Future Maritime Patrol

[Manticore]

Future Maritime Patrol - Part 1 (Challenges and Missions) - Think Defence
Future Maritime Patrol – Part 2 (Dedicated Long Range Aircraft - P-8A Poseidon) - Think Defence
Future Maritime Patrol – Part 3 (Dedicated Long Range Aircraft – P3, P1, ATL, 319) - Think Defence


Future Maritime Patrol – Part 4 (C295 and Comparable Options)

Future Maritime Patrol – Part 5 (Business Jet and Unmanned Options)

Future Maritime Patrol – Part 6 (Sea Atlas and Sea Hercules)

Future Maritime Patrol – Part 7 (Summary)

This series on Future Maritime Patrol was unplanned but hope you have enjoyed reading what I think are the various options should the UK wish to reconstitute the capability lost with the withdrawal of Nimrod MR2 and cancellation of the Nimrod MRA4 in the 2010 Strategic Defence and Security Review.

In Part 1 we discussed the various requirements and challenges. The single biggest challenge to the MoD is getting over Nimrod MRA4, if the taxpayer is expected to cough up a billion here or a billion there for a maritime patrol aircraft it must first overcome the very real issue of the shadow of Nimrod. Whilst we might understand the sunk cost fallacy, money having already been spent having no relation to money we would like to spend, politics does not quite work that way. Mr and Mrs Taxpayer has already spent just under £4b on a replacement for MR2 and now the MoD wants to spend more!

Anyone thinking that the money already spent is not a big issue is not living on the same planet I live on.

Another long shadow cast by Nimrod is that of air safety management, any suggestion that uses old airframes with a less than contiguous chain of safety evidence is going to cause problems in the post Haddon Cave safety environment. These problems, whilst not insurmountable, will inevitably result in a great deal of risk costs being fed into the resource build, what might seem on face value to be a bargain might be very from so.

The next significant challenge is making a case and defining the requirement. By the time the decision is made in SDSR 2015 (we think) there will have already been nearly a decade long gap, once a gap has been established and coped with, the case for closing it will inevitably be difficult, especially when there so many other priorities for defence expenditure. I don’t for one minute think the UK armed forces can sit back after decade and a half of campaigning in the Middle East and East Asia for a nice rest, next stop, Africa or who knows where.

Against this backdrop is the trend to civilianisation of traditional military capabilities like Search and Rescue, trying to justify a maritime patrol aircraft off the back of the Fastnet Race or other high profile but very rare long distance SAR is unlikely to convince anyone, unfortunately. In the overland ISTAR role things have moved on significantly since the early 2000’s where Nimrod was the only platform that could loft an EO turret, ISTAR has improved immeasurably, unmanned systems and other aircraft now provide the Joint Force Commander with a wide variety of capabilities.

The need for maritime patrol is therefore simply not compelling enough to be automatically put to the top of the MoD’s shopping list, it has to justify its place like every other capability.

And yet despite this, despite the availability of numerous flavours of manned and unmanned ISTAR, maritime patrol aircraft continue to demonstrate their value. Libya, where Canadian Auroras enabled and supported naval gunfire, intelligence gathering and coordination, or Mali, where French ATL’s even got into dropping laser guided bombs show the utility of high endurance multi purpose maritime patrol aircraft.

These might still be considered secondary roles though, their true value will only be realised against a competent enemy equipped with submarines. Submarines are the true killers of the deep with even the whiff of the very idea of one operating can have a significant strategic and operational impact. It is a fair observation that the UK has, and continues to spend huge sums of money on anti submarine warfare, frigates, ASW helicopters and SSN’s weigh heavily on the defence budget and focussed on a submarine threat that is at best, unlikely. However, the problem with looking only at likelihood is that it ignores impact. An effective enemy submarine force, whether that be a resurgent Russia, an increasingly capable Iran or some other future force, could have a catastrophic impact on UK maritime operations. We could discuss the importance of maritime operations in the context of air deployability or general value but the point remains, submarines are deadly.

If the impact/likelihood evaluation points to maritime patrol aircraft (with ASW) being something of value in a layered defence arrangement the details of the requirements, range, endurance, payloads and other factors can be examined.

Although it is a complex requirement it can be readily distilled into a small number of key decision points.

If we accept the outside edge of range and endurance sits in the 3-5 hours at 200-400 nautical miles then systems like the C295 become the obvious choice. However, if we want to conduct top end anti submarine warfare at range (i.e. deep water ASW) then the likely key performance parameters are 3-5 hour endurance at 800-1000 nautical miles, this puts us into the P8, P3 and P1 bracket.

If we cannot compromise on range and endurance but can on payload, a couple of lightweight torpedoes and 50 odd sonobuoys then a business jet solution might be possible.

Unmanned systems remain an outside possibility but only in support of a conventional manned aircraft and the large transport aircraft solutions based on either the Hercules or A400M Atlas remain interesting but still a conceptual and developmental hurdle.

A key aspect of our discussions has been to look beyond the narrow definition of maritime patrol and examine how the platform choice could influence, enhance capability or save money across the wider defence sphere. The point has been made that concentrating on airframe commonality is only part of the picture is well made, system and sub system/component commonality can deliver significant through life savings. The MoD does not pay enough attention to long term commonality and this results in increasingly small boutique fleets representing a vanishing tooth saddled with a disproportionately large tail.

Commonality also provides tactical opportunities that would not normally present themselves

The solutions were discussed over 6 posts;

Option 1; P-8A the obvious solution and likely front runner if we want an MRA4 replacement and have deep pockets. There is still some residual risk in the programme but the key thing to consider here is we wouldn’t be on the hook for any fixes. It is however, far from an off the shelf purchase and an expensive option although if purchased we would be in a large user community and able to take advantage of all that this provides. It might also in the medium term allow the Sentinel fleet to be withdrawn or re-used for other roles.

Option 2; A handful of P-8A alternatives such as refurbishing P3 Orion’s, the Japanese Kawasaki P1 and a development project that might bring the long talked about Airbus A319/320 MPA to fruition. The P3 refurbishment might provide an excellent capability but we would be buying into a very old design that is going out of service in many nations armed forces. The refurbishment option would also have many time and cost risks in the airworthiness certification space and politically, probably not the best idea to bring into service an aircraft that was previously rejected. The Kawasaki P1 looks on face value to be a fine option, a dedicated design with some very advanced features, but there is no certainty that we would be able to buy them and like the P8, is not quite the finished article. An Airbus A319/320 MPA would be a new design although it must be said that the components are all known and available. From an industrial and sovereign design perspective probably the best option but the price tag would be a big question mark.

Option 3; If we accept the range/endurance and payload compromise the C295 looks like an attractive and comparatively cheap option that opens up a number of commonality avenues, the communications fleet and tactical transport underneath the A400M spring to mind. The Q400 and ATR72 are equally capable but have less flexibility and adaptability than the C295 family.

Option 4; A business jet derived such as the Bombardier Global Express would provide some commonality advantages and could evolve into a multi role ISTAR system but although the range and endurance would probably be on a par with those in options 1 and 2, it would be payload constrained. That payload constraint might be an acceptable trade off but in a serious conflict, at the low probability high impact end of the ASW scale, that might compromise by prove telling.

Option 5; Finally, reusing a large 4 engine transport aircraft like the Hercules or even the A400M Atlas would address (in spades) the range/endurance payload issue would the Hercules is going out of the service and the A400M is expensive to start with and the airframe design would produce a high fuel cost. Both options would allow maximum re-use of in service equipment and the A400M especially, could evolve into a high endurance multi role ISTAR and ground attack platform.

To summarise;

If we want an MRA4 replacement, the obvious answer is the Boeing P-8A, it represents probably the lowest risk solution even though it is an expensive option. If the Japanese are willing to sell, the Kawasaki P1 could be a very real competitor to the P-8A

If we can accept compromise on range and endurance, and I make no claim either way, the other options such as C295 or business jet platform look increasingly attractive.

If we were really mental and fancied blazing a multi role trail, the A400M Atlas would be an outside bet.

Gentlemen, place your bets now.

Or perhaps more importantly, what do you think should be placed second on the MoD’s wish list in order to pay for it?

 

[Manticore]

By Keizo Kitagawa
Maritime Patrol Aircraft: A Japanese Perspective

In contrast to Britain's decision to cancel the Nimrod MRA4 in 2010, Japan has developed her own maritime patrol aircraft for the 21st century, the P-1.
As the UK looks to fill the gap in its maritime patrol aircraft (MPA) capability created by the cancellation of the Nimrod MRA4 programme, attention is focused on the United States and Boeing’s P8. However, on the other side of the world, another island nation is still pursuing a domestically developed MPA solution tailored to their specific requirements. Japan is the sixth largest exclusive economic zone (EEZ) in the world and an archipelago of nearly 7000 islands which stretch more than 3,500 km to the east of the Eurasian Continent. MPA help to defend Japan and her interests in many ways. They undertake missions to defend Japan’s territory from infringement or attack, maintain the safety of sea lanes, assist with disaster relief and aid, and generally help maintain the maritime order of the area.

MPA maintains flexibility in ability to transition between situations and its varied roles with its superior mobility (high speed, wide range, and long endurance). MPA can be dispatched to remote maritime areas from mainland Japan, as well as being capable of undertaking surveillance missions. The Government of Japan sees investment in fixed wing MPA to be a necessity both now and going forwards.

Development of the Japanese P-1 MPA started in 2001 at the same time as the production of the XC-2 next generation cargo aircraft. Initially they were independent designs but it was decided to make certain components common to both aircraft in order to reduce development costs. In the unstable and uncertain climate of East Asia after the Cold War, Japan was aware that it required the capability to respond quickly and with flexibility to diverse emergencies which might occur. Under the circumstances, it became apparent that the Japanese Maritime Self-Defense Forces (JMSDF)’s P-3C Orion MPA’s limited capabilities were not sufficient to satisfy all mission requirements. The maiden flight of XP-1 was made in September 2007, and the production of P-1 started in 2008 and is continued by Kawasaki Heavy Industries (KHI). At present, Japan plans to procure up to 70 P-1 MPAs to replace her aging P-3C fleet.

Image courtesy of the JMSDF

P-1 is larger than the P-3C, its speed and range have been improved by a factor of between 1.2 and 1.3. As for its onboard systems, improvements have been achieved in all areas, including to the acoustic system. Advanced avionics including the integrated display and head-up display, significantly reduce pilot workload. The mission package consists of acoustic sensors, radar and Combat Direction System (CDS) for central control which requires a crew of eleven to operate. The JMSDF requires a high level of interoperability with the US Navy, and the P-1 is designed to the same standard in this regard as the P-3C it replaces.

Due to the complicated and dangerous circumstances the crew and aircraft may experience in service, the crew and command center must cooperate seamlessly to respond with appropriate force, and so sophisticated C4ISR capabilities were requested.

The P-1 has high performance onboard computer systems, large capacity network, and high speed processing capabilities which can process a large volume of information quickly, resulting in improved mission effectiveness. This ability to transmit correct on-site information, locations and images from the mission location to the command center in large volume transfers at a high speed is indispensable.

To improve warning and surveillance performance, MPAs must be able to identify the nationality, type, configuration and name of a target ship from a great distance. The onboard ISAR (Inverse Synthetic Aperture Radar) can identify ship types whilst the SAR (Synthetic Aperture Radar) can identify moving targets and landforms on land. The high resolution IR/EO (Infrared, Electric Optic) System can then pick up detailed features of the target. The onboard computer can then identify the nationality, type and configuration of a target ship by cross referencing several kinds of electromagnetic waves radiated by a target ship.

The capability to hunt a submerged submarine or one cruising in shallow water was deemed a necessary requirement of MPAs due to the geographical characteristics of the sea areas around Japan. Using its high performance acoustic processing system, which has improved signal processing capability over previous models, the P-1 is able to track modern, almost silent high performance submarines. The high powered radar and advanced IR/ EO systems are necessary to detect a miniaturized periscope breaking the surface of the ocean.

P-1 has a relatively high transit speed in order to reach sea lanes far off-shore. If arrival to the site is delayed after acquiring information about hostile submarine(s), the area to be searched (AOP: Area of Probability) would increase, reducing the probability of detection. Therefore, the P-1 has been designed with high speed capability to arrive at the site in shorter time than the turboprop driven P-3C it replaces. However, the P-1 can also cruise at slow speeds for increased endurance (low fuel consumption) which is necessary for tactical manoeuvres on site.

The P-1’s high altitude performance improves on that of the P-3C in order to allow transit to search areas in any weather conditions. High altitude also increases the coverage of long range radar search operations. The P-1’s has low flying capability is similar to that of the P-3C’s for accurate launching of torpedoes and sono-buoys.

The P-1 was designed with survivability under fire in mind. It has sufficient self-protection capabilities against SAMs (Surface to Air Missiles) from hostile ships or submarines, including mobile SAMs on small unknown boats. Missile warning devices detect approaching hostile missiles and issue warnings to the crew. The P-1 has missile countermeasures such as chaff (electronic deception) and flare (infra-red deception), as well as good flight performance and maneuverability coupled with structural strength sufficient to allow sudden or violent evasive maneuvers. The P-1 is painted in a low visibility color, reducing the chance of visual detection and its infra-red signature has been reduced, making the tracking by missiles difficult. Explosion proof fuel tanks and multi-redundant systems also contribute to the aircrafts survivability against missile strikes.

P-1 carries a variety of high performance weapons on- board against a multitude of threats, giving the aircraft the ability of responding to threats in a timely and successful way, including the use of lethal force if necessary. It is capable of launching Maverick missiles, which have provide accurate target identification capability and can be used even against small maneuverable targets. The P-1 is also equipped with non-lethal but easily recognizable weapons used for warning against unknown boats performing suspicious or illegal behaviors. The P-1’s onboard computer also gives a sophisticated selective attack capability, which selects the most serious threats among many approaching targets.

The P-1 is an environmentally friendly aircraft despite its high performance. Noise levels produced in flight are less than those of the P-3C and the aircraft complies fully with the latest ICAO (International Civil Aviation Organization) regulations for noise. The four turbofan engines of the P-1 employ a variety of technologies pursuing environment friendliness through fuel efficiency and noise reduction technologies.

In summary, the P-1 fixed-wing patrol aircraft is equipped with systems which make the aircraft very capable and suitable for its role as an integral part of Japan’s maritime defence and the maintenance of stability in the region. Under the Three Principles on Transfer of Defence Equipment and Technology adapted on 1st April 2014, the aircraft could prove a fruitful source of international defence and industrial cooperation.

Japan’s decision to develop its own indigenous MPA tailored to its own requirements stands as a marked contrast to the majority of maritime nations looking to chose between a few American and European offerings. As the P1 enters service, many air forces and navies around the world will be watching with interest.

Captain Keizo Kitagawa, JMSDF
Captain Kitagawa is currently Defence Attaché to the UK at the Embassy of Japan

RUSI - RUSI Defence Systems

CHINESE NAVY CONTINUES FLIGHT TEST CAMPAIGN OF FUTURE MARITIME PATROL AIRCRAFT
September 29, 2014 · Chinese Navy Continues Flight Test Campaign of Future Maritime Patrol Aircraft | global aviation report

PLAN Maritime Patrol Aircraft (MPA) Y-8FQ Cub/High New 6 (GX-6) number 731 during a test flight in December 2013.

A new picture recently surfaced from China showing the People’s Liberation Army Navy (PLAN) added a second Y-8FQ aircraft to conduct flight test and eventually qualify the new type of Maritime Patrol Aircraft (MPA). The Anti-Submarine Warfare (ASW) variant of Y-8, the Y-8FQ Cub (also known as GX-6 for High New 6) first surfaced on the Chinese internet in November 2011.

For full report click here.

Editor’s note: There’s one thing you can say about the Chinese – they respond quickly to their military deficiencies. The search for MH370 was a rude awakening for the PLA-Navy. They had to send IL-76 transports down to Australia to participate in the search for that still-missing Malaysian airliner. IL-76s working alongside much more sophisticated U.S. P-8s, Australian P-3s and a New Zealand P-3K2. And the Ilyushins were no where near up to the task.

ASW in the South China Sea is a major concern for the PLAN. Not just U.S. and Japanese submarines operating in the area, butVietnam has recently taken possession of a Russian Kilo submarine (one received, five more under construction for a total planned fleet of six). Not a pleasant prospect for Chinese off-shore oil rigs operating illegally in Vietnamese EEZ waters.

Yes the Chinese learn quickly, and the PLA doesn’t have to wrangle with politicians to get funding for much needed weapons systems. They exercise enormous power within the Chinese government. Expect many more of these aircraft to begin appearing over the East and South China Seas – and probably off of the coast of Japan. Their capabilities? If it’s on the P-3, it’ll be on this new Y-8FQ. The Chinese remain very adapt at stealing aircraft technology from the West and its allies.

The ASW (Anti-Submarine Warfare) variant of Y-8, the Y-8FQ Cub (also known as GX-6 for High New 6) first surfaced on the Chinese internet in November 2011 as we reported at the time. A new picture just surfaced showing the PLAN future Maritime Patrol Aircraft (MPA) in flight, indicating that flight tests for the time have already started.

The new PLAN Maritime Patrol Aircraft (MPA) Y-8FQ Cub/High New 6 (GX-6) during a test flight

The Y-8FQ is based on the Y-8 Transport aircraft by Shaanxi Aircraft Company, equipped with four WJ-6C turbofan engines with 6-bladed propellers. The tail of the plane has been modified to improve handling at low speed and low altitude as request by Maritime Patrol Aircrafts mission profiles, when on ASW missions. On such mission the MPA would use its MAD (Magnetic Anomaly Detector) boom to detect submarines. This boom is clearly noticeable at the tail of the Y-8FQ.

From the picture above, we can note that the Y-8FQ is fitted with a chin radome probably housing some kind of maritime surveillance radar. It is also fitted with an Optronics turret and several antennas both at the top and at the bottom of the fuselage. Finally, note the weapon bay doors just in front of the main landing gear, as well as the large bulbous window at the rear for visual observation.
Chinese Navy future Maritime Patrol Aircraft Y-8FQ Cub/GX-6 has started its flight test campaign
All in all this new Y-8FQ Cub/High New 6 Maritime Patrol Aircraft has all the attributes of a capable MPA like the P-3 Orion, Atlantique II or IL-38. The first Y-8FQ MPA will likely be operated by 2nd Naval Aviation Division 6th Regiment Dalian-Tuchengzi.










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Aviation Warfare Systems Operators 2nd Class Matthew L. Delahunt and Theresa R. Donahue monitor video displays of the Sensor One and Sensor Two stations aboard a P-3C Orion aircraft assigned to the “Golden Eagles” of Patrol Squadron Nine (VP-9), during a mission to the Republic of the Philippines, May 9, 2003. U.S. Navy photo by Photographer’s Mate 1st Class Edward G. Martens

The P-3 Orion In Service | Defense Media Network

Pakistan Naval Air Arm – ~Four P-3C; based in Naval aviation base Faisal, Karachi. Upgraded P-3C MPA and P-3B AEW models (equipped with Hawkeye 2000 AEW system) ordered in 2006,[41] first upgraded P-3C delivered in early 2007. In June 2010, two more upgraded P-3Cs joined the Pakistan Navy with anti-ship and submarine warfare capabilities.[42] Two aircraft were destroyed in an attack by armed militants at the Mehran Naval Airbase. In June 2011, the U.S. agreed to replace the destroyed aircraft with two new ones, with delivery to follow later.[28] In February 2012, the U.S. delivered two additional P3C Orion aircraft to the Pakistan Navy

Lockheed P-3 Orion variants - Wikipedia, the free encyclopedia









The impact of induction of the P3C Orion Aircraft on the Indian Navy Preparedness: An Assessment

by Commodore RS Vasan IN (Retd)

1. A lot of debate is taking place in the naval circles and amongst maritime analysts to understand the full impact of the induction of the P3C Orion in the sub continent. The deal worth over 1.3 billion US dollars has many more military sophisticated equipment. What however interests the maritime analysts is the inclusion of a major item in the form of eight Orion long range maritime aircraft which can be used for surveillance, Anti Sub marine warfare and Anti Surface warfare. Why is this raising the heckles in the Arabian Sea? To understand this and more there would be a need to look at the aircraft itself and then analyse the pattern of Naval Operations in the Arabian Sea.

2. A look at the P3C Orion. While the airframe and the design of the aircraft is quite old (almost four decades old), what is notable is the regular updates with which the aircraft has been rendered equal to the present day tasks. The US Navy itself has plans to use the aircraft for the next 15 years and expects to support the fleet elsewhere for another two decades plus. A total of over 480 Aircraft have been built to date since the first built some forty years ago.

3. The Pak Navy is expected to be the recipient of the updated P3C Orion aircraft with a capability that will add a great deal in terms of not just surveillance in the Indian Ocean but also in its ability to neutralize both the Indian Submarines deployed on offensive patrols along enemy coasts and the Surface Combatants who would be out there to exercise Sea Control. Both these missions are integral to most of the Navies of the world who are vested with responsibilities in the ocean areas of interest.

The Long Range Maritime Reconnaissance and Anti Submarine Warfare (LRMRASW) aircraft of the world are capable of undertaking multiple missions in wide areas of interests. With the addition of Air to Surface Missiles, the task of Anti Surface Warfare has now become integral to that of Anti Submarine operations.

4. The older Atlantique aircraft which the Pakistan Navy used in the past (Remember the one that was shot down close to our borders) also was equipped for both Anti Sub and Anti Surface Warfare operations. The P3C Orion is no different and is so designed to take on both these tasks. The effectiveness or otherwise of an aircraft like the P3C is largely dependent on the weapon +equipment mix as well as the crew efficiency to handle such technology and missions. The P3C has an array of equipment to enable it to patrol large areas at fairly high speeds. The details of the equipment are provided on open sites by the manufacturers namely Lockheed Martin. This is appended below:-

a) The IR Maverick Missile is an infrared-guided, rocket-propelled, air-to-ground missile for use against targets requiring considerable warhead penetration prior to detonation. The missile is capable of two pre-flight selectable modes of target tracking. The armor or land track mode is optimized for tracking land-based targets such as tanks or fortified emplacements. The ship track mode is optimized for tracking seaborne targets. The missile is capable of launch-and-leave operation. After launch, automatic missile guidance is provided by an imaging infrared energy sensing and homing device.

b) The AN/AAS-36A Infrared Detecting Set [IRDS] provides passive imaging of infrared wavelength radiation to visible light emanating from the terrain along the aircraft flight path for stand-off detection, tracking, and classification capability. The IRDS update will primarily consist of an improved A-focal lens.

c) The AN/AVX-1 Electro-Optical Sensor System [EOSS] is an airborne stabilized electro-optical system that provides video for surveillance and reconnaissance missions. The AN/AVX-1 EOSS has the capability to detect and monitor objects during the day from exceptionally clear to medium hazes, dawn and dusk, and during the night from a full moon to starlight illumination.

d) The AN/APS-137B (V) 5 Radar is capable of multimode operation to provide periscope and small target detection, navigation, weather avoidance, long range surface search and Synthetic Aperture Radar (SAR) and ISAR imaging modes. SAR provides detection, identification, and classification capability of stationary targets. ISAR provides detection, classification, and tracking capability against surface and surfaced submarine targets. The AN/APS-137B (V) 5 ISAR provides range, bearing, and positional data on all selected targets, and provides medium or high resolution images for display and recording.

e) The EP-2060 Pulse Analyzer works in conjunction with the AN/ALR-66C (V) 3 to detect, direction find, quantify, process, and display electromagnetic signals emitted by land, ship, and airborne radar systems.

f) Three Color High Resolution Display [CHRD] general purpose, dual channel, closed circuit units provide the operator with improved Operator-Machine-Interface and 1024 X 1280 pixel landscape orientation, improved response time to operator commands, and an increase of 300 percent in the video refresh rate to minimize display flicker. Five types of data may be displayed on the CHRD: cursors, cues, tableau, alerts, and raw video.

g) The Pilot Color High Resolution Display [PCHRD] provides the ability to display complex tactical and sensor information to the pilot station.

h) The Over-the-Horizon Airborne Sensor Information System [OASIS] III data is received and prepared for transmission via the OASIS III Tactical Data Processor (TDP). OASIS III processes and correlates all data provided via MATT and Mini-DAMA. The OASIS III TDP provides an Officer in Tactical Command Information Exchange System (OTCIXS) message link, coupled with GPS-aided targeting using the AN/APS-137B(V)5 Radar.

j) The OZ-72(V) Multi-Mission Advanced Tactical Terminal [MATT] system will provide Tactical Receive Equipment (TRE) capability to receive and decrypt three simultaneous channels of Tactical Data Information Exchange Subsystem (TADIXS-B), Tactical Related Applications (TRAP), and Tactical Information Broadcast Service (TIBS) information. The system will route the received broadcast data to the OASIS III for further processing.

k) The AN/USC-42(V) 3 Miniaturized Demand Assigned Multiple Access [Mini-DAMA] will provide for secure voice communications. Mini-DAMA provides for the transmission, reception, and decryption of OTCIXS data and the subsequent routing of that data to the OASIS III TDP.

l) The AN/AAR-47 Missile Warning System [MWS] is a passive electro-optical system designed to detect surface-to-air and air-to-air missiles. Upon detection of an incoming missile, the MWS will report the impending threat to the Countermeasures Dispensing System (CMDS).

m) The AN/ALE-47 Countermeasures Dispensing System [CMDS] will be used for dispensing flares, chaff, non-programmable expendable jammers, and programmable jammers.

n) The AN/ALR-66 C (V) 3 Electronic Support Measures Set provides all the same features as an AN/ALR-66 B (V) 3 ESM Set. However, the ALR-66 C (V) 3 Set incorporates the AS-105 spinning DF antenna and the Operational Flight Program is modified to accommodate this configuration difference. Also included is the EP-2060 Pulse Analyzer, an upgrade to the ULQ-16.

p) The Harpoon Missile with advanced features and an expected stand off range in excess of 100 kms.

5. While the details of equipment are applicable to an upgrade programme in the US, the specific equipment cleared for sale to PN is not yet clear. But it can be safely assumed that most of the above equipment and others that are not listed would indeed find its space in an Orion with the crescent and the star. The aircraft has been classified as a counter terrorism aircraft; some description indeed for an LRMRASWand ASUW aircraft! This description has surprised military analysts the world over.

6. Not withstanding the reasons for the sale of this high technology air asset, the fact of the matter is that the P3C Orion is here to stay and would be constantly factored in the tactical and strategic scenarios in the India Ocean.

7. The entire pattern of operations can be simply explained as follows:

>The aircraft based on intelligence is launched to a specific area. The P3C would transit at high speed using all the four engines to reach the area. On reaching the area it could shut down two of its engines to extend it’s loiter time by operating at Patrol speeds. The Avionics are operated as dictated by the tactical situation. Thus the aircraft could be operating the Radar selectively to prevent enemy Electronic Support Measures (ESM) equipment from detecting and tracking the source of transmission. Simultaneously, the aircraft would be using its own ESM equipment to detect and classify the presence of any hostile transmissions.

> The aircraft would methodically build a surface picture in the target area and also pass on the information in real time to the ground monitoring stations. With friendly inputs from Satellites it would be quite easy to correlate plots. The updated version is designed to be capable of net centric warfare .It is child’s play today to have such real time information including transfer of either synthetic or raw pictorial plots to the controlling stations. Certain missions would demand independent prosecution by the Aircraft itself where as certain other missions may demand a coordinated action by other Strike aircraft and Submarines.

>The aircraft has its own stand off Harpoon missile with a range in excess of 100 kms. So the aircraft would be able to release the missile on the target keeping well outside the SAM ranges. However, the aircraft could be vulnerable to integral (Carrier borne) aircraft depending on the scenario existing. Issues related to the Carrier operations are very frequently debated in the Pak online forums. The discussions on the Carrier Operations could form the subject of another analysis.

>As far as the Anti Sub marine operations are concerned, the range of Passive, Active Directional sonobuoys and the Magnetic detector that the aircraft carries provides it the wherewithal to keep probable areas of enemy Submarine deployment under active surveillance. The threat to the P3C would indeed be minimized as it would be operating close to its own shore and would be well with in its shore based fighter cover. On detection and localization, the aircraft has array of weapons including torpedoes and depth charges which could be released with great accuracy enabled by onboard sonic processors and mission computer systems.

The most important asset of the P3C Orion, in my opinion is the Inverted Synthetic.

Aperture Radar (ISAR) which makes it possible for the crew to identify the targets at well over missile release ranges. This does complicate the matters for the Surface Action Group (SAG) or a Carrier Battle Group (CBG) manoeuvring in the areas where Sea Control is desired.
>Similarly, the use of onboard chaffs and jammers would provide some sort of protection from missile (SAMs and AAMs).

In the light of above, let us see how the task of the IN is complicated in the Arabian

Sea and what counters are available to IN in the present context. The element of surprise is something that would be compromised as the P3C aircraft has the means to identify the surface targets at extended ranges. It would enable the planners in Pakistan to develop a surface picture that forewarns them of the possibilities related to a time frame. Thus the most essential aspect of ‘time and space’ in relation to surface dispositions would be known for mounting counter operations. This doubtlessly would affect the classical missions of Sea Control and Blockade.
It is not as if the entire advantage in the Arabian Sea is nullified in one stroke with the introduction of the Orion aircraft; after all, the IN has lived with the presence of the Atlantique aircraft which similarly threatened the surface forces and submarines in the past. The equation was also less favourable to the Indian Navy then with the absence of any credible air early warning with IN till just a couple of years ago.

The introduction of the KA 31Airborne Early Warning (AEW) Helicopters has provided that essential component in IN Fleet operations. With a claimed detection capability of over 100 to 150 kms, tracking ability of more than 40 tracks and the ability to operate from a variety of decks, this platform would provide many options for uninterrupted fleet operations. In the absence of any form of credible AEW, the fleet was mostly at a disadvantage pitted even against the older Atlantique .The Atlantique seemed to get in on many occasions without warning due to the limitations of Surface Radars. The surface radars in any case were detected by the airborne passive sensors well beyond their own detection ranges. This in the past had severely affected the effectiveness of deck launched interception by the Sea Harriers. The limited reaction time provided was inadequate to neutralize the threat before the snooper reached the missile release range.

The Sea Harriers would now be in a better position to be directed to the source of threat by the AEW Helicopter well before it reaches the weapon release mark. How would the IN cope with coordinated saturation attacks from many directions (for example by dozens of Mirages, Three to four P3C Orion’s and anything else that could be thrown in to the arena) would be a matter of clever tactics and battle of wits. The PN would like to see that the operation resembles the “peeling of the onion”, meaning that they would concentrate on taking out the pickets engaged in the outer periphery to protect the Carrier or any other Surface vessel till they reach the Carrier. The closer co operation between the IAF and the IN to optimize the reach of the Sukhoi aircraft and Tankers to take out the Orion in the initial stages would enable subsequent classical naval operation.

In conclusion, P3C Orion will definitely change the strategic and tactical dimensions of naval warfare in the Arabian Sea. The induction of high technology sensors and precision weapons endangers IN operations. The Navy doubtlessly would be busy in evaluating the changed parameters caused by this induction for developing counters to see that it continues to enjoy the maritime supremacy in the Arabian Sea.

(The author was the Regional Commander of the Coast Guard Region East. He earlier commanded two naval air stations and also the premier Long Range MRASW squadron of the Indian Navy. His email address is vasadri@yahoo.com )

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NRL Accepts Delivery of Navy's First CEC/HAWKEYE 2000 Equipped NP-3D

Residents of Southern Maryland might have noticed a strange silhouette flying in the skies over the Patuxent River Naval Air Station recently. Marking another Naval milestone, the Naval Research Laboratory recently accepted delivery of the Navy's first CEC/HAWKEYE 2000 equipped NP-3D. In an acceptance ceremony at Lockheed's Greenville, South Carolina rework facilities, NRL's Commanding Officer, Captain Bruce Buckley, heralded the mission capabilities the newly modified P-3 would bring to the Navy, not only in its present configuration, but as a platform for future Naval science and technology applications.

On top of the orange and white painted P-3 sits a radar dome similar to that found on E-2C Hawkeye Airborne Early Warning aircraft. Inside, not only does the P-3 contain the HAWKEYE 2000 airborne early warning suite, but also a Combined Engagement Capability (CEC) common equipment set, designed to provide battle force commanders with detailed battlespace updates.

P-3 aficionados may be interested to know that Airborne Surveillance Command and Control (ASC2) is achieved through numerous aircraft and missions systems modifications. The HAWKEYE 2000 system incorporates numerous enhancements, including CEC and a state-of-the-art computer that processes information to Advanced Control Indicator Set (ACIS) displays. Also included is a satellite communication suite, a fifteen-ton vapor cycle environmental control system (to meet the increased equipment cooling requirements), a fourth electrical generator, and the addition of a second ground power receptacle to meet the extraordinary AEW/CEC power requirements. The aircraft has wing wiring to support six external wing mounted pods, fore and aft mounted antenna platforms, a retractable infrared detection system (IRDS) and internal 115V/60hZ electronics equipment mounting areas. Intercom switches and navigational data are available at all stations.

The aircraft concept was developed jointly by teams at the Naval Research Laboratory, the Cooperative Engagement Capability program office (PMS-465) and the E-2C program office (PMA-231). Initial airworthiness tests are complete and the aircraft is now located at the Naval Research Laboratory Flight Support Detachment, NAS Patuxent River, MD for further ground and mission flight tests. As configured now, NRL's unique P-3 will enable command and control (C2), electronic warfare (EW), and electro-optics (EO) research and development well into the 21st century.

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MARITIME PATROL AIRCRAFT IN THE ASIA-PACIFIC REGION | Asian Defence News Articles | Defence Review Asia
MARITIME PATROL AIRCRAFT IN THE ASIA-PACIFIC REGION

The Cold War years pitted submarine forces of the United States and the Soviet Union against one another and spurned the development of sophisticated Anti-Submarine Warfare aircraft to counter the undersea threat. Vast expanses of the Indian and Pacific Oceans provided ideal submarine operating grounds and the Asia-Pacific region played an important part in the battle plans of both American and Soviet Navies.

7th Sep 2011

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Maritime surveillance
MARITIME PATROL AIRCRAFT IN THE ASIA-PACIFIC REGION
Byline: Nigel Pittaway / Melbourne


The Cold War years pitted submarine forces of the United States and the Soviet Union against one another and spurned the development of sophisticated Anti-Submarine Warfare aircraft to counter the undersea threat.

Vast expanses of the Indian and Pacific Oceans provided ideal submarine operating grounds and the Asia-Pacific region played an important part in the battle plans of both American and Soviet Navies.

Since the end of the Cold War the diminished submarine threat has evolved the role of Maritime Patrol Aircraft to focus more on Maritime Surveillance of crucial shipping lanes, border protection and fisheries patrol.

Several regional conflicts and the increase of terrorism and pirate-related activities has seen a proliferation of MPA assets, ranging from the top-of-the-range Long Range Maritime Patrol aircraft to the relatively cheap to operate littoral surveillance platforms used by Coastguards and quasi-military organisations.

PLATFORMS

Arguably the most prolific MPA in the region is the Lockheed Martin P-3 Orion, with no fewer than seven countries flying versions of the type. Several countries have either recently upgraded them, or have acquired second-hand aircraft which have been upgraded before delivery and there is an ongoing market for this work.

Boeing sees the737-based P-8 Poseidon Multi-Role Maritime Surveillance aircraft as the natural successor to the P-3 and India has become the first export customer for the aircraft to replace its existing fleet of ex-Soviet types. Australia also has a requirement to partially replace its upgraded AP-3C aircraft.

There is a growing market for a so-called second-tier platform, particularly among countries that need to safeguard their coastline and maritime approaches, but do not have the requirement to patrol vast stretches of open ocean. Typical of these are the ATR-42 Surveyor MP and the Airbus Military CN235MP Persuader. Locally, Indonesian Aerospace (PTDI) manufactures a variant of the CN235MPA to fulfil its own requirements and has also enjoyed some export success.

At the lighter end of the market, the Dornier/RUAG Do228 has enjoyed some success, alongside aircraft such as Hawker Beechcraft’s King Air 200T and Airbus Military C212 Aviocar. Unmanned platforms, such as Northrop Grumman’s MQ-4C Global Hawk are also set to proliferate.

Setting aside deployed US assets; the following is a brief overview of Maritime Patrol Aircraft activity in the region.

AUSTRALIA

Australia has a fleet of 18 AP-3C Orions, which have maintained a continuous deployment to the Middle East since 2003. This has seen the mission set evolve from traditional Maritime Patrol to the Intelligence, Surveillance and Reconnaissance (ISR) and has even added an overland surveillance role. They are subject to further upgrade, ensuring viability until replacement by both manned and unmanned platforms over the next decade.

In a similar manner to the US Navy’s Broad Area Maritime Surveillance project, the AP-3C will be replaced by the P-8A Poseidon and a High Altitude Long Endurance unmanned platform later in the decade,

In addition, the civilian Coastwatch organization has a fleet of Bombardier DHC-8-200 patrol aircraft in support of Australian Customs and border protection agencies.

BANGLADESH

Having previously held discussions with Indonesia over the purchase of CN235MPA or NC212 aircraft, the Bangladesh Navy announced in June that it would purchase two RUAG Do228NG (New Generation) aircraft.

The first fixed-wing aircraft to be operated by the Bangladesh Navy, the two specially-equipped aircraft will be used for maritime air patrol and search and rescue missions. Deliveries will begin in 2013.

BRUNEI

The oil-rich state of Brunei currently uses three Indonesian-built CN235-110MP aircraft to fulfil its maritime surveillance requirements.

The 2011 Defence White Paper flags Brunei’s desire to enhance this capability, saying it wishes to ‘develop a comprehensive recognised Intelligence Surveillance and Reconnaissance picture’, as one of its priorities. Local press reports suggest further MP aircraft, with a more extensive sensor suite, will be purchased as a priority.

CHINA

Although historically not a major user of Maritime Patrol aircraft, the emerging ambitions of China to become a global naval power will see capability increase dramatically over the next few years.

China is set to join the exclusive ranks of nations able to project air power off the decks of aircraft carriers and has a fast-growing submarine fleet which need protecting.

The country has operated a small fleet of Shaanxi Industry Corporation Y-8MPA aircraft since 1984. The aircraft is a development of the transport Y-8, itself a locally-built variant of the Russian Antonov An-12 and equipped with western surface surveillance radar.

China is embracing UAV technology and is known to be developing a High Altitude Long Endurance (HALE) platform. It has also displayed CG imagery of one such vehicle detecting and engaging a US Carrier Battle Group at the recent Zhuhai Airshow.

INDIA

Over recent years the Indian Navy has relied upon the Ilyushin IL-38 ‘May’ and the mighty Tupelov Tu-142 ‘Bear’ for its Maritime Patrol capability. The Il-38s were reportedly upgraded to IL-38SD configuration with the Russian ‘Sea Dragon’ Multi-Mission Avionics and EW suite a few years ago but twelve Boeing P-8I Poseidons are on order, for delivery from 2013.

A version of the baseline US Navy P-8A, the aircraft represent the first purchase of an American combat aircraft in India’s history and the first export order.

The Indian Navy and Coastguard operate the Pilatus-Britten Norman BN-2B Islander and locally-assembled Do228 for littoral surveillance, and both will be replaced by a second-tier MPA system. Airbus Military are offering the CN235MP, whilst SAAB has proposed an AESA-equipped version of its SAAB 2000 MPA. Other companies are expected to bid when a formal competition begins in the next year or two.

India is also a proponent of unmanned surveillance, particularly in the wake of the recent Mumbai terrorist attacks and has a mix of IAI Searcher and Heron UAVs for coastal patrols.

INDONESIA

Maritime surveillance of the huge Indonesian archipelago is divided between the TNI-AU (Air Force) and TNI-AL (Navy) and both services are in the process of receiving locally-built CN235-200MPAs to fulfil future requirements.

Three Boeing 737-2X9 Surveiller aircraft were delivered to the Air Force in 1982, equipped with a Side-Looking Airborne Modular Multi-Role Radar (SLAMMR) and a single CN235MPA was delivered in 2009.

Three similar CN235-220MPAs were ordered for the Navy in December 2009 to augment three local conversions of the NC212-200MPA, the last of which was delivered in 2007. The three aircraft represent half of the planned capability required to fulfil the Indonesian Government’s Maritime Essential Force concept, and up to 16 may be acquired over the next decade.

JAPAN

Japan flew the first prototype of its indigenous Kawasaki Heavy Industries XP-1 Maritime Patrol Aircraft in September 2007 and plans to acquire 65 aircraft for the Japan Maritime Self Defence Force.

The turbofan-powered P-1 will ultimately replace Japan’s fleet of 100 (largely) KHI-built P-3C Orions acquired from 1981.

The JMSDF also operates a squadron of ShinMaywa US-2 four-engined amphibians for coastal search and rescue duties.

The Japanese Maritime Safety Agency (Coastguard) has a mixed fleet of Hawker Beechcraft King Air 200Ts, SAAB 340s and NAMC YS-11s on fisheries and border patrol and anti-pollution flights around Japan’s maritime areas of interest.

MALAYSIA

The Tentera Udara Diraja Malaysia (TUDM) has a small fleet of Hawker Beechcraft 200Ts for maritime patrol, with a requirement to acquire a new capability during the next few years. Press reports in 2009 suggested Malaysia would sign an agreement with Indonesia for four CN235-200MPAs, but there has been no official announcement of such a deal by either Government.

Malaysia’s proximity to some of the worlds’ busiest sea lanes, in particular the Straits of Malacca was a catalyst behind the formation of the Air Wing of the Malaysian Maritime Enforcement Agency. Two Bombardier CL-415 amphibians were acquired in 2009 and converted to Maritime Patrol configuration with the installation of a Side Looking Infra Red Radar, an EO/IR turret and observation windows. The two CL-415MPs operate alongside a small fleet of helicopters in Malaysia’s territorial waters.

MYANMAR

Myanmar received a gift of two Pilatus Britten Norman BN-2B Defenders from the Indian Navy in 2006 and a further pair was transferred the following year. Indian press reports at the time foreshadowed the possibility of further deliveries, but it is not known if this has, or will, occur.

India had flown the aircraft in the Maritime Patrol role but local sources suggest the aircraft were stripped of role-specific equipment before delivery.

NEW ZEALAND

Six P-3K Orions are flown by the Royal New Zealand Air Force and are currently in the process of a major senor and systems upgrade. In the late 1990s they became the first P-3s to undergo a re-wing programme, extending their operational life until 2025.

The first upgraded aircraft, now designated P-3K2, arrived in New Zealand in April after being converted by L-3 Systems in the United States. The remaining aircraft are being upgraded by Safe Air NZ at Woodbourne and the largely Off-The-Shelf sensors and systems will provide enhanced ISR capability.

The country also has a requirement for a second tier MPA, to shoulder much of the fisheries patrol and border protection work. The 2010 Defence White Paper proposes a future force structure which will include a short-range MPA, which will also have a transport and pilot training capability. It also flags a P-3K2 replacement, to be studied sometime after 2015.


PAKISTAN

The Pakistani Navy first ordered the Lockheed Martin P-3C Orion in 1992, to replace a small force of Aerospatiale Atlantics, but these were embargoed by the US Government until 1996.

A second batch of eight ex-US Navy aircraft were acquired through a Foreign Military Sales deal in 2005. Seven are being upgraded by Lockheed Martin prior to delivery and the first was delivered to Karachi in January 2007 to join the two survivors of the first batch. Deliveries are to be completed in 2012.

Two P-3Cs were destroyed in the recent terrorist attack on PNS Mehran near Karachi, which is also home base to five Fokker F.27-200 Maritime aircraft.

PHILIPPINES

Four Fokker F.27 Maritime aircraft were delivered to the Philippine Air Force in 1982 but it is thought only two are currently active. The Navy also has a small fleet of BN-2A Defenders and at least one has recently been upgraded with modern navigations and communications systems.

President Benigno Aquino announced an Air Force modernisation package in July last year, which included a single ‘long-range maritime patrol aircraft’ of an undisclosed type.

SINGAPORE

The island state of Singapore maintains a modern and well equipped defence force which, in technical terms, is second to none in the region.

Maritime patrol is currently provided by a squadron of five Fokker 50 Enforcers, but the Republic of Singapore Air Force has reportedly expressed recent interest in acquiring several ex-US Navy P-3Cs. Boeing naturally sees Singapore as a future P-8A customer when it comes time to replace the Fokker 50s.

Singapore deployed a Fokker 50MPA to Djibouti in April, as part of the multinational Task Force 151 charged with counter-piracy duties in the Gulf of Aden.


SOUTH KOREA

The Republic of Korea Navy received the first of eight P-3C Orions in 1995 and has recently begun taking delivery of a like number of P-3CKs. The P-3CKs are ex-USN P-3Bs upgraded by Korean Aerospace Industries and L-3 Communications, first ordered in 2002 but delayed by systems integration problems. The first three were handed over at Pohang in March 2010.

In January 2009, Indonesian Aersospace announced it would supply four CN235-110MP aircraft to the South Korean Coastguard by 2012.

South Korea has also expressed a desire to acquire the Global Hawk HALE UAV for surveillance operations but is yet to gain US approval for any FMS sale.

TAIWAN

Taiwan is also in the process of requiring refurbished ex-USN P-3s to update its maritime patrol capabilities.

Plans to acquire twelve P-3Cs were announced in late 2004, but the deal was repeatedly frustrated by wrangling between the two Governments. Taiwan originally wanted to refurbish eight of the aircraft locally, but an agreement was finally reached in 2009 for all work to be carried out in the United States.

The first aircraft was inducted into Lockheed Martin’s Maritime Systems and Sensors Tactical Systems facility in St Paul Minnesota in January 2010 and the final aircraft is expected to begin refurbishment in 2013.

The Republic of China Navy currently operates around twenty turboprop Grumman S-2T Trackers.


THAILAND

The Royal Thai Navy flies a mixed maritime patrol fleet of three F.27-200ME Maritime Enforcers, seven Dornier Do228-212s, two Bombardier CL-215s and two P-3T Orions, the latter supported by a UP-3T trainer.

The service has also flown a number of piston-engined S-2F Trackers over the years, but it is not known if any of these remain in service today.


VIETNAM

Vietnam took delivery of the first of three Airbus Military C212-400MPAs in August and a second will arrive by the end of the year. The last aircraft will follow in 2012.

Equipped with the Swedish Space Corporation MSS 6000 SLAR, they will be used for maritime patrol, coastal surveillance, fisheries patrol and anti-drug trafficking operations.

Four Soviet-era Beriev Be-12 flying boats have been flown on Anti-Submarine Warfare duties since 1981, but it is not known if these are still serviceable.

In 2005 an order for twelve PZL-Mielec M-28 Skytrucks was announced, but only two were delivered. Plans to fit these with a maritime patrol sensor suite were seemingly abandoned after one aircraft crashed shortly after delivery.

From the P-3C Orion to the P-8A Poseidon

From the P-3C Orion to the P-8A Poseidon | Defense Media Network

AT WHAT PRICE?
It’s only the very beginning of the end for the P-3C Orion, which recently passed 50 years of operational service. The Orion will be around for a long time to come. But some of the venerable Orions are heading straight into retirement and some sailors will shed a tear. The transition from P-3C to P-8A means the Navy’s long-range, over-water maritime patrol community will begin doing things differently.

An unidentified blogger asked in 2009. “Why are they replacing a perfect plane?” Everything from crew composition (and comfort) to anti-submarine tactics will be a little different now.

The Orion gave crews a rough ride during extended patrol duty at low altitude, often while flying with one engine shut down to extend range and loiter time. The barf bag was a standard item of equipment for perennially airsick Orion sailors. Being at wavecap altitude meant plenty of flying in a salt-spray environment, which can be corrosive to any aircraft. The average P-3C today has 17,000 hours, one has 23,000, and nearly all of that time has been “hard” time accrued under demanding flying conditions.


A U.S. Navy P-8A Poseidon aircraft assigned to Patrol Squadron 30 flies above the aircraft carrier USS Harry S. Truman (CVN 75), not pictured, in the Atlantic Ocean, Oct. 16, 2012. The P-8A is replacing the P-3C Orion aircraft as the Navy’s standard maritime patrol aircraft. U.S. Navy photo by Mass Communication Specialist 2nd Class Mike DiMestico

The P-3C is equipped with magnetic anomaly detection (MAD) gear, a key tool in its sub-hunting arsenal that won’t be found on U.S. Poseidons (though India will use MAD on its version, the P-8I). P-3Cs routinely fly 12-hour patrols while the P-8A is expected to be aloft typically for 10.5 hours. Not that it can’t stay up longer: The P-8A can receive air-to-air refueling, a capability not found on the Orion. The P-8A carries a crew of nine compared with 11 for a P-3C.

The Poseidon will spend more time at higher altitude and, even when down low, will offer a smoother ride. But a turbofan engine is less fuel-efficient than the Orion’s turboprop at low level, so P-8A operators expect to spend most of their time above 28,000 feet. Work is progressing to adapt the 12.75-inch Mark 54 lightweight torpedo – already optimized for air-to-underwater use against submarines, but typically deployed today at low level – so the P-8A can drop it from high altitude. Moreover, the Navy plans eventually to field a new-design High-Altitude Anti-Submarine Warfare Weapon Capability (HAAWC), its term for a next-generation aerial torpedo intended to be deployed from great heights.

Work is also beginning on a fatigue-test study to determine the effects on P-8A airframe life of carrying the Raytheon Advanced Aerial Sensor (AAS) long-range, high-resolution surveillance radar. The AAS is a dual-sided, active, electronically scanned array radar with a 40 foot long antenna housed in a pod mounted on a trapeze under the forward fuselage. P-8As fitted with structural provisions will carry the pod if tests signal a go-ahead.



SOME ORIONS STAY
Twenty-nine Orions are being upgraded with fleet-wide fatigue repairs and new outer wing assemblies in anticipation of keeping a small number on duty beyond the planned 2019 retirement of the type. Included among the 29 are 16 EP-3E Aries II electronic intelligence aircraft that are not slated to be replaced by Poseidons. The Navy cancelled the EPX program for an EP-3E replacement in 2010.

The Navy hopes eventually to have five P-8A squadrons at Naval Air Station Jacksonville, Fla.; four at Naval Air Station Whidbey Island, Wash., and three atMarine Corps Air Station Kaneohe Bay, Hawaii. Consideration is being given to dispensing with the Kaneohe presence and consolidating all Poseidon units at Jax and Whidbey.


Capt. Eric Wiese, commander of Patrol and Reconnaissance Wing (CPRW) 11, and Cmdr. Molly Boron, commanding officer of Patrol Squadron (VP) 16, discuss the differences between the P-3C Orion and the Navy’s newest aircraft, the P-8A Poseidon, with Florida U.S. Senator Marco Rubio and his aides, Jan. 15, 2013. U.S. Navy photo by Mass Communication Specialist 2nd Class Gulianna Du

The Navy plans to acquire 117 P-8As, which will receive progressive upgrades as production and deliveries continue. The Indian Navy has eight P-8I models on order with an option for four more and may increase its purchase significantly. Boeing has proposed other versions as an air-to-ground surveillance aircraft for the U.S. Air Force and for maritime patrol for British forces. Australia and Italy have also indicated interest in the aircraft. Boeing assembles all Poseidons in Renton, Wash.

Two 27,300-pound thrust (121 kN) CFM International CFM56-7B27A/3 high-bypass turbofan engines power the Poseidon. More than 5,000 examples of this engine type are in service around the world.

The P-8A will operate in coordination with the MQ-4C Triton high-altitude unmanned aerial vehicle when the latter becomes operational in 2016.The Navy is building a new hangar at Kadena for the Poseidon, which has greater external dimensions than the P-3C.

 

[truthseeker2010]

Sir You missed BAMS

Northrop Grumman MQ-4C Triton

The Northrop Grumman MQ-4C Triton is an unmanned aerial vehicle (UAV) under development for the United States Navy as a surveillance aircraft. In tandem with its associated ground control station, it is considered an unmanned aircraft system (UAS). Developed under the Broad Area Maritime Surveillance (BAMS) program, the system is intended to provide real-time intelligence, reconnaissance missions (ISR) over vast ocean and coastal regions, continuous maritime surveillance, as well as search and rescue missions, for the U.S. Navy, and to complement the Boeing P-8 Poseidon maritime patrol aircraft, but the equipment to link the two platforms is currently unfunded. Triton builds on elements of the Global Hawk UAS while incorporating reinforcements to the air frame and wing, along with de-icing and lightning protection systems. These capabilities allow the aircraft to descend through cloud layers to gain a closer view of ships and other targets at sea when needed. The current sensor suites allow ships to be tracked over time by gathering information on their speed, location, and classification.


The MQ-4C System Development and Demonstration (SDD) aircraft was delivered in 2012 and the MQ-4C UAS was originally expected to be operational by late 2015 with a total of 68 aircraft to be procured. However, in April 2013, the Navy announced that production has shifted from FY14 to FY15 due to additional testing requirements and technical issues related to the aircraft's double-tail vertical stabilizer and rudder, and software integration for maritime sensors. According to the latest information available from the Naval Air Systems Command (NAVAIR), the Initial Operational Capability (IOC) for the MQ-4C UAS is now planned for 2017.

Northrop Grumman MQ-4C Triton - Wikipedia, the free encyclopedia

 

[Sine Nomine]

@Manticore with introduction of P-8 in US and P-1 in JSDF there are plenty of P-3 Orion to be retired,are there chances Pakistan getting handful of them..