Maritime Patrol Aircraft

Le Boeing P-8 Poseidon, aussi désigné P-8 MMA pour Multimission Maritime Aircraft, est un avion de patrouille maritime et de lutte anti-sous-marine américain en cours de développement. Il est dérivé de l'avion de ligne Boeing 737

L'US Navy a commencée à rechercher un remplaçant au Lockheed P-3 Orion à la fin des années 1990. Les études exploratoire de concept commencèrent en 2000 avec le financement par la Navy d'études de Boeing et de Lockheed Martin. Après la diffusion du projet initial, la Navy a publiée un cahier des charges définitif en septembre 2003, portant sur l'acquisition de 251 appareils, ce chiffre a depuis été revu à la baisse et porte maintenant sur 108 avions.

Le P-8 a passé sa revue critique de conception en juin 2007 et les essais en vol devraient débuter à la mi-2009. La Navy envisage une production initiale lente à partir de 2010 puis une mise en service opérationnelle en 2013.

Le coût du développement est estimé à $5,5 milliards, tandis que le coût total (développement + appareils) est lui estimé à $20 milliards.

D'autre part l'US Navy et Boeing ont entamé des pourparlers avec la Royal Australian Navy, les Forces canadiennes et la Marina militare italienne en vue d'une prise de participation dans le programme de développement, mais à l'heure actuelle seul l'Australie semble intéressée mais aucun contrat n'a encore été signé. Boeing envisage en outre l'exportation d'une centaine d'appareil en vue du remplacement des P-3 ou d'autres appareils de patrouille maritime d'autre nations. Le 5 janvier 2009, Boeing a confirmé la commande par la marine indienne de 8 P-8I (la presse indienne ajoutant une option pour 4 à 8 appareils supplémentaires) en remplacement de ses Tu-142.

Le P-8 est basé sur le fuselage du Boeing 737-800 et possède les ailes du 737-900. En lieu et place des winglets courbes montés sur les avions commerciaux, sont montées des extensions d'aile destinées à réduire le givrage à basse altitude. De plus l'intérieur du fuselage a été modifié pour accueillir une soute à armement.

J'en verrais bien 2/3 pour nous et d'ici à ce qu'il soit mis en service Inch'Alah on devraitavoir le budget pour

Citation :

First Boeing P-8A gets airborne

Boeing confirms that a US Navy P-8A Poseidon test aircraft achieved first flight early on Saturday, flying from its factory Renton, Washington.

Details of the first flight event – first reported on FlightBlogger editor Jon Ostrower’s Twitter microblog – will be released on Monday, Boeing says.

Boeing has built two P-8A flight test aircraft – T-1 and T-2. The latter is the unpainted aircraft that made its debut flight. T-2 (shown below) has not yet flown, but has been painted in USN colours.



The P-8A is derived from the 737-800 modified with longer wings from the 737-900, hard points for missiles and an internal weapons bay. The aircraft also include a variety of maritime sensors and a mission system operated by nine crewmembers.

The USN plans to acquire both 108 P-8As and 68 RQ-4N broad area maritime surveillance unmanned aircraft systems to replace more than 220 Lockheed P-3C Orions.

The first P-8A squadron is scheduled to be ready for deployment in Fiscal 2013.

On 4 January, Boeing also signed a $2.1 billion deal with India for eight P-8Is to serve as maritime patrol aircraft.

Flightglobal.com

la navy possède 220 P-3C...on peut en couvrir des surface avec autant d'appareil....

premiers tests du proto T1 pour vor les comportements du vol comme chaque avion commercial,en septembre suivra le T2 pour les systemes&weapons,ils ont un grand challenge qui les attend avec les anomalies du mission-system,la Navy veut rallonger la periode de tests du T2
objectif->etre pret le 1er quart/2010 avec full systems

Citation :

Boeing Rolls Out US Navy's P-8A Poseidon



SEATTLE, July 30, 2009 -- The Boeing Company [NYSE: BA] and the U.S. Navy today formally unveiled the service's newest maritime patrol and reconnaissance aircraft, the P-8A Poseidon, during a ceremony at the Boeing facility in Renton, Wash.

A derivative of the Next-Generation 737-800, the P-8A is a long-range anti-submarine warfare, anti-surface warfare, intelligence, surveillance and reconnaissance aircraft capable of broad-area, maritime and littoral operations.

"The P-8A Poseidon will equip the U.S. Navy with the most advanced multi-mission maritime patrol and reconnaissance aircraft in the world," said Jim Albaugh, president and CEO of Boeing Integrated Defense Systems. "The Poseidon is also the latest in a decades-long Boeing tradition of working closely with the Navy and other customers to deliver a wide range of platforms that meet their most critical mission requirements, including commercial-derivative military planes, fighters, rotorcraft, and attack, electronic warfare and unmanned aircraft."

As the replacement for the Navy's P-3C Orion aircraft, the P-8A will provide greater payload capacity, significant growth potential, unprecedented flexibility and interoperability, and advanced mission systems, software and communications.

"The P-8A program is an outstanding example of evolutionary acquisition at work," said Capt. Mike Moran, U.S. Navy Maritime Patrol and Reconnaissance Aircraft program manager. "The team has worked hard to stay on schedule and within cost in this development effort, and we all should be extremely proud of the results."

The P-8A is built by a Boeing-led industry team that includes CFM International, Northrop Grumman, Raytheon, Spirit AeroSystems and GE Aviation. The team currently is assembling and testing the first five P-8As as part of the program's System Development and Demonstration contract, awarded in 2004.

The integrated Navy/Boeing team will begin formal flight testing of the P-8A later this year. The Navy plans to purchase 117 P-8As, and initial operational capability is planned for 2013.

http://boeing.mediaroom.com/index.php?s=13&item=881

Tu sais pas si la Navy a commencé à retirer ses Orion ?

oui reduits a 130 en 2010

le Poseidon va rivaliser avec le JSTARS avec un radar plus avancé,il pourrait executer des missions ground

Citation :

APY-10 Radar Antenna Installed on P-8A Poseidon Test Aircraft

Released on Wednesday, December 02, 2009



SEATTLE, Dec. 2, 2009 -- A Boeing [NYSE: BA] and a Raytheon employee complete installation of an APY-10 radar antenna on P-8A Poseidon test aircraft T2 last month at the Boeing Developmental Center in Seattle. T2 is the P-8A program's primary mission system test article.

Following completion of the next phase of radar installation and additional instrumentation, T2 will enter the U.S. Navy's flight test program in early 2010. During flight test, Navy and Boeing pilots will verify the performance of all aircraft sensors.

The P-8A radar antenna was developed and delivered by Raytheon. Boeing's industry team is building and testing five anti-submarine warfare, anti-surface warfare, intelligence, surveillance and reconnaissance aircraft as part of a System Development and Demonstration contract awarded in 2004.

Deagel

Citation :

DATE:26/04/10
SOURCE:Flight International
CUTAWAY: P-8A Poseidon - A Boeing with boost of bravado
By John Croft

Airline pilots taking a seat on the flightdeck of the US Navy's new P-8A Poseidon anti-submarine patrol aircraft would be quite comfortable except for a few oddities on the panel.

Unfamiliar to them will be a bank angle boost selector, racier autothrottles and armament and aerial refuelling panels, additions that set this strengthened, armed and self-protected version of the Boeing 737-800 apart from its commercial sector counterparts.

Those differences, along with advanced mission systems in the "cabin", were designed by Boeing for the US Navy to create a P-3C replacement that will transform the way the service performs its anti-submarine warfare (ASW), anti-surface warfare, intelligence, surveillance and reconnaissance missions for broad area, maritime and littoral operations post-2013, the start of P-8A initial operational capability.


Boeing will deliver 117 P-8As over 11 years

The navy wants prime contractor Boeing to deliver 117 P-8As over 11 years, with technology insertion upgrade increments set for 2015 and 2018. Boeing expects to receive the first production contract this year, following up a $3.89 billion system development and demonstration contract from 2004.

Boeing is building three primary test aircraft and one static and one fatigue test airframe. Three production representative aircraft were later added to the contract. Participating in the testing phase with Boeing is the navy's VX-20 development test and evaluation squadron based at Patuxent River NAS in Maryland.

Key innovations in the programme start long before the cockpit is installed. "It's quite a bit different from the traditional military programme, where a green aircraft from the commercial side is built and subsequently cut up and rebuilt to stiffen and strengthen the structure for military missions," says Boeing's P-8A deputy programme manager Jay Sutorius.

Aside from some special provisions related to exporting, the aircraft is being built to P-8A specifications, but changes are handled in line with the commercial 737 fabrication and assembly at Boeing and its contractors. That includes 737 fuselage builder Spirit AeroSystems in Wichita, where alterations include structural strengthening and the addition of a weapons bay in the belly aft of the wings.

The weapons store includes three AGM-84K standoff missiles carried at two hard points on each wing, five stations in a heated weapons bay for Mk54 torpedoes and mines. The aircraft also has at its aft end three pressurised, three rotary and one free-fall launcher for sonobuoys, expendable devices that are dropped into the ocean to radio acoustic information back to operator workstations.

At Boeing's Renton, Washington final assembly plant, the P-8A fuselage is mated with stronger 737-900 wings and other modified airframe systems. Mission systems are installed in Seattle. "This really is an industry first - no-one else can do anything like this," says Sutorius of the in-line build process. "We might have been sceptical at first, but it has proven to be extremely beneficial for us. The only work that has to be done afterward is the installation of the missions equipment."

Mission systems include computing and display systems with dual 61cm (24in) screens at five operator stations - two acoustic stations, one non-acoustic station, one tactical co-ordination and one navigation and communications station. The P-8A stations will be completely interchangeable with respect to data. "With the P-8A, an operator can sit at any of the five stations and operate any system," says Sutorius.


Interaction between weapons configurations and the airframe was tested for a month

Information streams include Link 11 and Link 16 tactical datalinks, Inmarsat and the US defence department's SIPRnet as well as data from "organic" sensors including an electro-optical and infrared (EO/IR) turret on the belly forward of the wing.

"We take the data and make one tactical plot and everyone can see that information," says Sutorius. "Everybody has instantaneous access to all that data." Also supporting mission and operations on board are the Raytheon AN/APY-10 radar system and Northrop Grumman-built systems for electronic support measures and early warning and self-protection from infrared guided missiles.

The P-8A is sized to be able to fly 2,220km (1,200nm) outbound, perform on-station for 4h and make the return trip to base. Once on station, the aircraft may have to take measures that would be considered extraordinary by airline standards, requiring changes to certain flight-control and alerting systems.

On the right forward instrument panel is an ASW tactics switch that allows the maximum commanded bank angle to increase to 45° from the usual 28°, a mode that also "cleans up some other things for us", says John Verniest, the P-8A integrated test team operational flight test director for the navy. The clean-up includes removing the normal alerts that would be issued when flying below 1,000ft (305m) with landing gear and flaps stowed.



P-8A pilots will use the lower display unit in the centre of the flightdeck as a tactical situational awareness tool to show pertinent flight tracks and sensor information. Verniest says commercial pilots generally fly with the display blank, bringing up detailed hydraulic or engine information if needed. For the P-8A, the same information will be presented in compressed format in an upper display unit if needed, an option also available on civil versions. Video from sensors can be shown on the inward or lower display units.

The same Rockwell Collins head-up guidance system available for civil 737-800s will be included in the P-8A on the left side. Differences in symbology include the angle-of-attack reading replaced with g force in the Z (vertical) axis. The aircraft does not have an option for an enhanced vision system, says Verniest.

Given that more aggressive manoeuvring will be likely, the P-8A also has higher autothrottle gains to help the two CFM International CFM56-7B engines react faster to airspeed commands. Specific changes to the engines include doubling the size of the electrical generators on each to 180kVA from 90kVA, says Verniest.

Structural upgrades to the fuselage, wings and tail required to support the more aggressive tactics and all-weather mission were designed in from the start. "It's a vastly different envelope and loads," says Boeing's senior technical integration manager Guy Granger. "The intensity of usage, the number of times at which it will be in high-load factor turns, is much more severe than for the 737."

Most obvious physical changes to the aircraft include the absence of windows, 777-style raked wingtips rather than blended winglets, the EO/IR turret on the forward belly and a variety of mission antennas and fairings.

Not so obvious are internal modifications to support the mission. Included are electro-mechanical expulsion de-icing systems (EMEDS) installed on the leading edges of the raked wingtips, horizontal and vertical stabilisers.

Also hidden most of the time is an aerial refuelling port at the top of the fuselage just aft of the cockpit. Although not required for the mission profile, the navy decided to take advantage of the refuelling modifications that had been developed for the 737-based Wedgetail airborne early warning and control aircraft programme for the Australian defence forces.

Crews will largely learn to operate the aerial refuelling and other systems using simulators purchased from Boeing as part of a plan to achieve a three-to-one ratio of simulator-to-live flying for training and mission simulations, says Jim Reining, the navy's P-8A integrated test team government flight test director.

"It's soup to nuts, taking in the full gamut from initial qualification to mission readiness for the fleet," says Reining of the P-8A simulator training agenda.

Reining says there will be 11 full-motion cockpit simulators in Jacksonville, Florida, the initial training location for P-8A pilots, and nine weapons system trainers, each with five operator workstations, to simulate the on-board mission systems.

Cockpits are linked with the weapons trainers directly, but are also network enabled to link to live exercises.

SUPER SIMULATORS: NOT YOUR FATHER'S VIRTUAL BOEING 737

TEST PILOTS who have flown a large transport aircraft into a deep, or post-stall region, know that full-flight simulators on today's civil market do not quite do justice to the way an aircraft handles beyond the relatively narrow realm covered by flight test and windtunnel test points. Experts say that while a large transport simulator will have a benign pitch break at stall where the aircraft's nose drops to pick up speed, the behaviour in the real world can include a pronounced roll angle as pitch drops off, with a loss of dynamic damping and control surface effectiveness, especially with flaps extended.

For military pilots, simulator envelopes, especially for fighters, have been much broader than civil ones in terms of accurate control handling and visual motion in all manner of attitudes for the obvious reasons that pilots engaged in life-or-death situations have to be able to manoeuvre. It is crucial from a "fly like you train, and train like you fly" standpoint to get the simulator right.

For that reason, the US Navy's P-8A programme has been developing an enhanced aerodynamic model for its 22 full-motion simulators in Florida, Hawaii and Washington.

Using commercial simulator analytical models from Boeing as a starting point, contractors are strengthening the models with findings from windtunnel testing of subscale models at angles of attack up to 90°. In the near future, data will be gathered during live stall testing on P-8A test aircraft, all of which will be mapped back into the P-8A's simulators.

Citation :

Patrouille maritime : Premier largage de torpille pour le C295

Largage d'une torpille depuis un C295 MPA crédits : AIRBUS MILITARY

31/05/2010

Airbus Military a procédé avec succès, le mois dernier, au premier largage d'une torpille depuis l'avion C295 Maritime Patrol Aircraft. Selon l'industriel, il s'agit d'une étape importante dans le développement d'une version anti-sous-marine de l'appareil, baptisée C295 MPA/ASW. Dans cette configuration, l'avion pourra emporter, grâce à deux pylônes installés sous les ailes, deux torpilles légères. Un système de combat sera, dans le même temps, chargé de traiter les données recueillies par les moyens d'écoute (bouées acoustiques) et de mettre en oeuvre les armes.
Selon Airbus Military, le C295 MPA affiche une autonomie de 11 heures et peut remplir de nombreuses missions, comme le sauvetage en mer (SAR), la surveillance des zones économiques exclusives, la détection de pollutions maritimes et, bientôt, la lutte anti-sous-marine. « Un total de 82 C295 ont été vendus à 12 opérateurs, et 9 pays ont commandé 47 CN235/C295 MPA, ce qui démontre les capacités et l'efficacité des plateformes d'Airbus Military pour les missions de patrouille maritime », souligne l'avionneur européen.
Grâce au C295 MPA, Airbus pourra séduire des marines souhaitant se doter d'avions de patrouille maritime plus légers et moins onéreux que de gros appareils comme le P-3 C Orion, le P-8 A Poseidon ou encore l'Atlantique 2.

M&M

Citation :

Grâce au C295 MPA, Airbus pourra séduire des marines souhaitant se doter d'avions de patrouille maritime plus légers et moins onéreux que de gros appareils comme le P-3 C Orion, le P-8 A Poseidon ou encore l'Atlantique 2. [/justify]

ca convient exactement a notre exemple,je crois qu´on transformera 4/6 CN235 en cette version,d´ou l´achat des 4 C27J

le C295 est un appareil différent des CN235 ( l'un est plus long que l'autre ) mais je sais pas s'il est possible d'équiper un CN235 comme un C295 MPA/ASW...

Viper a écrit:

le C295 est un appareil différent des CN235 ( l'un est plus long que l'autre ) mais je sais pas s'il est possible d'équiper un CN235 comme un C295 MPA/ASW...

Jette un coup d'oeil à ce link...

http://www.airforce-technology.com/projects/cn235mp/