Author: Terry

Lockheed L.186 / P-3 Orion / Canadair CP-140 Aurora

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P-3K

When in August 1957 the US Navy needed an advanced ASW/maritime patrol aircraft, it was suggested that a variant of a type then in production would be most suitable for this requirement. Lockheed proposed a developed version of the L-188 Electra, gaining an initial research and development contract on 8 May 1958.

Lockheed’s Model 186, which retained the wings, tall unit, power plant and other components of the commercial Electra, as well as much of the fuselage structure which was, however, shortened and provided with a 6.9m3 weapons bay, and there are 10 under-wing pylons for a variety of stores. The first Lockheed P 3 Orion, NP 3A BuNo 148276, was converted from the third L.188 Electra airliner by removing 7ft (2.1m) from the fuselage, flying from Burbank in August 1958. The air¬craft saw extensive use as an aero-dynamics test bed. It was eventually transferred to NASA.

Pressurised for the higher altitudes, the aircraft can operate from sea level, (usually 200ft minimum) up to 30,000 ft with a speed range from 140 to 405 knots. The engines are four x 4600 hp Allison turbo props with Hamilton Standard propellers. Maximum all up weight at take off is 14,500 lbs (6577 kg) higher than the original airliner at 127,500 lbs (57,800 kg) including a maximum of 60,000 lbs (34,000 lites) of fuel.

This was followed by the Lockheed YP3V-1 operational prototype, later named Orion, which first flew on 25 November 1959. The first production P3V-1 was flown on 15 April 1961, with initial deliveries being made to US Navy Patrol Squadrons VP-8 and VP-44 on 13 August 1962, by which time the type had been redesignated the P-3.

Lockheed P-3 Orion Article

P3V-1 Orion

In August 1963 a US Navy crew flew a P-3A nonstop from California to Japan, 5280 miles, in 14 hr 30 min. After several demonstration flights it returned nonstop in 14 hr 5 min.

One hundred and fifty seven P-3As and 144 P-3Bs followed and production switched to the origi¬nal P-3C in 1968. P-3C is powered by 4,910 ehp (3 661 kW) Allison T56-A-14 turboprops. Progressive development of the P-3C’s systems through Update I and II has led to the production P-3C Update III model. The first P-3C Update III, with IBM Proteus acoustic processors, was delivered in May 1984. Update IV will improve the P-3’s ASW capability by the use of new acoustic processing systems and Litton AN/ALR-77 tactical ESM equipment. The P-3G would also feature Allison 501 turboprops in place of the T56-A-14s of the preceding model.

By 1994, production in Georgia was with wings built by Daewoo Aerospace in Korea and tail surfaces by Jetstream Aviation at Prestwick in Scotland, and remaining in production in the U.S.A. until 1995.

The first Kawasaki-assembled P-3C Orion was accepted by the Maritime Self-Defence Force at Gifu, Japan, on 27 May 1982. Flown for the first time on 17 March 1982, this aircraft was built from knocked-down components, and Kawwasaki was scheduled to deliver four more by March 1983. All were to be assigned to the 4th Air Group at Atsugi AB, near Tokyo.

Following the assembly in Japan of four P-3C aircraft from Lockheed-built components, Kawasaki produced the Lockheed Martin P-3C Orion for the JMSDF; 101st and final aircraft delivered in 1997, when four EP-3/UP-3D electronic intelligence/training variants remained to be delivered up to the year 2000.

Other export P-3s feature various equipment changes: Australian P-3Cs used Marconi Avionics AQS-901 acoustic processing; the 21 Canadian CP-140 / CP-140A Auroras have S-3 Viking avionics; and New Zealand’s P-3Bs are fitted with Boeing’s UDACS display and control consoles.
The US Customs Service became the first customer for Lockheed’s P-3 (AEW&C) airborne early warning aircraft in May 1987. These aircraft will have a reduced mission system suitable for their task, while the full AEW&C aircraft would have a General Electric AN/APS-138 radar and APA-171 rotodome above the fuselage, together with a M1L1553A communications and data handling system. During 1984 Lockheed converted an ex-RAAF P-3B to serve as the AEW&C prototype, featuring the dorsal “rotodome”.
Designated EP-3Es and converted from P-3As, twelve versions serve with the US Navy to provide electronic surveillance. The EP-3s are equipped with APS-120 radar plus extensive jamming, detection and analysis equipment.

The significantly upgraded Australian Orions, designated AP-3C, were introduced into service in 2002 and are fitted with a variety of sensors, including digital multi-mode radar, electronic support measures, electro-optics detectors (infra-red and visual), magnetic anomaly detectors, identification friend or foe systems, and acoustic detectors.

The major changes since the Orion entered service have been in avionics equipment and capability, and more than 640 have been built to 1989, with the type then continuing in production (at Marietta, Georgia) until 1995/56 for South Korea, who ordered eight P-3C Update Ills in December 1990. Other Orions were in service in Iran, the Netherlands, New Zealand, Norway, Pakistan, Portugal, Spain and NASA and NOAA.

P-3 LSRS

The last of 18 upgraded AP-3C Orions was formally handed over to the RAAF in 2005. The first upgrade was performed by L-3 Communications in the USA and the remainder by L-3 and then Tenix in Australia. The programme was completed four years behind schedule.

L-3 Communications re-delivered the first of six P-3Ks to the RNZAF with sensor, communications and navigation systems upgrades in July 2005.

Gallery

P3V-1 Orion
Engines: 4 x Allison T56-A-10W, 4500 hp
Wing span: 99 ft 8 in
Length: 116 ft 8 in
Height: 33 ft 8 in
Wing area: 1300 sq.ft
MTOW: 125,500 lb
Max speed: 460 mph at 20,000 ft
Service ceiling: 27,000 ft
Endurnce -2 engines: 8 hr at 220 mph at 1000 ft

P-3B Orion
Engines: 4 x Allison, 4910 shp.
Wing span: 99 ft 8 in (30.37 m).
Length: 116 ft 10 in (35.61 m).
Height: 33 ft 8.5 in (10.29 m).
Max TO wt: 134,000 lb (60,780 kg).
Max level speed: 476 mph ( 765 kph).

P-3C Orion
Engine: 2 x Allison T56-A-14 turboprop, 4910 shp / 3661kW.
Installed thrust: 14,640 kW.
Wingspan: 30.38 m / 99 ft 8 in
Length: 35.61 m / 116 ft 10 in
Height: 10.27 m / 33 ft 8 in
Wing area: 120.77 sq.m / 1299.96 sq ft
Empty wt: 27,890 kg / 61492 lb
MTOW: 127,500 lb (57834 kg)
Heavywt model MTOW: 135,000 lb (61,236 kg).
Warload: 9070 kg.
Max speed: 476 mph @ 15,000 ft.
Cruise: 340 kt.
Initial ROC: 880 m / min.
Ceiling: 8600 m.
T/O run: 1290 m.
Ldg run: 845 m.
Fuel internal: 34,830 lt.
Max range: 4500nm.
Endurance: 3 hr on station.
Crew: 10
Air refuel: No.
Armament: 9000kg

P 3K
Engines: 4x Allison T56.
Length: 36m.
Wingspan: 30m.
Height: 10m.
Weight: 57,800kgs.
Max range: 7100kms (3850 NM).
Cruise speed: 260 750 km/hr.
Endurance: 15hrs with 2 engines shut down to conserve fuel.
Cruise speed: 195 205 km/hr.
Equipment: Rescue winch 270kg max load, nightsun search light, nightvision goggles.
Armament: 2 x M60D 7.62 machine guns.
Crew: 2 pilots, 2 flight engineers, 2 navigators, 1 air electronics officer, 3 air electronics ops, 1 air ordnanceman
Seating: up to 20.

NP 3A

EP-3E Orion
Engine: 2 x Allison T56-A-14 turboprop, 4910 ehp (3661 kW).

Lockheed Martin AP-3C Orion
Engine: Four Allison T56-A-14 (4600 shaft horsepower)
Length: 35.6m
Height: 10.44m
Wingspan: 30.8m
Maximum weight: 61,200Kg
Maximum speed: 750 km/h (405 knots),
Cruise speed: 650 km/h (350 kts) at 26,000 feet
Loiter speed:370 km/h (200 kts)
Endurance: 15 hours
Crew: 13, two pilots (captain and co-pilot), two flight engineers, tactical co-ordinator, navigator/communication officer, sensor employment manager, six airborne electronic analysts.

Lockheed P 3 Sentinel
Engine: 4 x T 56 A14, 3314 shp
Length: 116.798 ft / 35.6 m
Height: 33.793 ft / 10.3 m
Wingspan: 99.738 ft / 30.4 m
Wing area: 1300.291 sq.ft / 120.8 sq.m
Max take off weight: 142024.1 lb / 64410.0 kg
Weight empty: 61497.5 lb / 27890.0 kg
Max. payload weight: 80526.6 lb / 36520.0 kg
Max. speed: 410 kt / 760 km/h
Landing speed: 112 kt / 208 km/h
Cruising speed: 328 kt / 608 km/h
Initial climb rate: 1968.5 ft/min / 10.0 m/s
Service ceiling: 28297 ft / 8625 m
Wing loading: 109.27 lb/sq.ft / 533.0 kg/sq.m
Range: 2071 nm / 3835 km
Crew: 10

Lockheed P-3 Orion

Lockheed P-2 Neptune

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P2V-7 Neptune

The first US Navy contract for two XP2V-1 Neptune maritime-reconnaissance bombers was placed in April 1944.

The P2V / P-2 has mid-set unswept wing, unswept tail surfaces, and conventional control surfaces. The ailerons drop 10 degrees when the Lockheed-Fowler flaps are fully extended. The tricycle undercarriage has a single wheel on each unit with the nosewheel retracting rearward and mains forward into the engine nacelles.

The first prototype flew on 17 May 1945. From then Lockheed received contracts for the P2V-1 to P2V-7 versions which were subsequently redesignated in the P-2 category.

Lockheed P-2 Neptune Article

Last versions in operational service were the P-2E (formerly P2V-5) which introduced the glazed nose, MAD tailboom, Julie/Jezebel ASW systems, etc, and later fitted with auxiliary underwing turbojets; SP-2E, as for the P-2E but with modernised equipment; P-2H, the first version to introduce auxiliary underwing turbojets and incorporating equipment and detail changes; and the SP-2H, as for the P-2H but with modernised equipment. These served with the Argentinian Navy (P-2H), Australian Air Force (SP-2H), Brazilian Air Force (P-2E), French Navy (P-2H), JMSDF (P-2H, and Kawasaki P-2J), Netherlands Navy (SP-2H), Portuguese Air Force (SP-2E) and the US Navy (SP-2H).

The USA supplied Britain with P-2 Neptune under the Mutual Defence Aid Pact. British Neptunes served in four squadrons from 1952 to 1957.

Truculent Turtle

In 1946 US Navy Neptune ‘Truculent Turtle’ flew non-stop 11,229 miles from Perth, Australia, to Columbus, Ohio.

The P 2H Neptune was a variant used by the Maritime Patrol Command of the Canadian Armed Forces.

On 6 November 1951 a Lockheed P2V Neptune from VP-6 Squadron of the US Navy was shot down over the Sea of Japan near the Soviet naval base at Vladivostok. The Neptune, with a crew of 10 on board, was to have reconnoitred the weather near the Siberian coast.
On 18 January 1953 an American P2V-5 Neptune maritime reconnaissance aircraft was shot down by Chinese MiG fighters near (over?) the coastal town of Swatou, opposite Taiwan. All thirteen crew were killed. The number of occupants appears to be a little on the high side for a normal patrol flight. In those days it was not unusual for American aircraft to drop secret agents over the People’s Republic of China. Such ‘cover-flights’ were usually flown from Nationalist Chinese Taiwan.
On 4 September 1954 the third Neptune went down. A P2V-5 of the American Naval Squadron VF-19 was shot down by two Soviet MiG-15 over the Sea of Japan, about 40 miles from the Siberian coast. The Neptune, originating from Atsugi airbase in Japan, forced-landed in the sea after the attack. Nine of the ten crew escaped and were rescued later.
On 22 June 1955 Soviet jets attached an American P2V-5 Neptune from Patrol Squadron VP-9 over the Bering Strait. With the starboard engine on fire the Neptune had difficulty in fore-landing near Gambell on St. Lawrence Island, barely 60 miles / 100 km from the Soviet coast but United Stated territory. Three crew members were injured during the Soviet attack. Washington demanded compensation of $724,947 but later accepted a Soviet offer of half that.

A small number of P2V 2 and P2V 7 Neptunes were in service with ski landing gear for operations in the Antarctic.

P2V-7 Neptune

Kawasaki developed from the Lockheed P 2H Neptune a new ASW and maritime patrol bomber which has the designation P 2J. First flown in July 1966, the P-2J ¬differed from the P-2H in having a lengthened fuselage, and 2,850 ehp General Electric T64-1HI-10 turboprops replacing original piston engines, plus underwing 3,085 lb st (1400 kgp) J3-1H1-7C turbojets.

Entering service with the JMSDF in 1969, the last of`82 production aircraft was delivered in 1979. Sixteen P2V-7 were supplied from the USA before Japanese production began. Armament of the P 2J comprises up to 8,000 lb (3,628 kg) of bombs, depth charges, or tor¬pedoes carried internally, and 16 5 inch rockets underwing.

An approach in Vietnam was the monitoring of electronic sensors on the ground, the signals being received by the AP 2E Neptune.

Between 1945 and 1962, 1195 were manufactured.

The CIA purchased seven Lockheed P2V-7U Neptunes for the USAF for clandestine missions along the Iron Curtain and beyond. The US Navy had not wished to be involved but the Navy bought the aircraft and the USAF operated them, with USAF markings. The USAF stated at the time they were purchased as RB-69 radio trainers.

RB-69

The RB-69 were converted by Lockheed into multi-purpose spying aircraft. They were able to perform low-level photographic reconnaissance, and with advanced ELINT equipment, electronic surveillance flights. Agents could be dropped through a panel in the belly, and tens of thousands of pamphlets could be dropped. Flights were planned from Eglin Air Base in Florida.
The USAF Neptunes were observed from 1957 in Taiwan, in Japan, and on Wiesbaden airbase in West Germany. From Wiesbaden the blue-black RB-69 flew with a number of additional bulges and with two pencil-shaped antennas alongside the fuselage. The aircraft carried the first sideways-looking radar system and operated until modified to ordinary SP-2H Neptunes for anti-submarine warfare.

Hawkins & Powers enveloped civil conversions of C-130 and P2V-7 under TC A19NM, A30NM, and A34NM in the Restricted category as borate bombers for forest fire control.

Gallery

P-2 Neptune
Engines: 2 x Wright R-3350-32W, 2575kW
Max take-off weight: 36191 kg / 79788 lb
Empty weight: 22592 kg / 49807 lb
Wingspan: 31.7 m / 104 ft 0 in
Length: 27.9 m / 91 ft 6 in
Height: 8.9 m / 29 ft 2 in
Wing area: 92.9 sq.m / 999.97 sq ft
Max. speed: 648 km/h / 403 mph
Ceiling: 6800 m / 22300 ft
Range w/max.fuel: 5930 km / 3685 miles
Armament: 2 x 12.7mm machine-guns, bombs, missiles, torpedos
Crew: 7

P2V-5 Neptune
Engines: 2 x Wright, 3250 hp.
Wing span: 102 ft 0 in (31.08 m).
Length: 81 ft 7 in (24.87m).
Height: 28 ft 1 in (8.56 m).
Max TO wt: 76,152 lb (34,542 kg).
Max level speed: 341 mph ( 549 kph).

P2V Neptune
Length: 91.667 ft / 27.94 m
Height: 29.331 ft / 8.94 m
Wingspan: 103.904 ft / 31.67 m
Max take off weight: 80085.6 lb / 36320.0 kg
Max. speed: 309 kts / 573 km/h
Service ceiling: 22014 ft / 6710 m
Range: 3202 nm / 5930 km
Engine: 2 x Wright R-3350-32W, 3452 hp
Crew: 7
Armament: 3630kg

P2V-7 Neptune
Engines: 2 x Wright R3350-30W Turbo-Cyclone 3,250 hp, 2 x Westinghouse J34 turbojets, 3600 lb
Wingspan: 103 ft. 10 in
Length: 91 ft. 8 in.
Height: 29 ft 4 in
Wing area: 1000 sq.ft
Empty weight: 49,808 lb
Loaded weight: 72,000 lb
Fuel capacity: 1832 gal
Opt bomb bay fuel: 583 gal
Crew: 7
Max speed: 421 m.p.h.
Ceiling: 31,000ft
Service ceiling: 22,000 ft
Range: 3,700 miles at 175 mph at 1000 ft
Armament: 2x.50 in. machine-guns later 4 x 20mm canon
Bombload: 2×294 mm. rockets or 8,000 lb; plus 16 x 5-in. rockets under wings.

AP 2E

Kawasaki P 2J
Wing span is 97 ft 8.5 in (29.78 m).
Max cruise: 250 mph (402 km/h).

Lockheed P-2 Neptune

Lockheed L-1011 Tristar

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Lockheed L-1011 Tristar

In the 1960s, American Airlines approached Lockheed and competitor Douglas with a need for an aircraft smaller than the existing 747, but still capable of flying to distant locales such as London, the Caribbean, and Latin America from company hubs in Dallas/Ft Worth and New York. The Model L-1011 was designed to enter this category with optimum payload-range performance and short-field characteristics. The Model L-1011 is powered by three 42,000-lb. s.t. turbofan engines, two of which are mounted in pods underneath each wing, and the third is located in the rear of the fuselage at the base of the tail unit. The TriStar’s engine is integrated into the tail through an S-duct for improved quietness and stability. Fuel is carried in two integral wing tanks and an inboard tank. With a full load, the TriStar can travel a maximum of 4,467 miles. Accommodations provide for 256 passengers in a mixed coach and first-class arrangement or a maximum of 400 passengers in a high density all-economy configuration.

Lockheed L-1011 Tristar Article

First flown on November 16, 1970, the twin-aisle TriStar’s design schedule closely followed that of its competitor, the DC-10, Douglas beat Lockheed to market by a year due to delays in powerplant development. Rolls-Royce, the maker of the TriStar’s RB211 turbofan engines, had filed for bankruptcy, halting L-1011 final assembly. The first flight was powered by Rolls Royce RB.211 high by pass ratio turbofan engines, from Palmdale, California.

The British government did not approve the large state subsidy used to restart Rolls-Royce operations until after the U.S. government had guaranteed the Lockheed loans previously provided to Rolls for the extensive engine contract. (The UK Goverment also took the contentious step (for a Conservative administration) of taking the aero-engine side of RR into public ownership, to maintain national defence capability). Its first revenue flight, for Eastern Air Lines, was made on 26 April 1972.

A longer-range variant of the standard-length L-1011 was developed in the late 1970s. Designated the L-1011-500, the fuselage length was shortened by 14 feet (4.3 m) to accommodate higher fuel loads.

Ironically, American Airlines never flew the “Ten Eleven,” purchasing many DC-10s instead.

Lockheed manufactured a total of 250 TriStars, ceasing production in 1984. Lockheed needed to sell 500 planes to break even. Failing to achieve profitability in the civilian airliner sector, the TriStar was to be Lockheed’s last commercial aircraft.

Flying all of its life on test and development work, the prototype was acquired by Aviation Sales of Ardmore in August 1986.

Gallery

L-1011 Tristar
Engines: 3 x Rolls Royce RB.211 22B turbofan, 42,000 lb / 180.5kN
Wing span: 155 ft 4 in (47.34 m).
Length: 178 ft 8 in (54.35 m).
Height: 55 ft 4 in (16.87 m).
Wing area: 312.1 sq.m / 3359.41 sq ft
Empty wt. 102000 kg / 222,941 lb
Max TO wt: 430,000 lb (195,045 kg).
Fuel capacity 23,814 USG
Max level speed: M0.9.
Cruise 474 mph.
Stall 144 mph.
Initial climb rate 2,800 fpm
Ceiling: 42,000 ft.
Range w/max.payload: 5000 km / 3107 miles
Pax cap: 345.
Takeoff run 7,590 ft
Landing roll 5,660 ft
Crew: 2-3

Lockheed L-1011 Tri Star

Lockheed L-1649 Super Constellation / Constellation Starliner

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L.1649A Super Constellation

Lockheed built 286 Super “Connies,” then followed with production of the L.1619 Starliner. This development of the Model 649 standard Constellation actually started in when Lockheed were attempting to meet the requirements of TWA. Modified into a military transport during the Second World War, the design was reconverted into an airliner which came at the right time to equip airlines starved of new aircraft by the war.

The Super Constellation was first introduced on transatlantic services by KLM in 1953.

With a range of 7,200 miles, the Starliner became popular on long international routes for TWA and Air France. Only 43 Starliner Constellations were built, and most of those were short lived, bowing out gracefully for the introduction of the jet age. A historical note about the Connie’s heritage: the tri-tailed airliner was the first Air Force One.

US Navy designation – Lockheed R7V-1 Super Constellation.

In 1963 Flying Tiger VP Fred Benninger required a Super H Connie for less than the going price of $500,000. Finding two Navy surplus Elations, Connies with Electra engines, the fuselages were right but not the wings. Two cheap South American 1049G’s and four months of fitting parts produced two cargo planes for less than the price of one.

1988

Gallery

Lockheed Super Constellation
Engines: 4 x Wright, 3250 hp.
Wing span: 123 ft 0 in (37.49 m).
Length: 113 ft 7 in (34.65 m).
Height: 24 ft 9 in (7.56 m).
Max TO wt: 133,000 lb (60,380 kg).
Max level speed: 352 mph (563 kph).

EC 121K Warning Star
Engines 4 x 3,400 h.p. Wright R 3350 turbo compound piston engines.
Length 113.6 ft. (34.62 m.)
Wing span 123 ft. (37.47 m.)
Weight, max 137,500 lb. (62,370 kg.)
Crew 6.
Pax cap: 65 89
Max cruise 310 m.p.h. (500 km.p.h.)
Range 4,800 miles (7,700 km.) with 18,000 lb payload

Lockheed L.1049 Constellation

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A stretched version of the L.749, the L.1049 Super Constellation, was introduced in 1950. Gross weight was increased substantially when the fuselage was expanded by 18.4 feet and 3,250-hp Wright engines were fitted. The stretched “Connie” held up to 91 passengers; with tip tanks, range was increased to 5,840 miles.

The first prototype Super Constellation (a conversion of the original C-69 prototype) flew for the first time on 13 October 1950. First in commercial service (on 15 December 1951) was one owned by Eastern Air Lines. This version could accommodate 71 first-class or 95 coach-class passengers (14 delivered to Eastern and ten to TWA during 1951-52).

Lockheed L.1049 Constellation Article

The L.1049C model had structural modifications to allow a gross weight of 150,000 pounds, provided that more powerful engines were available. Lockheed built 286 Super Connies.

L-1049 Super Constellation were in use by both the USAF and US Navy under a variety of C-121C and R7V-1 designations respectively.

Gallery

Lockheed C 121G Super Constellation
Engine: 4 x Wright R 3350-91, 3501 hp
Length: 116.175 ft / 35.41 m
Wingspan: 122.999 ft / 37.49 m
Max take off weight: 144917.0 lb / 65722.0 kg
Max. speed: 320 kt / 592 km/h
Range: 1825 nm / 3380 km
Crew: 5
Payload: 72 Pax

L-1049G
Engines: 4 x 3400hp Wright R-3350-972T-C18DA-3
Max take-off weight: 130,000 lb
Empty weight: 33119 kg / 73015 lb
Wingspan: 37.62 m / 123 ft 5 in
Length: 35.41 m / 116 ft 2 in
Height: 7.55 m / 24 ft 9 in
Wing area: 154.40 sq.m / 1661.95 sq ft
Cruise speed: 589 km/h / 366 mph
Ceiling: 6950 m / 22800 ft
Range: 6700 km / 4163 miles
Crew: 4
Passengers: 62-109

RC-121
Max Take Off Weight: 142,000 lb

Lockheed L-1049 Super Constellation / EC-121