AP-3C Orion Upgrade

As a consequence, the protection of these sealanes is one of the Australian Defence Force’s major priorities. For the Navy, this means new Collins-class submarines and Anzac frigates; for the Air Force, this translates to Lockheed P-3 Orions. The Orion is particularly effective in this mission as it is relatively fast, packs a considerable offensive punch, and can surveil large areas in comparatively little time. The importance of maritime patrol aircraft to Australia has long been recognised and the Orion is the latest in a long line of dedicated maritime patrol aircraft that go back to Wwii. Australia’s experience with the Orion dates back a quarter century to 1968 when the first P-3Bs were delivered to replace P-2 Neptunes. A second batch of Orions, this time P-3Cs, were delivered to replace the remaining Neptunes a decade later, while the original P-3Bs were in turn replaced by a second batch of P-3Cs from 1985.

With present usage rates, the Raaf’s Orion fleet has enough airframe hours to last to between 2005 and 2010. But since the late 1980s cancellation of the Us Navy’s intended successor for the P-3, the P-7, there has been no real replacement in sight, and the Raaf began looking instead at means of extending the Orions’ lifespan. Further, while the Orion’s airframes have enough life to remain in service for another decade, the aircraft’s sensors and systems are ageing and becoming less effective and more difficult to support.

The resulting programme to extend the Orion’s lifespan comes under the banner of Air 5276 and aims to extend the P-3’s lifetime through fitting lighter, more reliable, and more effective equipment, and take the burden of training aircrews away from the current operational fleet and on to three refurbished ex-Us Navy P-3B Orions acquired for training. The combined effects of a lighter airframe, more effective sensors which through their increased capabilities place less demands on the aircraft, and the need to fly fewer hours because of the removal of aircrew training sorties, should now extend the fleet life of the upgraded Orions (which will be designated Ap-3 — A for Australia) through to at least 2015.

The Us Navy intends to operate its current fleet of P-3Cs through to 2015 also, so by that time that service would have sponsored the development of a replacement. (Incidentally, the F/A-18, F-111, and Navy Ffgs are due for retirement around this time. It will be interesting to say the least to see how, in the current tight spending environment, the defence establishment handles four big-ticket replacement programmes within the same relatively small time frame.)

Air 5276 has its origins in a Project Definition Study into an upgrade for the Orion that was conducted by the Raaf in collaboration with Rockwell Systems Australia. From there, Boeing, Lockheed, Martin Marietta, Rockwell, and E-Systems tendered for the programme, with Martin Marietta, Rockwell, and E-Systems shortlisted in February of last year. E-Systems (who is partnered with Asta, Awa Defence Industries, and Honeywell Australia) survived the scrutinisation of the tendering process and was announced the preferred tenderer in late July 1994, while the actual contract was signed on January 24 this year.

The upgrade programme as it applies to the aircraft involves replacing the Orions’ radar, acoustic processing, data processing, navigation, and communications systems. The new and lighter systems will reduce the aircraft’s zero fuel weight by approximately 1600kg (3500lb) which will extend fatigue life. The new systems will require less electrical energy to run and thus generate less heat, which will reduce the main cabin’s temperature by 3°C. The new systems’ lower weight will also mean that the aircraft’s centre of gravity can be moved forward, away from its present position near the aft Cofg limit.

The heart of E-Systems’ upgrade for the Orion is the Unisys Ddc 060 Data Management System. The Ddc 060 is recognised as a significant advance over earlier systems as it is lighter and faster, has greater data storage capacity, and can be expanded at a later date. The Dms will route data via twin 1553B data buses, one each for tactical and navigational information, and will allow sensor operators to select and view tactical information at any sensor station. The Ddc 060 is based on the earlier An/Asq-212 system originally developed for Us Navy Orions that were not going to receive the subsequently cancelled P-3C Update Iv programme and is now selected for the Usn’s current Anti-Surface Warfare Improvement Programme (Aip).

The updated aircraft’s primary sensor, given that the Orion’s major role is anti-surface warfare and sea surveillance, is the Elta El/M-2022 A(V)3 radar. The Elta radar is a programmable, high-resolution multimode unit, with 360° coverage. The Israeli radar (Elta is a subsidiary of Israeli Aircraft Industries) is based on the 2032 radar currently in production and used in the Kfir C7 fighter-bomber. It was featured as the baseline radar in four out of the five contending bids for the upgrade programme, testament to the high regard this radar is held in by some of the world’s leading aerospace companies.

The El/M-2022 is streets ahead in terms of capability than the existing An/Aps-115 radar it will replace. The An/Aps-115’s performance is severely degraded in rough seas or when the aircraft is operating along broken coastlines, and it has no classification capabilities. In comparison, the Elta radar does feature target classification modes, which means it will be no longer necessary to diverge from a search pattern and descend to a lower altitude to visually identify targets. This is a major improvement in capability over the current configuration as the aircraft will be able to remain on its original search pattern at higher altitudes, resulting in an extension of the aircraft’s fatigue life, and an increase in operating effectiveness as it will be able to cover a greater search area for a given amount of time. Further, the Orions’ new radar will allow them to fly at higher altitudes while conducting normal searches, thus further extending the fatigue life.

The El/M-2022 features long-range surveillance modes, track-while-scan, targeting classification capabilities, range profiling, Sar/Isar (synthetic aperture radar/inverse synthetic aperture radar), and Oth (over the horizon) targeting capabilities. The improved capabilities of the radar, perhaps more than any other sensor on the aircraft, will greatly improve the Orion’s effectiveness, as the aircraft’s primary role is of ocean surveillance, while the importance of anti-submarine warfare is diminished due to the end of the Cold War.

Nevertheless, the Ap-3C Orion’s anti-submarine warfare capabilities will be considerably enhanced with Computer Devices of Canada’s (Cdc) Uys-503 acoustic processing system. The Uys-503 can process all sonobuoys including the Raaf’s existing Australian-designed Barra sonobuoys, while information yielded from the sonobuoys will be presented on new, lightweight colour displays with colour-enhanced target discrimination.

The cockpit comes in for considerable attention with the upgrade too. Project member Honeywell Australia will upgrade the navigation system to feature two H423 laser gyro-based inertial navigation units, coupled to Gps. Honeywell will also upgrade the cockpit to include Efis displays for Fdis and Hsis. The cockpit will also have a tactical display to keep the pilots in the picture.

As part of the upgrade, the aircraft will also be fitted with new internal and external communications equipment. Magnavox Hf, Vhf, and Uhf radios will be installed (two Mxf-400s; two An/Arc-222s, and three Arc-187s respectively). Internal aircraft communications will be via Canadian Marconi’s Hiway system using fibre optics and controlled through Control Display Units.

Aside from the actual upgrades to the aircraft themselves, the programme also includes the development and installation of an Integrated Test and Training Facility (Ittf) at the Orion’s home base at Edinburgh. The Ittf will include an Operational Mission Simulator (Oms) which Awadi is developing in partnership with Cae Systems in Montreal, Canada. The Oms will form a very important part of the training syllabus for Orion crews and will closely replicate the Ap-3 Orion’s internals and systems.

The Ittf will also feature a Software Engineering Laboratory (Sel). As the systems in the Ap-3 upgrade are software-driven, they can be updated progressively through the aircraft’s lifetime, and the Sel will allow the Raaf to make the most of this function. In addition, the Ittf will include a Mission Replay and Analysis Module, allowing the Air Force to optimise and improve mission planning and analysis.

As part of its systems integration work, E-Systems will modify the Orions’ Environmental Control System, electrical power supply systems, and ensure the correct distribution of weight in regard to Cofg boundaries. The above improvements are covered under the $A600m contract signed with E-Systems in January. While E-Systems is the prime contractor and will design, develop, and integrate the systems and will convert the first Ap-3 at its Greenville, Texas plant, the Ap-3 upgrade does include a fair degree of Australian industry involvement and significant technology transfer.

Aside from the first aircraft conversion, Asta will perform all aircraft modification work at Avalon where a production-line-like operation will be established. At the project’s peak in the late 1990s, up to five Orions at a time will be at Asta undergoing conversion to Ap-3C status. At any one time during that period, Asta anticipates that one aircraft would be being stripped down, two or three would be in modification work, and another would be undertaking ground and flight test duties. On top of the aircraft conversion work, Asta will also be responsible for the fabrication and installation of the new equipment racks and operator consoles. Asta Defence’s Integrated Logistics Support Unit meanwhile will provide ongoing support for the upgraded aircraft. In all, the Ap-3C programme is expected to generate over 100 new jobs at Avalon.

Honeywell Australia will install and replace the Ap-3C’s navigation systems and install the Efis cockpit instruments. A third Australian participant in the Ap-3 upgrade is Awadi who is responsible for the installation and is co-developer of the Integrated Test and Training Facility. Awadi will also conduct flight and acceptance testing for the production aircraft.

Current schedules see the first P-3 to be converted arrive at E-Systems in Texas in mid-1997. Following conversion to the Ap-3C standard, the aircraft will undergo three months of ground testing before making its first flight in the new configuration in late 1997. Three months of flight testing will follow before the aircraft is delivered to Australia. During that time, a sizeable contingent of Australians from Asta and Awadi will be based with E-Systems to learn and experience the processes involved in converting the aircraft to Ap-3 standard. (Incidentally, unlike the F-111’s Avionics Update Programme, the Ap-3 upgrade does not involve modification to the Orion’s flight control systems, and so the first Ap-3 ‘prototype’ is unlikely to experience the testing delays that the Aup prototype has.)

Also during 1997, the first Orion is due to arrive at Avalon for conversion. Conversion work on the first ‘production” Ap-3 Orion in Australia will begin in late 1997. The last of 18 aircraft to be converted (the Raaf operates 19 Orions; the 19th Orion is attached to Ardu for flight test duties and will not be converted to Ap-3 standard) is scheduled to be delivered in 2000.

The Ap-3 programme is also attracting considerable attention from other Orion operators who are looking at updating their aircraft. Potentially, the Ap-3 upgrade could grow into quite a lucrative business for E-Systems and its partners, although conversion work would most likely take place in the customer service’s country, rather than at Avalon. Countries who have expressed strong interest in the upgrade include Norway, the Netherlands, and Canada, while the E-Systems upgrade installed in new-build Orion airframes (possibly with new Allison Gma 2100 engines) may be offered to meet the Uk’s Nimrod replacement requirement.

Outside of the recently awarded $A600m contract to E-Systems, but an important part of the Air 5276 project is the acquisition of three P-3B Orions which will be used primarily for training. The three ex-Us Navy Bravo aircraft will take up the current Orions’ flightcrew training duties, thus freeing up a great deal of flight time that can be used for maritime patrol, and thus helping to extend the fleet’s life.

The first ex-Usn aircraft will arrive in Australia in September 1996 after undergoing a year-long modification and overhaul programme at the Us Navy’s Naval Air Station Jacksonville depot. The aircraft will be fitted with an identical cockpit to the current P-3s, while all maritime patrol gear will be removed and the aircraft outfitted for light transport duties. In Australian service, these three aircraft will be known as Tap-3s (usually pronounced tap), where the T stands for training. Cockpit modification to reflect Ap-3C configuration will be progressively implemented during the life of the programme. While the Tap-3s’ primary role will be flightcrew training, their secondary support functions mean they will be able to transport maintenance and aircrews as part of long-term deployments and in support of exercises such as Rimpac.

The project Air 5276 Ap-3 upgrade is in addition to a small number of other programmes currently underway for the Orions. Under a $A160m contract with Awadi and Elta, the Raaf’s Orion fleet is being fitted with new Electronic Surveillance Measures (Esm) equipment to greatly improve the aircraft’s ability to detect targets passively. Esm is used to locate and track electronic transmissions, particularly those from search and weapons control radars without giving away the hunting aircraft’s position.

Other upcoming changes to the Australian Orion fleet outside Air 5276 is the installation of a new Mad and the application of a new all-over grey paint scheme. The new digital Cae Electronics An/Asq-504 Magnetic Anomaly Detector will replace the existing analog Mad. Benefits of the new Cae unit will include improved detection capabilities and remove the need for Mad compensation flights (which crews hate), while it is lighter and more reliable.

In addition, the Orion fleet is being progressively repainted in a new, low-visibility all-over grey paint scheme developed by Dsto’s Aeronautical Research Laboratory. The new paint is being progressively applied across the fleet as they come in for depot-level maintenance. It will take about four years for the whole fleet to be repainted.

In all, according to the Raaf’s project manager for the P-3 upgrade, Wing Commander Ian White, the Orion’s upgrade programmes will provide Australia with the most capable long-range maritime patrol aircraft either in use or in development anywhere in the world. The upgrade “vastly increases the Raaf’s ability to conduct surveillance and sea control.”

By the way, it’s interesting to note that in 2026, the Ap-3C has been fully retired from front-line Raaf service, replaced by the P-8A Poseidon and the Mq-4C Triton Uav. The “2015” target mentioned in this text was successfully met and even exceeded by some airframes.