.1 Describe the physical
characteristics of a P-3 aircraft
Four-engine turboprop anti-submarine and maritime surveillance aircraft designed for patrol, and fleet support.
Primary Function: Antisubmarine
warfare (ASW)/Antisurface warfare (ASUW)
Contractor: Lockheed Martin Aeronautical Systems Company
Unit Cost: $36 million
Propulsion: Four Allison T-56-A-14 turboprop engines (4,600 shaft
horsepower each)
Length: 116 feet 10 inches
Wingspan: 99 feet 8 inches
Height: 34 feet 3 inches {To top of fin (antenna)}
24 feet 4 inches {top of fin to lower
skin}
Weight: Max gross take-off: 135,000 pounds
Speed: maximum - 411 knots (466 mph, 745 kmph); cruise - 328 knots (403
mph, 644 kmph)
Ceiling: 28,300 feet (8,625.84 meters)
Range: Maximum mission range - 2,380 nautical miles (2,738.9 miles);
for three hours on station at 1,500 feet - 1,346 nautical miles (1,548.97 miles)
Crew: 11
Armament: 20,000 pounds (9 metric tons) of ordnance including: Harpoon (AGM
84D) cruise missile, SLAMER (AGM-84H/K) missiles, (Maverick (AGM 65 ) air-to-ground
missiles, MK 46/50 Torpedoes, rockets, mines, and depth bombs.
Date Deployed: First flight, November 1959; Operational, P-3A August 1962
and P-3C August 1969
.2 Describe the all-weather capabilities of the P-3 aircraft
Ice controls on the P-3 enable the
aircraft to perform its mission under various weather conditions and return home
safely. Engine bleed air from the 14th stage of the compressor (diffuser
assembly) is used to deice the wings and anti-ices the engine air scoop,
compressor inlet and torque meter shroud assembly. Electrical heating circuits
anti-ice and/or deices the propellers, empennage, instrument probes, windshields
and side windows.
.3 Describe the purpose of the
following aircrew positions
a. Mission Commander - The MC shall be a properly qualified Naval Aviator or Naval Flight Officer designated by appropriate authority. He shall be responsible for all phases of the assigned mission except those aspects of flight safety that are related to the physical control of the aircraft and are considered beyond the qualifications of the MC's designator. The MC shall direct a coordinated plan of action and shall be responsible for the effectiveness of the flight. He shall be responsible for the crew preparation for take-off and that take-off is at the scheduled time. He shall gather and evaluate reports on the aircraft and equipment and direct preparation for flight as necessary. He shall direct the boarding of the aircraft and verify the presence of the crewmembers in their assigned stations. Further, the MC shall sanction armament selection and release. The MC shall ensure the proper EMCON ( emission control) in maintained. NOTE: During certain EMCON conditions the use of radar may jeopardize the crew and aircraft. In these situations the use of radar shall be at the discretion of the MC or PPC if no MC is assigned.
b. Patrol Plane Commander (PPC) - The PPC is responsible for the effectiveness of the aircraft and crew for all matters affecting safety of flight. The PPC is responsible for calling for the appropriate checklist to be read by the copilot and shall respond as necessary. As Aircraft Commander he shall coordinate ASW tactics with the TACCO and position of the aircraft to effectively accomplish the mission.
c. Patrol Plane Pilot (PPP) - The PPP shall assist the PPC in preparing the crew for flight and in ascertaining readiness for flight of the aircraft and aircraft systems. He shall read the checklist, as required by the flight mission. He will pilot the aircraft at all times the PPC is away from his station. The PPP function is specifically patterned as a safety backup for the PPC throughout the entire flight. In this capacity, he shall offer constructive comments and recommendations as necessary throughout the mission in order to maintain the safest and most effective possible flight environment. During the times the PPP is in control of the aircraft, his coordination of crew duties shall be the same as for the PPC.
d. Patrol Plane Copilot (PPCP) - The PPCP shall act as a relief for the PPC or PPP during extended flight operations. In training for the position of PPP, he shall assist the PPC in mission preparation and be assigned duties consistent with his training requirements and experience level. When occupying either the pilot or copilot positions, he shall execute the described duties.
e. Flight Engineer (FE) - is directly responsible to the Pilot in Command. The FE shall perform exterior and interior checks IAW current NAVAIR pubs and MRCs. During flight the FE shall continually monitor engine and system flight station controls and indicators. The FE should monitor ATC radio transmissions; backup pilots on altitude assignments, and includes a watch for conflicting air traffic in his instrument scan. He shall not be assigned duties requiring him to observe surface objects (ships, runways on low visibility approaches and so forth) outside the aircraft. He shall perform such other duties throughout the aircraft as the pilot in command may direct. He shall be thoroughly familiar with all systems and equipment under his control and with their operation during normal and emergency operating conditions. The FE shall conduct a preflight IAW current NAVAIR directive. He shall submit a completed weight and balance form (DD 365-F) to the pilot in command. The FE shall compute take-off data as described in the takeoff planning procedure and the performance data section. He shall ensure that one complete copy of NAVAIR 01-75PAC-1 is onboard prior to takeoff.
f. Second Flight Engineer - Shall act as a relief for the FE during extended flight operations. In training for the position of FE, he shall assist the pilot in command in mission preparation and be assigned duties consistent with his training requirements and experience level. When occupying the flight engineer position, he shall execute the described duties.
g. Tactical Coordinator (TACCO) - The TACCO's function is to employ appropriate tactics and procedures to most effectively carry out the mission of the aircraft and it's crew. He will initiate a coordinated plan of action for all tactical crewmembers and continuously monitor, review and revise the plan as the situation dictates. He shall make recommendations regarding search and kill store utilization to the MC. He shall ensure the accurate completion, collections and disposition of required magnetic tapes, logs and records. As senior navigator onboard, he is also responsible for ensuring safe and accurate navigation of the aircraft.
h. Navigation Communication Officer (NAV/COMM) - The NAV/COMM's function is to maintain an accurate record of present and past positions, to insert navigation fly-to points, update the geographic position, transmit position reports, and maintain an accurate record of the flight. The NAV/COMM shall inform the pilot and TACCO of station system failures. During a tactical mission, the NAV/COMM is responsible for navigating the aircraft to and from the specified area, monitoring aircraft position and navigation systems. Conducting required tactical communications including authentication and maintaining tactical records. The NAV/COMM shall provide assistance to the TACCO as directed. The NAV/COMM should be familiar with all ASW and ASUW sensors and be prepared to direct the tactical crew should the situation arise.
I. Acoustic Operators (SS1/2) - It is the responsibility of the acoustic operators to detect, classify and report sonobuoy contact data. The acoustic operators shall ensure that audio information is recorded for subsequent mission reconstruction. It is noted that the acoustic operators are the primary operators for the AVX-1 Electro-Optical system.
j. Electronic Warfare Operator (SS3) - The Electronic Warfare (or non-acoustic) Operator is to support the mission by utilizing RADAR, ESM, MAD/SAD, IRDS, and IFF systems and subsystems, as directed by the TACCO, to detect and analyze targets of operational significance and provide radar intercept and navigational information to the TACCO and NAV/COMM.
k. Safety of Flight Radar Operator (SOFRO) - The responsibility of the SOFRO operator is to provide weather, terrain, and aircraft avoidance using radar and IFF systems. The SOFRO crewmember is not qualified to perform tactical duties. NOTE: SOFRO is a secondary position. The crewmember shall maintain a current check ride in a primary position for the checkride to remain valid.
Teaching point: SS-3 operators are required over water transit flights (for example to Puerto Rico, Bermuda, Europe, Etc.). The purpose of the SOFRO qualification is so that other enlisted crewmembers could voluntarily qualify on the RADAR and IFF systems so that they could take over water transit flights and relieving the burden on the SS-3's and provided more options to the squadron in scheduling flight crew members.
l. Ordnanceman - Note: This position has been removed from the P-3 crew lists. All function formerly performed by In-Flight Ordnancemen have been delegated to an Ordnance Qualified Crewmember (see item “M” below), normally the In-Flight Technician.
Teaching point: The RegNav has done away with using AO's as in-flight ordnance man and has gone to training other enlisted flight crew members (AW's & AT's) to function in flight as a an Ordnance Qualified Crewmember (see item "m" below). Reserve squadrons retain in-flight AO's.
m. Ordnance Qualified Crewmember - shall ensure that the mission search stores required by the TACCO are properly loaded. He shall perform a systems check IAW NAVAIR 01-75PAC- 12-6. In flight, an ordnance-qualified crewmember shall perform the loading and unloading of the three PSLTs and free-fall launch procedures as required by the TACCO. Additional in-flight duties shall include acting as visual observer and other similar duties as required. The ordnance qualified crewmember shall provide the TACCO with a list of all types of stores aboard the aircraft.
n. Assistant Ordnance Qualified Crewmember - will assist the primary Ordnance Qualified Crewmember with in-flight duties as required.
o. In-Flight Technician (IFT) - The IFT is responsible for preflight checks on the data processing system and for in-flight repair of all equipment as listed in NAVAIR 01-75PAC-12 series, acting as visual observer and such other duties as may be required.
p. Observer - A P-3 observer is an in-flight crewmember qualified to perform basic safety-of- flight duties. An observer is not qualified to fill a primary tactical position. All tactical positions maintaining currency qualifications and meeting annual NATOPS qualifications for their respective crew positions are concurrently observer qualified.
q. Radio Operator - The function
of the radio operator is to maintain HF radio communications as directed by the
MC. This position only exists in the P-3A and P-3B models which are no longer in
tactical use by U.S. VP forces.
.4 State the maximum number of ditching stations.
There are 23 ditching stations on the
P-3C aircraft except for the Update III model, which has had stations 16 &
17, deleted leaving 21 stations.
.5 State the purpose of engine loiter operations.
Two and three engine loiter operations
provide a substantial reduction in the fuel usage thereby allowing the aircraft
to remain on-station longer. A 1,000 foot minimum altitude is observed during
two engine operations. No planned descents below 1,000 feet are allowed with
only two engines operating. The purpose of loiter operations are to extend the
amount of time the aircraft can stay on-station.
.6 Describe the general arrangement of the P-3 aircraft as stated on the NATOPS Flight Manual.
The fuselage is pressurized from the
forward bulkhead of the flight station to the aft bulkhead in the cabin.
Entrance to the cabin is by way of the door in the port side of the fuselage.
The flight station is entered from the cabin. An electromechanical folding
ladder, which stows in the cabin, can be used for personnel loading and
unloading at stations where external loading ramps are not available. Emergency
exit hatches are located over each wing in the sides of the fuselage, aft of the
pilot side windshield panel, and in the top of the flight station. Lavatory,
galley, and other convenience facilities are located in the aft fuselage.
.7 Discuss the maritime patrol
history of your squadron.
History of Patrol Squadron Forty-Five
The Patrol Squadron FORTY-FIVE (VP-45) Pelicans of NAS Jacksonville, Florida were initially commissioned as Patrol Squadron TWO ZERO FIVE (VP-205) on 1 November 1942, at NAS Norfolk, Virginia. Through the 1940's the squadron was very active, flying PBM Mariners in both the Atlantic and pacific theatres. Spanning the entire globe, the Pelicans changed homeports 12 times in just over three years to such places as Cuba, Hawaii, Okinawa, Japan, and Bermuda where they received their current designation as VP-45 in September 1948. In the 1950's, VP-45 transitioned to the Martin P-5M Marlin while based at NS Coco Solo, Panama Canal Zone.
Home ported in Bermuda from 1956-63, the squadron assumed duties as the Bermuda Recovery Unit for the Mercury Space Program. VP-45 deployed to Cuba in 1962 for operations during the Cuban Missile Crisis, and as a result received the Battle "E" and CNO Safety Award for outstanding performance.
The Pelicans began transitioning to the P-3A Orion aircraft in September 1963. The squadron became part of Fleet Air Wing ELEVEN in 1964, bringing with them the first P-3 aircraft to NAS Jacksonville. Earning a second Battle "E" and CNO Safety Award, the Pelicans completed the transition to the P-3A in less than eight months. Deployed to Adak, Alaska in 1965, the squadron made history as the first Atlantic VP squadron to see action in Southeast Asia.
In May of 1968 VP-45 responded in less than two hours to the tragic loss of the nuclear submarine USS SCORPION, flying extensive search and rescue missions from Bermuda and Lajes, Azores. Later in the year, the squadron departed Jacksonville for another six-month deployment in support of combat operations in Southeast Asia, operating from bases at NS Sangley Point, Philippines and U-Tapao, Thailand.
The squadron began its transition to the upgraded P-3C Orion in 1972. During their five-month deployment to Sigonella in 1973, the Pelicans were the first squadron to fly the P-3C in the Mediterranean and were awarded the Captain Arnold J. Isbell Trophy for excellence in anti-submarine warfare (ASW). During deployments to Keflavik, Iceland in 1974 and Sigonella in 1975, the Pelicans conducted ASW operations and surface surveillance while participating in several NATO and SIXTH Fleet exercises. As a result, the squadron was awarded the first of their five SIXTH Fleet "Hook 'em" Awards for ASW excellence.
During a Bermuda deployment in 1980, VP-45 won the coveted "Golden Wrench" award for superlative maintenance, the "Silver Anchor" award for its retention program, and the aircrews were awarded the first of five "Top Gunner" awards for accurately putting torpedoes on target. Returning to Sigonella in 1983, VP-45 crews set records by logging more submerged submarine contact hours than any other squadron had ever done before.
In September of 1984, VP-45 began a split deployment to Rota, Spain, and Lajes, Azores. During the five months that followed, VP-45 was awarded their fourth "Hook 'em" award for submarine contact time and third Battle "E" for overall operational excellence. The Pelicans deployed to Sigonella in July 1987, flying over 4,500 hours of high tempo operations in direct support of the SIXTH Fleet. The Pelicans then returned home to Jacksonville where they became the first active duty patrol squadron to retrofit the P-3C baseline aircraft with the advanced Update III package.
The squadron deployed to NAS Bermuda in 1989, with numerous detachments between Keflavik and Roosevelt Roads. The Pelicans achieved unparalleled success introducing the Update III system to the Atlantic Fleet and consequently were awarded the Meritorious Unit Commendation by the Secretary of the Navy for superb achievement.
The Pelicans assumed another Rota/Lajes split deployment in June 1990, introducing the Update III platform to the Mediterranean. This highly successful deployment included direct support for operations SHARP EDGE and DESERT SHIELD, earning another SIXTH Fleet "Hook 'em" award and the CNO Safety Award for 1991.
In 1992, VP-45 embarked upon a split deployment between Keflavik and Jacksonville, aggressively participating in carrier battle group operations and coordinated shallow water ASW with several NATO countries. During the deployment, the squadron surpassed 155,000 hours of mishap-free flying and achieved a phenomenal 99 percent sortie completion rate. Another multi-site deployment followed in 1993, with the aircrews showing their versatility by participating in both operations DESERT STORM and SHARP GUARD. As a result, the Pelicans received the Golden Wrench award for outstanding maintenance and the Captain Arnold J. Isbell trophy for ASW excellence.
From December 1994 to June 1995, the squadron completed a record setting Caribbean deployment for the amount of counter-narcotics hours flown and total narcotics interdicted. Working with the Coast Guard, Air Force, and Allied forces, VP-45 successfully operated from Puerto Rico, Honduras and Panama, and was awarded a Meritorious Unit Commendation for its superior performance.
The Pelicans deployed to Sigonella in 1996 and again set new standards for maritime patrol aviation by participating in 18 exercises and detaching to five locations throughout Europe and the Middle East. The squadron again demonstrated the multi-mission capability of the P-3C, flying both tactical reconnaissance missions overland Bosnia and blockade support missions in operation SHARP GUARD.
Returning to Sigonella in 1997, the Pelicans flew over 5000 hours with a 98 percent sortie completion rate. The sorties flown supported 18 detachments from 10 different locations, including three weeks of SAR contingency operations out of Namibia. The Pelicans were the first VP squadron to bring the Standoff Land Attack Missile (SLAM) to the Med, and fired the only Maverick Missile there since 1994. The squadron continued to set high standards for on-station presence and performance, both over land in operation DELIBERATE GUARD and in a remarkable 28 exercises in support of the SIXTH Fleet. For outstanding performance throughout the year, the VP-45 maintenance department received the Golden Wrench award for 1998.
The Pelicans departed in February 1999 on another multi-site deployment to
Puerto Rico, Panama, and Keflavik. The squadron made history by helping seize
over $1.6 billion dollars of cocaine in the Caribbean, continuing their ASW
superiority in the North Atlantic, and intercepting the first Russian BEAR
"F" aircraft in Icelandic airspace in over eight years. In July, VP-45
surpassed 30 years and 198,000 hours of mishap-free flying.
Returning home to Jacksonville in August, the squadron began another rigorous Inter-deployment Training Cycle (IDTC) which included transitioning to the newest P-3 upgrade, the Anti-Surface Warfare Improvement Program (AIP). With the transition complete in August 2000, VP-45 took AIP back on deployment to Sigonella, Sicily. Highlighted by 24x7 armed surface combat air patrol, VP-45's deployment encompassed over 84 armed missions in support of SIXTH Fleet contingency operations. The Pelicans provided superior support throughout the Mediterranean in Anti-submarine/Surface Warfare. Overland Reconnaissance, and Strike missions. The squadron was awarded the Meritorious Unit Commendation for Excellence, and the Southeast Region Navy Community Service Award for the second consecutive year.
After the terrorist attacks in
September 2001, VP-45 flew long range reconnaissance missions along the U.S.
East Coast in support of Operation ENDURING FREEDOM. The Pelicans were awarded
the Arleigh Burke Trophy and the CNO Personal Excellence Partnership Award for
2001. The squadron departed for a Puerto Rico/Keflavik deployment in February
2002 and also operated from various detachment locations. To date, the squadron
has logged more than 234,000 mishap-free flight hours.