Created in the late 1950s by Lockheed, the P-3 Orion BPA (base patrol aircraft) aircraft belongs to those types of aircraft that are considered to be "eternal".
Its progenitor appeared in 1957, when the L-188 Electra, one of the first aircraft with a turboprop engine in the United States, was released by Lockheed. It was also one of the few American turboprop passenger aircraft to be mass-produced. A total of 170 civil aircraft of this type were produced, of which approximately 20 fly to this day.
Lockheed L-188 Electra
In 1957, the United States Navy announced a competition to develop a modern naval patrol aircraft to replace the P-2 Neptune.
Lockheed P-2H "Neptune"
The prototype, designated P3V-1, took off on November 25, 1959, and the first production P3V-1 took off on April 15, 1961. Later, the aircraft received the designation P-3 Orion. Compared to the L-188, the P-3 had a fuselage shorter by 2.24 meters. An armament bay was added and new aviation equipment was installed. The weapons bay was designed to house torpedoes, depth charges, mines, or nuclear weapons. The aircraft also had 10 pylons under the planes for external suspension of various weapons.
On the Orion, in comparison with the Electra, the cockpit was redesigned to improve the downward-forward visibility. Unlike the progenitor of the L-188, the Orion's fuselage was divided horizontally by a deck, and there were no passenger windows. In the upper part there was a sealed cabin with a volume of 195 cubic meters, which made it possible to create comfortable conditions for operators and place in it the main blocks of anti-submarine equipment, radio-hydroacoustic search aids, and communication equipment. Thus, the crew gained access to many blocks of equipment and the ability to troubleshoot some malfunctions in flight, as well as manually reload four of the 52 buoy launchers. The latter are discharged using pyrotechnic devices.
Anti-submarine equipment consisted of radioacoustic systems: the active Julie, which uses explosive charges as a source of acoustic energy and then receives signals reflected from the target; and the passive Jezebel using passive low frequency buoys. An aircraft magnetometer, a Snifer gas analyzer, and two radars were also installed. It was possible to suspend 4 anti-submarine homing torpedoes, depth charges and other weapons.
The aircraft crew consisted of ten people. The tactical coordination officer was responsible for the complex use of means and the adoption of tactical decisions appropriate to the tasks and situation. According to the current regulations, the crew commander was responsible for the mission and flight safety.
The aircraft had good maneuvering characteristics, its search speed was 300-320 km / h, maximum 760 km / h, flight range up to 9000 km, duration up to 17 hours, which could be increased by turning off one in flight or, depending on the flight weight, two engines.
The peculiarities of the R-3A aircraft in comparison with the "Neptune" patrol aircraft are their higher performance and search capabilities. The search tools on the plane were combined into a system, it was very convenient to work with the equipment in flight, the level of noise and vibrations turned out to be small, the fact that about 25% of free volumes were left free for equipment modernization became of no small importance.
The Orions' combat service began in July 1962, when the first production P3V-1 was handed over to the VP-8 patrol squadron. Behind her, Orions received VP-44 and VX-1, where they replaced the outdated P-2 Neptune.
In addition to searching for submarines, the R-3 carried out training mine laying, over-the-horizon target designation and notification in the interests of surface ships, weather reconnaissance, and coordination of search and rescue operations.
The operation of the aircraft immediately revealed the bottleneck of the search equipment - the AQA-3 system and its improved version AQA-4. The search for submarines using acoustics was the most effective, the probability of detecting a submarine with a magnetometer was much lower, and the rest of the systems could only "detect" a submarine that was sailing on the surface or under a periscope. The "Snifer" system reacted not only to the exhaust of the submarine's diesel engines, but also to the exhaust gases of the Orion theater.
The new system for processing and analyzing information about submarines was tested on the 35th serial P-3, and, starting with the 110th aircraft, it became standard. From 1962 to 1965, 157 P-3A were manufactured.
The active construction of a submarine fleet in the USSR and the entry of Soviet ships into the world ocean required the improvement of the American patrol forces.
The next serial modification of the Orion was the R-3V. The difference from the R-3A was in the more powerful Allison T56-A-14 turboprop engines with a shaft power of 3361 kW (4910 hp) and the new Deltic system for detecting submarines. The air-to-surface Bullpup missile was added to the armament. A total of 144 P-3Vs were manufactured.
Despite the improved performance, the aircraft's acoustic equipment still did not satisfy the military. For five years, the US Navy has been conducting research on the creation of a new automated data processing and control system for search equipment, and not only for hydroacoustic equipment. The final version of the A-NEW system also did not fully meet the tasks, but A-NEW turned out to be the best of the options proposed by the industry. The platform for this complex was the next modification of the R-3C. 143 vehicles were built.
R-3S became the world's first PLO aircraft with a centralized computer for processing information from search and navigation systems. In addition, the computer issued commands to dump the RSL and use weapons. The use of a computer and a new acoustic processor AQA-7 made it possible to dramatically increase the efficiency of the sonar complex - now information from 31 buoys was processed simultaneously, while the AQA-5 allowed listening to no more than 16 buoys.
The aircraft's capabilities for detecting surface targets were expanded by installing a low-level television system instead of the searchlight used on the R-3A / B and the new ARS-115 radar. Digital communication equipment made it possible to exchange information with other aircraft, ships and coastal command posts. The pilot was equipped with a tactical situation indicator. Navigation and radio communication equipment was completely renewed.
During operation, the aircraft continued to be continuously improved. The airborne armament included the Harpoon anti-ship missile system and a number of improvements related to acoustic search systems. In the early 90s, the Orions received AGM-84 SLAM missiles, designed to destroy ground targets. In addition, it became possible to suspend a container with AN / ALQ-78 electronic warfare equipment on the inner underwing pylon.
The result is a multipurpose attack aircraft capable of autonomously searching for and hitting surface, underwater and ground targets.
In the mid-1980s, which was the peak of the confrontation between the fleets of NATO and the USSR, Orions were in service with 24 combat and one combat training squadron of the US Navy.
The squadrons were organizationally brought together into five patrol air wings of the base aviation. Two wings were part of the air force of the Atlantic Fleet and had six squadrons, the three remaining wings had four squadrons of P-3 and were part of the air force of the Pacific Fleet.
As the early "Orions" became obsolete as PLO aircraft, they were transferred to storage in Davis - Montan, and also converted to perform other tasks.
There are many different variants of the aircraft: EP-ZA for testing electronic equipment, an electronic aggressor for conducting exercises, EP-ZE Eris, an electronic reconnaissance aircraft, NP-3A / B flying laboratory, an aircraft for oceanographic and geomagnetic research RP-3A / D, TR-ZA trainer, UP-ZA / B transport, VP-ZA for VIP transportation and WP-3A weather reconnaissance aircraft.
EP-ZE "Eris"
Created on the basis of the R-3V - the P-3AEW AWACS aircraft - equipped with an aircraft early warning and guidance system, intended for the US Customs Service.
From June 1988 to 1993, the customs officers received a total of four P-3 equipped with AN / APS-138 radar (similar to the E-2C Hawkeye radar). Aircraft are used to detect, track and coordinate the interception of drug smuggling operations.
AWACS aircraft P-3AEW
Four Orion anti-submarine missiles were upgraded to the P-3A (CS) variant to control US airspace in order to prevent illegal delivery of cargo, primarily drugs, by light aircraft.
Satellite image of Google earth: US Customs aircraft at an airfield in Costa Rica
The vehicles are equipped with AN / APG-60 radar (installed in the nose of the aircraft), which has better characteristics in detecting air targets than the original P-3A station. In addition, radio equipment has been installed that operates on the frequencies of the US Customs Service and the US Coast Guard.
Twelve obsolete P-ZA were purchased in 1989 by the US Forest Service, nine of which were handed over to the Aero Union Corporation in Chico, California, for conversion into fire-fighting aircraft. In 2010, Aego Union operated seven P-3A / RADSIIs along with the upgraded Neptune and C-54. Orions have been used to extinguish fires since 1990 and have proven to be an excellent fire fighting agent. The maneuverability of the aircraft and the high power of the power plant make it possible to fly in conditions of very rough terrain and to accurately discharge the extinguishing mixture.
P-3s of various modifications were transferred in significant quantities to the US allies.
The aircraft is in service with Argentina, Australia, Brazil, Chile, Greece, Japan, the Netherlands, New Zealand, Norway, Iran, Pakistan, Portugal, South Korea, Spain, Thailand.
The Japanese Maritime Self-Defense Forces are the second largest Orions in the world after the US Navy. Orion was chosen by the Japanese to replace the Neptune in August 1977. Having a developed aviation and electronic industry, they preferred to establish licensed production, rather than purchase finished products in the United States.
The first three P-3Cs intended for the Self-Defense Forces were manufactured by Lockheed, the next five were assembled in Japan from American components, and the remaining 92 were built and equipped at the Kawasaki Heavy Industries plant.
The Orions received 10 squadrons, the last P-3S was delivered to the customer in September 1997. In the process of licensed production "Orions" have been improved several times.
Starting from the 46th aircraft, the search radar and the acoustic signal processor were improved, and electronic warfare equipment was installed. Nine cars were equipped with an automatic flight control system.
From the 70th machine, the "DIFAR" equipment was replaced by the "Proteus" acoustic signal processing system with a central digital computer. Since 1989, a satellite communication system has been installed, as evidenced by the black antennas in the upper front part of the fuselage. On the previously built Japanese R-3S, since 1993, the entire electronic filling has been replaced.
The Japanese naval self-defense forces are armed with four EP-3Es.
They entered service in 1991-98. Japanese vehicles are fully equipped with special equipment of national development and production. The aircraft were built by the Kawasaki company.
Canada's Orions stand apart. In 1980-1981, the naval aviation of Canada received 18 SR-140 Aurora, which was a hybrid of the R-3C airframe and the search equipment of the S-3A Viking carrier-based PLO aircraft. SR-140 are armed with four squadrons.
Three more SR-140A "Arctur" are intended to control the economic zone of the ocean shelf adjacent to the coast of Canada and to protect fisheries. "Arcturus" have a simplified composition of equipment compared to "Aurora". These aircraft replaced the SR-121 "Trekker" patrol aircraft in 1992-1993.
The Orions, along with the RC-135 and SR-71, were the most frequent "clients" and primary targets for our air defense forces. Slow-moving, capable of "hanging" in the loitering zone for hours, he literally wore out the calculations of the duty forces. Oftentimes, the flights of these violent vehicles are overtly provocative. A number of incidents have been associated with these aircraft.
On September 13, 1987, the Norwegian P-3V Orion patrol aircraft attempted to monitor a group of Soviet warships in the neutral waters of the Barents Sea. The Su-27 pilot was ordered to perform a training interception of the Orion. The reconnaissance crew tried to get rid of the enemy and sharply reduced their speed, believing that the fighter would not be able to keep close to him at low speed. However, the Su-27 continued its flight exactly under the Orion. The Norwegian pilot lost sight of the fighter and began to maneuver. As a result, the Orion propeller hit the Su-27's keel. The propeller collapsed, its fragments pierced the P-3V fuselage, depressurization occurred, and the Orion was forced to leave the patrol zone, and the Su-27 returned safely to the base.
The next time, in April 2001, Orion collided in the air with a Chinese fighter. Trying to look "farther" into the interior of the continent, American pilots sometimes violate the airspace of the PRC, provoking the PLA to retaliate.
In the Chinese case, the EP-3E was at the center of events, and for some reason its crew was one and a half times larger than usual.
As a result of the collision, the Chinese interceptor J-8-II fell into the sea, its pilot was killed.
EP-3E was damaged and was forced to land on the island of Hainan.
Subsequently, the United States apologized for the incident and paid compensation to the widow of the deceased.
The car was disassembled by the Chinese for detailed study and, subsequently, returned to the United States in July 2001. Orion arrived "to its historical homeland" in the womb of the Russian An-124-100 Ruslan transport aircraft.
To replace the "outdated" P-3C in the United States, Boeing began the development of the next generation anti-submarine aircraft. The design of the aircraft, designated P-8A Poseidon, is based on the Boeing 737-800 fuselage and the Boeing 737-900 wing.
P-8A Poseidon
The first flight of Poseidon took place on April 25, 2009. According to the plan, in 2013 the US Navy was to receive 13 P-8A. Another 8 aircraft were ordered by Australia and India.
Satellite image of Google earth: P-3C and P-8A at Jacksonville airfield
In total, the Navy planned to purchase 117 P-8A aircraft, built on the basis of the Boeing 737-800, to completely replace its entire P-3 fleet. However, most likely, this will not happen soon. Due to the high cost of the P-8A, it was announced that the procurement program would be cut. Moreover, further improvement of the avionics of the R-3S aircraft is proposed.
Thus, the honored "veteran" R-3 "Orion" will remain the main patrol and anti-submarine aircraft in the United States and many other countries for a long time to come.
