Quiet achievers

Orion The Hunter

The AP-3C is a comprehensively upgraded version of the venerable P-3C Orion which has been in service with the RAAF and the air arms of many other USaligned nations since the late 1970s.

Based on the airframe of the Lockheed L-188 Electra airliner of the late 1950s, the production P-3A entered service in 1962. It was followed by the P-3B in 1968, of which the RAAF operated 10, and then the P-3C.

The RAAF’s first P-3CIs entered service in 1978 and replaced 11SQN’s P-2V Neptunes. These were followed by a second batch of 10 P-3C-IIs in 1986 (internally designated P-3W to distinguish these aircraft from the first batch) which replaced 10SQN’s originalP‑3Bs. Most of the P-3Bs were sold to Portugal as P- 3Ps and were later upgraded to a near P-3C standard, while one went to New Zealand and was upgraded to P-3K standard and remains in service with the RNZAF’s 5SQN today.

The P-3C-II differed from the -I in being able to carry and launch the Harpoon anti-ship missile, havinga sonar buoy reference system, and minor sensor and avionics differences.

The RAAF’s P-3C-Is were upgraded to -II standard in the late 1980s. One P-3C was lost in an accident at the Cocos Islands in 1991.

The RAAF also operated three former US Navy P-3Bs which were stripped of all sensors, consoles and armaments. These TAP-3B(‘Tap threes’) were operated in a training and deployment support role for seven years from 1997, mainly to provide sufficient airframes to maintain aircrew currency and training rates while the AP-3C upgrade program was underway. Two additional P-3B airframes are owned by the RAAF but remain in storage in the US to be used as a source for spares.

Sea Sentinel

The AP-3C upgrade (under the Air 5276 ‘Sea Sentinel’ pogram) has resulted in arguably the world’s most capable maritime reconnaissance aircraft, comparable at least with the US Navy’s P-3C Update III Anti-Surface Warfare Improvement Program (AIP) standard.

The upgrade included a new Elta radar and electrooptical and infrared (EO/IR) system, better acoustics, a highly capable signals and electronic intelligence (SIGINT/ELINT) capability, the addition of an Automatic Information System (AIS) processor and other improvements, and removed more than 3000kg of weight from the airframe. “The AP-3C really is a quantum leap over the P-3C,” 11SQN commanding officer WGCDR Warren McDonald told Australian Aviation. “The equipment is continually being improved – it’s all a part of bringing to the fore the capability.

You’ve gone from ’60s technology where basically you see a green blob on your radar, to where you can dephototermine what type of vessel it is through high resolution.

If you really want to run a mission, you’ll go for the best, and that’s the AP-3C – it really is that good!” “The AIS is great and really comes to the fore in crowded areas such as the Persian Gulf and the Malacca Straits,” WGCDR McDonald added. “And the fidelity of our new simulators which came with the upgrade has improved to the point where we’re starting to transfer a vast amount of our pilot training to the sim. In fact, we treat the sim as another aircraft within the wing. Similarly, the operational mission simulator (OMS), which basically replicates the sensor stations, will be operational soon and we expect it to provide an equal level of fidelity for our AEAs (Airborne Electronics Analysts) and ACOs (Air Combat Officers). ” Eighteen of the 19 remaining P-3Cs underwent the AP-3C upgrade, while according to a 2005 ADF media release, the 19th airframe “is used for development purposes and was not included in the upgrade project. ” Speculation about one or more of the AP-3Cs being fitted with additional ELINT/SIGINT capabilities and operated just in this role appears to be just that, with the more likely scenario being that several interchangeable ELINT/SIGINT ‘kits’ were acquired and can be swapped between all 18 airframes. One industry source recently remarked to AA that “we don’t have any particularly ‘special’ P-3s – they’re all special! They’re the equivalent of or better than the RAF’s dedicated Nimrod R. 1 surveillance aircraft. ” “The Orion’s sensitive equipment certainly hasthe ability to detect the location of IEDs (improvised explosive devices),” WGCDR McDonald explained. “The aircraft certainly can track individual vehicles and even personnel movements. ”

Mad Men

The AP-3C typically carries a crew of between nine and 11 personnel, depending on the length and nature of the mission.

In the cabin there are six sensor operators, five non-commissioned AEAs and a commissioned ACO, tasked with operating the aircraft’s acoustic, electro optical and infrared, radar, and electronic support measures (ESM) sensors.

The acoustic sensor station, or Sensor Station 1 (SS1), is manned by a noncommissioned AEA, and is mainly used to support over water operations against submarines or surface vessels.

The aircraft’s magnetic anomaly detector (MAD) boom is able to identify a submerged submarine by detecting minute variations and distortions in the earth’s magnetic field caused by the steel hull of the vessel, or the presence of an electric field caused by something as small as an engine’s ignition coil. The station is also used for the acoustic analysis of deployed sonobuoys. For overland missions, the acoustic station operator will assist the rest of the crew with threat classification and image analysis duties.

The EO/IR station, or SS2, is also manned by an AEA who operates the aircraft’s nose-mounted Star Safire III EO/IR turret.

The EO/IR gives the AP-3C a day/ night passive ISR capability over water and over land from stand-off ranges, while its imagery can be overlaid with that from the aircraft’s radar to provide greater situational awareness.

Moving forward in the aircraft, the primary role of SS3 is to operate the aircraft’s Elta EL/M-2022(V)3 maritime surveillance radar and to analyse radar targets. The radar is used in weather, overland and maritime modes, as well as aircraft avoidance, and can detect targets as small as submarine periscopes.

The SS3 operator is responsible for the aircraft’s safety over terrain and when operating in the vicinity of other aircraft.

AEAs require passes in Year 11 physics, maths and English, and undergo an initial course of 12 months duration with 92WG’s training unit, 292SQN, during which they study oceanography as well as various sciences relevant to the aircraft’s sensors for the first six months. After this is a six month period of on-the-job training in the simulator and the aircraft with an experienced crew. Additional courses of between three and 12 months duration are required to be completed for the specialist sensor station roles such as acoustics, radar and ESM/EW. AEAs are typically offered a commission after five and up to nine years of service.

“AEAs who are senior operators and who have the required qualities and experience will likely get a commission,” WGCDR McDonald said. “They go through a selection process to become a sensor employment manager – it’s a very flexible career path. ” The sensor employment manager (SEM) – an ACO likely to have been commissioned after spending several years as an AEA – is responsible for managing the aircraft’s sensors and their operators. The SEM’s station can call up imagery from any of the other stations, and he/she works closely with the aircraft’s tactical coordinator to maximise the effectiveness of the aircraft’s sensors.

The SEM is considered the subject matter expert on all of the aircraft’s sensors and their capabilities, and also has an important training role for new AEAs to the aircraft.

The furthest forward of the main cabin stations is SS4, which is primarily used to analyse and classify electronic emissions from various sources such as radar. The SS4 operator, an AEA, analyses and classifies the emissions and advises whether the source is a threat or is worthy of further investigation using other sensors.

The forward part of the aircraft’s cabin contains the navigator communicator (NAVCOM) station on the starboard side, and the tactical coordinator (TACCO) station on the port side.

The NAVCOM is tasked with monitoring the aircraft’s navigation system and the aircraft’s position with respect to airspace, land and other hazards, to conduct all the aircraft’s civil and military communications, and to back up the TACCO as required. The NAVCOM also maintains the aircraft’s tactical records for post flight analysis and reporting.

NAVCOMs are ACOs who have completed the ACO (formerly navigator) course at RAAF East Sale and a six month AP-3C conversion with 292SQN.

The TACCO’s role is to employ the aircraft tactically, including the employment of weapons and sonar buoys, and determining submarine or search and rescue search patterns. The AP-3C carries up to 72 SSQ-62 active and/orSSQ-53D passive sonobuoys.

The TACCO is a senior ACO who is responsible for training and mentoring the more junior NAVCOM. As well as the ACO course and having at least 18 months experience as a NAVCOM, TACCOs are also required to undergo a three month course for their specialist role covering the aircraft’s weapons and ordnance systems, and leadership training.

“TACCOs and ACOs come to us via direct entry or through ADFA,” said WGCDR McDonald. “They go to SAN (the School of Air Navigation) at Sale, and then to 292SQN to convert to type and get their C-Cat rating. They then come to the squadron, and if they’re extremely good, we’re more than happy to put them to the test and fast track them. ” Moving forward into the aircraft’s cockpit, the flight engineer is responsible for monitoring the aircraft’s engines, electrical and hydraulic systems, as well as other systems and equipment, and assists the pilots with flying operations and emergency procedures as required.

Despite an ageing airframe, the AP-3C upgrade enhacements plus the Orion’s inherent structural soundness mean it is a relatively easy aircraft to look after in the air. “The aircraft are fairly reliable these days, especially down the back,” said an 11SQN flight engineer.

“They’re built incredibly solidly and the engines just keep on turning. ” Flight engineers are not commissioned, have an RAAF trade background of at least five years, and have completed the Flight Engineers Basic Course.

Like all large, multi-engine aircraft, the Orion is flown by two pilots.

Copilots have completed the 18 month RAAF Pilot’s Course, as well as a sixmonth conversion to the AP-3C.

The maritime captain, as the AP-3C’s aircraft captain is known, is responsible for the overall operation of the aircraft as well as being one of the three ‘crew leads’ responsible for training and developing junior crew members. The captain must authorise the employment of all weapons and ordnance including sonar buoys. The AP-3C’s weapons includethe MK46 and the new MU90 antisubmarine torpedoes, and the AGM-84 Harpoon Block II anti-ship missile.

The nature of the Orion’s mission has changed since the heady days of the cold war when submarines were considered the primary threat. “We do a lot of high level work these days,” an 11SQN pilot said. “We do a lot more surveillance, running ISR missions. The EO/IR is heavily used, and only a small proportion of what we do now is ASW (anti-submarine warfare). ” “Low level flying is certainly more demanding, and therefore more rewarding,” he added. “The aircraft is very powerful, and is quite responsive and manoeuvrable for its size. We have plenty of power and speed to play with when required. It really is the best aircraft for range and persistence when conducting SASA (Search and Survivor Assistance) missions. We work a lot differently to Customs and AMSA (Australian Maritime Safety Authority) aircraft which focus more on the littoral areas and closer to shore work. ”

Maintenance Men

Working to support the AP-3Cs are a team of maintainers with various trades and specialities within the squadrons and prime contractor Australian Aerospace.

The 19 aircraft are allocated permanently to each squadron rather than being drawn from a Wing-owned pool.

“The aircraft receive an R1 inspection every 45 days,” WGCDR McDonald said. “Heavier R2 maintenance is done by Australian Aerospace here at Edinburgh, while the R3 deep maintenance periods are performed at Richmond. The overall maintenance accord is looked after by the MPSPO (the DMO’s Maritime Patrol System Project Office) here at Edinburgh. ”

From Catalyst To Resolute

RAAF Orions have perhaps seen the most operational experience of any ADF aircraft in recent years.

“We’re currently deployed on Operations Slipper, Catalyst, Resolute and Gateway,” WGCDR McDonald related. “We’re not currently flying in Afghanistan, as that’s a different CONOPs (concept of operations) there. ” Two aircraft and 170 personnel form a detachment based in the Persian Gulf region to support Operations Catalyst and Slipper, the ADF’s operations in and in support of Iraq, and the broader ‘War on Terror’ respectively.

“In the Gulf, we provide close protection to CBGs (Carrier Battle Groups) as well as normal maritime traffic,” said WGCDR McDonald. “For overland operations, we do convoy support, mainly at night for optimal sensor performance. ” The aircraft’s NAVCOMs are then able to transmit the sensor imagery to coalition ground forces or command centres in near real-time using their newly installed Tactical Common Datalinks (TCDL).

“In Iraq, we’re also doing standoff support of special forces and shipboarding parties,” an 11SQN pilot noted. “In the coalition environment, we’ve worked hard on improving our interoperability with naval units, with helicopters, and with special forces on the ground. ” “The TCDL gives us an almost immediacy of information, and brings so much more to the tactical picture,” WGCDR McDonald continued.

“Certainly, the coalition is very happy with the capability and the support we provide. ” Since early 2003, RAAF Orions have flown 1200 sorties for Operations Catalyst and Slipper, totalling more than 11,000 hours.

Operation Resolute covers all of the ADF’s domestic maritime security activities including illegal immigrants and illegal fishing, as well as Economic Exclusion Zone (EEZ) and resource protection duties, and incorporates the former Operations Relex, Cranberry, Celesta and Mistral. In conjunction with Navy ships and Customs aircraft, the AP-3Cs fly regular missions primarily around Australia’s western and northern approaches, and report back to the Canberra based Border Protection Command (BPC).

Operation Gateway covers operations in the eastern Indian Ocean, Malacca Straits and South China Sea in support of the Five Power Defence Agreement (FPDA), with flights operated out of RMAF Base Butterworth in northwest Malaysia. Operation Gateway has seen a reduction in AP-3C commitment in recent years due to increasing commitments to operations elsewhere.

“We give our guys a lot of on-the-job training while on operations,” WGCDR McDonald said. “The role is ever evolving, and it’s great to see a lot of initiativeand lateral thinking being applied by the guys while deployed. When we send young guys to the Middle East, we find their skills develop faster than if they were back at home flying normal ops – they basically learn to do more with less. ” 10SQN is currently deployed to the Gulf after 11SQN returned home in May, but after a period of regeneration, 11SQN is due to return in the first quarter of 2008. “Being on operations requires constant attention to maintaining a balance of personnel in the squadron,” WGCDR McDonald explained. “Everyone realises this is a long term proposition, so we have to be able to keep going. ” “For a deployment workup, we’ll put a crew through the crew compatibility generation scheme (CCGS) where we’ll spend lots of time in the simulators, establish a standards team, run plenty of exercises, and we’ll fly against a submarine over off Perth,” he continued. “We then ramp up to overland ops just prior to deployment by working with Army and special forces guys. ” We have people spread around the world on a daily basis, whether it’s an exercise in Japan or Hawaii, operations in Southeast Asia or the Middle East, or Resolute patrols in the southern Ocean.

Fortunately, there is lots of cross pollination between 10 and 11SQNs so we can benchmark procedures and tactics for both aircrews and maintenance. This in turn creates greater ownership and camaraderie. ” Even when at home, the aircraft still maintain a high state of tempo. “One of our AP-3 guys recently got to go on a Collins submarine from Melbourne to Perth,” WGCDR McDonald explained.

“In order to give the unit a good workout but also to let our crew member experience things from the other end, the squadron launched round the clock ops against the sub and tracked it all the way. It was very valuable for us from both ends of the spectrum. ”

Beyond Orion

Looking to the future, and despite the advances made with the AP-3C upgrade, WGCDR McDonald is eager to get his hands on the new equipment planned to replace the Orion next decade.

“The Gulf was the catalyst that made the overland mission happen, otherwise I think we’d still be primarily operating in the maritime role. It’ll certainly be a very difficult aircraft to replace as it’s probably the most successful maritime platform ever, and its new architecture makes it extremely flexible,” the 11SQN CO explained. “But there are certainly some exciting capabilities coming in the form of UAVs, the AEW&Cs and possibly the P-8 Poseidon (see Nov ’07 AA). But we’ll keep many of the traditional elements within the manned aircraft that will replace part of the AP-3C fleet. With the UAVs, the wing has been very flexible in the past and will accommodate the changes coming – certainly the Northwest Shelf trial last year proved the concept and proved that our people are capable of adapting. ” In the meantime, the high operational tempo has helped motivation levels and improved personnel retention within 10 and 11 SQNs.

“In the past, a commanding officer would be extremely fortunate to present any medals during his tenure,” WGCDR McDonald explained. “But in just the few months I’ve been CO, I’ve handed out more than 100 medals. The recognition and the amount of high-end ops we’re involved in is tremendous, and on a day to day basis, you never really know what’s going to happen. ” “There was obviously a bit of a public spark with the rescue of Tony Bullimore in January 1997, as well as with the ongoing Operation Resolute,” WGCDR McDonald said in closing. “We went to the Gulf in 2003, but many of our ops, by necessity, have been kept quiet. ” “Anyway, we prefer to see ourselves as quiet achievers. ”