UNITED STATES MILITARY AIRCRAFT by Jos Heyman

Navy

V Last update: 1 August 2015

V = Lockheed (Vega) (1942-1962)

FV Lockheed 81 Salmon Specifications: span: 28', 8.53 m length: 31', 9.45 m engines: 1 Allison XT40-A-6 max. speed: 500 mph, 805 km/h

(Source: Jack McKillop, via 1000aircraftphotos.com photo #5387)

The Salmon was a tail sitting VTOL fighter to be used with small battleships. Originally designated as XFO-1, two aircraft were ordered as XFV-1 on 19 April 1951 with serials 138657/138658 but only the first one (138657) was completed. The first conventional flight took place on 16 June 1954 with a fixed undercarriage. VTOL was only achieved in flight and no VTOL landings or starts were performed. The aircraft was later fitted with a YT40-A-14 engine. Following the completion of the flight programme, which comprised 32 flights, the aircraft was given to Hiller and ultimately to the San Diego Aerospace Museum. It is believed the second aircraft, 138658, is displayed at NAS Los Alamitos. The XFV-2 was the designation of an improved version which was to have a span of 30'10", 9.40 m, a length of 36'10", 11.23 m, an Allison T54-A-3 giving a max. speed of 580 mph, 933 km/h. Neither this aircraft or the production FV-2s were built. Refer also to FO.

GV Lockheed Hercules Specifications: span: 132'7", 40.41 m length: 97'9", 29.79 m engines: 4 Allison T56-A-16 max. speed: 384 mph, 618 km/h

(Source: William T. Larkins)

The Lockheed Hercules was procured for the USMC as a tanker and transport aircraft. The GV-1, the tanker version, had underwing refuelling pods and 46 were built with serials 147572/147573, 148246/148249, 148890/148899, 149788/149789, 149791/149792, 149795/149796, 149798/149800, 149802/149804, 149806/149816 and 150684/150690. On 18 September 1962 they were redesignated as KC-130F. The transport version, fitted with T56-A-7 engines, was designated as GV-1U and seven were built with serials 149787, 149790, 149793, 149794, 149797, 149801 and 149805. They were redesignated as C-130F. Refer also to C-130, R8V, UV

PV Lockheed Ventura/Harpoon Specifications: span: 65'6", 19.96 m length: 51'5", 15.67 m engines: 2 Pratt & Whitney R-2800-31 max. speed: 312 mph, 502 km/h

(Source: Library of Congress)

The PV-1 Ventura was a development of the Lockheed Lodestar. 1600 examples of this aircraft were built with serials 29723/29922, 33067/33466, 34586/34997, 48652/48939 and 49360/49659. Many of these were supplied to the RAF (388 as Ventura GR.V), RAAF, SAAF, RNZAF and RCAF. A number were converted with cameras for photo reconnaissance duties and were redesignated as PV-1P. One aircraft was used as a testbed for the Wright R-3350 engines destined for the C-69 Constellation. It had a truncated nosecone. The PV-2 designation was used for the Harpoon development, which had a span of 74'11", 22.83 m, length of 52'1", 15.88 m, similar engines as the Ventura and a max. speed of 282 mph, 454 km/h. 470 were built with serials 37065/37534 and the first flight was on 3 December 1943. In addition 30 PV-2Cs with improved fuel tanks were built with serials 37035/37064. The PV-2D was a Harpoon version fitted with different guns. 35 were built with serials 37535/37550, 37624/37634 and 84057/84064. Another 889 with serials 37551/37623, 84065/84589 and 102001/102275 were cancelled. The designation PV-2T was used for a crew trainer conversion of the PV-2. Serials included 37234, 37512, 37536, 37628, 37630, 37631 and 37633. The designation PV-2T2 has also been used for these aircraft. 27 Venturas were repossessed from the RAF and received the designation PV-3 and serials 33925/33951. The PV-4 designation was assigned to a proposed development of the Harpoon with modified armament. The version was not built. Refer also to B-34, B-37, C-56, C-57, C-59, C-60, C-66, C-111, O-56, R5O

P2V Lockheed 26 Neptune Specifications: span: 100', 30.48 m length: 77'10", 23.72 m engines: 2 Wright R-3350-24W max. speed: 320 mph, 515 km/h

(Source: US Navy)

The Neptune was a maritime patrol aircraft of which a total of 1159 were built. The XP2V-1 prototypes were fitted with R-3350-8 engines and had a length of 75'4", 22.96 m. Two were ordered with serials 48237/48238 on 4 April 1944 and the first flight took place on 17 May 1945. This was followed by the production P2V-1 of which 15 were built with serials 89082/89096. They were fitted with R-3350-8A engines. The third production example was fitted with a streamlined nose and additional fuel and flew, carrying the name Truculent Turtle a long range distance record of 11235 miles, 17976 km, in 1946. P2V-1 89086 was converted as the XP2V-2 prototype with a longer nose and improved engines. The first flight was on 7 January 1947. The P2V-2, to which the specifications apply, was the model 126 and 81 were built with serials 39318/39368, 122438/122446 and 122447/122467, the latter originally ordered as P2V-3. Another 67 aircraft with serials 39369/39468 were cancelled. One aircraft, with serial 122449, was converted as the P2V-2C carrier based nuclear bomber. Two P2V-2s were fitted with a wheel/ski undercarriage and were redesignated as P2V-2L. They had serials 122465/122466. In 1948 a P2V-2 with serial 39320 was fitted with a search radar in a ventral radome and was redesignated P2V-2S. The first flight was on 2 April 1948. The P2V-3 version (or model 326) was fitted with R-3350-26W engines. It also carried improved ASW systems. 53 were built with serials 122923/122951 and 122964/122987. An earlier batch with serials 122447/122467 was completed as P2V-2. The first flight was on 6 August 1948. Several P2V-3s, as well as some P2V-3Cs and P2V-3Ws were converted as the P2V-3B close support version, Known serials include 122927, 122966, 122969 and 122971 and 124355. The P2V-3C designation was assigned to eleven P2V-3s which in 1948 were converted for carrier operations as nuclear bombers. The serials were 122924, 122927, 122930, 122933, 122936, 122942, 122947, 122951, 122966, 122969 and 122971. The P2V-3W was a version with a search radar in a radome under the forward fuselage. 30 were built with serials 124268/124291 and 124354/124359 whilst aircraft with serials 124360/124361 were cancelled. Two P2V-3s, with serials 122986 and 122987 were converted as armoured battlefield transports with serials P2V-3Z. The P2V-4 version introduced a span of 102'. 31.09 m, length of 77'10", 23.72 m and was fitted with R-3350-30W engines. It was known as the model 426 and 57 were ordered with serials 124211/124267. Of these 124263/124267 were cancelled. The first flight was on 20 March 1950. The next version, the P2V-5, was fitted with a MAD tail, giving it a length of 81'7", 24.87 m, as well as improved electronics. 424 were built with serials 124865/124909, 127720/127782, 128327/128422, 131400/131543, 133640/133651, 134671/134676, 134718/134723 and 51-15914/15965, the latter being former RAF aircraft stored by the USAF pending transfer to other countries. Aircraft with serials 134664/134670 were cancelled. The first flight was on 29 December 1950 and most aircraft were later modified. A number were supplied to the RAAF, Netherlands Navy, RAF (with the USAF serials) as well as several other countries. Most P2V-5s were later fitted with two additional Westinghouse J34-WE-34 engines as well as improved electronics. They were redesignated as P2V-5F. Serials included 124865/124873, 124875/124909, 127720, 127721, 127725, 127727, 127729/12773/127737, 127740, 127741, 127743, 127745, 127746, 127747, 127750, 127754/127759, 127762, 127763, 127765, 127766, 127768/127775, 127777, 127778, 128331, 128336, 128338, 128341, 128344, 128351, 128352, 128355, 128360, 128366, 131403, 131404, 131406, 131407, 131409, 131411, 131412, 131418/131420, 131423, 131425, 131429, 131433, 131434, 131435, 131436, 131438, 131444, 131445, 131448, 131450, 131451, 131454, 131455, 131458,

131459, 131462, 131467, 131468, 131472, 131478/131480, 131482, 131484, 131485, 131486, 131488, 131489, 131492, 131495, 131496, 131498, 131502, 131504, 131505, 131507, 131510, 131513, 131516, 131521/131523 and 131525/131531. Later a number of P2V-5s and P2V-5Fs were converted as P2V-5FD drone directors. They had serials 128328, 128338, 128342, 128347, 128348, 128352, 128385, 128393, 128395 and 128401. The P2V-5FE designation was used for a number of P2V-5Fs fitted with improved electronics in December 1961. The serials included 124865/124873, 124875/124883, 124885, 124887, 124888, 124890/124900, 124902/124909, 124875/124908, 127720, 127721, 127725, 127727, 127729/127737, 127740, 127741, 127743, 127745/127747, 127750, 127754/127759, 127762, 127763, 127765, 1227766, 127768/127775, 127777, 127778, 128331, 128336, 128338, 128341, 128344, 128351, 128352, 128355 and 128360. The P2V-5FS designation was used for a number of P2V-5Fs converted as dedicated ASW aircraft. The latter included serials 128331, 128334, 128336, 128346, 128366, 128377, 128402, 128409, 131409, 131415, 131418, 131419, 131420, 131424, 131443, 131457, 131462, 131472, 131487, 131517, 131519 and 131529. The P2V-6 was a version of the P2V-5 with R-3350-36W engines as well as provisions for photo reconnaissance and mine laying. 41 were built with serials 126514/126547 and 131544/131550 whilst 126548/126573 were cancelled. The first flight took place on 16 October 1952 and a number of the aircraft were supplied to France. The P2V-6B designation was used for P2V-5 128415 converted to P2V-6 standards. Most of the P2V-6s were eventually fitted with two J34-WE-36 auxiliary engines and were redesignated as P2V-6F (including 131494 and 131532). The designation P2V-6M was used for 42 aircraft which were fitted with 2 Fairchild Petrel missiles. They were given serials 131551/131566 and 134638/134663. The P2V-6T was assigned to a training conversion of the P2V-6. Serials included 126519, 131558, 131566 and others. The model 726 or P2V-7 was substantially redesigned and had a span of 103'10", 31.65 m, a length of 91'4", 27.84 m, 2 R-3350-32W and 2 J34-WE-36 engines as well as a max. speed of 403 mph, 648 km/h. The first flight took place on 26 April 1956 and in total 323 were built with serials 135544/135621, 140151/140160, 140430/140443, 140962/140986, 141231/141251, 142542/142545, 143172/143183, 144675/144692, 144732/144734, 145900/145923, 146431/146438, 147562/147570, 147946/147971, 148330/148336, 149070/149081, 149089/149130 and 153611/153616 (as P-2H). Aircraft with serials 144262/144270 and 147571 were cancelled. Many were supplied to other countries whilst Kawasaki in Japan assembled a number for the Japanese Navy. The P2V-7B was a version with a solid nose in which a cannon was fitted. The version was not procured by US military services but 15 were supplied to the Netherlands Navy direct. Several P2V-7s were fitted with a wheel/ski undercarriage and redesignated as P2V-7LP. They included serials 140434, 140436, 140437 and 140439. The P2V-7S was a dedicated ASW version of which 31 were built outright with serials 148337/148362 and 150279/150283, with the latter batch transferring to the USAF with serials 61-2923/2927, for sale to Turkey. Many other P2V-7s were later converted to this standard including 135550, 135559, 135567, 135568, 135569, 135570, 135572, 135574, 135576, 135578, 135580, 135584, 135586, 135588, 135590, 135592, 135594, 135996, 135598, 135600, 135604, 135606, 135608, 135614, 135616, 135618, 135621, 140151/140155, 140158, 140159, 140430/140433, 140435, 140441, 140442, 140962/140967, 140969, 140971, 140972, 140974, 140975, 140977, 140978, 140980, 140982, 140983, 140984, 140986, 141232, 141234, 141235/141243, 141246/141251, 142542/142545, 143172/143176, 143178, 143180, 144681/144684, 145900/145923 and 147946/147955. The USAF procured a number of P2V-7Us as RB-69A with serials 54-4037/4043. They were US Navy aircraft 135612, 140438, 140440, 140442, 141233, 141231 and 141244. On 18 September 1962 those aircraft remaining in service were redesignated as follows: US Navy Tri-service P2V-4 P-2D P2V-5F P-2E P2V-5FD DP-2E P2V-5FE EP-2E P2V-5FS SP-2E P2V-6 P-2F P2V-6F P-2G P2V-6M MP-2F P2V-6T TP-2F YP2V-7 YP-2H P2V-7 P-2H P2V-7LP LP-2J P2V-7S SP-2H The P2V-7KAI designation has been applied to the Japanese development with turboprop engines, a version never procured by the US military services, whilst the P2V-8 version was never built. The latter, with company project designations CL258 and CL305, was intended to be lighter and have a better performance. Refer also to B-69, C-139, P-2

P3V Lockheed 85 Orion Specifications: span: 99'8", 30.38 m length: 116'10", 35.61 m engines: 4 Allison T56-A-10W max. speed: 476 mph, 765 km/h

(Source: US Navy)

The Orion was a development of the civilian Electra transport. A single YP3V-1 prototype was ordered on 24 April 1958 with serial 148276 and flew for the first time on 25 October 1959. Earlier the third Electra prototype (N1883) had been used by Lockheed as an aerodynamic prototype and flew as such on 19 August 1958. On 18 September 1962 the YP3V-1 was redesignated as YP-3A. The production version was the P3V-1 and the first order was placed on 25 October 1960 whilst the first flight was on 15 April 1961. In total 102 were ordered as P3V-1 before the designation was changed to P-3A on 18 September 1962. The serials were 148883/148889, 149667/149678, 150494/150529, 150604/150609 and 151349/151396. Production continued as P-3A. Refer also to P-3

RV to R5V The RV to R5V designations were not assigned as the R6V was a continuation of the RO to R5O series.

R6V Lockheed Constitution Specifications: span: 189', 57.61 m length: 156', 47.55 m engines: 4 Pratt & Whitney R-4360-22W max. speed: 300 mph, 483 km/h

(Source: Ron Dupas, via 1000aircraftphotos.com photo #3118)

In 1952 the two XR6O-1s had been redesignated as XR6V-1. They remained in use until 1955 and carried serials 85163/85164. Refer also to R6O

R7V Lockheed Specifications: span: 123', 37.49 m length: 113'7", 34.62 m engines: 4 Wright R-3350-91 max. speed: 300 mph, 483 km/h

(Source: US Navy)

Based on the model 1049 Super Constellation, the R7V-1 was identical to the USAF’s C-121C. 51 were procured with serials 128434/128444, 131621/131629, 131632/131659 and 140311/140313 of which the first 11 were originally designated as R7O-1. In 1958 32 were transferred to the USAF as C-121G whereas those R7V-1s remaining in service on 18 September 1962 were redesignated as C-121J. A single R7V-1 (131624) was temporarily converted as R7V-1P for photo survey duties in the Antarctic as part of Project Birdseye. In August 1951 the US Navy procured four R7O-2s which were redesignated as R7V-2 in 1952 and had serials 131630/131631 and 131660/131661. They were based om the model 1249 and had a span of 119'1", 36.30 m, length of 116'2", 35.41 m and had 4 Pratt & Whitney YT34-P-12A engined. The first flight took place on 1 September 1954 and eventually the last two aircraft were transferred to the USAF as YC-121F. Refer also to C-69, C-121, B-30, PO, R7O, WV, W2V

R8V Lockheed Hercules Specifications: span: 132'7", 40.41 m length: 97'9", 29.79 m engines: 4 Allison T56-A-7 max. speed: 384 mph, 618 km/h

(Source: USCG)

The USCG intended to order 12 R8V-1Gs with serials 1339/1342 and 1344/1351 but they were redesignated as SC-130B and were ordered through the USAF before being delivered to the USCG with those serials. On 18 September 1962 they were redesignated as HC-130B. Refer also to C-130, GV, UV

TV Lockheed Specifications: span: 38'11", 11.86 m length: 37'8", 11.49 m engines: 1 Allison J33-A-35 max. speed: 600 mph, 965 km/h

(Source: US Navy)

In 1952 those TO-1s remaining in service were redesignated as TV-1. The TV-1 had a span of 39', 11.89 m, length of 34'6", 10.59 m and was fitted with a J33-A-23 engine. Following the transfer of a number of T-33As to the US Navy as TO-2 and their subsequent redesignated in 1952 as TV-2, more T-33As and T-33Bs were transferred bringing the total to 699. The serials were 126583/126626, 128661/128722, 131725/131888, 136793/136886, 137934/138097, 138977/139016, 141490/141558 and 143014/143049. The designation TV-2D was assigned to a drone director conversion whilst the TV-2KD was a radio controlled target conversion with provision for a pilot. On 18 September 1962 those aircraft remaining in service were redesignated as follows: US Navy Tri-service TV-2 T-33B TV-2D DT-33B TV-2KD DT-33C Refer also to T-33, TO

T2V Lockheed 245 Seastar Specifications: span: 42', 12.08 m length: 38', 11.58 m engines: 1 Allison J33-A-22 max. speed: 605 mph, 973 km/h

(Source: US Navy)

The Seastar was a development of the T-33 and was unofficially designated as T-33B. The development was company funded and the first flight took place on 15 December 1953 with the prototype registered N125D. The US Navy placed orders for 150 T2V-1s from May 1954 and with serials 142261/142268, 142397/142399, 142533/142541, 144117/144216 and 144735/144764. Production of batches with serials 144765/144824 and 146058/146237 was cancelled. On 18 September 1962 those aircraft remaining in service were redesignated as T-1A. Refer also to T-1

UV Lockheed Jetstar Specifications: span: 53'8", 16.36 m length: 60'5", 18.42 m engines: 4 Pratt & Whitney J60-P-5 max. speed: 570 mph, 920 km/h

(Source: US Navy?)

The UV-1L designation was first assigned to a version of the Lockheed Hercules ordered with serials 148318/148321. Eventually these aircraft were supplied as C-130BL. The Lockheed Hercules had a span of 132'7", 40.41 m, length of 97'9", 29.79 m and had 4 Allison T56-A-16 engines giving it a speed of 384 mph, 618 km/h. The UV-1 designation was then assigned to two Lockheed Jetstars (to which the specifications apply) to be used as executive transports with serials 149820/149821. Eventually they were redesignated as C-140C on 18 September 1962 but the aircraft were never delivered. Refer also to C-130, C-140, T-40, GV, R8V

WV Lockheed Warning Star Specifications: span: 123', 37.49 m length: 113'7", 34.62 m engines: 4 Wright R-3350-34 max. speed: 358 mph, 576 km/h

(Source: US Navy)

The Warning Star was a patrol version of the Lockheed Super Constellation with large radar radomes and enlarged fins. The WV-1 designation was assigned to PO-1Ws which had been redesignated in 1952. They had a length of 95'2", 29.01 m and had serials 124437/124438. The WV-2 was originally designated as PO-2W and the first six WV-2s were ordered as such. In total 139 were built with serials 126512/126513, 128323/128326, 131387/131392, 135746/135761, 137887/137890, 141289/141333, 143184/143230 and 145924/145941. Aircraft with serials 131393/131399 and 145942/145956 were cancelled. A number of the aircraft were converted to WV-2Q or WV-3 whilst 72 went to the USAF as RC-121D. The WV-2E designation was assigned to a single WV-2 (126512) which was fitted with an APS-82 radar in a radome mounted on top of the fuselage. It flew for the first time as such on 8 August 1956 and was a testbed for the W2V development. A number of WV-2s were converted for electronic counter measures duties as WV-2Q. They included 131390/131392, 135747, 135749, 135751, 135752, 135757 and 143209. The WV-3 was a weather reconnaissance version of which eight were procured with serials 137891/137898 whilst WV-2 141323 was also converted to this standard. Those aircraft remaining in service on 18 September 1962 were redesignated as follows: US Navy Tri-service WV-2 EC-121K WV-2E EC-121L WV-2Q EC-121M WV-3 WC-121N Refer also to B-30, C-69, C-121, R7O, R7V, PO, W2V

W2V Lockheed 84 Specifications: span: 151', 46.02 m length: 116'8", 35.56 m engines: 4 Allison T56-A-7 + 2 Westinghouse J34-WE max. speed:

(Source: Lockheed)

Based on the Lockheed 1649 Starliner, two XW2V-1s were ordered in June 1957 but were cancelled in July of the same year. The two jet engines were to be fitted in the wingtips. First flight had been planned for 1960. A production version, identified as W2V-1 was intended to have only two tail fins. Refer also to B-30, C-69, C-121, PO, R7O, R7V, WV

V = Vickers Canada (1943-1945)

FV Vickers Canada Hellcat Specifications: span: 42'10", 13.06 m length: 33'7", 10.24 m engines: 1 Pratt & Whitney R-2800-10 max. speed: 375 mph, 603 km/h The F6F Hellcat was to be built by Vickers Canada as FV but it is believed that no orders were placed at all. Refer also to F6F

PBV Vickers Canada Catalina Specifications: span: 104', 31.70 m length: 63'10", 19.46 m engines: 2 Pratt & Whitney R-1830-92 max. speed: 185 mph, 298 km/h

(Source: Roscoe Creed)

The PBV-1A was a licence built version of the Consolidated Catalina. 380 were built with serials 03563/03712 and 67832/68061. The first 150 were delivered to the RCAF whilst the remainder went to the USAAF as OA-10A. Refer also to OA-10, PB2B, PBN, P3Y, PBY

V = Vultee (1941)

SNV Vultee V74 Valiant Specifications: span: 42'2", 13.85 m length: 28'10", 8.99 m engines: 1 Pratt & Whitney R-985-AN-1 max. speed: 156 mph, 251 km/h

(Source: William T. Larkins)

1350 BT-13As were transferred from the USAAF to the US Navy as SNV-1 and with serials 02983/03182, 05675/05874, 12492/12991 and 34135/34584. Two were also supplied to the USCG with serials V222/223. In a similar manner, 650 BT-13Bs (with a length of 28'8", 8.74 m) were transferred as SNV-2 and with serials 44038/44187 and 52050/52549. A number of the SNV-2s were converted as SNV-2C. Refer also to BC-3, BT-13, BT-15

TBV Vultee Georgia Specifications: span: 48', 14.63 m length: 39'9", 12.12 m engines: 1 Wright R-2600 max. speed: 273 mph, 439 km/h The Georgia was a naval version of the Vultee Vengeance which was not proceeded with although Munson, K., Aircraft of World War II, p.161 suggests a number of USAAF Vengeances were transferred to the US Navy as TBV-1. The Georgia was to have carried a 22' torpedo. Refer also to A-31, A-35