A BIT OF HISTORY: P2V BUNO: 131522 "...P2V BUNO: 131522 at VFW-3761 Post Home (http://www.freewebs.com/vfw3761/p2vneptuneaircraft.htm. Don Bates provided aircraft data and gray and the blue photographs. Assignments: FASRON-108 (07JAN55), VP-11 (15FEB55), VP-16 (19MAR56), NAS Anacostia, Washington, D.C. (28FEB57), VA(HM)-13 (22MAR58), VP-24 (31JAN59), VP-8 (14OCT59),l VP-16 (12SEP60), VP-7 (26FEB62)..." Contributed by Don Bates email@example.com [03AUG2009]
Department of The Navy
AIR:00D3:WJA:mw dated 5 March 1982
Mr Wyatt McFarland.
Dear Mr McFarland,
The Curator for the Navy forwarded your 22 January letter to my office for reply to you.
You asked for information on your SP-2E.
The distance from the ground to top of fuselange is 14' 4"; from center to center of landing gears left/right it is 25' 11"; and from center to center of main to nose landing gear is 24' 9". Weight and connecting points are items too complex to explain in a letter.
You need copies of the Flight Handbook and the Erection and Maintenance Manual for the P2V-5F, which was the aircraft's designation before being changed to P-2E.
The Air Force may have copies of these books. We have retired ours to the National Archives. I suggest that you ask at Rickenbacker.
If the Air Force does not have the books, all you can do is write the National Archives, Printed Archives Branch, 4205 Suitland Road, Washington, D.C. 20409. Ask for the books by aircraft designation.
The histoty of Bureau Number: 131522 is as follows:
29JUL54 - accepted by Navy BAR, Burbank, CA
05AUG54 - Went to O & R, NAS Jacksonville, Florida
07JAN55 - Went to FASRON-108, Burbank, CA
15FEB55 - Went to VP-11, NAS Brunswick, Maine
19MAR56 - Went to VP-16, NAS Jacksonville, Florida
28FEB57 - Went to NARTU (Naval Air Rescue Training Unit) NAS Anacostia, Washington, D.C.
03MAR57 - Went to BAR Burbank for rework
25MAR57 - Went to O & R NAS Alameda, California
22FEB58 - Went to O & R NAS Norfolk, Virginia
22MAR58 - Went to VA(HM)-13, Malta
30NOV58 - Went to NAS Chincoteague, Virginia
31JAN59 - Went to VP-24 NAS Keflavik, Iceland
14OCT59 - Went to VP-8 NAS Norfolk, Virginia
04JAN60 - Went to O & R BUWEP at NAS Alameda, California
26APR60 - Went to VWRFR Burbank, CA
12SEP60 - Went to VP-16 NAS Jacksonville, Florida
26FEB62 - Went to VP-7 NAS Jacksonville, Florida
00APR64 - Went to NS Rota, Spain for 6 month tour
16MAR65 - went into storage at Litchfield Park, a Navy Storage facility in Arizona.
00DEC65 - Still in storage, Litchfield Park was disestablished and a tri-service storage facility Military Aircraft Storage & Disposition Center, Davis-Monthan Air Force Base, Tucon, AZ, became a storage site. This aircraft transferred there in Dec 1965.
15JAN71 - Out of storage, went to NARTD North Island
05MAR72 - Aircraft struck administratively from active inventory with 6,179 flying hours total service for training purposes at NARDET Training at NARDET Columbus, Lockbourne AFB, Ohio
09FEB79 - Lockbourne AFB requested this aircraft as training device in fire/crash rescue.
28FEB79 - Aircraft transferred to Air Force Custody.
Signed: Wm. J. Armstrong, Historian Naval Air Systems Command.
From The Department of Defense, Rickenbacker, AFB, Aircraft SP2E No. 131522 transferred to VFW Post 3761 Baltimore, Ohio 6 May 1982
Signed: H.W. Wickline, Colonel USAF, Commander.
Letter From Wyatt McFarland
COMRADES AND SISTERS
This is for you, not a memorial, monument, or a donation, but a piece of American Heritage from yesteryear, not so long ago but yet tucked away in the past. She was to die a death not befitting so many of her kind, to be burned, but somewhere down the road of her military career fate played a hand. Her career is above reproach, her destiny is now yours, for her final landing and resting place will be Liberty Union VFW Post 3761. Where else can American Heritage stop, be revived and begin a new career of American Heritage, but in the hands of the Veterans.
Lockheed Aircraft Corporation P2V-5 Model 526
Lockheed Factory S/N 426-5403
Patrol & Anti-Submarine Search SP-2E # 131522
Wing Span 103' 10 "
Length 81' 7 "
Length with stinger 91' 2"
Height 28' 1"
Weight Empty 41,754 Lbs.
Gross Weight 67,500 Lbs.
Max-Gross 76,152 Lbs.
Fuel 2800 to 3900 Gals.
Tip Tanks 350 Gals.
Range 4,750 Miles
Service Ceiling 23,200 Ft.
Power Plants (2) R-3350-30WA's
Power Plants Aux (2) J34-WE-34
Armament (Nose) (2) 20mm Cannon
Armament (Top) (2) 50 Cal.
Armament (Tail) (2) 20mm Cannon
Cruise Speed 207 MPH
Top Speed 323 MPH at 17,400 ft.
Landing Speed 109 MPH
Rate of Climb 1820 Feet per minute
Number A/C Built 424
The P2V-5 first flew on 29 Dec 1950, it had a search light to illuminate the target for the nose guns. The light is housed in the nose of the starboard wing tank. The P2V-5FS (SP-2E) has a magnetic anomaly detection gear in the stinger tail, it also carried the Julie/Jezebel active and passive detection systems. The Navy updated the P2V-5 to the P2V-6 on 16 Oct 1952, this plane was built under the P2V-5 plans in 1953. She has been called "The Old Man of The Sea", but the Navy called her the "Neptune". Navy Neptune, "Truculent Turtle" set a world distance record of 11,236 miles. The Navy "Neptune" have seen service in Viet Nam.
Written By: Wyatt McFarland, Updated 11AUG92
Moving From Rickenbacker to Post 3761
A real big thank you to Paul Wooster for the many hours of his own time and hard work for getting the "Neptune" moved from Rickenbacker to the VFW Post Home.
Crew of the Neptune in 1965
It should be noted that three (3) comrades of our Post were members of the aircrew when this aircraft was on active duty.
They are, Don Bates, Herb Jung and Richard Woody.
The crewmembers when 131522 was taken out of active service in 1965 was as follows, Lcdr. Bob Byerg (pilot), Lt. Bob Harris (co-pilot), Lt. Larry Johnson (navigator), Lt. Bob Crabtree (tacco), ADJ2 Don Bates (plane captin), ATR2 Howard Hollweg (radar), AX2 John Delconte (juli/jez), AE3 Wayne Des Rosiers (electrician), ATN3 Henry Rustmann (radio), ADR3 Richard Woody (2nd mech), and AO1 Herb Jung (ordance) This is per Don Bates e-mail Dec. 7, 2008.
Another thank you to all those who helped Paul with the move. I don't know if anyone kept a list of those who helped and I don't want to miss anyone, if there is a list please let the Post know and we will add it .
We have a book at the Post with letters and picture of the A/C and the move of the aircraft if you at the Post and would like to see it, please ask.
P2V Story From Don Bates 12/08/2008
On the evening of July 2, 1963 we left Jax, Fl. on a routine 10 hour flight, due east over the Atlantic Ocean, to monitor shipping in the area. We did this by checking for screw sounds, getting a fix, then honing in on the ships, clicking on the search light to get it's name and port of registry. We would chart this along with the ship's heading. About 6 hours into the flight we picked up screw sounds that were identical to a Russian conventional sub. We honed in on it to find that it was submerged. So we dropped 3 consecutive practice depth charge s, which was at the time a warning to surface and be recognized. Nothing! We did it several more times and no response. We were told by the higher-ups to stay with it till they could get another crew launched to relieve us as we were now low on fuel. We idled back as slow as we could go and still stay airborne. By the time our relief plane arrived we didn't have enough fuel to return to Jax, so we were diverted to Nassau Airport in the Bahamas to get fuel. Nassau told us to buzz the field when we got there and they would turn on the runway lights for us to land. I guess they were saving energy way back then. We had to wait till they could locate a driver for the fuel truck. We could see the truck on the other side of the fence where they parked old 522. 2 hours later, 5am, the driver showed up and was so drunk that we ended up driving the truck and fueling the plane ourselves. It ended up being a long and hungry flight, but worth it. At daybreak the Russian sub had to surface to charge his batteries, because they normally charge them at night under the cover of darkness, but we foiled that by staying with them and the other crew got some great daylight pictures.
Each aircraft had a log book that records were kept in. Inside the log book for 131522 was a newspaper clipping from Shreveport,La. that told the story about ADR2 Swain(plane captain) flying 131522 by himself from Burbank,Ca. to Shreveport,La. which would have been 1960 when it was scheduled to leave VWRFR Burbank to Jax, Fl. From what I can remember, the article told how the Navy was going to court-marshall him and the Airforce stated anyone who could fly that bomber that distance by himself they wanted on their team. It was quite an interesting article. I tried several years ago to find the article from the Shreveport news but they couldn't find it as I didn't have an approximate date. All I could tell them was that it was sometime late 50's early 60's. From your info we now know it was probably Sept 1960. If you have the time you might be able to research the article, explaining that it is important information needed to complete the history of your aircraft. To my knowledge it's the only Neptune to have been flown by one man. You have a piece of history there.
This is what I can tell you about special tours etc. of 131522 while I was Plane Captain. It spent 3 tours out of Guantanamo Bay, Cuba during the Cuban crisis doing reconnaissance around the Island 1962,1963,and 1964. It was on T.A.D.(temporary additional duty) out of Boca Chico Naval air station in the Florida Keys doing reconnaissance between Cuba and the Keys 1963. It went to Puerto Rico for 2 weeks every January for Maneuvers with the Atlantic Fleet to brush up on our skills while it was in VP-7. It was picked by our Commanding Officer, while we were in Rota, Spain, to be displayed in an air show at Lajes Air-Force Base in the Azores Islands. It was on T.A.D. to the Island of Crete, while in Rota, Spain, working the Mediterranean Sea. The "Skipper" picked it and our crew to take him to London, England to meet with his Executive officer, who was in charge of the other half of the squadron in Keflavik, Iceland. It wasn't that he liked "us", he only liked the way we kept the aircraft clean and and in the "up" status and that made "him" look good!
As you can see the color of the plane changed from charcoal grey to light gray between Rota in 1964 and storage 1965. It was repainted in Norfolk, Va. November 1964 and a memo followed that nothing was to applied to the paint of any aircraft but soap and water. Unknown by others, our crew had applied Johnson's one step glo-coat which helped us keep old 522 clean and shining. Don
A BIT OF HISTORY: "...Summary Of Air Changes - Page 2 to 3 - Naval Aviation News - September 1959..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1959/sep59.pdf [15AUG2004]
A BIT OF HISTORY: "...Ice Floes Ahead! - Page 1 to 5 - Naval Aviation News - October 1956..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1956/oct56.pdf [09AUG2004]
A BIT OF HISTORY: "...Pilots Log Meteor Time - Page 32 - Naval Aviation News - July 1956..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1956/jul56.pdf [09AUG2004]
A BIT OF HISTORY: "...Maltese Orphans Get Dads - Page 39 - Naval Aviation News - February 1956..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1956/feb56.pdf [08AUG2004]
A BIT OF HISTORY: "...03 APR 56 - The Navy announced that the Petrel, an airto- surface guided missile designed for use by patrol aircraft against shipping, was in operational use from the P2V-6Ms of VP-24..." http://www.history.navy.mil/avh-1910/PART08.PDF [28MAY2003]
A BIT OF HISTORY: "03APR56--The Navy announced that the Petrel, an air-to-surface guided missile designed for use by patrol aircraft against shipping, was in operational use from the P2V-6M's of VP-24..." http://www.history.navy.mil/branches/avchr5.htm
A BIT OF HISTORY: VP-24 P2V BUNO: 131557 "...P2-V6B HA4 BUNO: 131557 - October 1955..." Contributed by BAUER, AT2 Joe W. forwarded by his son firstname.lastname@example.org [17SEP2003]
A BIT OF HISTORY: "...My wife's father Paul Gotlibowski served with VA(HM)-13 from approximately 1955 to 1958 or 1959, Naval Intelligence. If anyone could provide me with information on Attack Mining Squadron 13, its mission,why it was formed, etc. I'd appreciate it. I understand that prior to its designation the squadron was VA(HM)-13 and after redesignated VP-24. I've got a great drinking mug with a batwomen on it that says R.N.A.S. (Royal Naval Air Station?) HALFAR MALTA, G.C. 1958. Turning the mug up for a drink will give you quite a surprise! Thank you for any help!...Terry Smith email@example.com..." [29OCT98]
A BIT OF HISTORY: "...Smokeless JATO Demonstrated - Naval Aviation News - November 1954..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1954/nov54.pdf [02AUG2004]
A BIT OF HISTORY: "...Overseas Deployment Boost Flight Hours - Page 33 to 35 - Naval Aviation News - August 1954..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1954/aug54.pdf [02AUG2004]
A BIT OF HISTORY: "...An Old - Page 15 - Naval Aviation News - July 1954..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1954/jul54.pdf [02AUG2004]
A BIT OF HISTORY: VP-24 History "...Circa July 1954 through 1956..." Contributed by Jerry Swan (son of LCDR Charles W. Swan) firstname.lastname@example.org [31DEC2001]
A BIT OF HISTORY: VP-24 History "...LCDR Swan is at the end of the formation. Circa July 1954 through 1956..." Contributed by Jerry Swan (son of LCDR Charles W. Swan) email@example.com [31DEC2001]
A BIT OF HISTORY: VP-24 History "...Captain Kooy is on the right in the flight suit. I do not know who the other Captain is LT I'll bet he will remember. Circa July 1954 through 1956..." Contributed by Jerry Swan (son of LCDR Charles W. Swan) firstname.lastname@example.org [31DEC2001]
A BIT OF HISTORY: "...VP-24 Flies From Arctic To Tropics - Page 18 - Naval Aviation News - March 1953..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1953/mar53.pdf [29JUL2004]
A BIT OF HISTORY: "...Circa 1953..." Contributed by Fred Lochner email@example.com [05OCT99]
A BIT OF HISTORY: "...Circa 1953..." Contributed by Fred Lochner firstname.lastname@example.org [05OCT99]
A BIT OF HISTORY: "...1953-1955--Our skippers during that period were CDR Paxton and CDR Kooy who had been trained as pilots prior to World War II. In 1953, we were stationed at NAS Patuxent River, Maryland flying PB4Y2's and deployed to NAS Argentia, Newfoundland, Canada from November 1953 to May 1954. The missions on that deployment were to fly recon on ice flows in the Baffin Bay for the Navy Hydographic Office, track shipping in the North Atlantic, and search oLT contacts of unidentified subs. Unfortunately, we lost one aircraft on that deployment in the Baffin Bay area (LT W.C. Kuerten, LT H.R. Summers, ENS D.B. Sparks and a crew of fine men). After returning to NAS Patuxent River, Maryland, the planes were flown to the French in Vietnam and we received 12 new P2V6's. During the summer of 1954, the squadron was relocated to NAS Chincoteague, Virginia spending the next six months training in operating the new aircraft. In November 1954, the squadron deployed to the Mediterranean staying two months at NAF Port Lyautey, Morocco before moving to the Royal Naval Air Station at Halfar, Malta for four months. This tour gave us the opportunity to make familiarization flights to all the major cities on the rim of the Med. On our return to the States in May 1955..." Contributed by Neal Moerschel email@example.com [30MAY2000]
A BIT OF HISTORY: "00XXX53--We were still flying the PB4Y, the last squadron to be so equiped I believe. Our deployment that year was to Argentia, Newfoundland. The following year we graduated to P2V (-6, I think) and deployed to Malta..." Contributed by Fred Lochner firstname.lastname@example.org
A BIT OF HISTORY: "...FAETULAN, FAW-3, FAW-5, FAW-11, VP-3, VP-5, VP-7, VP-8, VP-10, VP-11, VP-21, VP-23, VP-24, VP-26, VP-34, VP-44, VP-45, VP-49, VP-661, VP-741 and VP-861) - Naval Aeronautical Organization OPNAV NOTICE 05400 for Fiscal Year 1953 dated 1 October 1952 is: DECLASSIFIED per Office of Chief of Naval Operations on 1 February 1965 by Op-501..." WebSite: Naval Historical Center http://www.history.navy.mil/a-record/nao53-68/fy1953-oct52.pdf [14MAR2007]
A BIT OF HISTORY: "...FASRON-102, FASRON-103, FASRON-104, FASRON-795, VP-3, VP-5, VP-21, VP-24, VP-44, VP-49, VP-661, VP-861, ZP-1, ZP-2, ZP-3, ZP-4 and ZX-11) - Naval Aeronautical Organization OPNAV NOTICE 05400 for Fiscal Year 1953 dated 1 October 1952 is: DECLASSIFIED per Office of Chief of Naval Operations on 1 February 1965 by Op-501..." WebSite: Naval Historical Center http://www.history.navy.mil/a-record/nao53-68/fy1953-oct52.pdf [14MAR2007]
A BIT OF HISTORY: "...Privateers Flying At Malta - Page 12 - Naval Aviation News - December 1951..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1951/dec51.pdf [25JUL2004]
A BIT OF HISTORY: "...My association with Mr. Jay Beasley goes back to the late 50'S, when I was a brand new plane Capt/Eng. on the P2V-7 A/C in VP-18 at NAS Jacksonville, Florida. I was very sorry to note the passing of Jay. I lost contact with hin in '79 when I retired from VP-24, after 30+ yrs., 25 of which involved flying, over 12,000 hrs. total, Some of which were with Mr. Beasley. Shortly after I became qualified in VP-18, Jay came to our squadron for one of his many demo visits, needless to say I was petrified to see that I had been scheduled to fly with Jay as Plane Capt./Eng. During this period of time a runway vericam was the big item of discussion in the fleet and of great concern especiallyh to a new crewman like me. During the preflight briefing, Jay informs us that we are going to in fact induce a runaway vericam sometime during the flight, and I was to initiate it using the override switch, at which time he would demo the proper recovery actions needed to control the A/C. I was very uneasy about the whole thing and mentioned it to him after the briefing. But Jay just said "No sweat, I intend to come back in one piece also." That flight really impressed me as to his knowledge and abilities. As I remember it we flew twice a day for the 5 days and got to know each other pretty well. I learned a lot in that week and later became an instructor in the P2V-7 A/C. Also flying with him on his subsequent visits. I then received orders to the VR Navy for the next 5 yrs. and lost track of Jay and the VP Navy. I was flying as engineer on C-118'S & C-130-E A/C. Then in '67 I received orders to VP-30 as staff, and after completing my transition training became Div. Chief and Line Div. Chief, which included the aircrew Div [F/E'S]. On Jays first visit to VP-30 since I had arrived, he was in Ops. checking for F/E'S available to fly as his Engineer and came across my name. He then asked the Ops. boss to block Nan (that's what he called me) in for the weeks demo's. We again renewed our training as if the only thing that changed was the A/C type. This procedure continued for my tour in VP-30 and carried over to my tour with VP-24 until my retirement in '79. I was highly honored to be present at Jay's retirement party in CA. When we arrived at the party I was completely shell shocked. I had never seen so much brass in one place at one time in my life. I felt very out of place as I only saw one other enlisted member there and he was with me. I really wanted to turn around and get out of there, quick. But Jay spotted me and shouted "Nan" and I went over where he was, and just like in the aircraft, put me at ease. He had a way of doing that. I can truthfully say that during my 30 year Navy career, I never met or flew with a finer pilot and an outstanding gentleman. I was truely blessed to have had the opportunity to be exposed to his wit and knowledge. The world and especially the U. . Navy lost a true ace of aviation, and I feel honored to have shared a very small part of his professional life. I shall never forget him. Smooth seas and a following breeze Jay..." Contributed by Robert L. Nansteel, ADCS[AC] U.S.N. RET. email@example.com [01MAR2000]
"VP-24 History Summary Page"