The Lockheed Model 300 air lifter was designed in response to President John F. Kennedy’s first official act after inauguration: to develop an all-jet powered transport, to extend the reach of US military forces around the world. In March 1961 the C-141 was born. Using the same internal cross-section as its stable mate, the Lockheed C-130 Hercules (10 ft X 9 ft), the ‘StarLifter’ first took to the air on 17 December 1963.
Designed with a pressurized cabin and crew station, the C-141 is very versatile, able to be quickly converted to any of about thirty cargo or troop-carrying configurations. The C-141 can carry a variety of palletized cargo including most wheeled vehicles in the US inventory, as well as 205 passengers, or 168 fully equipped paratroopers. For medical evacuation, the –141 can carry 103 litter patients, or 113 ambulatory patients, or a combination of the two. Some C-141’s were modified to carry the LGM-30 Minuteman intercontinental ballistic missiles in their special containers.
The StarLifter participated throughout the war in Vietnam, making nearly daily trips to Southeast Asia with troops and supplies for the effort, and evacuating casualties back to the States. They were the aircraft that landed in Hanoi to return US POWs to America during 1973’s Operation Homecoming.
Early on, a major flaw was found in the StarLifter. It was discovered that the aircraft was volume-limited, that is, it was often fully loaded well before it reached its maximum weight limit. In the mid-Seventies, Lockheed proposed “stretching” the –141’s fuselage. Under an ambitious contract, 270 of the existing 274 StarLifters were fitted with two “plugs”, one forward and one aft of the wing, adding twenty-three feet to the fuselage length, as well as an in-flight refueling receptacle for extended range. The first converted C-141B took to the air in December 1979, and the conversion program was completed on 30 June 1982.
The StarLifter “stretch” provided a thirty percent increase in cargo capacity, or looked at another way, the increased length gave Military Airlift Command the equivalent of 90 additional aircraft.
The four -141's that were never converted to "B's" were the oldest StarLifters in service. They served at Wright-Patterson, and later Edwards AFB as test aircraft, the NC-141A's. These airframes, from the initial batch of StarLifters off the Lockheed production line (including the very first production C-141), were used throughout their careers for various test work, including projects for NASA and developing fly-by-wire systems for large aircraft. The last of the NC's was retired to AMARC on 7 August 1998.
Lockheed's StarLifter has participated in every major US action since 1964. The Cold War, Vietnam, and Operation Nickel Grass, the emergency airlift of arms and equipment to Israel during the Yom Kippur war in October 1973. Since 1974, C-141's have operated from Christchurch, New Zealand in support of Operation Deep Freeze, shuttling personnel and supplies to the Antarctic Continent. It was the StarLifter that brought the hostages home from Tehran, Iran in 1981.
The C-141 participated in Operation Urgent Fury in Grenada in October 1983, and Operation Just Cause, the invasion of Panama in December 1989, dropping paratroopers during each action. On 20 December 1989, StarLifters dropped 2,000 troopers over the Omar Torrijos Airport near Panama City, the largest airborne assault since World War Two.
The shining moment for the StarLifter though, was during the Desert Shield buildup between August and December 1990. It was a StarLifter from the 437th Military Airlift Wing, Charleston South Carolina that brought the first US forces into Saudi Arabia, transporting an airlift control element from the 438th Military Airlift Wing out of McGuire Air Force Base to begin the oversight of the huge volume of airlift traffic coming in from the United States.
Over the next year, the StarLifter fleet flew the most airlift missions- 7,047 out of 15,800 in support of the war against Iraq, carrying more than 41,400 passengers, and hauling better than 139,600 tons of freight.
Following Desert Storm, Special Operations Command put Lockheed's StarLifter to use for covert ops as well. Thirteen examples of C-141B have received the Raytheon/E-Systems SOLL/SOLL II (Special Operations Low Level) modification, which added low-level penetration and self-protection systems to the airframe. Various "lumps and bumps" have sprouted on the fuselage, housing upgraded navigation/communication systems, Forward Looking Infrared (FLIR) turret, Radar Warning Receiver, and infrared and missile plume detectors.
The aging of the fleet through the Nineties and into the turn of the century became a major concern. The fleet was nearing the seven million flight hour mark. Following conversion to the 'B' model, airframe life was projected at 45,000 flight hours. Production delays of the -141's replacement, the McDonnell Douglas (now Boeing) C-17 Globemaster III, coupled with new USAF requirements for low-altitude penetration of strategic airlifters, had served to accelerate wear and tear on the StarLifter fleet. Wing cracks and other fatigue stresses had been discovered, far short of the projected airframe hour limits.
As a result, force reduction in active-duty Air Force units began. It was estimated that the StarLifter will be retired from the front line AMC wings by 2003. The "youngest" 63 airframes under went major modifications, such as the All Weather Flight Control System, (AWFCS) which incorporated a digital autopilot, advanced avionics displays, GPS, SatCom, and Ground Collision Avoidance System (GCAS). These airframes, the "glass cockpit" C-141C's, served with AFRC and ANG units through to 2004. The final flight made by an active service C-141 took place on September 16, 2004 when 64-0633 from the 305th Air Mobility Wing, McGuire AFB, NJ. retired to AMARC.
The proud career of Lockheed's Model 300 strategic airlifter came to its end on May 6, 2006 when C-141 66-0177, the famous 'Hanoi Taxi', performed its final flight at Wright-Patterson AFB, OH.
Specifications
General Specifications
Powerplant | 4 × Pratt & Whitney TF33-P-7. 21,000 lb (93.41kN) dry thrust |
Length (C-141B) | 168 ft 3.5 in (51.29 m) |
Wingspan | 159 ft 11 in (48.74m) |
Wing area | 3,228 sq ft (299.88 sq m) |
Height | 39 ft 3 in (11.96 m) |
Empty weight | 148,120 lb (67,186 kg) |
Max. takeoff weight | 343,000 lb (155,580 kg) |
Performance
Maximum cruise speed | 566 MPH (910 km/h) |
Speed long range cruise | 495 MPH (796 km/h) |
Ferry range | 6,390 miles (10,280 km) |
Range max payload/unrefueled | 2,935 mi (4,725 km) |
Max rate of climb - sea level | 2,920 ft/minute (890 m/min) |
Service ceiling | 41,600 ft (12,680 m) |
In 1962 the Italian company Fiat published a proposal for a new medium sized V/STOL transport aircraft. The aircraft was being aimed at fulfilling a NATO requirement to support V/STOL fighters while they were widely dispersed during wartime conditions. The design included the use of Rolls Royce Dart engines and a twin tailboom which would accomodate up to eight Rolls-Royce RB-162 lift engines to help achieve the V/STOL capability required. No contract was immediately forthcoming and it wasn't until 1968 that the Italian Air Force became interested in the new aircraft, albeit in a substantailly redesigned configuration. An order was placed for two prototypes which were powered by General Electric T64 engines in place of the Rolls Royce Darts, a single tail instead of the twin boom and omitting the eight lift engines.
On July 18th, 1970 the first prototype G.222 took to the air and after successful testing the Italian Air Force placed an order with Aeritalia (which by now Fiat was part of) for 44 of the type. Over the next twenty years the type went on to become reasonably successful with a number of sales to foreign military operators including Argentina, United Arab Emirates, Libya, Somalia, Thailand and Venezuela.
In 1990, after modification work by Chrysler Corporation to incorporate new radio communication sets, ten G.222s entered service with the U.S. Air Force as a Rapid-Response Intra-Theater Airlifter (RRITA) and with the designation C-27A Spartan. The Air Force requirement was for a tactical transport aircraft that could operate in rough fields of approximately 500 meters and the C-27A was considered the ideal aircraft. They were assigned to the 24th Wing based at Howard AFB, Panama. where they provided support to Southern Command humanitarian, counter-drug and peace keeping missions in Central and South America.
Over the next 9 years the C-27s were kept very busy operating from mainly remote areas with only dirt or grass landing strips. They took part in a number of notable operations including the relief effort following Hurricane Mitch, which devastated several Central American countries including Honduras, Guatemala and Nicaragua in 1998. Another high profile operation was in support of Military Observation Mission Ecuador Peru or MOMEP, which was a peacekeeping mission to help settle a border dispute between Ecuador and Peru. The C-27As mission included the carriage of supplies and personnel from Howard AFB to the short dirt strip at Patuca, Ecuador twice weekly. The nearest airfield that could be used by a C-130 Hercules was more than 4 hours away by road!
The first three C-27As were retired to AMARC during 1997, the rest of the fleet arriving in January 1999. Despite the successes and the capabilities of the aircraft, the Air Force found the maintenance and parts expensive compared to other operational types and due to the reduction in funding decided to cancel the program.
For two aircraft, 90-0171 and 91-0106, the retirement did not last long as in July of 1999 they were regenerated to the U.S. State Department Bureau of International Narcotics and Law Enforcement Affairs for operation from Patrick AFB, FL. in their counter-narotics operations back in South America. These aircraft were later joined by 90-0104 in October 1999, and then 90-0174 and 91-0103 during October 2000 and March 2001.
In October 2008 90-0170 was regenerated to the Air Force Research Laboratory (AFRL) based in Eglin AFB, FL. The aircraft was used to trial the mounting of 30mm and 40mm guns in a feasibility study to develop the AC-27J gunship which was envisaged to replace the ageing AC-130 Hercules gunship platform. The trial was put on hold in 2009 due to cuts to the 2010 budget.
Retirement from U.S. State Department
During March 2013 three of the five C-27As which had been previously re-generated at AMARC for the U.S. State Department were retired once again to AMARG. These were followed by a fourth (91-0104) during May 2013. A full summary of AMARC/AMARG movements for these aircraft can be found below;
First Alenia C-27J Spartan Retires to AMARG
09-27021 is the first of 21 C-27J which are to be retired at the end of fiscal year 2013. This aircraft was operated by the 186th Air Refueling Wing which is based at Key Field AGS, Meridian, MS. which serves as the ANG C-27J Flying Training Unit. As well as providing training capability the unit's aircraft have also served in Afghanistan and provided airlift service during humanitarian operations.
These retirments are part of the Department of Defense's attempts at reducing its spending by $487 billion over the next 10 years. Other C-27J will be retired from Maryland, Michigan, Ohio Air National Guards.
Due to the age and capabilities of the C-27J its stay at AMARG may well be a short one with suggestions that the aircraft will find a future with operators. The National Defense Authorization Act allocated seven for the Forest Service for firefighting activities (more information can be seen here) and it has been reported that the Coast Guard and other Agencies may receive a share of the remaining fleet.
C-27J Spartans to be re-generated
The U.S. Coast Guard are to receive fourteen of the retired C-27J Spartans under an intra-service transfer between the Air Force and the Department of Homeland Security. It is planned that they will enter service within one year.
The C-27Js will join the USCG's fleet of eighteen Airbus North America HC-144A Ocean Sentry (a version of the twin turboprop powered CASA/IPTN CN235-300M) maritime patrol aircraft currently on strength. The 36 HC-144As which were to be acquired by the USCG are likely to be reduced in number due to the adoption of the C-27J.
Upon receiving the aircraft they will receive improvements to their operational capabilities with the addition of surface-search radars, electro-optical sensors and mission suites.
It has also been reported that the Special Operations Command is to receive the remaining seven C-27J.
Specifications
General Specifications
Powerplant | 2 × General Electric T64-GE-P4D turboprop, 3,400 shp (2,535 kW) each |
Length | 74 ft 5½ in (22.70 m) |
Wingspan | 94 ft 2 in (28.70 m) |
Height | 32 ft 1¾ in (9.80 m) |
Wing area | 893 ft² (82.0 m²) |
Empty weight | 32,165 lb (14,590 kg) |
Max. takeoff weight | 61,730 lb (28,000 kg) |
Crew | Four - commander, co-pilot, radio-operator/flight engineer on flightdeck, loadmaster |
Capacity | 19,840 lb (9,000 kg) of cargo, 53 troops or 36 litters |
Performance
Maximum speed | 336 mph (291 knots, 540 km/h) at 15,000 ft (4,575 m) |
Cruise speed | 273 mph (237 knots, 439 km/h) at 19,700 ft (6,000 m) |
Range | 852 miles (740 nmi, 1,371 km) at max payload |
Ferry range | 2,879 miles (2,500 nmi, 4,633 km) |
Service ceiling | 25,000 ft (7,620 m) |
Rate of climb | 1,705 ft/min (8.7 m/s) |
The Cessna T-37B Tweet has performed the role of primary jet trainer for the United States Air Force for over four decades. Over the years most of the Air Force pilots have spent many hours flying the type before progressing to the faster T-38 Talon, larger T-1A Jayhawk or T-44 turboprop trainers later on in the undergraduate pilot training course. However, the introduction of the new turboprop engined Raytheon Beech T-6 Texan II signalled the end of the T-37 era and from 2003 examples of the type were regularly arriving at AMARC as they are replaced by T-6s fresh from the production line.
At first glance the choice of a single, turboprop-engined aircraft to replace the twin, jet-engined T-37 seems a bit strange but it was thought that the T-6 lower maintenance costs, larger fuel load and advanced avionics would provide a far better training platform for the 21st century. The biggest difference between the T-6 and the T-37 is that the instructor sits next to the student in the T-37 and behind the student in the T-6. To componsate for this the T-6 students will undergo more simulator time. The T-6 is also being introduced into the US Navy to replace their ageing T-34 Mentor aircraft and this will provide the obvious benefits of a uniform training fleet across the two services.
The T-37 made its first flight in 1955 and entered into service with the Air Force in 1956. Production of the type continued until 1975, by which time a total of 1,269 had been produced (444 T-37A, 552 T-37B). A combat version of the T-37 was also produced, designated the A-37 the first example left the production line in 1967. The A-37 was designed specifically to carry out the COIN (counter-insurgency) role in the Vietnam war and production eventaully stood at over 600 aircraft.
Many other countries have used the T-37 to train their pilots, including...
|
|
|
|
|
Over the more recent years there have been several plans to replace the T-37 with a more modern design. In 1982 the Fairchild T-46 Eaglet was put forward to take over the primary training role but this was cancelled by the Air Force in 1986 due to budget constraints. Two of the three T-46 prototypes produced were sent to AMARC for storage, one of these is still displayed on Celebrity Row.
On July 31, 2009, the last four Air Force T-37 were retired to AMARG, joining the 392 already in storage.
Re-Generation
Due to the popularity of this aircraft type there was always a chance that many of the T-37s arriving at AMARC would find a future home with a foreign Air Force. In 2007 Colombia, a nation that was already an experienced T-37 operator, was given a Grant Authority for the supply of 10 surplus T-37 aircraft, these were joined by another 4 in 2009. These aircraft allowed the resumption of training using the type after the existing T-37C fleet were grounded after a fatal accident involving FAC2104 on July 20th, 2006.
The Colombian T-37s supplied under the 2007 Grant Authority included;
Serial | CN | PCN | AMARC Arrival | Colombian Serial |
64-13414 | 40829 | AATE0340 | 17-OCT-2006 | FAC2131 |
64-13436 | 40851 | AATE0342 | 24-OCT-2006 | FAC2123 |
67-14740 | 40995 | AATE0341 | 17-OCT-2006 | FAC2125 |
67-22244 | 41047 | AATE0332 | 18-SEP-2006 | FAC2129 |
67-22256 | 41069 | AATE0375 | 09-APR-2007 | FAC2127 |
68-8002 | 41102 | AATE0333 | 17-OCT-2006 | FAC2128 |
68-8034 | 41139 | AATE0158 | 26-MAR-2003 | FAC2132 |
68-8055 | 41160 | AATE0343 | 24-OCT-2006 | FAC2130 |
(Tie-ups for FAC2124 and FAC2126 are not known at present).
The Colombian T-37s supplied under the 2009 Grant Authority were;
Serial | CN | PCN | AMARC Arrival | Colombian Serial |
66-8000 | 40960 | AATE0153 | 12-MAR-2003 | FAC2133 |
67-14760 | 41023 | AATE0354 | 27-FEB-2007 | FAC2134 |
67-22246 | 41052 | AATE0473 | 31-JUL-2010 | FAC2136 |
68-7993 | 41089 | AATE0465 | 20-MAR-2009 | FAC2135 |
In 2008 a Grant Authority was authorized for the supply of 20 T-37 to Pakistan to add to their existing fleet, this was followed in 2010 by approval for the supply of an additional 20. These aircraft were re-generated from AMARG.
Specifications
General Specifications
Powerplant | 2 × Continental J69-T-25, 1,025 lbf (4.56 kN) each |
Length | 29 ft 3 in (9 m) |
Wingspan | 33 ft 9? in (10.1 m) |
Height | 9 ft 2 in (2.8 m) |
Empty weight | 4,056 lb (1,840 kg) |
Max. takeoff weight | 6,569 lb (2,980 kg) |
Crew |
Two |
Performance
Maximum speed | 425 mph (369 knots, 684 km/h) |
Range | 932 miles (810 nmi, 1,500 km) |
Service ceiling | 25,000 ft (7,620 m) |
The 'R' in 'AMARC' stands for 'Regeneration' and there is no better example of this capability than the work being carried out at the Center in support of two Foreign Military Sales to Pakistan and the Republic of Korea.
Both of these countries had a requirement for additional Lockheed P-3 Orions and the aircraft selected to fill the orders formed part of the surplus US Navy stock on the AMARC inventory. The aircraft arrived at AMARC up to ten years before, since then they have been held in Type 1000 storage and undergone re-preservation at regular intervals to ensure deteriation is kept to the absolute minimum.
In 2004 the Republic or Korea government approved a defence budget which included the procurement of a substantial number of new aviation assets including Airborne Early Warning and Control (AEW&C) aircraft, VIP and multirole helicopters and maritime patrol aircraft. The $16.2 billion budget which was passed by the Korean National Assembly included the funding for a second P-3 Orion squadron of eight aircraft to supplement it's existing fleet.
The Republic of Korea Navy had purchased their existing P-3C Orion's during the 1990s, and were operated by 613 Navy Squadron based at Pohang AB.
On April 28, 2005 L3 Communications, the US based Intelligence, Surveillance and Reconnaissance (ISR) Systems provider, announced that they had won the $300 million contract with Korea Aerospace Industries (KAI) to provide system modernization and service life extension for the eight aircraft. After flight preparation work had been completed by the AMARC technicians the aircraft were flown to L3 Communication's facility at Waco, TX. where systems upgrades were carried out. Further refurbishments were carried out by Korea Aerospace Industries (KAI)before the aircraft were officially handed over to the Republic of Korea Navy. These upgrades would ensure that the new aircraft will match, as nearly as possible, the configuration of their existing P-3C fleet.
After a number of delays and technical problems the first aircraft was delivered to the South Korean Navy at the end of February 2010.All 8 are now in service with the 615 and 613 Navy Squadrons at Pohang AB. Given the designation of P-3CK the aircraft carry better surveillance equipment, including multipurpose radar capable of detecting fixed and moving targets, high-definition electro-optical/infrared cameras, digital acoustic analysis equipment and a magnetic anomaly detector, and enhanCed weaponry capability, such as Harpoon Block II air-to-ground missiles.
In total, the refurbishment of the eight P-3s cost $550 million.
The nine P-3B Orions involved are detailed below.:-
PCN | BuNo | C/n |
Arrival Date |
Previous Unit | RoKN Serial |
AN2P0069 | 152721 | 5161 | 28-AUG-91 | VP-93, NAF Detroit, MI. | 090910 |
AN2P0063 | 152723 | 5163 | 30-JUL-91 | VP-93, NAF Detroit, MI. | 090911 |
AN2P0099 | 152725 | 5165 | 09-SEP-93 | NAWC | 090912 |
AN2P0091 | 152726 | 5166 | 28-JAN-93 | VP-69, NAS Whidbey Island, WA. | 090913 |
AN2P0185 | 152728 | 5168 | 17-MAR-98 | See Note 1. | |
AN2P0084 | 152753 | 5195 | 30-SEP-92 | VAQ-33 | 090915 |
AN2P0071 | 152762 | 5206 | 20-NOV-91 | VP-68, NAS Patuxent River, MD. | 090916 |
AN2P0146 | 153416 | 5213 | 03-MAY-94 | VP-94, NAS New Orleans, LA. | 090917 |
AN2P0114 | 153422 | 5219 | 15-DEC-93 | VP-93, NAF Detroit, MI. | 090918 |
Notes
1. 152728 was purchased by South Korea for spare parts and was eventually scrapped by HVF West, Tucson, AZ.
On November 16, 2004 the US Administration notified Congress that Pakistan was to receive a $1.2 billion arms package from the United States, including the supply of eight Lockheed P-3 Orions which being stored in the AMARC inventory. Once delivered these aircraft will be used to bolster Pakistan's search surveillance and control capability in support of maritime interdiction operations. They are also being used to provide additional capability in the support of US Enduring Freedom operations by improving the ability to restrict littoral movement of terrorists along its southern border.
If all the P-3 Orion options are taken up they will form the bulk of the package with an estimated value of $970 million.
After flight preparation work had been completed by the AMARC technicians the aircraft were flown to the Lockheed Martin Company at Greenville, SC. Lockheed where the final upgrades were carried out before officially being handed over to the Pakistan Navy.
The eight P-3 Orions deleivered to Pakistan are detailed below :-
PCN | BuNo | C/n |
Arrival Date | Previous Unit | PAF Serial |
AN2P0165 | 159511 | 5629 | 13-JUL-95 | VP-92, NAS Brunswick, ME. | 86 |
AN2P0166 | 159890 | 5641 | 10-AUG-95 | VP-69, NAS Whidbey Island, WA. | 80 |
AN2P0171 | 159883 | 5634 | 21-SEP-95 | VP-69, NAS Whidbey Island, WA. | 84 |
AN2P0174 | 159505 | 5623 | 30-MAY-96 | VP-69, NAS Whidbey Island, WA. | 85 |
AN2P0175 | 159510 | 5628 | 30-MAY-96 | VP-69, NAS Whidbey Island, WA. | 87 |
AN2P0176 | 159509 | 5627 | 06-AUG-96 | VP-65, NAS Point Mugu, CA. | See Note 1. |
AN2P0178 | 159508 | 5626 | 17-SEP-96 | VP-94, NAS New Orleans, LA. | 88 |
AN2P0184 | 160289 | 5652 | 16-DEC-97 | VP-30, NAS Jacksonville, FL. | 89 |
Notes
1. 159509 was purchased by Pakistan for spare parts and was eventually scrapped by HVF West, Tucson, AZ.
AMARC have previously been involved in the supply of P-3 Orions to Pakistan when they reactivated three embargoed P-3C Orions in 1996 and 1997 after the aircraft were withheld due to the Pressler Ammendment imposed in 1990. This amendment prohibited any United States Assistance to Pakistan if the President failed to certify Pakistan was not in possession of a nuclear explosive device.
Before their delivery to AMARC for storage the aircraft had been used to train Pakistan Navy aircrews with VP-30 at NAS Jacksonville, FL.
Of these three P-3's two remain in service with No.28 Squadron at PNS Mehran (Faisal). The third, 27 (ex. BuNo 164469) ,crashed off the Balochistan coast on October 29, 1999 unfortunately killing all 21 navy personnel on board. The wreckage of the aircraft was discovered 10 kilometres off of the coast in 25 foot of water and was spread over a two kilometre area.
Another 'victim' of time and the US Navys move to modernise and rationalise its aircraft fleet, the 25 year old Lockheed S-3 Viking is nearing the end of its service life and the fleet is gradually arriving at AMARC to be retired. During the S-3 Viking's service with the US Navy it has been modified to fulfill a number of operational roles as the needs of the US Navy airwings have changed. It has proved to be a very successful and versatile carrier based platform but due to its age and its missions being transitioned to more modern aircraft types it is planned that all S-3 Vikings are to be retired by 2007.
Originally designed as an Anti-Submarine Warfare (ASW) platform, the S-3A first flew on January 21, 1972. and when it was introduced into service in 1974 it replaced the aged, piston powered Grumman S-2 Tracker. Powered by two General Electric turbofan engines the improved performance, operational range and latest electronic weapon systems significantly improved the Navy's Anti-Submarine Warfare (ASW) and Surface Surveillance capability. The ability to carry an inflight refueling 'buddy' pack increased the S-3s value by allowing it to transfer fuel to other aircraft to increase their combat range.
The four man aircrew consists of a pilot, Copilot Tactical Coordinator (COTAC), acoustic Sensor Station Operator (SENSO), and Tactical Coordinator (TACCO), all seated in ejection seats. Due to its size the S-3 has folding wings and a folding vertical tail to allow storage on aircraft carriers. The last S-3A was delivered in August 1978 after the production of a total of 187 aircraft.
Between July 1987 and July 1991, all east coast S-3A Aircraft were modified to S-3B standard at Naval Air Station (NAS) Cecil Field, FL. The west coast aircraft were modified at NAS North Island CA. between March 1992 and September 1994. The modifications involved upgrades to the aircraft's general purpose digital computer, acoustic data processor, radar, sonobuoy receiver, sonobuoy reference system, and electronic support measures. It also involved the installation of an electronic countermeasures dispensing system and the Harpoon Missile System.
With the end of the Cold War and the reduced threat from Soviet block submarines the S-3B's mission was moved away from the ASW role to an Anti-Surface Warfare (SUW) role, being used for surveillance and precision-targeting using advanced weapon systems including Harpoon and Maverick missiles and the AGM 84 Standoff Land Attack Missile Extended Range (SLAM-ER) missile.
Over the years there have been a series of upgrades to the S-3B fleet, helping to maintain its effectiveness and viability as a modern combat aircraft. During the mid 1990s the S-3 took over principal inflight refueling and offensive mine laying responsibilities from the Grumman KA-6D Intruder which was retired from service at that time. Other variants of the S-3 include the ES-3A Shadow (carrier-based electronic reconnaissance), CS-3A (cargo version), KS-3A (dedicated tanker), and US-3A (personnel transport, or COD aircraft), only the S-3B is currently in service. You can see more information and pictures of the ES-3A Shadow using the link available above.
Sikorsky SH-60B/F "Seahawk" helicopters and land-based P-3C "Orion" maritime patrol aircraft have now taken over the anti-submarine warfare mission, while the inflight refueling mission is currently being transfered over to the advanced and multifaceted F/A-18 E/F Super Hornet.
On January 29th, 2009 the US Atlantic fleet officially disbanded VS-22, its last S-3B squadron.
VX-30 'Bloodhounds'
The very last US Navy squadron to operate the S-3B is VX-30 based at NAS Point Mugu, CA. They currently have three aircraft assigned to them which are used for surveillance and clearance of the 36,000 square mile Sea Range, the Department of Defense’s largest overwater missile test range. During 2010 these aircraft received 10 months of depot-level restoration, referred to as Planned Maintenance Interval (PMI) 1, 2 and 3, by the Fleet Readiness Center Southeast (FRCSE), Jacksonville, FL. This work will extend the service life of the S-3Bs by a further five to six years. The first S-3B delivered to VX-30 during June 2010, 160147 (coded BH-700), was reported to have been written off on November 14, 2012. Other aircraft reported to be assigned to VX-30 are 159746 (coded BH-702), 160581 (coded BH-701) and 160601 (coded 30-X-701).
NASA
As well as the VX-30 S-3Bs three more have found a new one with NASA. In 2008 S-3B 160607 became NASA 601 and was delivered to NASA Glenn Research Center in Cleveland, OH. after spending two years at NAS Jacksonville, FL. undergoing modifications. Its new role is to act as a research platform, a role that NASA says the S-3 is ideally suited for. A 2nd S-3 is being used as a ground test vehicle and a 3rd is being stored for potential use in the future.
Specifications
General SpecificationsPowerplant | 2 × General Electric TF34-GE-2 turbofans, 9,275 lbf (41.26 kN) each |
Length | 53 ft 4 in (16.26 m) |
Wingspan |
Unfolded: 68 ft 8 in (20.93 m) Folded: 29 ft 6 in (9.00 m) |
Height | 22 ft 9 in (6.93 m) |
Wing area | 598 ft² (55.56 m²) |
Empty weight | 26,581 lb (12,057 kg) |
Max. takeoff weight | 52,539 lb (23,831 kg) |
Crew | Four (Pilot, Two × Naval Flight Officers, Sensor Operator/TFO) |
Performance
Maximum speed | 493 mph (429 knots, 795 km/h) at sea level |
Cruise speed | 405 mph (350 knots, 650 km/h) |
Range | 3,182 miles (2,765 nm, 5,121 km) |
Ferry range | 3,875 miles (3,368 nm, 6,237 km) |
Service ceiling | 40,900 ft (12,465 m) |
Rate of climb | 5,120 ft/min (26.0 m/s) |