting Tand Gs i loved it wen i moved to another ca city the airport had a airtanker base i got hired as a reloader in 1974 tanker-47 a SP-2H allong with tanker-76 a S-2 were Based ther during the fire seasion i cant tellu how many S-2s,P-2s i reloaded but it was a verry bisiy firseasoin.there going 2 retire the P-2 Firebombers next year i heard i hope not talking 2 pilots they all said the P-2 is the best airtanker i agree.I will miss the old bird.Thanks
John E. Osborn, e-mail, 28.05.2012 01:29
I had the privilage to be picked up as an instructor on the P2V-7s purchased by the JSMDF in 1956. KA4605 was our tail #. We lost a cam follower on the trans pac and would have had to dump all of the stuff purchased for the families in Japan if the engine quit. Fortunatly the engine held together and we changed it in Hawaii. The rest of the flight beautiful. I rember Feeny,Lundquist and Lt.Bouveron. I have pictures if anyone is interested.
Ralph Spaulding, e-mail, 15.05.2012 23:35
I was one of if not the last P-2 driver in VP 17 when the squadron transitioned to P-3s and moved to Hawaii. At the time,in the late 60s, I had orders to DCA in the Washington DC area, so stayed in Whitdby Island to close down operations there after most of the rest of the squadron moved on. I joined the squadron during the last part of their Viet Nam deployment in 66 and made most of the second one in 67. It's good to see some names that I remember already in the comments below. This was my second P-2 outfit, the first being VP-28 at Barbers Point Hawaii in 1954 to 1956 flying the 5 and 5F. We made deployments to Iwakuni Japan and Kodiak Alaska. In between I flew the S2F with VS-29 operating off the Kearsarge in 59 to 61 and made two deployments to Westpac. The P2 was a great airplane as long as one learned how and then used the vericam to make porpoise free landings.
RC CRaemer, e-mail, 27.04.2012 19:35
Served in VP-23 1963-67 in P2V-7s. From Radioman to First Tech. Det. UNITAS in 1965. The P2 was a great plane for the job it did. 2400hrs in P2s, 3000hrs in P3s. We saw more subs and a lot more from the bow of a P2. In the P3, we dropped a lot of sonobouys down through the clouds.
Steve Andersen, e-mail, 19.02.2012 22:47
My late father, Verner Andersen, was the artist who painted The Turtle logo on the TRUCULENT TURTLE prior to it's historic flight. He also did the artwork (silkscreen process, I believe) for the leather patches on the crew's flightsuits of which I posess one.
Since most artists did not sign their work on warplanes during that period, I only have the patch and my word to verify what I'm writing is true. Any suggestions on how I could get proof of my father's contribution to history would be appreciated.
Truly yours, Stephen Verner Andersen
Maurice (Bud) Michaels, e-mail, 17.02.2012 01:57
I was in VP-7 as a radioman on flight crews from 1951 to 1954. We flew ASW patrols out of Iceland and Japan. These were during the Krean war which were part of the cold war during the 1950s. I came into VP-7 out of schools in Millington Tenn. and Norfolk. At that time VP-7 was flying P2V3 and P2V4 planes. We were the crew who flew what I believe was the last patrol of the Korean War. I was in the the radio position. First radioman Rosalis was up in the turret. I got a message in code that requested to be forwarded. We were in radio silence. so I called for permission to break radio silence from our pilot, LTJg Vollmer. He told me to pass up the my printed copy. He must have had a code book because he shouted into the intercom " Its over, its over ". We thought the war was over. Now we know it never ended. I am still in contact with William ( Bill ) Scherbon one of our mechs. I would love to hear from any VP-7 members from that period. They would be in their 80s like me.
Norm Cook, e-mail, 14.02.2012 01:15
I have perhaps one of the longest spans of time associated with the Neptunes. I flew as ppc/pp2p in VP-17 at Whidby Island from 1965-1968, with the usual deployments to Asia, and particularly to Viet Nam. I then spent 31 years with Delta/Western Airlines. After retirement at age 60, I went back to work as a pilot flying wildland fire in slurry bombers. You guessed it, 1950's era P-2s and !960's era P-3s are the backbone of the Heavy Tanker aircraft that deliver retardant on wildland fires. I'm in my last year as Chief Pilot of AeroUnion Corp. providing P-3s to the Forest Service.
Kenneth S. Bjork, e-mail, 06.02.2012 07:58
I was a NAVCAD, Class 5-53. After Pensacola, went to Hutchinson, KS for Multi Engine training. Spent the first 50 hours in PB4Y2's learning Night Celestial Nav., followed by training in P2V-2's. After getting "Winged" in May,1954, got orders to VP-4 at NAS Whidbey Island, WA. Over the next several years, at one time or another, I was privileged to fly the P2V-2; 3; 4; 5; 6; 6M; 5F, & 7. I was also privileged to serve, at a Japanese Navy Base,(Kanoya,Kyushu)as a Flight Instructor teaching Japanese Navy Pilots to fly the updated version of the P2V-7 which their government had purchased. VP-4's Home Port was changed, in the mid-50's, to NAHA, Okinawa where they were when I left the squadron. After many subsequent and diverse tours of duty,I retired in April 1977. After all those years, and many other A/C, the Old "Neptune" was, and is, my all-time favorite bird! Believe it or not, the WHIDBEY/NAHA P2V Drivers (as we call ourselves)still have periodic reunions, which are very well attended, considering the fact that most of us left the squadron more than 50 years ago and are in our 80's!Go Navy!
Dick McManus, e-mail, 04.02.2012 19:46
Proud to have flown the P2 out of VP17 Whidbey Island, and VP31 North Island. Good Memories about a great old plane - proud to have flown it, and loved it, even on those 15+ hour missions out of Iwakuni, those all nighters out of Saigon or Cam Rahn Bay, and the 13 hr flights to Barbers Pt., and that one special flight to Tahiti!
Guy Massaro, Jr., e-mail, 24.01.2012 02:31
My Dad was an air crewman on P2Vs out of Whidby Island in the 40's and 50's his navy career was from 1942-1963. I joined the navy in 1967 at NAS New Orleans. After boot camp, and active duty, I was assigned to VP-94 "The Crawfishers" at NAS New Orleans. I was an ADR-3, and worked on those Wright 3350's. The P2V was a great plane. I am proud of serving America, and was assigned to a great squadron. Too bad that both the P2V and VP-94 are decomissioned.
Luther E. Franklin, e-mail, 03.01.2012 04:59
Our Cadet Class at Hutchinson, Kansas was the first allowed to solo the P2V in training. The droop in the engines from so many landings was quite noticeable (no jet pods on that model). A real Classic.....like the SNJ !
John Haynie, e-mail, 18.12.2011 23:53
I served in the Navy during the Viet Nam era from 1964-70. I was lucky enough to fight the Battle of Atlanta where we trained Reserves on the P2 What a Plane. We had the 131 series but had a couple of the 128 series. I was a Plane Captain and logged about 2100 hrs. Loved most of it. We had our moments however. Great people in those reserve squadrons. Proud to have served.
Phil McCullers, e-mail, 29.11.2011 20:26
I also was attached to VC-1 at NAS Barbers Point 1968-1970 and flew in the DP2E along with Ed Newman. Many great memories. My ears are still ringing.
Ed Newman, e-mail, 29.11.2011 19:16
I flew in a DP-2E while serving in VC-1 at NAS Barbers Point from 1969-1971. I was a Direct Control Operator. I launched BQM-34A drones of the wings of the aircraft. C-130's started replacing DP-2E's for drone launch around 1971. The DP-2E was a great aircraft!
Dave Austin, e-mail, 11.10.2011 16:59
I met my squadron, VP-2, on a Sangley Point/Cam Rahn deployment in April 1969. I have fond memories of the exploits with that aircraft and am proud to be part of an era's end. When we left Cam Rahn and Sangley in September 1969 we were the last of the VP P-2's in west pac. I think the VAH armored P-2's were still operational in Cam Rahn as were the Army's communications P-2's. Upon arrival at Whidley Island we were notified of our decommissioning. I and several other crew members went to Moffett Field and various other P-3 squadrons.
Rick Dombrowski, e-mail, 11.10.2011 03:21
I had the priviledge of working on and flying the P2V-7s, Buno 141247 with Crew #10 as Plane Captain from 1961 to 1963 out of Whidbey Island WA; Kodiak, Adak and Shemya,AK; and special ops missions with the Canadians. One hell of an airplane for the job at hand. I was most fortunate to have flown with a great crew who epitomized the very best in Naval Aviation. I still see the forest fire air dropper P-2's occasionally when we have wild fires in CA. The P-2 Aircraft is a real tribute to the legacy of Lockheed Aircraft Co.
Rick Dombrowski, e-mail, 11.10.2011 02:55
I had the priviledge of working on and flying the P2V-7s, Buno 121247 with Crew #10 as Plane Captain from 1961 to 1963 out of Whidbey Island WA; Kodiak, Adak and Shemya,AK; and special ops missions with the Canadians. One hell of an airplane for the job at hand. I was most fortunate to have flown with a great crew who epitomized the very best in Naval Aviation. I still see the forest fire air dropper P-2's occasionally when we have wild fires in CA. The P-2 Aircraft is a real tribute to the legacy of Lockheed Aircraft Co.
Bob Howe, e-mail, 18.08.2011 05:04
I flew as a TACCO/nav on SP-2Hs with 10 Squadron RAAF at Townsville, Australia from 1962-64. Enjoyed every minute of this tour. I recall fondly helping rescue (on 15 March 64) a crippled USAF B-50 crew on LORAN-based aerial survey duty out of New Guinea. As duty SAR crew we were scrambled when it lost 2 of its 4 engines, had no radar or navaids and was losing height fast as valuable electronic survey gear was thrown overboard and they prepared to bail out in heavy cloud. Our good old APS-20 radar detected them, we joined up and led them safely out to sea and back to Townsville where the other 2 engines failed just as they landed. We had to wait a while before it was towed off the runway and then we landed to have a great party for all ranks in the Officers Mess to celebrate. Our skipper was Les Morris and a fellow nav was Les Fisher who later became Chief of the RAAF.
Bob Neu, e-mail, 09.08.2011 02:22
What I like about the Neptune is the fact that it was a military anti-submarine hunter from day one. Not many creature comforts but it served well. The P3, Nimrod and the new P8 are great planes but they started as airliners. I was a ground pounder with VP-18 based at NAS JAX over fifty years ago and I still have a love of that old plane. If anyone would be interested in a P2V Neptune patch that is made to be sewn onto the back of jacket I have them available. They measure 12" X 4.4". I sell them at my cost $28.00 plus $2.00 for shipping. USN and International VP veterans have purchased them and from their comments they are very happy they did. I can be contacted via email firstname.lastname@example.org
Ron Wisberger, e-mail, 29.07.2011 23:35
I was a Navy brat living on NAS, Barbers Point, Hawaii where my dad, Laurence (Larry) Wisberger was assigned to a Neptune squadron in 1953 & '54. He deployed to Japan in '54 and we went back to the mainland to await his arrival in '55. He was a CPO and always marveled at the plane, saying it was the best squadron he ever worked on. He previously had flown the Seagull and Kingfisher catapault scout planes off of the Battleship USS New Mexico before and during the war, afterwhich he was assigned to the MARS seaplane squadron at NAS, Alameda before shipping to Barbers Point. He retired in '57 after 28 years in the Navy. Years later, he still talked about the Neptune as being the best. Much to my surprise, two years ago while taking flying lessons at San Bernardino Airport, Calif. I came up behind a Neptune which had been converted for fire drops, awaiting takeoff. Still a beauty of a machine and brought back many memories from long ago.
Harry (Jimmy) Ralph, e-mail, 13.07.2011 23:09
I was an Aircrewman in VP24 from 1960 to 1963. Crew 7 flew Bur # 147946 and later 143175. Our only mechanical mishap was loss of an engine during an ASW exercise while we were about 200 miles at sea. Those Westinghouse jets came in handy on that day. The P2V was well suited to long duration flights. We were sent to Key West (Boca Chica) during the Bay of Pigs invasion, then in the summer of 1962 we went to Keflavik to observe Soviet fleet exercises. During the Cuban missile crisis, we flew out of Gitmo (Leeward Point)taking pictures of ships leaving Cuba with missiles. During these operations we were flying from 10-14 hrs and always made it back to base safely. I have many good memories of my time in VP 24 and flying on P2V's. Some of these planes are on display in Aviation Museums. At NAS Pensacola one is outside and the Truculent Turtle is displayed jn a new hangar addition. Also at the Warner Robins AFB there is a RB-69A (that's the AF's designation for a P2V.
Klaatu, e-mail, 10.07.2011 18:30
Compare with the Martin P4M Mercator, which was designed to meet the same requirement. In contrast with the widely-used Neptune, only 19 P4Ms were produced. I believe the main reason the Navy preferred the P2V was that the Marin aircraft was more expensive.
George Marshall, e-mail, 09.07.2011 22:54
The specs do not list the jet engines.
Jim Weed, e-mail, 21.06.2011 01:51
I was in VP-19 as a pilot. I flew the P2V-7 from 1956 through 1959 while stationed in Alameda, CA. We deployed to Kodiak and Adak, Alaska doing submarine and ice patrol work. The P2V was a great, long-range aircraft and its longevity is amazing as I watched P2Vs in approximately 2000 dropping slurry on forest fires in New Mexico. While most of the P2Vs have been taken out of service, you will occasionally see one still dropping slurry on forest firest today.
phillip w shute sr, e-mail, 20.06.2011 05:39
I flew as crew member on search and rescue in station in adak ak from 1968 to 1969. I loved flying on this aircraft and me and my cousin were metal smiths and helped convert aircraft 135569 to accomodate litters and medical personnel and flew on many missions searching for downed aircraft and missing vessels.
Harry J Vinson, e-mail, 12.06.2011 00:46
I was the 2nd technician on P2V3W Buro #124287, the first plane sent to Japan from Guam for support of troops in Pusan Korea. I flew my first mission on July 8,1950 and was one of the Origional Blue Sharks a name given Patrol Squadron Six VP6 by the author of "Blues Sharks Over Red Coast" for the Oct 1950 issue of Saurday Evening Post. Fine Aircraft.
bombardier, e-mail, 23.05.2011 14:47
This plane was a piston anachronism in the jet age but it was quite versatile it's long service life shows it
Robert Hanish, e-mail, 16.05.2011 21:57
Stationed at BNAS from '64-'67 with VP-21. AX3, as a Jez/Julie operator. Tour included, Keflavik/Reykjavik, Bodo, Stravanger,Oslo,Copenhagen, Bermuda and Key West. Chased Whiskey's all over the North Atlantic, and caught most of them..A wonderful aircraft, that always brought us home through unbelievable winter conditions.
steve miller, e-mail, 12.05.2011 22:12
I flew on LR-12, VP-24 out of Norfolk,VA as Julie and Loran operator seated just foward of the wing beam. This is a great airplane and we had a great crew. I still have a hand painted picture we had done while deployed in Rota, Spain.
Denis, 08.05.2011 17:49
I was a Flight Engineer on P2V7s in the RCAF for six years on 407 MP Squadron. Based in Comox BC. a foundling member of P2000 club and then VP International. Approx 4000 hours. After retiring ,from F/E on C103's, years later, I was lucky to fly one of the aircraft with my old skipper( I had qualified as pilot on type) on fire bombing. Great aircraft, great crew. Lots of memories
Gene Wilson, e-mail, 01.05.2011 05:26
I served with VP-29 NAS Whidbey from 1952 to 1955 in Japan, Kwajelien, and Okinawa with R&R in Hong Kong. Side trips to the Phillipines. Flew patrols off Tiawan (Formosa) during the Quemoy-Matsu Islands dispute between Nationalist & Red China. I finished my career as an (acting) plane captain on P2V-5's. What a great airplane!
E. N. Hammon, e-mail, 28.04.2011 07:03
VP-11 1963-1966. Flew as Navigator and co-pilot on crew 11, Buno # 147962 for my entire tour of duty in Brunswick, ME. PPC names Forrest and Steiner come to mind. Skippers were Klause, Richardson, Falkenstein. Deployments to Sigonella, Rota and Guantanamo. Flew SP2Hs Brunswick and also in the Reserves out of NASs Alemeda, Olathe, KS, and Memphis. Only had one engine failure during all those years.
Ron Waitman, e-mail, 25.04.2011 00:26
I crewed in this bad boy flying Army recon in Vietnam. We used to envy the Navy their newer P3s that sat next to us on the flight line at Cam Ranh Bay, but we always got home safe.
Bill Daley, e-mail, 22.04.2011 22:20
VP-11, NAS Brunswick from Jan'56 to Sept'57. Joined crew 11 which had recently gotten a factory new P2V-7 (Buno 140431) as radio operator in June'56 just before deployment to Malta in July. Squadron did low level, formation mining exercise @ Souda Bay Crete for NATO demo for "brass". Our plane was at 150 ft and I was looking down on 2 planes fron window opposite radio compartment. NEATO! Returned to NAS Brunswick in late Dec and in Jan '56 we had newly commissioned officers reporting aboard. They were assigned to be navigators. Went to Bermuda 3 times in one week on nav-training missions. Flew down, flew over Kindley AFB then returned to cold, wintery Maine. Just before separation in Sept '57 made a ferry trip of a factory fresh bird - a 141 series - to Malta. This bird had much improved ICS gear and a fire control radar for the turrt. Buno 140431 was a great plane. But the APS20 radar wasn't as good for finding periscopes/snorkels as APS38 which I operated in Stoofs finishing up my obligation in the reserves at Nas Willow Grove. Riding the bow on rocket runs in a "Poppa two" was a big whoop.
CHUB ERWIN, e-mail, 17.04.2011 01:23
P2V-5F'S WERE THE BACK BONE OF VW-4 NAVY "HURRICANE HUNTERS" IN N.A.S. JAX. FLA.,1955-1957, "ONE TOUGH BIRD"....
Joe Rosenthal, e-mail, 16.04.2011 02:34
I was an AMS2 in VP-8 on P2v5f crew #10 from 57 to 60. Plane #131538. I was a metasmith, but taught myself morse code while we were in NAS Norfolk, and went on crew as 2nd Radio operator. CDR Shearer, Flight Liuet. Potter RCAf, and Ens Gould were three of our officers. Ens Gould was a true Officer and Gentleman. Was in Argentia twice and Rosie Rhodes.
Bob Cloud, e-mail, 04.04.2011 02:15
Stationed at NAS JAX Jacksonville, FLA from 1960 thru 1963 where I flew as aircrewman with VP 18. Deployed Sigonella, Rosey Roads(many times),and Key West(many times) to participate in the beginnings of the Cuban Missle Crisis. Great airplane. Great times even when playing chicken with the Rooskies. Some of my brothers names: Belton, Smith ,Flagg, Katsikas, Brydon, Duffy, Barnes,Snipes and many more faces that I can't put names with right now.
Charles M. Auker, e-mail, 30.03.2011 14:39
Did Two(2) Tours with 1st Radio Research,RSVN back in 1970's (LBJ's Great Society). Retired U.S.ARMY and now write contracts for the Veterans Affairs.
J H Leopold, e-mail, 25.03.2011 14:09
Stationed in Jax , Fl Vp-18 , became Plane Capt on LG 11 , from 1957 to 1960 ,deployment to Roosevelt Roads , PR also Iceland 1959 , many stories of how thios amazing bird made it home after some of the missions and damage that it occured , had a great crew , Pilot was Ltcdr. Huddleston, one of the greatest. One of the best times of my life .
Tom Pauvlik, e-mail, 22.03.2011 01:00
After AD-A School in Memphis, Tennesse was assigned to PAX River. (Jan 1953-Apr 1956) Reported to Electronics Test. VP Group. Worked on and was 2nd Mech,and Plane Captian on P2-V's 3,5, 5F, 7. We had the new and old A/C. Was 2nd Mech on P2-5 (880) Maj Russel was Pilot and A.F. Lewis was Plane Captian. Those were really enjoyable times. Finished my Naval days at Pax River.
Joe, e-mail, 19.03.2011 02:33
I joined the reserve at Willow Grove NAS in 1960 while still in H.S., went to College and went on active duty as a StationKeeper to train the reserves in 1966. Maintained the P2V7's Electronic gear and flew as a Jez Operator. I though the plane was outstanding. I recently paid considerable to fly at a Reading Airshow to fly in a B-17. Construction similar to the P2V7 in that no frills. I would love an opportunity to fly again in a P2V7. Anyone who served at WG in the above timeperiod send me an email. Some of the best times in my life.
Rick Dwyer, e-mail, 17.03.2011 07:33
I was No. 10 sqdn RAAF in Townsville from 1967 - 1970 as a Radio Technician and spent many hours on flights as ground crew member. Visited Barbers Point Hawaii and did a lot of exercises around Australia in our P2V-7's. There are some still flying in Australia and the sound of the radial engines still bring back great memories.
Harry (Jimmy) Ralph, e-mail, 10.03.2011 20:55
I was in VP 24 in Norfolk from Feb 1960-Jan 1963. As an Airman or Airman Apprentice, I was almost immediately assigned to Crew 7 and remained on that crew until I was released from active duty. While the squadron was never deployed during my service, we did have some interesting and exciting missions. The Bay of Pigs invasion--our job was to look for Cuban refugees leaving the island in small boats. In the summer of 62 we were sent to Keflavik to monitor Soviet naval operations in the North Atlantic. In the fall of 62 we were in Guantanamo Bay for the Cuban Missile Crisis. Crew 7 members Pilot Ltcdr. Dan Sliwinski-later replaced by Lt. Pete Catalano, Copilot Lt. John Shuster-replaced by Ltjg. Larry Rasmussen, Plane Capt. Don (Bones) Kelly, Jez Opt Max Lawhon, Nav. don't remember, Radar yours truly, Electrician Carl Ramsey, Radio Dusty Rhodes, Ordnance don't remember and Second Mech JC Burton. In all my hours in the P2V7, we had very few mishaps--an engine failure, an electrical fire and an almost disasterous obstacle take at San Juan airport. Ah, the memories.
Bob Weiss, e-mail, 07.03.2011 04:15
I was on a air crew in th USNR at Floyd Bennett Field VP 836 1954 to 1963.Did ASW Work Was a Petol Missle operator. Currently I work with a group of volunteers at Floyd Bennett in Hanger B. I am workin on a P2V 5F SP-2E Buro#131542 - I re painted it an have tried to restore some of the interior. I will never fly but it looks great. Check it and our other planes in the hanger a the Natonal Parks Service Site Floyd Bennett. We give free tours Tuesday,Thursday & Saturday -718-338-5986 10am to 3pm The smell inside the P2V never goes away the gas,oil etc stay with you forever.
jamie burgoyne, 05.03.2011 13:48
there is a SP-2H in mint condition at RAF cosford
Gunnar Stevens AZ3, e-mail, 03.03.2011 05:43
Hello to all! I was with VP-6 from 1968 to 71 so I missed the P-2. Never flew in one but god ya gotta love the looks of that bird!! I've always felt that "real Planes" had props and radial engines.
I'm doing some CAD drawings of the P-2s for the time period from 1960 to the mid 60s. I'm having trouble getting accurate info on the ordinance the P-2 carried under the wings. I'm sure it carried missiles and rockets but I need the actual names of the ordinance and the Mark/Mod numbers. That way I can Google them and get drawings and specs for drawing them. I'm doing the drawings for a shipmate. The drawing fo the P-2 is done but I need the info so I can add "ATTITUDE" to the drawing!
Any info would be greatly appreciated!
Melvin D Brown, e-mail, 28.02.2011 12:02
I was 2nd mech under Jerry Steverson 1967-68 our piolt was LtCom Bar Steverson Flying Phantoms Vp18 Crew 12 out of Roosevelt Road, PR. I remember this time of my life as one of the best times. Looking to contact other crew members Johnnie Pride, Duke (radio man LG1) DC Cooper
Jake McGlohn, e-mail, 27.02.2011 17:15
I was an AE2 in VP8 from Sept 48 to Sept 49. We went to Newfoundland in late Dec and came back to RI in April. We were flying P2V2 that year.
Bill Yuschalk, e-mail, 14.02.2011 04:58
Oh yes the good ole reliable P2Vs,I was with VP-6 in 56 & 57 with the P2V5F we deployed to Iwakuni & My positions were,Plane Capt.or bow gunner as we had still all 3 turrets,late 60 till mid Dec 63 I was with VP-9 @ Alameda,a/c 135562 & I flew with my crew for 3 yrs with this bird,67 I went to VP-1 here @ Whidbey Is. & as I was checking into the sqdn.@ 01:30 in Sangley there sat 135562 well I jumped out of the truck & ran up to the ole girl & gave the nose gear a big hug & pat & told her it was so good to see it again,well when I came back @ 10:30 that morning all of VP-1 heard about it,we flew together several times while with VP-1 but some of my more memoriable things with ole 135562 I reenlisted in it while flying with VP-9 in 1962 & Good ole Tex Coleman with VP-1 in 1968 mad e arrangements to take YB-12 135562 this particular day because I was reenlisting again so he swore m,e in in the after station while flying patrol in Vietnam,so in my career I got over 3,000 hrs. in this a/c with many many memories but the most memoriable incident was on our 1968 deployment to Sangley Pt & Vietnam a/c 150282,we just passed Nov. Station on our way to Barbers Point When we encountered problems with our stbd.eng.,had to turn back to Alameda on a new low time eng. & flew 6.2 hrs.single eng.back to Alameda. We lost 3 CSD's on that danged stbd recip before we finally got to B.P Hawaii Barely got back to Alameda & out of petro after roll out. I accumulated over 9,500 hrs in the P2 a/c & loved it all. Bill Yuschalk
Mons Roll, e-mail, 07.02.2011 18:45
I flew with VP 16 (1954-1956), then to reserve stations for 17 years Got to fly the P2V 2,3,4,5,5F, 6 and 7.Great airplane.
Glenn Hill, e-mail, 04.02.2011 03:44
What a great airplane. I was a Plane Captain SP2E and SP2H VP-4 1961-1963 then to VP-1 1963-1964. Over 1900 accident free hours; the airplane always returned from the mission safely.
Dan Doherty AE1, e-mail, 30.01.2011 05:14
Vp 31/ NARTU NORIS 1970- 1972 What a mix. Reg navy, Tars, Army and Navy Reserves. The Fam 1 flights were scary with the Army helicopter pilots in the old P2V 5's taken out of Davis Mothan.
I flew the P2V-7/SP2H with VP1 at Whidby Island, with 3 Alaskan deployments, 1960-1963. I then flew SP2H and E models with VP31 in San Diego. Trained most of the Crazy Cats and VO67 crews. Later flew P3B with VP1 again.
John Williams, e-mail, 30.01.2011 00:29
Fresh out of AW-A school in Memphis in '71 I had an opportunity to catch a flight to Key West while at reserve C school in Willow Grove. I fell in love with flying ( as I knew I would ) and enjoyed it so much I switched to regular Navy, but they were flying P3Cs ( big difference ). I will never forget crawling over the wing to go fore and aft, and wearing the parachute harness ( without the chute ) while in the air. Junior man on the crew, all the gopher jobs, and I'd do it again in a heartbeat.
Claude Key, e-mail, 28.01.2011 05:14
I was in FASRON 116 in Alameda From Oct. 55 to May 57 We were a support Squadron for VP-19 and VP-22 our Squadron had 2 P2V-5F I enjoyed flying on weekends. after Navy Life I worked for Delta Airlines untill retirement 20 years ago.The P2V-5F was a great Airplane
Dick Scotti, e-mail, 12.01.2011 05:58
I was an AE-3 in Vp-8 flying in P2v-5FS Neptunes in 1960-62. VP-8 has a web site for all former flyers that were in VP-8. Lots of North Alantic patrols & trips to Puerto Rico at rosy roads and some great weekends in Bermuda..just had to land at the air force base.
Leroy McVay, e-mail, 12.01.2011 05:33
1953, I was an AN (E3) at North Island. First P2V-7 factory test a/c came in. Admiral looked it over, signed some papers and they taxied out. At the runway they held the brakes as long as possible with '2 turning and 2 burning' and then let it roll. Aircraft was fully insturmentated; they climbed out at 2 degrees below stall angle. Circled around, feathered the props and made a high speed pass down the runway and another sharp pull up. Navy took pictures but we couldn't get any copies. Darn!
Ron West, e-mail, 03.01.2011 06:21
I was an A02 in VP-4 1954-1956 and was the tail gunner in "Sugar Charley 7" a P2V-5...I spent two years looking where I had been instead of where I was going. I was the photographer...took drift readings for Nav...and made the coffee...kind of chief baggage boy and bottle washer.We had 6 P2V s with MAD gear and 6 with tail turrets. I loved flying in that bird...very dependable.
James R Clark, e-mail, 29.12.2010 19:32
Stationed in VP-30 Det-Jax as a Plane Captain instructor from 1962 through 1966.Trained students in both the SP2H-5 and 7. The P2V 2 was a forgiving aircraft and a super sub hunter for its time. I really enjoyed training students who were mostly senior to me, for I was a ADJ-3 then ADJ-2 at that time, also most had many more flight hours. Yes, the P2V aircraft an stay airborne on just the jets, just one of many exciting Oh! Oh! experiences. Was involved in VP-5's transition from P2's to the P3 Orion.
Richard Schwaller, e-mail, 24.12.2010 23:19
Flew the P2V-5 & 5F's while attached to VP-1(1952 -55)NAS Whidbey,Is.,WA Two deployments to Okinawa to fly the China Coast and Formosa Straits patrols.Our patrols were always 10 -12hrs with great aircraft dependability. 2nd deployment returned opposite way home that took us to Phillipines,Singapore.Ceylon (Sri-lanka), Bahrain,Alexandri.Egypt.Naples,Pt.Lautey,Azores,Quonset Pt.,Hutchinson,and then NAS Whidbey. This aircraft endured thru-out with no problems - all 12 that started finished which supports the dependability of the P2V. My over 1000hrs in the P2V were most enjoyable and memorable
Brian Haynes, e-mail, 18.12.2010 19:19
I was in VP-4 from 1/1956 to 1/1958. I should know Jerry Reinhardt, but do not remember. I was in crew # 7 Tail gunner and Cameraman, Loved it! Jerry Reinhardt, J-M-reinhardt=sbcglobal.net, 22.05.2008 I flew with VP-4 from 1954-57. We converted from P2V-5 to P2v-5F with the J-34 jet engines about halfway through my tour. We were also the designated mining squadron for the West Coast, so most of our planes had twin 20mm cannons in a ball in the nose, twin 50s on the top turret, plus twin 20 mm cannons in the tail. We flew out of Whidbey Island, Iwakuni, Japan, and Naha Okinawa for 3 years, and patrolled all the way from Vladivostok to Vietnam. A great airplane.
Robert Waldow AMH-2, e-mail, 14.12.2010 00:20
I went to Barbers Point Hawaii in 1954 to VP-6 We flew the P2V 5f, we had gun turrits on them at the time. I finaly got to go on a flight crew as ordenance man. assigned as tail gunner. I was advised the life expectancy in action was 5 seconds. Shortley after we removed the turrets. Made one deployment to Iwakuni Japan for 6 months. I loved the plane and the NAVY.
Larry Walkley, e-mail, 10.12.2010 18:59
Does anyone know the noise level while flying in the P2V-7?
Tom Courville, e-mail, 08.12.2010 00:20
The Army bought 5 p-2's from the Navy, and I flew in them in Viet Nam in 1971-72. I last saw a flyable one in Graybull, Wyoming in 1990. Good plane, always got us home.
Jeff Backus, e-mail, 05.12.2010 04:16
Was a plank owner in VP-30(june 1960-63)Enjoyed my next/best tour in loving eleven(VP-11 1963-66)My wife(Annell)started wives club -those were the most memorable days!! I retired AECS from AIMD CECIL 1978 God bless all shipmates & all true blooded Americans- political correct or not
CDR. Alan H. Maris, e-mail, 02.12.2010 23:23
I was in VP-26 five years, 1960-1965. It was the most memorable and exciting years of my life. When I arrived in Brunswick, VP-26 was deployed to Iceland and Spain. Since there were only weeks before their return the Wing made me OinC(Officer in Charge) of painting and getting the hangar ready for the return of the Squadron. They returned with exciting stories of catching a USSR ballistic missile sub on the surface north of Iceland and tracking it all the way back to their base. Although our primary mission was ASW they varied widely and we never knew what would come up. The Russian fishing fleet with their Elint trawlers were not far off the Maine coast and we enjoyed sneaking up on them to light them up with our searchlight hoping to catch a sub on the surface. Being a junior PPC I got many all-night, and often IFR, 12 hour patrols. I enjoyed getting the flight hours. On one night patrol we were diverted to the area where the Thresher went down. We searched the area hours for survivors but found little more than floating debris. A ship was hi-jacked off the coast of Puerto Rico and we tracked it almost to Brazil.
Patrolling the north Atlantic was not always easy. Weather was a major factor. One stormy night we were socked-in total IFR and freezing rain which was too much for our deicers. They melted the ice on the leading edge but the water refreezed half way back on the wings! The controls were getting “mushy” and it was imperative that we get the ice off. Our hand held search lights showed it was 6” thick or more and was disturbing our airflow and lift. I was at 10,000’ and decided to descend hoping to get below the freezing level. The problem was that our altimeters had been set at take-off in Brunswick and we had flown hours into a low pressure area so they were reading high but were actually low so we did not know our true altitude. I ordered dropping out the 150’ trailing wire antennae and told after-station to immediately announce if it pulled out on contact with the water surface. At approximately 200’ we broke out and huge sheets of ice began to break off and we could hear them crashing into the fuselage and our huge 27’ tail. The jets had been on during this gut wrenching experience. The main responsibility of any PPC is the safety of the crew so it was prudent for us to get out of this weather and return to base.
The most memorable mission was when JFK announced the blockade of Cuba and VP-26 was ordered to deploy to Boca Chico in Key West. Within hours we set up tent headquarters and flew constant patrols along the Cuban coast, sometimes being shadowed by Cuban MIGs. We asked the USSR ships to open their crates so we could take pictures of the missiles and IL-28 bombers coming out of Cuba. It was eat-sleep-fly so pilots often logged 120 hrs/mo. As soon as we landed our camera films were jetted to D.C. and many of our pics were quickly declassified and we saw them in the news magazines. JFK honored us with a visit to the Squadron and praised our work.
Our deployment to Sigonella had many interesting experiences. We found a Soviet sub between Sicily and North Africa. But a RON to Tripoli, Libya was more memorable just to get a glimpse of this country and when leaving we requested a two hour VFR fly over the Sahara. It is a memory I’ll never forget because we saw it from just a few hundred feet. Another mission was to deliver a classified package from Naples to NATO Headquarters in London so we had a three day trip to remember. We had to fly around France because they would not allow US military in their airspace…can you imagine after what the US did for them in WWll. Another aircraft with Jesus Topax as PPC had an unexpected visit to Parma due to a seriously sick crewmemeber. Luckily, he was fluent in Spanish. In 1964 the Greeks and Turks were fighting in Crete so our orders were to do recon around the island. We RONed in Athens and had a great time, then flew along Egypt, Israel, Lebanon, did recon around Crete and landed at Adana, Turkey. This was a frightening place. The Turks did not like us. Americans had flocked to the base for security so we had to find a room at a hotel in Adana. We took a small USAF bus to town but at some intersections the Turks would surround our bus and rock it from side-to-side. I had only a 38 S&W with tracer shells for emergencies. I was scarred! We stayed in the best hotel we could find for $1/night. It was an experience…a bad one! Once back in Sig I flew some VP-26ers to Aviano AFB for leave in Venice. On takeoff climbing out from Aviano we were hit by lightening and all electronics, both com and navigation, were fried. I continued VFR off the west coast of Italy and at Sig made a low pass, got a green light and landed. Both tip tanks had the tail sheared off leaving a hole the size of a quarter but everyone was home safe.
Coming home is always exciting and it was like a race to Rota, then to Lages, and finally to Br ...
Hugh N. Bodey, e-mail, 30.11.2010 14:17
In the spring of 1951, I joined the Patrol Squadron, VP-741 - a reserve outfit, even though I was regular Navy, now in NAS JAX (Jacksonville, Florida, Naval Air Station - where I had been going to Storekeeper (Supply) School). Yep, I was a storekeeper, not on a flight crew - but about every 6 weeks, I would get to fly (the storekeepers took turns). Not just sure when, but the squadron turned Regular Navy - and became VP-16. We went overseas about 6 mos. out of the year - first to "Malta in the Med", then to Port Layoti (I even forget how to spell it) in French Morocco, North Africa, (My first exposure to Arabs and Muslims!)(My opinion hasn't changed! ! !) and finally to Iceland - Beautiful Country when were were there in the Spring/Summer, 1954. Never got above 50ºF - but didn't freeze much, either (WHILE WE WERE THEIR!)! Had some fun with a Russian MIG during one of the flights I was on! We, The Navy, was going to pull a "mock raid" on the U.S. Air Force, who were also stationed there, too - just to test their readiness! Their tours of duty were more than double ours! Naw, they didn't like us very well! ! ! We were planning to rendezvous out over the water, then fly in over the Island, unannounced, but got too close to Russia in the process and they sent a couple of MIGs up after us. One was on our starboard, flying really close to us. The Pilot radioed back to me, saying: "Bodey, get up in that top turret, but keep your hands off of those 50's! I did! The Russian pilot was motioning for us to get away - and had a scowl on his face! Just for the heck of it, I raised my hand and waved at him! ! ! Momentarily, the scowl left his face, ad his waving turned into a genuine wave. I thought I saw a smile on his face, even - but that was probably wishful thinking on my part!
Our pilot noticed it, too. He bellowed over the radio: Bodey, What are you doing back there? I merely replied, I just waved at him. The Pilot, with a grin in his voice said, Well do it again! ! ! But it was too late - the Mig was gone! That was my last overseas trip, as I took a discharge on my birthday in '54, which they were allowing then - as they wanted to cut the numbers down - and I was ready! ! !
As the saying goes: "It seems like only yesterday! ! !"
leon mathieu, e-mail, 28.11.2010 04:30
I was a crew member on P2V7 serving with VP 24 in Norfork, VA. Spent a freezing winter in Kevlavik Iceland and a sweltering summer in Guantanamo during the missile crisis in '63. Lost track of logged hours, flying 14 hour patrols around Cuba photographing Soviet ships bringing missiles in and hiding them in the mountains. Enjoyed dropping the fruit from our box lunches onto the soviet ships and watching them run for cover.
bob holdman, e-mail, 06.11.2010 20:32
I was ordered to Observation Squadron 67 (VO-67) in '68 to fly in the OP-2E (modified P-2V5)when my orders were changed to Heavy Attack Squadron 21 (VAH-21), with AP-2H's (P-2V7s) where I did my tour... Numerous crewmen from each squadron have been inducted into the Combat Aircrew Roll of Honor aboard the USS Yorktown museum in Charleston Harbor, Mt. Pleasant, SC. It's still hard to believe that an acft designed to hunt/kill submarines could do so many things so well over land...
Don Pendell, e-mail, 01.11.2010 14:57
Was an ABH-3 stationed at VP-5 NAS Jax From 1964 through 1966, including a 5-month deployment to Sigonella and 6 weeks to Key West (during a hurricane). "Pushed" a lot of P-2s around during that timeframe, until the squadron upgraded to P-3As. Both were great aircraft...capable of day-after-day of long, punishing hours on patrol. Although the P-3s were a lot more "comfortable", there was something about the "racket" produced by the P-2s that would do a better job of keeping the crews awake, alert (and annoyed) on long patrols !
Thom, e-mail, 28.10.2010 17:16
I was in the last class graduated from the VP30 Jax detachment in 1968. I went from there to VP-21 in Brunswick and got one deployment to Sigonella under my belt before they shut the squadron down in 1969. I was transferred from the unpressurized, under-heated, non-airconditioned, cramped and noisy P2V-7 to the P3B and almost felt like I was being punished. There is hardly a sensation in the world like spending hours in the bow of the P2 watching the world drift by. I was the MAD/ECM operator while on my shortened tour with VP-21 and no other squadron or duty came close to that experience. After tours in VP-26, and instructor tour in P3Cs with VP-30 (Pax River) and my final tour with VP-11 back in Brunswick, I left the Navy in 1976 but continued to support the Dept of the Navy at Pax River. I still have fond memories of the low altitude crusing and the noise and thunder of those 3350s and the jets.
Michael P Walsh, e-mail, 23.10.2010 17:09
First introduced to the P2V-5F in VP-5, 1956,NAS Jax. Worked in Powere Plants and went on crew as 2nd Mech in 1958 as a third class (ADR3). Made deployments to Sigonella, Argentia, Iceland, Puerto Rico. Went to VU-8, Rosy Roads, and went on crew in 1961. Flew in the DP-2E. Never n\\knew that the P2 would fly at 20,000 feet...but it did. Next, after a shortened shore-duty (2 vice 3) I was sent to NADC Johnsville and flew on the P2V-5F. Made deployments to Panama. Left NADC and sent to VP-21 where Ihad my first taste of the P2V-7...the Royles Roice of the P2 series. Made 2 deployments to Sunny Sigonella, Soudah Bay, Crete.The P2 was the most forgiving A/C in its time. VP-21 disestablished and I went to VP-26. They flew P3's. Sure did miss the comfort of the P2's.
Gerald Fox, e-mail, 22.10.2010 23:51
I was a mech in VR 32 on North Island San Diego in 54 and 55 We had 32 AP's and 30 officer Pilots and I was very fortunate to fly as engineer on all the following P2V's 2 3 4 5 5F 6 7 and most peapole don't know it but there was an 8 without jets built for Canada. The best and fastest was the 2 it had no garbage on it and it didn't have compound turbose I got to go to the factory and pick up bran new plamnes and to O&R and allways had an Ap as plane commander and got to go all over the USA to pick up and deliver them Those were the days
Roger Stambaugh, e-mail, 08.10.2010 18:24
I first flew the P2V in 1959 after I joined VP-19 in Alameda. We deployed to Kodak the Spring of 1960. After four years with VP-19 and over 2,000 hours and PPC qualification I joined the reserves. Have been in reserve squadrons at Sand Point, Whidbey IS., Andrews AFB, and retired at Pt. Magu in 1982 with about 5,000 hours and a deep respect for what this a/c could do. Heavy bomb loads, long range, awesome endurance (my longest flight was a tad over 20 hours), and remarkable safety record. A very sweet machine.
Capt John Rump, e-mail, 27.09.2010 01:09
Survived being shot down by Russian migs in Alaska in 1955 thanks to a skilled pilot and a great airplane.
Emerson Watson, e-mail, 20.09.2010 17:11
Wright Aero. had a P2v for several years doing engine product impronement work on the turbo-compound engine. I crewed and flew across country with one for product demo.
J Alfred Lemire, e-mail, 20.09.2010 06:16
My frist experence with the P2V-7 was at VP-30 in Jacksonville FL for my Aircrew inflight training. I then joined VP-21 in Brunswick ME. Stayed there for 4 yrs 1964 to 1968(extented twice) then went I got out of the Regular Navy I joined the Reserves at Willow Grove PA. I was a plank owner with VP-64 an flew in P2's until the Squadron transistioned to P3's. After the transistion I had to change rates from ATN to AW to keep flying in the P3. Retired from the Reserves in 1999 as an AW1.
AMS1 Richard Schiel, e-mail, 12.09.2010 21:27
In 1964 I was assigned to NAS Twin Cities. I was part of the TAR command. We trained researves on P2Vs as well as other aircraft. Our squadrons were VP811,812,813 and 815.We had a great bunch of guys and it was a great time of memories.
Chuck Cramer, e-mail, 10.09.2010 18:38
I was in VP-22 in Barber's Point, Hawaii from 5/59 to 1/62. I caught the squadron in Kodiak, Alaska out of boot camp. Then back to Barber's Pt. We made 2 deployments to Iwakuni, Japan. What a trip that was. I was actually a PN3 but had a buddy on a crew so I got to go with them on test hops. What I loved most about them was flying as the bow observer over in Japan and experiencing the testing of 'Auto Pilot' change to 'manual' and back again. I'm sure the aircraft dropped and rose 500 feet each time..
Fran Milliken AT2, e-mail, 09.09.2010 06:19
Flew P2s with VU-3 in 61 & 62, operating from NAS North Island, San Diego. Mission was to launch Ryan Firebee drones from plane wing and fly them as targets. 3 ATs manned the APS-20 radar screens, feeding info back to the TM operator who flew the drone "blind". Mission ended when drone made unauthorized ADIZ penetration, and was intercepted as an enemy aircraft by Navy or Air Force pilots.
Sidewinder missiles were launched which were supposed to lock onto flares in the wingtips of the drone, but often went right up the tailpipe! Drones had on-board chutes, which were deployed after the drone was hit. Drone then went into the Pacific, where a SEAL, dropped from a chopper, would hook a cable to the drone, and ride the drone as the chopper carried it back to land. I always thought it interesting that I was flying in the P2, with a grandstand seat for all the action, drawing the same hazardous duty pay as that poor SEAL!
I see all this talk about P2's. But no mention of the four AP2H's of Project TRIM, later Commissioned VAH21. The PIMA Air Museum in Tucson has the only one left, and it is fully restored.
Barney Walsh, e-mail, 29.08.2010 03:30
Flew the P2v-6 at NAS WIllow Grove as Radio OPerator in training and then the SP2H in VP-56 stationed at NORVA with deployments to Kef and Sig with short tours to Roosy. OUr crew, crew 10, came back from Kef with 14 confirmed photos of Whiskeys, Romeos and one November. Later flew the OP2E with VO-67 over the Ho CHi Minh trail, was shot down and bailed out from the after station hatch along with 7 other crew members. VO-67 received the PUC just this past year for their job of laying sensors along the trail and participating in the breaking of the seige of Khe Sanh.
Barney Walsh, e-mail, 29.08.2010 03:29
Flew the P2v-6 at NAS WIllow Grove as Radio OPerator in training and then the SP2H in VP-56 stationed at NORVA with deployments to Kef and Sig with short tours to Roosy. OUr crew, crew 10, came back from Kef with 14 confirmed photos of Whiskeys, Romeos and one November. Later flew the OP2E with VO-67 over the Ho CHi Minh trail, was shot down and bailed out from the after station hatch along with 7 other crew members. VO-67 received the PUC just this past year for their job of laying sensors along the trail and participating in the breaking of the seige of Khe Sanh.
Barney Walsh, e-mail, 29.08.2010 03:22
Flew the p2v-6 at NAS Willow Grove in VP- 932
Greg Cali, e-mail, 28.08.2010 04:37
I was in the navy reserves at Willow Grove from 1962 to 1969. As an AE-2 I was attached to VP-935 and air crew on the P2V-5. I qualified in Mad, Julie, Jez and Radar. I attended AE-A School in Jacksonville and AirFam school at Willow Grove. It was a great experience.
Jerry Harrison, e-mail, 28.08.2010 02:55
I entered the reserves when I turned 17-1/2 and assigned NAS Willow Grove with VP FASRON 935. Went on activity duty as Station Keeper and sent to NAS NY for AE School. Returned to NAS Willow Grove & spent much time working with PV-2 and P2V-2 aircraft. They were great aircraft to work on. Left the Navy in late 1957.
Wilber Rea, e-mail, 26.08.2010 10:00
On Sept. 28, 1955 Snowcloud 5 of VW-4 was lost with all hands. She was the standby aircraft and was sent out whe the duty aircraft suffered an engine fire. Does anybody have a picture of this fire? Or of Snowcloud 5? grumps
Jim Hettel, e-mail, 22.08.2010 15:29
I was in reserve squadron VP934 out of Willow Grove PA, from 1956 to 1969. I was qualified in several positions (Jez/Julie/Radar, but always loved flying in the nose. Even tho you weren't supposed to be there during landings, I often stayed and took 8mm movies of landings and rocket runs. I loved that airplane.
lowellwysong, e-mail, 24.07.2010 23:49
I was plane captain on a p2v7 in vp23 crew 3. 1964 thru the spring of 1966.Made deployments to Sicily,Spain,and cuba. Was assigned to several detachments and flew out of Iceland,and Kew West at the time . Home base was Brunswick NAS. We also had to fly through 2 hurricans and the plane was very rugged and safe. What a ride.It was a great outfit and we won 3E awards during my stay of 3.8 years. Miss it all.
Inviting all era VP-4 Vets to check us out at vp4association.com we have an ALL HANDS reunion every other year. Next reunion scheduled for OCT 2011 in Jacksonville, FL
Richard Camp, e-mail, 04.05.2010 16:35
Hi! I own P2V-7 Bu# 143173 and I plan to restore to flying condition. Please visit my website www.saveaneptune.com. Lots of good info. Please feel free to ask questions and if you have pictures or stories please send them. When I was a kid we lived about a mile from Willow Grove NAS. That is where i first saw the Neptune. Loved it ever since!
Robert Warrem, e-mail, 09.04.2010 05:00
I served as a control tower operator at Wiesbaden AFB Germany in the late 50's. The USAF had a P2V which was designated a B69 and was used for night patrol along the east Germany border.
Tom Turrentine, e-mail, 10.03.2010 18:48
I was an aircrewman in VP-18 1966-67. We flew out of Roosevelt Roads, Puerto Rico and Guantanamo Bay, Cuba. PPCs included Lcdrs Kunkel and Smithey. Some other crewmembers and friends from other crews: Bob Marshall, Frosty Frease, Jerry Scholey, Ken Allen, Lt Bill Pennock (killed in car accident), Lt Smith, Paul Warr, Robby Robinson, Roger Canady, Wilson, Tim Werling, Bob Sykes, Bechtol. It was a good experience and led me to later things (Pensacola AOCS, Boeing 747/777flight training instructor, several technical/engineering jobs).
ROBERT F GAGNE, e-mail, 04.03.2010 18:59
I WAS A CREWMAN ON THE LAST P2VS IN VW3 NAS AGUANA GUAM. WE TURNED OURS OVER TO NAS SEATTLE ONE WENT TO COLUMBUS AND ONE TO OLATHE ALL RESERVE SQADRONS IN 1957. WE THEN PICKED UP SUPER CONNIES. ALSO I FLEW P2VS IN VP-22 NAS BARBERS POINT IN 1962,1963. THEY WERE TOUGH AIRCRAFT
Fred Singer, e-mail, 02.03.2010 02:54
I served in VP812 in 1950 and 1951 as an AT2. We flew P2V-2s out of Whidbey and Kodiak Alaska. We releaved VP1 in Kodiak from Oct 1950 to June 1951. After that we picked up P2V 5s from Lockheed. VP812 was activated from Minn. in June 1950 right after the Korian "Conflick" started. I flew about 400 hours as a radar operator. We never missed a day patroling the Aletuian Chain.I flew with the Exec, Cmdr Hollingsworth from Deluth Mn.
Douglas Kilman, e-mail, 11.02.2010 07:34
My father M.G. Kilman E-9 MCPO Served in VP-21 in Maine and I am trying to gather information on his services there during the 69-70. This was his second time there and in the same Squad. He was there when the Squad was disassembled. I would welcome any information anyone might provide.
L Wiggin, e-mail, 11.02.2010 05:17
I flew with VP 915 out of NAS So. Weymouth Mass. The old P2 was then known as the SP-2E in 1967. Lot of fun in that bird with 2 turning and 2 burning. I used to love the forward observer postion in the nose, great view, better than my normal aqft position playing with sono tubes. We used take trainning flights to Bermuda, what a blast!!!
Mac McComas, e-mail, 05.02.2010 14:27
Started 1955 with PeV-6, then P2V-5, the P2V-7. Gathred almost 8000 hours as crewman. I think I felt safer in the old P-2 (though not near as comfortable) as I did the P-3.
Sid McCullers, e-mail, 01.02.2010 02:42
Crew 4,7,1 VP-1 1967-1970 then NAS Dallas, then NAS North Island, Flew 2nd mech and Plane Capt. Best time of my life. Lets do it again Kenny Horne !!
Larry Lyle, e-mail, 30.01.2010 23:40
I served with VP-7 In Brunswick Maine and the squadron got moved to Jacksonville, Fl. Deployed to Sigonella Sicily. My very first aiplane ride was with Commander Crayton when we moved to JAX.
Ron Ricklefs, e-mail, 30.01.2010 18:24
It was indeed a pleasure to be a member of VP28 out of Brunswick, ME, 1956-1958. Serving as the duty aerial photographer in the Squadron, provided the opportunity to log many hours with all the 12 crews; an interesting six month deployment in Iceland, chasing the Russian submarines and the fishing vessels, trips to French Morocco, Brussels, Preswick, Thule, Gander, two weeks in Puerto Rico, Roosevelt Roads. I recall always tring to remember to attach the chute web strap to a stanchion, before leaning out too far of the aft window and to ALWAYS remember to bring back to base, AT THE LEAST the camera handles! Sitting in that front station, with better than a 180 degree view was thrilling. All this done in a 22 month tour of duty far outweighed the later fact of no GI benefits by vurtue of being in a peacetime period. A strange uncomfortable aircraft but well worth the ride!!
John Ellis, e-mail, 29.01.2010 08:11
Flew over 2,500 hrs in SP2H in VP-1 (NAS Whidbey Island) from 1963-1966. Two deployments to Alaska and two deployments to Iwakuni Japan, including secondary deployments to Tan Son Nhut in South Vietnam. Spec on crew complement needs correction ...at least for the SP2H which had a crew of 10: Pilot, co-pilot, Flight Engineer, Nav, Tacco, Julie, Jezebel, ECM, Radio, and Ordnanceman.
John Ellis, e-mail, 29.01.2010 08:03
Flew over 2,500 hrs in SP2H in VP-1 (NAS Whidbey Island) from 1963-1966. Two deployments to Alaska and two deployments to Iwakuni Japan, including secondary deployments to Tan Son Nhut in South Vietnam. Spec on crew complement needs correction ...at least for the SP2H which had a crew of 10: Pilot, co-pilot, Flight Engineer, Nav, Tacco, Julie, Jezebel, ECM, Radio, and Ordnanceman.
Walt Nowosad, e-mail, 24.01.2010 08:52
I served with VP-6 out of Barbers Point on Oahufrom 1958 to 1961. I started out flying as observer in the bow of the P-2V-5FS and graduated to radio position. I really enjoyed the experience of communicating using CW. All our crews, 12 of them were really tight. The Blue Sharks was the best duty station I had in my entire 20 years. Sadly, the Blue Sharks were decommissioned after 50 years of service.
ralph roberts, e-mail, 16.01.2010 00:06
I FLEW AS A CREWMEMBER ON THE P-2V IN NAS BRUNSWICK ME.MY PILOT WAS A LT. KUNKEL.GREAT PILOT,GREAT PLANE.I FLEW THE HO CHI MINH TRAIL WITH VO-67.WE LOST 3 P;ANES WITH CREW.VERY BRAVE MEN.IT WAS A GREAT PLANE.
William Albers, e-mail, 15.01.2010 07:27
I was in VP-1, Whidbey Island, flying the SP-2H. Flew two deployment to Alaska, one a PPC. I graduated to OP-2E flying the Ho Chi Min trail in Laos, Viet Nam under Igloo White project. The P-2 was a great aircraft to fly. On my P-2 check flight at NAS Hutchinson I experience a split flap configuration on take off. The only other I am aware of crashed.
Marian Bruce, e-mail, 07.01.2010 23:42
Was in VP46 from 1959 to 1963. Transitioned from P5M1 to P2V-5F to P2V7 during tour. Returned to SP2H (P2V-7) as OINC of VP66 1972 to 1975 after flying the P3As in VP28 and VP22. Transitioned back to the P3 in 1973.
Anthony, e-mail, 07.01.2010 22:46
My father, thinks computers are a waste of time, so I'll write this for him. He was stationed at N.A.S.Los Alamitos in a V.P.squad. He was a flight engineer. He had a turn card an I got to sit on the plane during night duty, an go to high power turn-ups,what a ride and memory.He flew to Barbers Point, Haw.many times it took 17 hrs after picking up aux. tanks in S.F.
Cleland McBurney, e-mail, 04.01.2010 03:03
I flew the P2V-5F with VW-3 at NAS Agana, Guam 1954 to 1955. Mission was typhoon hunting. This plane can penetrate a wall cloud of a 165 knot typhoon at 500' over the water. I know, I was there. It is a tough bird and a beauty to fly.
Richard Neault, e-mail, 15.09.2009 17:54
I am President of the CA Cold War Museum here in Northern California. We have been offered a P-2 as a donation. It has been used in firfighting operations. We will be restoring it to its original military configuration. If any of you have interior/exterior photographs that may be of help, we would definately appreciate the assistance.
Jim Stark, e-mail, 04.09.2009 02:59
I was PPC of P2V7 1965-1967 in VP-21, NAS Brunswick. I wrote a book "Two Turning, Two Burning" about my experiences. Check it out at If interested in buying a copy, contact me directly for signed copy at a discount.
Dempsey (Jesse)James, e-mail, 26.08.2009 23:51
I flew with VP-10 in the SP-2E version from 1960 thru 1963 and accumulated around 2500 hours. We visited Iceland, Greenland, NorthWest Terr of Canada, Norway, Amsterdam, Denmark, Scotland, Argentia, Labrador, Halifax and the carribbean countries.Loved my tour with them. Cdr Jens Hansen was our PPC along with LT Breeding and LCDR Snively. AD2 D,J. Shaw was my Engineer.
Nevins A. FRANKEL, e-mail, 01.06.2009 16:32
I have all squadrons represented on http://www.vpnavy.org/
If you have time - please visit.
John Spinelli ADR3, e-mail, 25.05.2009 16:39
I flew the flight plane captains seat and was a NATOPS evaluator on the SP2H. Loved this aircraft to death. Best duty station was NAS N.Y. ( Disney World East ). Station keeper trying to keep the reserves from killing themselves. Flew with 2 great officers Lt. Trim and LtCDR Schuster. They gave me a lot of rt seat time and taught me to fly so they could catch some winks. Finished up with VP 26 but could never get the same feelings for the P3. Maybe because you could stand up and get comfortable.
Richard "Rick" Stark, e-mail, 05.05.2009 19:03
Plane Capt.in Crew 4 VP-2 "66-67" Great moments in small lives! Did two trans pacs including the Vietnam thing. Loved every minute of it. Had a fantastic crew and PPC Al Rogstad. I enjoy the vp-2 reunions every two years. Grear reliable aircraft.
BOB DE LA HUNTY, e-mail, 15.04.2009 14:09
For those interested we have three P2V7 Neptunes at our HARS Base south of Sydney at Albion Park.We will be flying one over this ANZAC march next week.We have 149273,149281 and 147566 Web site www.hars.org.au
Keith Miller, e-mail, 13.04.2009 13:14
What type of radios did the Neptune have make model etc a photo would be great, if I could purchase one even better I was based at Number 10 SQN towsville Australia but I was with ground support Thanks so much for your time to you all Keith
pierre ciofini, e-mail, 13.03.2009 22:26
hi first i apologize my english sorry .I was in the french navy in 1973 at this time i was avionics on these wonderfull p2v7 ; flying on this unit was fantastic (and longer 14 flight hours) I have learn my job on this aircraft ; the beautifulest aircraft in the world
Bill D. Simms, e-mail, 13.03.2009 01:35
I was in the Naval Reserve, vp-671, 1964 thru 1970. My rate was AX2 and i was a Julie and radar operator on a P2 flight crew for 5 years of active reserve duty. My pilot was also our C.O. and also flew all the time in his private business, therefore he was always current and our crew could fly the P2 anywhere, in any weather. I loved it.
Wilfred Oswald PhD, e-mail, 04.02.2009 20:08
I served as Nav/Tacco with VP 4 in Okinawa for three years. The P-2 never let us down. On one of our daily flights through the Taiwan Straits, we received warning of an interception wih a ChiCom aircraft. We hit the deck,added full jet power and found out just how fast the aircraft could travel! Low pressure on the wing surfaces caused a number of "bird patches" to blow with a tremendous "Pop". We made it home safe and sound. Loved that plane!
Frank Taylor, e-mail, 23.12.2008 23:06
I was a radarman in CIC on the USS Bataan cvl. 29from 1952-1954. We had a P2V Neptune doing sub chasing (we had a grid over the radar and guided them along the grid). When they started home to NaHa I had to give them a vector to get home, nothing on altitude. I followed them till they merged with a mountain and supposibly landed at Naha. The next morning we hear they crashed into the mountain. I felt bad but had no way of telling them the altitude to fly.
Charles Holman, e-mail, 13.12.2008 06:30
I served with VP18 at roosey roads PR.and VP21 Brunswick Me.I was a ground pounder (ADJ-2) most of the times I still managed to get 180hours.The P-2 was a great plane.I still have nightmares about changing that #10 cyl.on that 3350eng.I'll never forget those years,1965-1969.
Jackson I Newberry, Jr, e-mail, 30.09.2008 21:27
I flew P-2s for VP-4 1963-1966 in Hawaii. I am now retired, but there is a P2V-5 as a static display at the campus Southwestern Technical School in Americus, GA.
Kevin, 29.09.2008 07:43
While the RAAF operated the P-2 until replaced by the P-3 Orion, I never actually saw one in RAAF service (except in photos). However I was lucky enough to see a Neptune at Perth domestic airport in the late 1990s/early 2000s. It had been converted to firebombing configuration and I believe was being offered by an American couple for hire to the Western Australian government to help fight bushfires although the West Aust government never took them up on the offer.
A mistake on their part as they had to buy & convert some crop dusting aircraft for exactly that purpose some time later and much later they decommissioned the planes and hired helicopters for the same task. After seeing the Neptune moved to another part of the domestic airport (and also locating it on Google Earth) sometime around 2002-03, I never saw it again and I believe that it is now gone from Western Australia. I don't have any details of the model type or history and I'm kicking myself now because I never thought to take any photos.
Darryl Crum, e-mail, 01.09.2008 23:50
My brother was one of 12 men who died in the crash of a P2V in November 1964 just on the edge of Cape Newenham in Alaska. We are building a site to honor these 12 men, who were given the name Cape Cod 12 and the url is www.capecod12.org. I am aware of the memorial at Whidbey Island but would like to find out if anyone has additional information about this crash or this crew. Thank you.
Ben Thurston, e-mail, 18.08.2008 19:14
I was a combat aircrew instructor in the SP2E and SP2H at Navy Jacksonville, FL 1962-1965 VP-30. We were a replacement air group. I operated, taught and maintained all the electronic equipment in the aircraft. Primary job code was Radio/Radar operator and first tech. Established the operations control point at NAS Roosevelt Roads, PR during the Cuban crisis.
John Vavrek, e-mail, 27.07.2008 18:44
I was introduced to the P2V-7 at NAS North Island and trained in the Jez and Radio positions with VP31. I was then sent to VP2 at NAS Whidbey Island in early 1965 and served until late 1967. Rotated with the squadron to Japan, Viet Nam, Okinawa, Phillipines and Alaska. It was Great airplane to crew and very forgiving of our junior pilots. It brought me home twice on one Recip and two Jets(Westinghouse dump valves). I enjoyed it and there are days I miss it. Also, I believe I trained in VP31 with Jim Hart whose comments appear above.
Jack Richardson, e-mail, 16.06.2008 16:58
I logged about 1000 hrs in a P2V-7 as a Navigator/Tac coordinator with VP-26 in the early '60s. We were looking over the Russian fishing fleet in the north atlantic and of course submarines. Most of the time we flew below 1000' This was a very special part of my life.
John William Paterson, e-mail, 08.06.2008 01:43
No mention of the fact that the RAF had quite a few of these very nice birds for some years.
JOHN HANSELMAN, e-mail, 30.05.2008 22:36
I put in 2000 hrs in this bird. Loved it. Sure saw a lot of America, Europe, and Africa in this bird. Not to mention the God foresaken north atlantic. VP - 10.
Bob Burke, e-mail, 29.05.2008 18:49
I had 2500 hours in the P-2 and loved it all. VP-9,VP-28 and VP-31 det North Island were my squadrons. Taught the Army "Crazy Cat" pilots at North Island.
Doyle F. Howe, e-mail, 23.05.2008 03:17
While stationed at NAS Alameda (California, 1951 to 1952) I was assigned to the flight test division of Overhaul & Repair. When a airplane came of the rebuild line it was assigned to one of us Aviation Machinest Mates to make flight worthy. Tasks consisted of topping off the fuel tanks, fixing fuel leaks, engine run up/check out, swing the compass, ect. Then if it was not a single seater you made the first flight. Several models of the P-2V's went through overhaul there plus PV-2's, F6F HellCats, F8F Bearcats, F9F Cougars, AD Skyraiders, etc. Finished out my Navy tour of duty at Kodiak Naval Station flying in the Grumman UF-1 Albatros. The GI Benefit, Public Law 550 enabled me to later attain a BSME plus a job with Lockheed at Sunnyvale. While there I earned a Masters of Science in Engineering Mechanics and eventually worked on Satellites, Missiles, L-1011, SR-71, U-2, and various other unmentionables. I suppose I would be classified as an Aerospace Structural Engineer. Thanks to a kick start in the Navy at NAS Alameda as a greasy assed mechanic.
Jerry Reinhardt, e-mail, 22.05.2008 18:34
I flew with VP-4 from 1954-57. We converted from P2V-5 to P2v-5F with the J-34 jet engines about halfway through my tour. We were also the designated mining squadron for the West Coast, so most of our planes had twin 20mm cannons in a ball in the nose, twin 50s on the top turret, plus twin 20 mm cannons in the tail. We flew out of Whidbey Island, Iwakuni, Japan, and Naha Okinawa for 3 years, and patrolled all the way from Vladivostok to Vietnam. A great airplane.
Daniel I. Karlin, e-mail, 22.05.2008 18:22
50 yrs ago I served as a naval aviator from 1953-57 and was assigned to VP-16 at JAX. After two deployments to Pt Lyautey, Morocco & Keflavik, Iceland as an Ensign and later a Lt(jg), became a PPC (Patrol plane commander) and had approx 1200 hrs as both PPC or crew. Space here does not allow me to describe what a great plane the P2V-5F was..Very dependable and safe. Lockheed did a fine job..
H W Thornhill, e-mail, 17.05.2008 03:49
I served in VP-21, stationed at Brunswick NAS,ME. In 1953, we were transitioning from P4M-1 Mercators to P2V-6Ms. On deployment to Malta, one of the -6Ms threw a blade from the starbord engine and in went into the fuselage behind the Co-Pilot. The aircraft landed without incident at Gibraltar. Myself and two other AMs were sent to repair the fuselage for ferry out following engine repair/replacement. Lockheed built good aircraft.
Ken Clift, e-mail, 14.05.2008 06:20
I served in VW-4 (Hurricane Hunters) stationed at Naval Air Station Jacksonville, FL from 1956-59. Before transitioning to RC-121s, the P2V5JF version was the workhorse of the squadron. So many wavetop storm penetrations were made in this fabulously durable aircraft. She was forgiving, powerful and mighty! I later flew the P2V7 version in antisubmarine warfare roles.
Lyle J. Anderson, e-mail, 04.05.2008 20:45
I was a co-pilot for Lt.Braden R. Briggs USN on flight from Sfo to Barbers Pt. 1959. Transpacing to Japan. Lost stbd eng. over station ship November. Flew our P2v-7 at 50 ft. for 1060 miles to Hilo. Great bird. It kept our feet dry.
Jim Hart, e-mail, 04.05.2008 08:15
Served in VP17, NAS Whidbey from 65-67. Flew some 950 hrs in the P2V7 (SP2H). My plane commander was then LCDR David Krogh, now retired CDR and living in California. Best days of my life. Did the VietNam thing, Japan, Okinawa, Philipines. Great airplane. I was Jez/radio on crew 12.
Truman, e-mail, 30.04.2008 20:42
I flew the RP-2E configured for a Radio Research mission for the U.S. Army. Developed under Project Crazy Cat, the Army acquired 6 P2-E aircraft from the Navy. Five were configured for the mission, and the sixth was left in Navy configuration and used as a training ship. Army Aviators were trained by VP-31 at Navy North Island. Aircraft maintenance personnel were trained at Navy Mayport. We flew the five mission aircraft from the US to Vietnam in June 1967. The unit stayed in Vietnam for about five years. One RP-2E is on display at the Army Aviation Museum in Fort Rucker, AL.
J P Court, e-mail, 16.12.2007 15:31
My father was in the US Navy, and consequently my siblings and I were carried along to wherever he was stationed. One of our "deployments" was to Midway Island for two years, where my father was a navigator on PBY Catalinas. I used to hang out at the hangers when I wasn't in school. One day my dad had to ferry a P2V to Pearl Harbor and I got go along. I rode the whole way to the island in the plexi-glass nose of the bomber, and we returned on a PBY. It was an incredible trip. I'll never forget it.