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The first production version, designated P3V-1, was launched on 15 April 1961. Initial squadron deliveries to Patrol Squadron Eight (VP-8) and Patrol Squadron Forty-Four (VP-44) at Naval Air Station Patuxent River, Maryland, began in August 1962. On 18 September 1962, the U.S. military transitioned to a unified designation system for all services, with the aircraft being renamed the P-3 Orion.[4] Paint schemes have changed from early 1960s, gloss seaplane gray and white to mid-1960s/1970s/1980s/early 1990s gloss white and gray, to mid-1990s flat-finish low-visibility gray with fewer and smaller markings. In the early 2000s, the paint scheme changed to its current overall gloss gray finish with the original full-sized color markings. However, large-sized BuNos on the vertical stabilizer and squadron designations on the fuselage remained largely omitted.[6]
Three civilian Electras were lost in fatal accidents between February 1959 and March 1960. Following the third crash, the FAA restricted the maximum speed of Electras pending determination of the causes. After an extensive investigation, two of the crashes (those of September 1959 and March 1960) were identified as due to insufficiently strong engine mounts, unable to damp a whirling motion that could affect the outboard engines. When the oscillation was transmitted to the wings, a severe vertical vibration escalated, tearing off the wings.[8][9] The company implemented an costly modification program, labelled the Lockheed Electra Achievement Program, which strengthened the engine mounts and the wing structures supporting the mounts, and replaced some wing skins with thicker material. At its own expense, Lockheed modified all surviving Electras of the 145 built at that time, the process taking 20 days for each aircraft. These changes were incorporated into subsequent aircraft as they were built.[8]
Reconnaissance missions in international waters led to occasions where Soviet fighters would "bump" a P-3, either operated by the U.S. Navy or other operators such as the Royal Norwegian Air Force. On 1 April 2001, a midair collision between a United States Navy EP-3E ARIES II signals surveillance aircraft and a People's Liberation Army Navy J-8II jet fighter-interceptor resulted in an international dispute between the U.S. and the People's Republic of China (PRC).[19]
The Spanish Air Force deployed P-3s to assist the international effort against piracy in Somalia. On 29 October 2008, a Spanish P-3 patrolling Somalia's coast reacted to a distress call from an oil tanker in the Gulf of Aden; it overflew the pirate vessels three times, dropping a smoke bomb on each pass, as they attempted to board the tanker. After the third pass, the pirates broke off their attack.[43] On 29 March 2009, the same P-3 pursued the assailants of the German navy tanker Spessart (A1442), resulting in the pirate's capture.[44]
-Herb, Guntram Henrik. Nested identities : nationalism, territory, and scale. edited by Guntram H. Herb and David H. Kaplan. Lanham. Md. ; Oxford : Rowman & Littlefield Publishers, c1999.
-Langfield, Michele. The Organ in the South: Preserving a Welsh Patagonian Heritage in Australia. In W.S. Logan, C. Long & J. Martin (eds), 3rd International Seminar Forum UNESCO: University and Heritage Proceedings Melbourme: Deakin University 1999 312-316.
-Roberts, Peta and Langfield, Michelle. Welsh Patagonians. In James Jupp The Australian People : an encyclopedia of the nation, its people and their origins. :2nd ed. Cambridge : Cambridge University Press, 2001, 743-744.
-Williams, Cyril. Religion and Welsh nationality. In Religion and ethnicity; ed. by Harold Coward and Leslie Kawamura. Published for the Calgary Institute for the Humanities by Wilfrid Laurier University Press, 1978, 151-169. 781b155fdc