noticiarionaval

2011-10-23T18:17:00.000-02:00

Brest : De nouveaux pontons pour accueillir les FREMM

19/10/2011

Le premier ponton dédié aux nouvelles frégates multi-missions (FREMM), conçues et réalisées par DCNS, est en cours de fabrication à Brest. Sur deux niveaux, l'ouvrage permettra de faire cohabiter simultanément et en toute sécurité une circulation piétonne (accès des équipages à bord des navires), une circulation de véhicules lourds (grues mobiles et camions d'avitaillement) ainsi que des réseaux techniques sensibles (alimentation gasoil, électricité haute tension). Chaque ponton pourra accueillir deux frégates, deux nouveaux pontons devant être livrés afin de recevoir les quatre FREMM devant être basées à Brest. Ces nouvelles lignes d'accostage sont conçues et réalisés par un groupement d'entreprises comprenant Charier (mandataire), Ingerop (ingénierie), Semen tp (génie civil, dragage), Demathieu & Bard (génie civil), Ducrocq Ingénierie et Process (construction métallique) et DCNS (réseaux, maintenance), pour un coût de 28 millions d'euros.
Les nouvelles structures vont remplacer les actuels pontons du quai des flottilles, constitués de deux ou trois ensembles reliés par des chaînes. D'un seul bloc, les nouvelles structures, d'un poids de 8500 tonnes, mesureront 160 mètres de long pour 17 mètres de large. La première doit être livrée en 2012 et la seconde en 2013.

Tropicalex

2011-10-17T16:20:00.000-02:00

Tropicalex em Natal-RN

16 de outubro de 2011, em Marinha do Brasil, Operações Aeronavais, Operações Navais, Reportagem, por Joker

Ícaro Luiz “Joker” Gomes

Na manhã de quinta-feira (13/10) parte do Grupo-Tarefa (GT) chegou ao Porto de Natal com as Fragatas Niterói (F-40) e Greenhalgh (F-46) e a Corveta Barroso (V-34). Após a chegada, foram iniciados os procedimentos para a visitação pública dos dias seguintes e o descanso das tripulações.

O Poder Naval se fez presente ao primeiro dia da visitação pública (14/09). Na edição 2011 da “Tropicalex” os meios utilizados são as escoltas Niterói, Liberal, Greenhalgh, Bosísio, Barroso e União; o navio-tanque Gastão Motta; submarino Tikuna; e navios-patrulha do Comando do 2º e 3° Distritos Navais, além de aeronaves UH-12/13 “Esquilo” e AH-11A “Super Lynx” da ForAerNav; a FAB também participou com P-95 e caças A-1.

Durante a primeira fase do exercício, do Rio de Janeiro ao Nordeste, uma série de exercícios foram realizados pelos navios, todos em proveito das atividades básicas do Poder Naval. Os exercícios realizados foram de Guerra Anti-Submarino (ASW) com o submarino Tikuna, Tiro contra GIL, Designação Além do Horizonte (OTHT Over-the-Horizon Targeting), Esclarecimento Marítimo, Transferência de Óleo no Mar (TOM), Transferência de Carga Leve, Controle de Avarias, Ameaça Assimétrica, Defesa Contra Ameaça Aérea e etc.

Os treinamentos de ASW foram difíceis, por vezes o Tikuna não foi detectado e realizou seus ataques contra a Unidade de Maior Valor – nesse exercício o Navio-Tanque Gastão Motta -, mas o submarino não venceu todas as vezes. Utilizando-se dos Super Lynx, uma extensão do sistema de armas dos navios, o GT atacou contatos sonar.

Helicópteros “Esquilo” simularam alvos aéreos ameaçando o GT algumas vezes fazendo papel de mísseis de perfil “sea-skimmer” e em outras aeronaves de ataque. Os helicópteros orgânicos dos navios realizaram também missões de transferência de carga leve, esclarecimento, designação de alvos além do horizonte e VIPs. Os meios do 2º e 3º Distritos Navais atuaram como Força Inimiga, com um NPa Gurupá realizando um ataque simulado com mísseis Exocet no período noturno.

A Fragata União realizou os últimos preparativos para a missão no Líbano, seu nível de preparo foi motivo de orgulho e comentários de todos os militares. O GVI/GP composto por Grumecs e FNs da União também impressionou muito gerando o seguinte comentário: “Quando eles vem para ação, não vem para brincadeira!”

O Super Lynx da União irá equipado com o “Cabeça de ET” (FLIR), equipamento que foi muito bem comentado pelo DAE do HA-1 e que nas missões de guerra assimétricas e de esclarecimento realizadas.

Foi apurado ainda que os mísseis Exocet levados pela União para missão do Líbano eram da Barroso, mas a mesma não irá ficar desfalcada, o complemento já está reservado no Rio de Janeiro.

Ao longo dos dias da “Tropicalex”, vários treinamentos são realizados com o máximo de empenho das tripulações, sendo a pausa realizada entre os dias 13 e 17 de outubro, com duração prevista até o dia 26 do mesmo mês.

O povo natalense visitou os navios com muitas crianças e seus pais/responsáveis, mesmo numa sexta-feira. Os tripulantes foram muito atenciosos com o público presente, explicando as peculiaridades de cada navio, expondo vídeos e equipamentos de proteção/uso individual e coletivo. Na mesma tarde, o CMG Mello concedeu entrevista à imprensa local sobre o exercício e sobre a Amazônia Azul.

La France a étudié l'acquisition du porte-avions HMS Queen Elizabeth

2011-10-14T20:17:00.000-03:00

La France a étudié l'acquisition du porte-avions HMS Queen Elizabeth

Le HMS Queen Elizabeth devait mettre en oeuvre des F-35B
crédits : ROYAL NAVY

13/10/2011

Comme nous l'évoquions fin 2010 suite à la décision du gouvernement britannique de ne conserver que l'un des ses deux futurs porte-avions issus du projet CVF (Carrier Vessel Future), la France s'est intéressée à l'éventuelle l'acquisition du HMS Queen Elizabeth. Actuellement en cours d'assemblage au chantier Babcock de Rosyth, en Ecosse, ce bâtiment, qui doit être livré vers 2016, va en effet être vendu. Cette décision découle du choix de Londres d'abandonner la version à décollage court et appontage vertical du Joint Strike Fighter (JSF), le F-35B, au profit de la version catapultée du nouvel avion, le F-35C. Dans cette perspective, le sistership du Queen Elizabeth, le futur Prince of Wales, va être modifié pour disposer de catapultes, de brins d'arrêt d'une piste oblique, le tremplin situé à l'avant étant amené à disparaître. Cette évolution, qui entraine un report de la livraison du navire vers 2020, ne sera pas mise en oeuvre sur le premier bâtiment de la série. Du coup, faute d'avions compatibles (le F-35B ayant été abandonné et le Harrier retiré du service), la Royal Navy se séparera du Queen Elizabeth.

Les deux CVF tels qu'ils devaient être à l'origine (© : ROYAL NAVY)

Techniquement possible grâce à l'ex-coopération franco-britannique

Dans ces conditions, il paraissait pertinent d'étudier la possibilité de récupérer la coque au profit de la Marine nationale. Car si, pour l'heure, le Queen Elizabeth ne compte pas de catapulte ni de brin d'arrêt, impératifs pour la mise en oeuvre des Rafale de l'aéronautique navale, il ne faut pas oublier que les études du CVF ont été menées, entre 2006 et 2008, en coopération avec la France. A l'époque, Paris souhaitait profiter du programme britannique pour réaliser le second porte-avions de la Marine nationale, en ajoutant aux deux CVF un troisième exemplaire, adapté aux impératifs techniques français. Sur la base des Queen Elizabeth Class (QE Class), les ingénieurs français ont donc travaillé avec leurs homologues britanniques sur un nouveau design (dit à l'époque CVF-FR), permettant notamment d'adapter des catapultes et brins d'arrêt. Intéressés, les Britanniques en ont profité pour bénéficier du savoir-faire tricolore dans le domaine des porte-avions conventionnels et modifier les QE Class, afin qu'ils puissent, au cours de leur carrière, être si besoin transformés pour recevoir des avions catapultés. Ces études, qui ont coûté plus de 100 millions d'euros à la France (qui a abandonné le projet en coopération en 2008) auront donc servi à quelque chose puisque, finalement, ce que les Britanniques considéraient comme une option à long terme deviendra la configuration initiale du Prince of Wales.

Le projet CVF-FR (© : DCNS)

Le projet CVF-FR (© : DCNS)

Le projet CVF-FR (© : DCNS)

La dernière vue connue du CVF-FR (© : DCNS)

Le HMS Queen Elizabeth avec tremplin et F-35B (© : BAE SYSTEMS)

Vue du futur HMS Prince of Wales (© : BAE SYSTEMS)

Partant de ce principe, on pouvait donc se demander dans quelle mesure, alors que Paris et Londres ont signé de nouveaux accords de Défense l'an dernier et souhaitent renforcer leurs relations, notamment dans le domaine aéronaval, il serait possible de récupérer le Queen Elizabeth pour compenser les indisponibilités techniques du Charles de Gaulle. Politiquement et industriellement, il eut été possible d'aboutir à un échange « équitable » pour que ce rachat ne lèse pas trop les chantiers français. Ainsi, en contrepartie du rachat du Queen Elizabeth, la Royal Navy aurait pu confier aux industriels tricolores la réalisation de tout ou partie de sa future flotte logistique, qui fera d'ailleurs peut être l'objet d'une nouvelle coopération avec la Marine nationale, cette dernière devant remplacer ses ravitailleurs. Dans le domaine aéronautique également, les difficultés et surcoûts du programme JSF laissaient entrevoir la possibilité de vendre des Rafale Marine à la Grande-Bretagne. Paris lui permettant de se débarrasser d'une coque bien encombrante et difficilement vendable, Londres aurait pu se laisser convaindre de remplacer le F-35C américain par l'appareil français, ce qui aurait au passage renforcé considérablement l'interopérabilité des deux marines.
Mais, avant même d'imaginer ce genre de tractations, il fallait d'abord s'assurer que, techniquement et financièrement, la reprise du bâtiment britannique était jouable.

Les CVF sont réalisés en méga-blocs dans 6 chantiers différents (© : ACA)

Beaucoup trop cher

Discrètement, le ministère de la Défense a donc étudié la question. Et c'est l'amiral Guillaud, lors d'une audition devant la Commission de la Défense de l'Assemblée nationale, le 5 octobre, qui l'a confirmé. « Nous avons étudié la possibilité de recourir au Queen Elizabeth, assemblé en Écosse », a reconnu le Chef d'état-major des Armées. Mais, à la lumière de l'enquête menée, cette solution ne serait pas viable. En effet, pour l'amiral Guillaud, le Queen Elizabeth présente deux défaut : « Il est construit en plusieurs morceaux par différents chantiers navals, ce qui rend son coût de revient supérieur de 30 à 40 % à celui de la fabrication dans un chantier français. En outre, il nécessiterait entre un milliard et un milliard et demi d'euros de modifications, notamment l'adaptation d'une partie de la coque pour installer des catapultes ». En clair, l'acquisition et la mise aux standards français du Queen Elizabeth représenterait un investissement de plus de 4 milliards d'euros. Or, d'après les estimations de l'amiral, « la construction en France d'un porte-avions complet du même modèle coûterait entre 3 et 3,5 milliards d'euros ». Impensable donc pour les finances de l'Etat en période de crise, mais aussi vis-à-vis des industriels français qui, inquiets d'éventuelles coupes dans d'autres programmes pour financer un tel achat, ont sans doute tout fait pour torpiller le projet. Dans une moindre mesure, l'option Queen Elizabeth se « heurtait » aussi à la problématique de la propulsion. Car, si Jacques Chirac avait opté en 2004 pour une propulsion classique, ouvrant la voie à une coopération avec les Britanniques, son successeur a demandé en 2008 une nouvelle étude afin de déterminer les avantages et les inconvénients de la propulsion nucléaire. Cette étude, qui vient d'être achevée, doit permettre au président de la République de faire un choix sur cette option technique.

Le groupe aéronaval français (© : MARINE NATIONALE)

PA2 : « L'équation budgétaire actuelle ne le permet pas »

Pour beaucoup, la réapparition, en 2008, de la question de la pertinence de la propulsion nucléaire pour le prochain porte-avions français n'était d'ailleurs qu'un leurre, destiné à reporter une nouvelle fois le dossier « PA2 », très sensible politiquement. Toujours est-il qu'à l'époque, Nicolas Sarkozy a renvoyé à 2011/2012 la décision de réaliser, ou non, le second porte-avions français. Cette année, la situation économique n'a laissé aucune latitude à ce sujet et en 2012, année d'élection présidentielle, il est fort peu probable que le dossier progresse. D'autant que, malheureusement, le contexte budgétaire n'aura sans doute pas évolué favorablement. « Un deuxième porte-avions serait le bienvenu mais l'équation budgétaire actuelle ne le permet pas », a confié le CEMA aux députés.
Alors que DCNS et STX France ont travaillé sur un nouveau design de porte-avions, dévoilé fin 2010, le projet est donc au point mort. Et, sauf miracle, ce devrait être le cas encore un bon moment, la priorité étant pour les industriels et les militaires de sécuriser les programmes actuels, notamment les frégates FREMM et sous-marins Barracuda pour la marine, dont les livraisons s'échelonnent respectivement jusqu'en 2022 et 2027.
En attendant une éventuelle embellie sur le dossier PA2, l'heure est plutôt, côté porte-avions, à la préparation du deuxième arrêt technique majeur du Charles de Gaulle, qui interviendra en 2016/2017. Très lourd, ce chantier de modernisation et de rechargement des coeurs nucléaires du bâtiment va très vite peser dans le budget. En effet, les approvisionnements à long terme ont nécessité d'inscrire une ligne budgétaire dès 2012, et ce sera le cas jusqu'à la fin du prochain arrêt technique.

Le Charles de Gaulle (© : MARINE NATIONALE)

Australia’s Canberra Class LHDs

2011-10-14T11:20:00.001-03:00

Australia’s Canberra Class LHDs

Oct 10, 2011 15:42 EDT

“Australia Issues Official Tender for A$ 2.0B Large Amphibious Ships Program”

May 03, 2006 11:46 EDT

In August of 2005 the Australian government approved the initial design & development funds for an A$ 2 billion Large Amphibious Ships project. The goal is to provide the Royal Australian Navy with two new Canberra Class multi-purpose ships that could serve as an amphibious operations nerve center, playing transport, command centre, humanitarian aid and even limited air support roles. These LHD type ships will replace the Navy’s two existing Kanimbla Class LPAs (HMAS Kanimbla and HMAS Manoora), significantly upgrading Australia’s force projection capabilities.

Australia’s government has now announced the release of Requests for Tender, as well as additional details regarding the envisioned ships and timelines.

Each ship will have the ability to transport up to 1,000 personnel, have 6 helicopter landing spots, and be able to carry a mix of troop lift (S-70 Blackhawk) and armed reconnaissance (Eurocopter Tiger ARH) helicopters. In comparison, the Kanimbla Class carries 450 personnel and can accomodate only 4 helicopters. The new Canberra Class will also be able to transport up to 150 vehicles, including the new M1A1 Abrams tank and other elements of the “Hardened and Networked Army” such as the Bushmaster IMV and the forthcoming vehicles of Project Overlander. Like the ships they will replace, each ship will also be equipped with medical facilities; their size, however, will allow these facilities to include two operating theatres and a hospital ward.

A Tenix-Navantia team will propose a variation of their Navantia 27,000 tonne LHD design, which is similar to the Strategic Projection Ship (Buque de Proyeccion Estrategica) under development for the Spanish Navy and due to be delivered in December 2008. The Thales ADI-Armaris team, meanwhile, will propose a variation of the Armaris 21,300-tonne Mistral Class being built for the French Navy. Both designs have undergone further development since August 2005, and have been adapted to meet specific Australian legislative and regulatory requirements.

As Australia plans to order the F-35 Joint Strike Fighter, and may choose to make a handful of the F-35B STOVL versions capable of operating from an LHD Class ship, the issue of a ski jump arises. The Navantia design has a built-in ski-jump for use by the Spanish Navy’s EAV-8B Matador/Harrier IIs, and would immediately be capable of operating F-35B STOVLs. Since France doesn’t operate STOVL aircraft, it has not included a ski jump; lacking the size of the USA’s 42,000t LHD Wasp Class ships or the future 50,000t LHA-Rs, the Mistral Class would have to be modified to allow for similar F-35 options.

The tender documentation is intended to allow bidding companies to:

Submit fixed price bids;
Bid through life support solutions, and;
Provide innovative solutions to improve price and schedule.

Australian Minister of Defence Dr. Brendan Nelson notes that final project approval and ship builder and design selection are expected to take place early in 2007. The two ships, to be named HMAS Canberra and HMAS Adelaide, are scheduled to enter service with the Royal Australian Navy from 2012.

Winner: The Navantia-Tenix LHD

The Tenix (BAE)-Navantia team proposed a variation of their Strategic Projection Ship (Buque de Proyeccion Estrategica) under development for the Spanish Navy. The Canberra Class design has an overall length of 230.8m/ 757 feet, with a beam of 32.0m/ 105 feet and a draught of 7.18m / 23.5 feet that allows operation in relatively shallow water. Maximum displacement is 27,831 tonnes.

Maximum speed is 20.5 knots, and the ship’s standard range is 6,100 nautical miles at 15 knots economical cruising speed, using the ship’s all-electric combined diesel and gas (CODAG) propulsion. The system can produce over 34 MW of power from its GE LM2500 gas turbine and 2 MAN 16V32/40 diesel generators, and carries a 1,350 kW Progener-Mitsubishi S16MPTA emergency diesel generator.

The ship’s range can be extended to 7,050 nm if speed is cut to 12 kts, and the ship can supply its complement at sea for a maximum of 50 days before it needs replenishment.

That complement is substantial. Each Canberra Class LHD ship will have the ability to carry 1,221-1,403 personnel (243 crew, 978 troops, up to 36 additional crew and/or 146 troops), with 6 helicopter landing spots and a mix of troop lift (S-70 Blackhawk or NH90 TTH), naval (MH-60R) and armed reconnaissance (Eurocopter Tiger ARH) helicopters carried inside. The “ski jump” on the hardened flight deck can also be used to launch fixed-wing UAVs, and is acknowledged as suitable for short takeoff/ vertical landing (STOVL) fighters like the F-35B should a future government decide that this is necessary. Flight operations can be conducted up to Sea State 5.

The new Canberra Class will also be able to transport up to 150 vehicles, including the new M1A1 Abrams tank and other elements of the “Hardened and Networked Army” such as the Bushmaster IMV and the forthcoming vehicles of Project Overlander. Maximum troop capacity is 1152 fully-equipped soldiers, and its landing craft can operate from the inclined internal well dock in conditions up Sea State 4 thanks to the dock’s central steel fender and porous “beach”.

Those landing craft will be up to 4 of Navantia’s 110t LCM-1Es. While Australia’s US Navy allies use LCAC hovercraft, the LCMs are conventional landing craft with flattened bottoms, and a flat front that drops to become a loading or unloading ramp. Their cargo space can accommodate 1 tank, 2 APCs or Trucks, or 6 Hummer-sized vehicles. They currently serve with the Spanish Navy, and Navantia’s BPE/Canberra Class ships were designed to accommodate them. Australia is ordering a total of 12.

By comparison, the retired Kanimbla Class LPAs carried 450 troops, and could accommodate just 4 helicopters. HMAS Tobruk, which will retire when HMAS Canberra enters service, is even smaller than that.

The new LHDs also offer larger medical facilities: 2 operating theaters and a hospital ward with facilities for intensive care and dependent care wards, dental surgery, plus a laboratory, X-Ray, and pharmacy.

Typhoon 25mm RWS

Despite their size, capacity, and importance to the RAN, Australia’s Canberra Class ships will have minimal defensive armament and systems.

Tenix (now part of BAE Systems) managed the RAN’s ANZAC Class frigate program, and their Canberra Class LHDs will share the same Saab 9LV combat system. . The Canberra Class will also share the ANZAC Class’ VAMPIR NG infrared track and scan sensors, which allow short range detection of fast attack boats, UAVs, and incoming missiles under all weather conditions.

On the other hand, the ships’ Sea Giraffe AMB radars will be slated for aviation control, not missile or naval targeting. This situation could be improved in future by adding basic defensive systems, and further improvements are possible by mounting phased array CEAFAR/CEAMOUNT radars. Australia’s ANZAC frigates are already receiving these advanced radars as part of their anti-air upgrades, and integrating them with the same common combat system

Should threats appear on screen, however, the ships’ options will be severely limited: only 6 12.7mm machine guns around the ship, and 4 RAFAEL Typhoon 20-25mm remote weapons systems at the corners. Those weapons can fend off asymmetric threats like small boats, but can’t do much more. Nixie torpedo decoys will be carried, and space is being reserved for Nulka missile decoys, but that’s it.

The lack of anti-air missiles, or even last-ditch CIWS defensive systems, is an unusual decision for such a large and important ship. France’s 21,300t Mistral Class LHDs, for instance, carry a pair of Simbad launchers for short-range Mistral surface-air missiles, in addition to 30mm cannons for asymmetric warfare defense. South Korea’s 18,900t Dokdo Class LHDs sport a pair of 30mm Golakeeper CIWS cannons, and RIM-116 RAM short-range missiles. Italy’s 27,000t Cavour Class will carry advanced medium-range Aster 15 missiles in a vertical launcher and Oto Melara 76mm cannons for defense, while the much larger 45,000t US LHD-1 Wasp Class pack a mix of Evolved Sea Sparrow missiles, RAM missiles, and Phalanx CIWS cannons for 3-layered anti-air coverage.

Australia’s Department of Defence told DID that the Canberra’s concept of operations involved relying on protection from Hobart Class anti-air frigates and upgraded ANZAC Class ships, along with aerial coverage from E-737 Wedgetail AWACS etc. Other assets will include P-8A Poseidon sea/land surveillance aircraft, and possibly long range UAVs, to ensure overwatch and protection.

Program & Construction Plans

The Canberra Class were initially expected to replace Australia’s existing ships in 2012 (HMAS Canberra) and 2014 (HMAS Adelaide). Those dates have since slipped to 2014 and 2016, but so far, the program has avoided Australia’s infamous “Projects of Concern” list.

“Joint Project 2048” did receive a nasty price hike very early in the process, however, from A$ 2 billion to about A$ 3 billion. Oddly enough, that’s an example of good news.

The main thrust of Australia’s Kinnaird Report post-mortem, undertaken after the Collins Class submarine program’s massive cost overruns, was the need to do more up-front work, in order to improve cost and delivery estimates on defense projects. As a result, approximately A$ 23 million was spent over 3 years on Canberra Class design studies.

The outcome was a mixed blessing. By the time 1st Pass Approval came, the Government was told at 1st Pass Approval that the Project was likely to cost at least A$ 600 – $900 million more than the allocated budget over the life of the program. Inflation was part of the story. When the Australian government moved to calculate the final program cost, they looked at the entire program from 2007-2015, when HMAS Adelaide is scheduled for delivery. Within that period, forecasts were made regarding inflation and materials costs in several locales: Spanish labor rates indices and costs, the 20% of the project in US dollars for L-3’s components, and Australian indices for the 23% “Australianization” work. Putting them together yielded a sort of “basket” of inflationary indices for the project as a whole. On top of that, Australian planners also added project management costs, project contingency funds for required infrastructure improvements to ports and berthings, etc.

The result was something of a price shock, as the program cost rose to A$ 3 billion, instead of the original budget figure of $2 billion. A 50% total cost increase is never palatable news. On the other hand, there is much to be said for this approach. Knowing the full price in budgeted dollars before a contract is awarded, and planning accordingly, certainly beats the intense project gyrations and political fallout that would follow if the government had “discovered” the issues after construction was underway, amidst political controversy over the cost “increases.”

So far, the revised estimate has held up well.

Project 2048: Management

Overall management of the contractors will go through lead contractor Tenix (now BAE), who is partnered with Navantia for the core ship, Saab Systems for the combat system, and American firm L-3 for communications, internal LAN, etc. All of these decisions were made in conjunction with the Australian DoD, who were presented with options at each stage and made their decisions.

The ships’ hull from keel to flight deck will be built in Navantia’s modern naval shipyard in Ferrol, Spain. DID’s Spanish correspondent informs us via anonymous sources that Spain’s BPE (LHD) project has experienced some schedule issues. The were rumored to stem from not having enough cranes in the shipyard to build Norway’s Fridtjof Nansen Class AEGIS frigates, Spain’s new F-105 Alvaro de Bazan Class AEGIS frigate, and Spain’s BPE (LHD) all at the same time. Word is that the delay is now solved, but it will be interesting to see whether adding 5 Australian ships to the backlog will create future issues.

Once the ships’ hulls are built, they will be brought to BAE Australia’s Williamstown shipyard in Melbourne by heavy lift ship, where the locally built superstructure (the part that rises above the flight deck) will be joined to the hull. This effort has an estimated value of up to A$ 500 million.

The majority of combat system design and integration work will take place in Adelaide, at a cost of up to A$ 100 million. There will also be further work contracted to other states, and total Australian content is expected to be about 23%, or A$ 700 million.

After construction is done, Australian industry will also be providing full in-service support for the life of the ships. This will create a steady and reliable source of demand on Australian industry. Over the ships’ expected lifetimes of 30 years or more, the figures involved will probably amount to several times the value of the construction program.

A Surprise Companion

Long before the new Canberra Class could arrive, however, HMAS Manoora and HMAS Kanimbla had to be retired early due to mechanical issues. With HMAS Tobruk laid up for heavy refits, Australia was left without a serving amphibious ship when Cyclone Yasi hit, in February 2011.

Bad timing, that. Thereafter, however, good timing came to the Royal Australian Navy’s rescue. By August 2011, Australia was busy preparing the Bay Class LPD “HMAS Choules” for service, after drastic British budget cuts forced the Royal Navy to sell RFA Largs Bay very early in its planned service life. HMAS Choules will be joined by a refurbished HMAS Tobruk, until HMAS Canberra arrives and Tobruk is retired. Beyond that, Australia’s emergency LPD purchase will offer them an unexpected 3rd amphibious ship for long-term service in the fleet.

Contracts and Key Events

Sept 27/11: The Australian government gives 2nd pass approval to Joint Project 2048, Phase 3, which will buy 12 of Navantia’s 110t LCM-1E landing craft to equip the Canberra Class. Under this approval, the total cost is capped between A$300 – $500 million; the exact price will be resolved as a contract is negotiated.

Australian forces currently rely on a heavily modified version of the American LCM-8 for this role, which may continue service aboard HMAS Choules (formerly RFA Largs Bay).

Delivery of the first batch of 4 LCM-1Es will be coordinated with the delivery of HMAS Canberra, expected in 2014. Maintenance and support for the LCMs will be provided by Australian industry. Australia DoD. See also May 8/09 entry.

Feb 18/11: LHD01 Canberra’s hull is launched at Navantia’s Ferrol shipyard, in northern Spain. Canberra is still set to arrive in Victoria in 2012, where its superstructure will be completed and it will be fitted out, before a planned acceptance into service in 2014. Australian DoD | Australia DoD photos.

Feb 2/10: Navantia of Spain cuts the first steel for LHD 02 at its shipyard in Ferrol, Spain, 7 weeks ahead of schedule. Keel laying of LHD 01 Canberra took place place exactly one year to the day from first steel being cut, and the next milestone will be the launch of LHD 01 in Spain in March 2011. LHD 01 is expected to arrive at Williamstown dockyard in 2012, with LHD 02 arriving in 2014. Australia DoD.

Dec 3/09: EADS Defence Electronics announces a contract from BAE Systems to deliver a pair of MSSR 2000 I IFF (Identification Friend or Foe) systems for installation aboard The Canberra Class. Integration into the Combat Management System will be performed by Saab Group, who makes the 9LV combat system.

IFF systems are so-called secondary surveillance radars that collect precise data on the origin, course, speed etc. of individual aircraft by automatically sending interrogation signals which are answered by encrypted transponders on-board the incoming aircraft. The goal is reliable identification of incoming aircraft, in order to avoid targeting one’s own forces or allies. The MSSR 2000 I is operated by the naval forces of Germany, France, Norway and Finland; and as a land-based system in countries like Bulgaria and Slovakia. The system has received civil certification, and EADS DE also makes related identification systems used for civil air traffic control in Portugal and the Philippines.

July 20/09: BAE Systems Australia announces successful completion of the Canberra’s class’ Whole of Ship Preliminary Design Review phase. That review examined major subsystems including communications, navigation, combat systems, support systems and platform systems. Success allows the ship to proceed to the detailed design phase, which will create the production blueprints.

May 8/09: Australia’s Labor Party government announces first pass approval of Navantia’s LCM-1E landing craft under Joint Project 2048, Phase 3, to equip its Canberra Class LHDs. Australia’s DoD will now begin negotiations with Navantia, which will include the possibility of building the Landing Craft, Mechanized in Australia. A final decision on the LCM-1E was to be made by Government in 2010, but 2nd pass approval actually took until late September 2011.

March 6/09: India’s Business Times reports that an overzealous US State Department bureaucrat appears to have created a 3-4 month delay in the Project 17 program, after ordering GE to stop work on the LM2500 turbines it was supplying for India’s Krivak III Class frigates. The given reason? A 3-4 month internal State Department review of American relationships with other countries. The article reports that “GE has been told to stop work even with close US allies like the UK and Australia.” Whose Canberra Class also uses the LM2500.

Read “US State Dept. Throws A Wrench Into Exports, Allied Shipbuilding” for more updates, and a look at the timelines and implications.

Oct 28/08: SAFRAN Group’s Sagem Défense Securité Australasia announces a contract from BAE Systems Australia to supply its VAMPIR NG (Veille Air-Mer Panoramique Infrarouge Nouvelle Génération/ New Generation Infrared Panoramic Air-Sea Surveillance) infrared surveillance systems for the Canberra Class. The VAMPIR was selected following a general tender, but it entered with an advantage thanks to its 2005 selection as part of Australia’s ANZAC Class frigate upgrades.

VAMPIR NG offers a high-resolution panoramic image, that provides short range surveillance and warning of incoming UAVs, fast boats, or even missiles, without creating traceable radar emissions. It calls on state-of-the-art image processing technology, and deploys 3rd-generation gyrostabilized infrared sensors for maximum efficiency. VAMPIR NG is integrated with the ships’ Saab 9LV combat system, and an also be used as a helicopter landing aid, and to help control the movements of landing craft. Sagem DS release | VAMPIR NG data sheet [PDF].

Aug 25/08: Dockwise Ltd. of Hamilton, Bermuda announces that its subsidiary Dockwise Shipping has entered into contracts with the Spanish naval shipyard Navantia, to transport 2 Canberra-class amphibious helicopter carriers (LHD). The combined value of this contract, plus a contract to bring 2 Russian nuclear powered submarines from Kamchatka to the Russian naval shipyard Zvezda to be dismantled, is around $40 million.

The hull and outfitting of the Canberra Class vessels will largely be completed by the Spanish yard at Ferrol, but final construction, outfitting and commissioning will be performed by Australian contractors. The ships will be transported from Ferrol to Melbourne on the deck of the semi submersible (float-on, float-off, or FLO-FLO) Blue Marlin transport vessel in 2012, and again in 2014.

Aug 25/08: Northrop Grumman’s Sperry Marine business unit announces an USD$8.4 million contract from Tenix Pty Limited of Melbourne, Australia (now part of BAE Australia), to supply integrated navigation systems for the Canberra Class. The contract also includes engineering and technical support for configuration, installation, commissioning, a land-based test site, and sea trials.

The navigation systems will include 2 Sperry Marine MK39 Mod 3A ring laser gyro navigator (RLGN) inertial navigation systems. They will be integrated with the ships’ radars, electronic charting system, autopilot, steering control, speed and depth sensors, GPS and DGPS positioning systems, automatic identification systems, voyage data recorder and other systems and sensors, using Sperry Marine’s NavDDS data distribution network.

Sperry Marine is headquartered in Charlottesville, VA, and has major engineering and support offices in New Malden, United Kingdom and Hamburg, Germany. NGC release.

July 14/08: GE Marine announces the contract from Navantia for 2 LM2500 aeroderivative gas turbines. Each Canberra Class LHD will rely on an LM2500 gas turbine, placed in a CODAG (COmbined Diesel Electric And Gas) configuration with diesel engines. GE will manufacture the LM2500 gas turbines at its Evendale, OH facility, and will deliver the gas turbine-generator sets in August 2009 and November 2010.

The LM2500 powers every major surface combatant class in the Royal Australian Navy: 12 have powered Australia’s FFG-7 Adelaide-class frigates, another 11 turbines and spares were delivered for the RAN’s ANZAC-class frigates, and the LM2500 family will be part of the propulsion system for Australia’s forthcoming Hobart Class air warfare frigates.

June 27/08: Tenix = BAE. BAE Systems completes its acquisition of Tenix Defence. BAE release.

Jan 31/08: BAE Systems formally buys Tenix Defence, and proposes to merge it into BAE Systems Australia. The GBP 347 million/ A$ 775 million purchase would include Tenix Defence Marine, Navantia’s partner for the Canberra Class. The Australian | Bloomberg | Reuters | UK’s Times UPI

Jan 18/08: Tenix takeover. BAE Systems Australia offers A$ 775 million in cash to the Tenix Corporation, in a takeover bid for Tenix Defence. The deal is accepted. Tenx Defence had proforma earnings before interest, tax, depreciation and amortisation (EBITDA) of A$56 million on sales of A$699 million in the year to the end of June 2007.

Other rumored bidders included L-3 Communications, The Carlyle Group, and Australian conglomerate Leighton Holdings, Ltd. BAE Page | Reuters | The Deal.com.

Nov 23/07: Saab Systems signs an A$105 million (USD $87 million) contract with Tenix Marine to design, develop, and integrate their 9LV combat management system and Sea Giraffe AMB radar into the Canberra Class. According to Saab’s release, special features of the system will include helicopter control, watercraft control, and close in self defense against military and asymmetric threats. The Sea Giraffe’s known features include counter-battery fire tracking. Saab release.

Oct 11/07: DID explains the differences between Australian figures, and Navantia’s contract figures, following a briefing with Australia’s DoD. The short answer: both figures are correct. Navantia’s figures are current-dollar costs for construction contracts, but that contract includes economic price adjustment clauses for inflation et. al. Australian government figures attempt to take inflation over the project’s lifetime into account, then add project management and contingent costs to arrive at a figure for actual dollars spent over the project’s lifetime. See “Canberra Contract Costs Clarified.”

These clarifications regarding cost and armament have been incorporated into the text above.

Oct 9/07: It’s official. Australian Prime Minister John Howard announces the signing of a contract with Tenix, worth about A$ 3.1 billion ($2.787 billion) over 8 years [PM release | Event photo gallery | Tenix release | Navantia English release | Navantia Spanish release]. HMAS Canberra will be delivered in 2013, and HMAS Adelaide in 2015. Prime Minister Howard said :

“These 27,000-tonne ships will greatly enhance Australia’s ability to deploy forces when necessary in our region or beyond, and to provide assistance in time of natural disaster. Using their integrated helicopters and watercraft, each vessel will be able to land approximately 1,000 personnel, along with their vehicles, the new Abrams tanks, artillery and supplies. They will also be equipped with medical facilities, including two operating theatres and a hospital ward, and will be capable across the full spectrum of maritime operations, including aid to the civil community in times of natural disaster at home or abroad.”

N.B. Navantia’s release sets the contract value at a divergent EUR 1.412 billion (A$ 2.22 billion), of which EUR 915 million (A$ 1.44 billion)would go to Navantia for production estimated at 9.35 million work-hours, reflecting the current-dollar costs of the construction contract without including inflation over 8 years, project management costs, and contingent costs like improving port infrastructure etc. See Oct 11/07 entry for more.

June 20/07: Winner! The Australian DoD announces that subject to successful contract negotiations, the preferred tenderer is Tenix, with intended delivery of the ships between 2012 – 2014. The cost, meanwhile, has grown by 50% to A$ 3 billion. Navantia’s design was larger and more capable, but unlike the French Mistral Class it did not have a previous build history. In addition to capability advantages, however, Navantia-Tenix has an additional ace card to play that DCNS-Thales Australia did not:

“So that we could ensure the best possible outcomes for Australian industry and the ADF, the Government decided to consider the Amphibious Ship and Air Warfare Destroyer proposals in concert. Our decisions today mean that for decades into the future Navy’s ships will be backed by world-class industry support from Australia’s naval engineering and electronics industries. They also mean that hundreds of smaller and medium enterprises can now look to the future with confidence.”

See full DoD release.

Additional Readings

RAN – Canberra Class

Navantia-Tenix – LHD Program bid site. Tenix is now BAE Systems Australia, and the site has been taken down.

TomW Communications – Australian Defence Amphibious Ships Project. Compares the 2 contenders.

Spanish Navy – LHD Juan Carlos I (the BPE)

Saab Systems Australia – Naval Systems. See also PDF brochure for their Combat Management System.

Naval Technology – Saab Systems – Naval Command and Control Systems and Weapons Systems

DID FOCUS Article – Aussie Anti-Air Umbrella: The Hobart Class Ships

DID – Amphibious Ship For Sale, Sold: RFA Largs Bay. This LPD was bought from the Royal Navy, after Manoora and Kanimbla were forced out of service early. Now HMAS Choules.

The Australian (Nov 4/08) – All Hands on Deck. ”...these are testing times for the navy. There are not enough sailors to man its fleet, many of its ships and helicopters are ill-equipped for war, half of its submarine fleet lives in dry dock and a new generation of young Australians are baulking at a life on the high seas.”

StrategyPage (June 27/07) – The Three Amphibs. Compares the Juan Carlos I, Mistral, ad Wasp LHD classes.

Australia DoD (June 20/07) – $3 Billion Amphibious Ships Will Strengthen ADF, Boost Australian Industry. Cost is up by 50% to A$ 3 billion, as Navantia’s larger design wins.

Australia DoD (June 20/07) – LHD Questions & Answers [PDF format]

Tenix (June 20/07) – Tenix, Navantia welcome Amphibious Ships decision. You’d hardly expect them to rubbish it, now would you?

DCNS – Mistral Class LHD

DID – MH-60R Wins Australia’s Maritime Helicopter Competition. They aren’t slated for the Canberas, but could certainly fly them in a revival of the anti-submarine escort carrier role. The question would be datalinks and other interoperability issues, in order to go beyond mere “lily pad” status.

Defense News (May 28/07) – France Shows Off Amphib. Explains how France worked to keep the cost of the Mistral Class the same as its smaller predecessors, the 12,400 ton Foudre and Siroco. France spent about EUR 650 million ($875 million) for the Mistral and Tonnerre, thanks to a modular construction approach that used several shipyards and contractors to build different ship sections: DCN (prime contractor, aft part of the ships, integrated the combat system and completed the vessels in Brest; subcontracted more than half of the aft section to Stocznia Remontowa in Gdansk, Poland); Alstom Marine-Chantiers de l’Atlantique (fore sections including all living and most working spaces, propulsion pods); and Thales (design, radar surveillance system, communications system).

Australia DoD (May 2/06) – Requests For Tender For $2 Billion Amphibious Ships Released To Australian Industry

The USA’s GPS-III Satellites

2011-10-14T11:03:00.001-03:00

The USA’s GPS-III Satellites
Oct 13, 2011 10:57 EDT

Disruption or decay of the critical capabilities provided by the USA’s Global Positioning System (GPS) satellites would cripple both the US military, and many aspects of the global economy. GPS has become part of civilian life in ways that go go far beyond those handy driving maps, including timing services for stock trades, and a key role in credit card processing. At the same time, military class (M-code) GPS guidance can now be found in everything from cruise missiles and various precision-guided bombs, to battlefield rockets and even artillery shells. Combat search and rescue radios rely on this line of communication, and so does a broadening array of individual soldier equipment.

GPS-III satellites are a key part of this PTN (Positioning, Timing & Navigation) system’s future plan, offering several improvements over the existing GPS II family. This DII FOCUS article looks at the existing constellation, GPS-III improvements, the program’s structure, its progress through contracts and key milestones, and additional research links…

GPS: The Existing Array
The GPS III Program [updated]
GPS-III: Contracts and Key Events [updated]
Additional Research

GPS: The Existing Array

The GPS constellation needs to contain at least 24 evenly spaced satellites, though 27 is preferred in order to maintain proper coverage around the globe from Medium Earth Orbit. USAF Space Command wants to have at least 30, in order to ensure that a quick series of on-orbit satellite failures, or problems caused by that orbit’s somewhat “dirty” status, don’t drop the constellation below 27. Those failures are possible, as a look at the current constellation demonstrates. In 2008, there were 31 GPS satellites:

13 Block IIAs. Intended design life: 7.5 years. Due to good design, redundant components, and clever adjustments, these satellites have lasted significantly longer than that; the record is about 17 years.

12 Block IIRs. Intended design life: 10 years. At least one satellite is already beyond that. 21 GPS IIRs were built, of which 8 were modernized to GPS IIR-M status.

6 upgraded Block IIR-Ms. Each IIR-M satellite includes a modernized antenna panel that provides increased signal power, 2 new military signals for improved accuracy to within 1 meter, enhanced military encryption and anti-jamming capabilities, and a 2nd civil signal (L2C) that will provide users with an open access signal on a different frequency. The additional signals make a difference, because it allows receivers to see the error created by the Earth’s ionosphere, and use advanced algorithms to refine positioning accuracy on that basis.

The final 2 GPS IIR-M launches were put on “indefinite hold” in October 2008, due to issues with the Delta II launch rocket, but the 7th GPS IIR-M was launched in March 2009, and the 8th and final GPS IIR-M was launched in August 2009.

The next set of launches after that will involve Boeing’s Block IIF satellites. Their improvements will include architecture updates, power, processor, and weight improvements, a 3rd civil signal (L5) in the aviation protection spectrum, which is expected to enable more widespread use of GPS for civil aviation air traffic control, and operational capability for a new military signal.

An updated ground control segment known as the Architectural Evolution Plan is also proceeding. On the control side, AEP adds a new Master Control Station at Schriever AFB, CO, and an alternate station at Vandenberg AFB, CA. More ground antennas have been added to control GPS satellites by using USAFSCN remote tracking stations, and monitoring was improved by cooperating with the US National Geospatial-Intelligence Agency’s MS network. With respect to its technical back end, AEP is designed to move control of the constellation off of 1970s-era mainframe computer systems, and onto a modern graphical interface. It will also add a distributed architecture that can run parallel applications, instead of putting everything in a single queue.

AEP first became operational in September 2007, and added the capability to control Block IIF satellites in March 2008. Nevertheless, it’s an interim solution with key limitations. It cannot put a navigation message onto, or control, modernized signals like the civil L2C, or the GPS IIR/M’s dedicated military coded signal. Nor will it be able keep up with growing demands for improved situational awareness and other required evolutions. That’s why it was considered for GPS III control, but rejected.

The GPS III Program
USAF GPS Wing

When fully deployed, the current vision for GPS-III is that the new satellites will feature a new L1C civil signal; a cross-linked command and control architecture that allows the entire GPS constellation to be updated from a single ground station; and a spot beam antenna that provides resistance to hostile military jamming while improving accuracy and integrity. GPS III will also have limited interoperability with Europe’s ongoing Galileo GPS-type satellite constellation, per a 2006 agreement involving Lockheed Martin and EADS.

The USAF has had issues with over-budget satellite programs in the past, in part because the technology requirements were often leaping ahead on too many fronts at once. This is a natural response to systems with a satellite’s large launch costs and long life cycle, but the lagging launch schedules and liberal cost overruns were becoming limiting. GPS III incorporates these lessons, and will be set up as an incremental acquisition, with a ground segment and 3 blocks of investment and inserts:

GPS Block III satellites are larger than previous Navstar buses, which allows more power, which in turn creates a signal that’s easier to acquire and harder to jam. The initial GPS IIIA satellites will feature agreed-upon compatibility with Europe’s rival Galileo system, add a 4th civil signal (L1C), and add a stronger military GPS (m-code) signal that’s expected to deliver fourfold accuracy improvements and an order of magnitude improvement in anti-jam capability. These simple requirements ensure that older GPS-IIA satellites can quickly be replaced by the newest proven designs. The USAF would like to cap GPS IIIA satellites at 8 (2 R&D + 6 operational, all 8 will be launched), but the initial contract has provisions for up to 12 GPS-IIIA satellites if necessary.

GPS Block IIIB satellites will add a cross-linked command and control architecture. In English, this means that the entire constellation of GPS IIIB+ satellites will be updated at once from a single ground station, instead of having to wait for each satellite to orbit in view of a ground antenna as is currently the case. Up to 8 GPS-IIIB satellites are slated for launch.

GPS Block IIIC satellites will add a high-powered spot beam to deliver greater M-Code power, better resistance to hostile jamming, and improved accuracy. Other technologies that become mature during the development period could also be added. The USAF intends to launch up to 16 GPS-IIIC satellites.

The first launch of a GPS-IIIA satellite is expected in 2014, with all 32 GPS Block III satellites expected to be on orbit by 2022.

The current GPS III system design and development contract award will create about 500 new jobs for Lockheed Martin, and about 750 layoffs at Boeing. A May 2008 National Examiner article places the total program value at around $3.57 billion over all 3 increments.

Lockheed Martin’s program management and spacecraft development effort will be centered in Newtown, PA, with final assembly, integration and test located in Denver, CO. The company’s Sunnyvale, CA operations will provide various spacecraft components, and a launch support team will be based at Cape Canaveral, FL. Lockheed Martin’s GPS-III partners include:

ITT in Clifton, NJ – Navigation payload
General Dynamics Advanced Information Systems in Gilbert, AZ – Network Communications Element (NCE), which includes the UHF Crosslink and Tracking Telemetry & Command (TT&C) subsystems.

OCX: New Ground Control

These systems will be accompanied by a next-generation global positioning system control segment (GPS OCX) intended to control both GPS II and GPS III satellites. OCX will deliver new GPS mission planning, constellation management, ground antenna, monitoring station, and satellite command and control capabilities, using open architecture electronics that allow faster improvements, and a service-oriented software architecture for much faster incorporation of its capabilities into other systems. Block I will also incorporate the new M-code military GPS signal.

The previous ground control segment incumbents both joined new bidding teams: Boeing bid as part of Raytheon’s team, while Lockheed Martin joined Northrop Grumman’s team in March 2008. Team Raytheon won the contract in 2010, which also includes:

Boeing (past incumbent for GPS control stations)
Braxton Technologies
Infinity Systems Engineering
ITT (Processing components, Precision monitor station receivers, partial System security design)
NASA’s Jet Propulsion Laboratory
SRI International

Under the initial contract, they’ll develop and deliver control segment hardware at Schriever AFB, CO, and Vandenberg AFB, CA, and update up to 17 monitoring stations around the globe by October 2015. The goal is to reduce the sustainment cost by 27%, then boost those savings to 50% within 3 years.

OCX Block II, which will include the new L2C signals, is scheduled for 2016.

GPS-III Budgets

Exact figures are difficult, since the US military often treats GPS as a single program in its breakouts. These figures do not attempt to break out GPS-III.

FY 2008: $805.3 million – $556.4 million RDT&E, $248.9M procurement
FY 2009: $927.4 million – $867.1 RDT&E, $60.7M procurement
FY 2010: $880.4 million – $749.4M RDT&E, $131M procurement
FY 2011 Request: $1.057 billion – $862.7M RDT&E, $194.8M procurement
FY 2012 Request: $1.462 billion – $872.0M RDT&E, $590.0M procurement

GPS-III: Contracts and Key Events

USNO AMAC
USNO Atomic Clock
(click to view full)

Oct 10/11: Lockheed Martin announces that it has turned on initial power to GPS-III’s Non Flight Satellite Testbed (GNST). The GNST contains power subsystem components, harnesses, plus tracking, telemetry and control hardware. Flight software versions have also been delivered for all of the spacecraft and payload computer processors. In parallel, GPS III teammate ITT is integrating the GNST Navigation Payload at their facility in Clifton, NJ.

The GNST will be shipped to Lockheed Martin’s GPS III Processing Facility in Denver before the end of 2011 to demonstrate Assembly, Integration and Test procedures. It will then be delivered to Cape Canaveral Air Force Station in the summer for 2012, for pathfinding activities at the launch site. Launch is currently scheduled for 2014.

Sept 26/11: Raytheon announces that its OCX control segment has been certified as completing its Preliminary Design Review.

Sept 6/11: Raytheon says that it has completed the action items that emerged from the USAF’s GPS-III OCX control segment’s June 2011 Preliminary Design Review.

Raytheon VP Bob Canty says that the design itself was assessed as architecturally and technically sound, adding that about 66% of the initial software is developed, but not all of it is tested. A good rule of thumb: until software is tested, it isn’t really developed. Aviation Week.

June 14/11: Layoffs at Lockheed Martin Space Systems. this branch of the firm employs around 16,000 employees in 12 states, but intends to shed 1,200 employees by year-end, including a 25% cut in middle management to reduce impacts elsewhere. LMSS’ Sunnyvale, CA; Pennsylvania; and Denver, CO sites will be hardest hit, and the firm’s release says that it’s pushed in part by several of their major programs moving beyond the labor-intensive development phase.

Space Systems says it will offer “eligible” salaried employees an opportunity for a voluntary layoff, plus career transition support for all affected employees. Lockheed Martin.

March 15/11: Lockheed Martin announces that its GPS III team, has successfully completed the program’s first major flight software integration milestone, tying the initial flight software builds to the flight-like computer processors for the satellite bus On-Board Computer (OBC), the Navigation Payload Mission Data Unit (MDU), and the Communications Payload Thin Communications Unit (TCU).

The team at Lockheed’s software integration laboratory in Newtown, PA will now work to fully qualify the flight software, then load it on the GPS Non-Flight Satellite Testbed (GNST). Meanwhile, the firm says that their team has completed more than 50% of the GPS-III program’s Manufacturing Readiness Reviews (MRRs), and remains on track to deliver the first GPS IIIA spacecraft as planned in 2014.

Jan 19/11: Raytheon touts its new El Segundo, CA GPS Collaboration Center, opening in February 2011. The 17,900-square-foot center will include an executive presentation room, state-of-the-art operations and demonstration areas, high-definition video-teleconferencing capabilities, and the ability to interact with the GPS OCX system in an operations-like environment. Raytheon VP and GPS OCX program manager Robert Canty:

“Through the center, Raytheon and Space and Missile Systems personnel will be able to collaborate with the Air Force and program partners via virtual demonstrations from Raytheon’s other program locations in Aurora, Colo., and the Network Integration and Experimentation Center in Rosslyn, Va.

The Raytheon GPS OCX team has completed Phase A of the program, and is on schedule to complete the Phase B preliminary design review in winter 2011.

Nov 2/10: Raytheon announces completion of the software specification review for the GPS advanced control (OCX) segment, which will provide command, control, and mission support for the GPS Block II and Block III family of satellites. The review includes several analyses: the architecture; operations concept; segment, prime mission and interface requirements; and allocation to the software requirements specifications, interface requirements specifications, and operational concept document.

The next step for the OCX segment is the Preliminary Design Review, scheduled for spring 2011.

Sept 28/10: Raytheon team completes integrated baseline review for the $886.4 million GPS advanced control segment (OCX), which will provide command, control and mission support for the GPS Block II and Block III family of satellites. The OCX system will include anti-jam capabilities and improved security, accuracy and reliability and will be based on a service-oriented architecture to integrate government and industry open-system standards (see Feb 25/10 entry).

Sept 15/10: The US GAO issues report #GAO-10-636, “Global Positioning System: Challenges in Sustaining and Upgrading Capabilities Persist.” Some excerpts:

“The Air Force continues to face challenges to launching its IIF and IIIA satellites as scheduled…. GPS IIIA appears to be on schedule and the Air Force continues to implement an approach intended to overcome the problems experienced with the IIF program. However, the IIIA schedule remains ambitious and could be affected by risks such as the program’s dependence on a ground system that will not be completed until after the first IIIA launch. The GPS constellation availability has improved, but in the longer term, a delay in the launch of the GPS IIIA satellites could still reduce the size of the constellation to fewer than 24 operational satellites [required for full global coverage]. Multiyear delays in the development of GPS ground control systems are extensive. In addition, although the Air Force has taken steps to enable quicker procurement of military GPS user equipment, there are significant challenges to its implementation…. GAO recommended last year in terms of establishing a single authority responsible for ensuring that all GPS segments are synchronized to the maximum extent practicable…. The GPS interagency requirements process… remains relatively untested and civil agencies continue to find the process confusing…. Challenges remain for the United States in ensuring that GPS is compatible with other new, potentially competing global space-based PNT systems.”

Sept 10/10: GPS-III’s 1st contract deliverable goes out ahead of schedule, as the GPS III Bus Real Time Simulator (BRTS) shipped from its Newtown, PA, facility to Aerospace Corporation in El Segundo, CA. Acceptance testing for the BRTS was completed 7 days after delivery.

The BRTS is a risk reduction tool that will allow Aerospace Corporation to independently validate GPS III flight software for the USAF, as Lockheed Martin delivers bus flight software increments. Lockheed Martin.

Aug 31/10: As an example of the system-wide harmonization the GAO refers to, officials at Rockwell Collins successfully delivers 21 modernized receiver cards for the prototype ground-based GPS receiver application module under the GPS Wing’s Receiver Card Development program. These GB-GRAM-M receiver cards recently completed the contractor’s formal qualification testing, and have been delivered to support the GPS Wing’s developmental test phase.

Asked about this effort, the USAF Space and Missile Systems Center’s GPS Wing responds that the cards will take advantage of the new capabilities that the GPS-III satellites will provide, and the receiver receiver takes advantage of GPS-III changes to the Signal-in-Space but this is not part of the program directly.

The goal of their larger MUE program its part of is to demonstrate the critical technology needed to incorporate a new M-Code military signal and security architecture, using precision-encrypted Y-code, M-Code and coarse acquisition-code receivers that can process legacy signals as well. USAF.

Aug 20/10: Lockheed Martin announces that the GPS-III program has completed its Critical Design Review (CDR) phase 2 months ahead of the baseline schedule, after more than 350 representatives from the USAF GPS Wing, GPS III contractor team, and representatives from the Department of Defense, Air Force Space Command, the Department of Transportation and the Federal Aviation Administration participated in a 4-day Space Vehicle CDR at Lockheed Martin Space Systems Company’s new Patriot Center in Newtown, PA.

Completing the CDR enables the GPS-III team to move forward into production, and Lockheed Martin says that the program is still on track for an initial GPS-IIIA launch in 2014. Lockheed Martin.

Aug 18/10: Honeywell announces that its GPS-III On Board Computer (OBC), Reaction Wheel Assembly (RWA) and Inertial Measurement Unit (IMU) have successfully completed Critical Design Reviews. The total contract value for these 3 sub-contracted components is more than $106 million through the life of the program.

Honeywell’s OBC is part of the telemetry, tracking and command subsystem, and runs flight software that provides attitude, power, and thermal control. It is the first radiation hardened high-speed processing system based on commercial PowerPC chip technology. Honeywell’s RWA provides momentum control for the space vehicle, which allows it to provide more accurate positioning. The IMU’s fiber optic gyroscopes provide attitude reference information for the space vehicle, extending mission capability by 50%. The RWA and IMU are part of the attitude control subsystem.

April 12/10: Boeing announces that it will develop portions of the U.S. Air Force’s new GPS OCX ground control segment, as a member of the Raytheon team. Boeing will provide infrastructure, development of the ground systems, and continued 24/7 operational and sustainment support, installing hardware and software at GPS control stations at Schriever AFB, CO; and Vandenberg AFB, CA.

Feb 25/10: Raytheon Co. in Aurora, CO won an $886.4 million contract to provide the GPS advanced control segment (GPS OCX), which will provide command, control and mission support for the GPS Block II and Block III family of satellites. The OCX development contract will be 73 months long, and will include development and installation of hardware and software at GPS control stations at Schriever AFB, CO and Vandenberg AFB, CA, deployment of advanced monitor stations at remote sites, and initial contractor support with sustainment options for 5 years. with If those sustainment options are exercised, the contract could be worth up to $1.535 billion.

The Raytheon team includes Boeing, ITT, Infinity Systems Engineering, the Jet Propulsion Laboratory, SRI International and Braxton Technologies. ITT’s release sees their OCX contract as the continuation of an initial phase awarded in 2007, adding that ITT payloads have been on every GPS satellite ever launched, and have yet to experience a mission-related failure in orbit.

They beat out a Northrop Grumman-led team that included includes Lockheed Martin. The 55 CONS/LGCD at Offutt Air Force Base, NE manages the contract. Raytheon | Los Angeles AFB release | ITT release [PDF].

Feb 5/10: Boeing Co. in Seal Beach, CA received a $75.9 million contract to provide GPS IIF space vehicle, sustainment, and operational control segment support for calendar year 2010. GPS IIF is the latest version of the second-generation GPS system and the precursor for the GPS III constellation. At this time, $25 million has been obligated. The GPSW/PK in El Segundo, CA manages the contract (F04701-96-C-0025, P00532).

July 22/09: The U.S. House Appropriations Committee cut $97.4 million from President Obama’s FY10 request for $486.8 million for development of the GPS III operational control segment (OCX). The committee attributed the cut to a “GPS control segment contract delay.”

The two prime contractors under Phase A of the GPS OCX development are Raytheon and Northrop Grumman. Responding to the funding cut, Raytheon said it “is committed to burning down risk in our current Phase A activities and looking forward to receiving an award for the GPS OCX program Phase B activities later this year.” Northrop Grumman said, “We will work through any impacts this could potentially have to the program with the Air Force.” The Phase A contract expires in September 2009. Both companies are leading teams that are bidding on the Phase B work, which is expected to be awarded in the Q4 2009.

June 20/09: Northrop Grumman’s GPS OCX team submits its proposal to the U.S. Air Force for the single-winner OCX Phase B contract, after working in parallel with Raytheon’s team on the 22-month Phase A contract. Presumably, Raytheon also submits its proposal, but no announcement was made. NGC release.

May 21/09: Lockheed Martin announces that the GPS III team has successfully completed the Preliminary Design Review (PDR) phase for the GPS III spacecraft segment. The milestone was the culmination of 70 subsystem and assembly PDRs that had been executed over the past 6 months by Lockheed Martin, ITT, and General Dynamics.

Nearly 150 representatives from the U.S. Air Force Global Positioning Systems Wing and user communities, including representatives from the Department of Defense, the Joint Chiefs of Staff, Air Force Space Command, the Department of Transportation, and the Federal Aviation Agency participated in the 4 day Space Vehicle PDR at Lockheed Martin Space Systems facilities in Newtown, PA. The next major milestone is the Critical Design Review, and first launch is projected for 2014.

May 7/09: The US Government Accountability Office releases report #GAO-09-670T, “Global Positioning System: Significant Challenges in Sustaining and Upgrading Widely Used Capabilities.” The report questions the fundamental underpinnings of the GPS Block IIIA program:

“It is uncertain whether the Air Force will be able to acquire new satellites in time to maintain current GPS service without interruption…. the current IIF satellite program has overrun its original cost estimate by about $870 million and the launch of its first satellite has been delayed to November 2009 – almost 3 years late. (2) Further, while the Air Force is structuring the new GPS IIIA program to prevent mistakes made on the IIF program, the Air Force is aiming to deploy the next generation of GPS satellites 3 years faster than the IIF satellites. GAO’s analysis found that this schedule is optimistic, given the program’s late start, past trends in space acquisitions, and challenges facing the new contractor. Of particular concern is leadership for GPS acquisition, as GAO and other studies have found the lack of a single point of authority for space programs and frequent turnover in program managers have hampered requirements setting, funding stability, and resource allocation….”

April 21/09: Raytheon announces a $21.5 million contract extension to perform additional risk-reduction R&D for the next-generation Global Positioning System Operational Ground Control (OCX) segment. To date, the release maintains that the program remains on budget and ahead of schedule. Nevertheless, Bob Canty, Raytheon GPS OCX vice president and program manager:

“We are working with our customer to continue to reduce program risk to ensure that we have the lowest-risk program going forward. What’s critically important on this program is to be able to deliver our team’s commitments fully and on-time.”

See also SatNews.

March 31/09: The US GAO audit office delivers its 7th annual “Defense Acquisitions: Assessments of Selected Weapon Programs report. Despite GPS III’s status, it focuses instead on the prior GPS IIF program, including the interim Architectural Evolution Plan ground system upgrade:

“As a result of development and production problems, the program office now estimates the launch of the first Block IIF satellite will be delayed to October 2009 – almost 3 years later than its original launch date…. technical problems discovered during thermal vacuum testing resulted in additional schedule delays and cost increases on the program…. The Block IIF program is also experiencing other technical problems…. The delivery of the first AEP segment allowed for the transfer of operations of current GPS satellites from the existing ground control system. In March 2008, AEP was upgraded to add the capability to control Block IIF satellites… the development schedule for the final AEP upgrade, which will ensure the integrity of the GPS signal, may not allow enough time for sufficient operational testing before the scheduled launch of the first Block IIF satellite.”

March 4/09: The Air Force is modifying a contract with the Science Applications International Corp. (SAIC) in El Segundo, CA for $12.7 million, changing the original system engineering and integration services contract to expand the Modernized Global Positioning System User Equipment program. This program is designed to ensure that American military forces have receiver equipment that can beginning taing advantage of new GPS features as they’re introduced. At this time $69,368 has been obligated by the USAF GPS Wing in El Segundo, CA (FAA807-07-C-002/P00019).

Feb 16/09: Northrop Grumman’s team successfully completes the System Design Review for the GPS OCX program. The System Design Review included a comprehensive exam of the total system architecture: software, hardware, processes, interfaces and operations by USAF program managers, operators and technical experts. This is the final major milestone under the Phase A contract, laying the foundation for the final decision on which team to pick: Northrop Grumman’s, or Raytheon’s.

Northrop Grumman’s release says that the team currently includes Harris Corporation; Integral Systems Inc.; Lockheed Martin Information Systems and Global Service; and Infinity Systems Engineering.

Feb 2/09: Northrop Grumman announces that its team has successfully demonstrated command and control of a GPS IIR-M satellite , using its GPS OCX Modernized Capability Engineering Model (MCEM) to successfully command and control a satellite test simulator located at Cape Canaveral Air Force Station, FLA, from a Northrop Grumman plant in Redondo Beach, CA. As part of the process, the USAF provided the Northrop Grumman team a data set embedded with several anomalies:

“The team initiated contact with the test satellite and commanded it through a series of complex procedures that demonstrated the ability to restore mission operations and the delivery of highly accurate position and time information for GPS users. The Northrop Grumman team successfully controlled a new secure military signal that will substantially improve the availability of accurate GPS data to U.S. forces.”

Dec 13/08: Raytheon’s team successfully completes GPS OCX’s System Design Review and modernized capability engineering model demonstration on time, and within budget. The team demonstrated the ability to command modernized GPS signals, provide situational awareness and expose data on the network during the modernized capability engineering model demonstration.

The originally announced team included Boeing, ITT Industries, Braxton Technologies, Infinity Systems Engineering and the Jet Propulsion Laboratory; but the Raytheon SDR announcement adds SRI International to the team. Raytheon | Braxton Technologies | GPS Daily.

Aug 18/08: The US DoD releases its latest Selected Acquisition Reports. GPS-III appears as a new program, and total program cost is baselined at $4.002 billion.

July 21/08: Northrop Grumman announces that its GPS OCX team recently completed the Standard Capability Maturity Model Integration (CMMI) Appraisal Method for Process Improvement (SCAMPI) software assessment, passing another significant milestone for the multi-billion dollar program and continuing Northrop Grumman’s enterprise-wide audit successes. NGC’s release adds:

“The government uses SCAMPI appraisals to identify strengths and weaknesses of software, engineering and management processes, and to reveal acquisition development risks for corrective action. These appraisals are frequently used as part of a process improvement program or for rating prospective prime contractors and their key subcontractors. The U.S. Air Force GPS Wing conducted a multi-week, comprehensive software appraisal, thoroughly examining more than 1,000 documents and measuring them against hundreds of criteria.”

July 18/08: Boeing wins an R&D contract for the “High Integrity GPS” project, which aims to leverage the Iridium constellation to improve military GPS accuracy and resistance to jamming. Victory of a sort, from the jaws of defeat?

May 21/08: After losing the GPS-III contract, Boeing will lay off 750 Southern California employees at plants in El Segundo and Seal Beach. This will reduce the staff of Boeing Space and Intelligence Systems from 7,200 employees to about 6,450. National Examiner.

May 20/08: In “Who’s Leaking Air Force Procurement Information?”, the crew at the pro-Boeing Tanker War Blog raise a interesting question: was the result of the GPS-III contract effectively leaked to the public almost a month before the award? On April 29/08, Loren Thompson of The Lexington Institute published “Boeing and the Air Force at War: The Damage Spreads.” It included this quote:

“But the tone of Boeing’s tanker campaign has led at least some service officials to believe the worst about the company, a feeling that is spreading far beyond tankers. For instance, the service has probably delayed announcing award of the GPS III satellite contract in part because it fears another Boeing protest.”

There is more than one way to read that snippet, but the betting odds reading suggests that Boeing has lost this contract. The participants in Tanker War blog include legislative assistants on Capitol, and the post adds that:

“A number of people on the Hill tell us that they have very strongly believe a main source for these leaks [is]...”

May 15/08: Lockheed Martin Space Systems Co. of King of Prussia, PA received a cost plus incentive fee/cost plus award fee contract for $1.46 billion for the first increment of the GPS III contract, covering 2008-2017. Lockheed Martin’s flight-proven A2100 satellite bus will serve as the base platform, and first launch is currently expected in 2014.

This initial contract funds 2 GPS IIIA research and development satellites (SV-1 and SV-2), a capability risk reduction and maturation effort to get key technologies ready for GPS IIIB and GPS IIIC, a GPS satellite simulator, “continue support for the Nuclear Detonation Detection System mission,” and a satellite bus real time simulator that lets the USAF test new electronics and additions. It also includes options for 10 additional GPS IIIA production satellites. At this time $96.8 million has been obligated. The Headquarters Space and Missile Systems Center in El Segundo, CA issued the contract (Lockheed Martin: FA8807-08-C-0010; Boeing: FA8807-08-C-0012). USAF release | Lockheed Martin release | ITT release copy [PDF format] | National Examiner.

April 28/08: Northrop Grumman Corporation announces that Lockheed Martin has joined its Global Positioning System (GPS) Next Generation Control Segment (OCX) team.

Nov 21/07: The USAF awards a pair of a cost plus fixed fee, firm-fixed-price 18-month contracts to Northrop Grumman of Carson, CA ($160 million, FA8807-09-C-0001) and Raytheon Company of Aurora, CO ($159.8 million, FA8807-09-C-0003). At this time $16 million has been committed by the U.S. Air Force Space and Missile Systems Center. The firms will develop a new next-generation global positioning system control segment (GPS OCX) design with new anti-jamming technologies, more advanced predictive algorithms, and more frequent clock and ephemeris updates.

The dual award is designed to reduce risk, by introducing competition. Phase A is the competitive risk reduction effort which includes trade studies, requirements definition and engineering model development. That competition will include a system requirements and system design reviews, and creation of a modernized capability engineering model. These deliverables will support OCX “Key Decision Point B,” whereupon the USAF will decide on the single prime contractor to finish OCX development and field the system.

The previous GPS control segment incumbents each joined a team. Lockheed Martin lost the original bid, and eventually joined Northrop Grumman’s team. Boeing never competed alone, and was an early member of Raytheon’s team. Raytheon | Northrop Grumman | Inside GNSS.

Dec 16/06: Co-competitors Lockheed Martin Space Systems Corp. and Boeing Co. each receive a $50 million cost-plus-fixed fee contract modification to accomplish a GPS III system design review (SDR) in March 2007. The USAF’s Global Positioning Systems Wing at Los Angeles Air Force Base, CA intends to reach its key decision point B single-selection in June 2007, when they will award the multi-billion dollar development contract for building GPS III.

In early 2005, the GPS III program was restructured from an FY12 first launch to no later than an FY13 first launch. It would eventually be moved again, to 2014. GPS World.

Jan 7/04: The Headquarters Space and Missile Systems Center at Los Angeles Air Force Base, CA awards a $20.8 million contract to Boeing in Seal Beach, CA, and $20.786 million to Lockheed Martin in King of Prussia, PA for GPS III Phase A acquisition. These 2 contractors have been selected to “competitively mature GPS III requirements for a successful system requirements review, in support of key decision Point B acquisition milestone.” In English, this means they’ll develop key technologies so the USA can make a strong case to begin the formal System Design & Development phase.

At this time, $10.3 million of the funds have been obligated; further funds will be obligated as individual delivery orders are issued. Solicitation began September 2003, negotiations were completed in December 2003, and work will be complete by December 2005 (FA8807-04-C-0001 [Lockheed]; FA8807-04-C-0002 [Boeing]).

Additional Readings

NAVSTAR GPS Joint Program Office (SMC/GP)

USAF – GPS Constellation Status

DID Spotlight – Boeing Wins R&D Contract for High Integrity GPS. Iridium as an overlay: a form of victory, from the jaws of defeat?

USAF Space Command, High Frontier Journal (May 2008, Vol 4, #3) – Space-Based Positioning, Navigation, and Timing special issue [PDF format]. Probably the best depth introduction for laypeople looking to understand GPS’ role, challenges, and future plans.

DID – The GPS Constellation: Now and Future

Crosslink Magazine (Summer 2002) – Modernization and the Move to GPS III Excellent summary of GPS III’s planned improvements as of that date.

The Aerospace Corp. FFRDC – GPS Primer – The Global Positioning System: An Amazing Tool

Astronautix.com – Navstar. Overview of the entire program, plus dates.

Lockheed Martin – Global Positioning System

Raytheon – Global Positioning System Control Segment (OCX)

Boeing – GPS IIF (Global Positioning System)

DID FOCUS – Galileo GPS Project Faces More Certain Future. Includes readings covering security-related issues, and China’s own GPS projects. China is also a member of the Galileo consortium.

US GAO (Sept 15/10, #GAO-10-636) – Global Positioning System: Challenges in Sustaining and Upgrading Capabilities Persist

Los Angeles Times (May 23/10) – GPS is getting an $8-billion upgrade

GPS World (June 1/09) – L5 Signal First Light: A Preliminary Analysis of SVN49’s Demonstration Signal. A signal demonstrator was launched as part of GPS IIR-20M.

US GAO (May 7/09, #GAO-09-670T) – Global Positioning System: Significant Challenges in Sustaining and Upgrading Widely Used Capabilities. Most important quote: “It is uncertain whether the Air Force will be able to acquire new satellites in time to maintain current GPS service without interruption.”

GPS World (May 1/09) – L5 Demo Payload: From Concept to Capability in Less Than 12 Months. The demo payload flew on GPS IIR-20M.

GPS World (Oct 1/08) – The GPS L2C Signal: A Preliminary Analysis of Data Quality

GPS World (June 1/08) – AEP Goes Operational: GPS Control Segment Upgrade Details

USAF, Los Angeles AFB (May 17/08) – SMC Announces Contract Award for Next Generation GPS Space Segment

USAF Los Angeles AFB (Sept 17/07) – Air Force Completes Transition of GPS Fleet to Upgraded Control System. They mean AEP, though AEP will continue to receive improvements until it’s replaced by OCX.

DID (May 30/06) – Lockheed & EADS to Ensure Navstar/ Galileo GPS Compatibility

RIA Novosti, via UPI (March 3-4/08) – Glonass Gloom: Part 1 | Part 2.

Milsat Magazine (October 2007) – GPS OCX: The View From Raytheon. An Interview with Robert N. Canty

The Space Review (June 19/06) – Will China Compel the Development of GPS 4? “This will mean that the current GPS 3 program will have to be curtailed or modified beyond recognition. The generation after next of GPS satellites will have to include much more robust methods for overcoming or avoiding enemy interference…. In the long term this could create some interesting opportunities for the Transformational Satellite (T-Sat) communications program to work with the designers of the future GPS system.”

2011-10-12T11:48:00.000-03:00

Prima uscita in mare per Nave Bergamini

10 ottobre 2011 12.15

Il giorno 06 ottobre nelle acque antistanti il golfo di La Spezia si è svolta la prima uscita in mare di Nave Carlo Bergamini.

Varata presso il cantiere di Riva Trigoso il 16 luglio scorso, già in avanzato stato di allestimento, ha completato successivamente nel cantiere del Muggiano le lavorazioni necessarie per prendere il mare.

Le prove effettuate in navigazione hanno avuto un esito soddisfacente grazie alla professionalità delle maestranze civili ed all’impegno dimostrato dall’equipaggio dell’unità, che ha partecipato fattivamente a tutti i collaudi effettuati.

Nell’occasione hanno preso parte all’uscita in mare anche il Capo Ufficio di Marinalles cedente Capitano di Vascello Leonardo Bianchi ed il suo sostituto il Capitano di vascello Paolo Pezzutti, che il giorno 07 ottobre 2011 si sono avvicendati al comando dell’Ufficio allestimenti.

Vai al Giornale di Bordo

O NOVO OPV FRANCES /CLASSE GOWIND / L'ADROIT

2011-10-10T15:23:00.000-03:00

REPORTAGEM COMPLETA

Reportage : En mer à bord du patrouilleur L'Adroit

L'OPV Hermès, qui deviendra L'Adroit d'ici la fin du mois
crédits : MICHEL FLOCH

10/10/2011

Nous vous emmenons aujourd'hui à la découverte du dernier-né de DCNS, prototype de la gamme de patrouilleurs et corvettes de la famille Gowind. Nous avons eu l'opportunité d'embarquer sur ce navire et d'effectuer une navigation à bord, au large des côtes bretonnes. L'occasion d'apprécier ses caractéristiques et les innovations qui caractérisent ce nouveau patrouilleur.

L'Adroit à Brest (© : MER ET MARINE - VINCENT GROIZELEAU)

L'Adroit à Brest (© : MER ET MARINE - VINCENT GROIZELEAU)

Dans la base navale de Brest, par ce petit matin précurseur d'une magnifique journée de septembre, on distingue au quai des flottilles une imposante silhouette. La tôle, flambante neuve, commence à se colorer des rayons du soleil levant, qui se mêlent à l'éclairage des lampadaires bordant le quai. En voyant l'OPV (Offshore Patrol Vessel), la première chose qui frappe est sa taille. Non sa longueur, qui n'est « que » de 87 mètres, soit environ celle d'un aviso du type A69, mais surtout sa hauteur et sa largeur. D'ailleurs, à Brest, L'Adroit s'est retrouvé durant le forum des garde-côtes de l'Atlantique nord à couple du Latouche Tréville. Et, vu de l'arrière, l'OPV ne dépareillait pas par rapport à la frégate anti-sous-marine, large également d'une quinzaine de mètres, mais beaucoup plus longue (139 mètres). Cette image permet également d'apprécier les mensurations des superstructures, avec une passerelle très haute pour un bâtiment de ce type.

L'Adroit à couple du Latouche-Tréville (© : DCNS)

Un bateau imposant

Cette configuration est voulue car, avec les nouveaux patrouilleurs, l'objectif n'est pas de se cacher au ras de l'eau mais bien de dominer la surface pour bénéficier d'une meilleure visibilité. La sortie de la base navale de Brest permet d'apprécier le nouveau genre de passerelle dont est doté L'Adroit. Véritable perchoir, la vaste timonerie, qui s'étale sur 120 m², offre une vue à 360 degrés. Et il est possible de se déplacer tout autour, grâce à une passerelle extérieure. « La vue est vraiment excellente et le champ de vision bien meilleur que sur les bateaux traditionnels, dont les passerelles ne sont pas aussi hautes au dessus de la mer », confie un marin.

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Ce dernier fait partie du futur équipage du bâtiment. Mais, pour l'instant, il n'est là qu'en qualité d'observateur. L'Adroit appartient en effet à DCNS, qui l'a réalisé sur fonds propres, dans le cadre du programme Hermès, afin de disposer d'un prototype pour sa nouvelle gamme Gowind. « Il est toujours difficile de vendre un bâtiment qui n'existe pas. C'est pourquoi nous avons décidé de financer la réalisation d'un premier OPV afin que nous puissions l'éprouver à la mer et le présenter à des clients potentiels. Hermès va être mis à disposition de la Marine nationale, qui l'utilisera durant trois ans pour ses propres missions », explique un cadre du groupe naval.

Une première pour DCNS

Décidée début 2010, la construction du bâtiment a été menée tambour battant. La phase de réalisation a été lancée le 7 mai de la même année, la mise à l'eau est intervenue le 18 mai 2011 et la première sortie à la mer s'est déroulée le 27 juillet dernier. Libre de toute contrainte, DCNS a pu mener le programme à sa guise et en a même profité pour en faire un laboratoire industriel. Ainsi, un chantier dédié à l'OPV a été installé dans un ancien atelier composite du site de Lorient, où une équipe de DCNS et des sous-traitants se sont exclusivement consacrés au navire. Une nouvelle organisation industrielle a été mise en place, avec de nouvelles méthodes, afin de réduire les coûts et les délais. L'ensemble a constitué une petite révolution culturelle chez DCNS et a réclamé de gros efforts de la part des équipes. Mais, au final, le challenge est relevé, moins de 15 mois s'étant écoulés entre la découpe de la première tôle et la première sortie en mer.

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Le défi de l'équipage réduit

Construit aux normes civiles, avec une certification délivrée par le Bureau Veritas, Hermès (même si on l'appelle déjà L'Adroit, le bâtiment est enregistré sous ce nom jusqu'à ce qu'il soit mis à disposition de la Marine nationale) bénéficie d'un très haut degré d'automatisation, qui a permis de réduire significativement l'équipage. Ainsi, il n'y aura que 32 marins (6 officiers, 3 officiers mariniers supérieurs, 17 officiers mariniers et 6 quartiers maîtres et matelots). « Ca va nous changer car, sur les avisos, qui sont de la même taille, l'équipage est de près de 90 personnes. L'équipage réduit est un vrai défi, c'est une expérience nouvelle pour la marine. Nous avons beaucoup plus de place mais nous allons devoir être plus polyvalents et effectuer plus de taches différentes. Il y a aura pour l'équipage un côté touche à tout et plus de responsabilités. Par exemple, sur L'Adroit, j'aurai non seulement ma spécialité, qui est détecteur, mais je serai aussi avec les artilleurs pour la mise en oeuvre des armes, ou encore avec les boscos pour le déploiement des embarcations », explique un second maître, membre du futur équipage. Pour faciliter le travail de cet équipage réduit, DCNS a conçu une plateforme très simple et bien pensée. Les différents locaux sont facilement accessibles et l'aménagement intérieur réduit les temps de parcours. Pour l'embarquement de vivres et de matériels, deux portes sur chaque bord, au niveau du pont principal, s'ouvriront sur le quai, avec un système de manutention de charges lourdes. Les marins vont, aussi, disposer du système de communication sans fil Sysmart, développé par DCNS pour faciliter les échanges à bord et améliorer la réactivité.

Sas pour l'embarquement de vivres et matériels (© : MER ET MARINE - VINCENT GROIZELEAU)

Coursive de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Poste équipage (© : MER ET MARINE - VINCENT GROIZELEAU)

Cuisines de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Marin utilisant le système Sysmart (© : MER ET MARINE - VINCENT GROIZELEAU)

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

La passerelle accueille le CO et le PC Avia

A bord, l'automatisation se traduit par de nombreux aspects. La propulsion est, par exemple, directement gérée depuis la passerelle. Sur l'avant de celle-ci, un ensemble de consoles et d'équipements regroupe toutes les fonctions liées à la conduite (navigation et propulsion). Le tout peut être géré par deux marins seulement. En retrait, on trouve également trois consoles multifonctions, qui font office de Central Opérations. Les consoles, reconfigurables à loisir, sont couplées au système de lutte Polaris, chargé de gérer l'ensemble des senseurs du bâtiment qui, grâce à la liaison de données L11, pourra être intégré à une force navale multinationale. « C'est l'une des grandes nouveautés de ce bateau. Il n'y a pas de local CO, dont les fonctions ont été intégrées à la passerelle. Cela permet de tout regrouper en passerelle, où le chef de quart est directement en lien avec la navigation et les fonctions tactiques », explique un ingénieur de DCNS. Pour les marins, cette disposition est une petite révolution. « Nous n'avons pas l'habitude d'une telle configuration. D'habitude, le CO est séparé. C'est un espace calme, avec très peu de lumière pour bien voir les consoles. Là, nous avons la lumière du jour et il va aussi falloir s'habituer à travailler avec les ordres donnés en passerelle. Il faudra aussi voir quelle sera l'ambiance lumineuse la nuit avec les consoles, les passerelles devant étant plongées dans la pénombre pour la visibilité », commente un marin. Et ce n'est pas tout puisque, en plus de la timonerie et de ce petit CO en « open space », se trouve sur l'arrière de la passerelle le PC Aviation, où seront gérées les manoeuvres aériennes, qu'il s'agisse d'hélicoptères ou de drones. Là encore, il s'agit d'un véritable perchoir, offrant une très belle vue sur la plateforme mais aussi sur le dispositif de mise à l'eau des embarcations situé à l'extrême arrière.

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Les consoles multifonctions du mini-CO (© : MER ET MARINE - VINCENT GROIZELEAU)

Les consoles multifonctions du mini-CO (© : MER ET MARINE - VINCENT GROIZELEAU)

Le PC Avia (© : MER ET MARINE - VINCENT GROIZELEAU)

L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Un banc d'essais pour la mâture unique

Au centre de la passerelle, entre le fauteuil du pacha et le mini-CO, débouche une petite échelle. Celle-ci donne accès au dôme surplombant le navire. L'Adroit est, en effet, le premier bâtiment français à disposer d'un mât unique. Conçu par DCNS, cette mâture comprend un radôme en composite, surmonté d'une structure en aluminium. D'un diamètre de 4.6 mètres, le radôme est fabriqué avec un mélange de verre et de résine au moyen d'une technique dite d' « infusion ». La résine est alors propagées sur des fibres de verre sèches dans un environnement sous vide, afin de garantir l'homogénéité du composite. D'un poids supérieur à une tonne, cette structure abrite deux radars Terma, le Scanter 4100 et le Scanter 6000, réunis en une seule antenne. Le premier est un radar 2D destiné à la veille surface et aérienne générale, le second étant plutôt conçu pour détecter de petits mobiles à courte distance. Il est, également, en mesure d'assurer le contrôle d'approche pour un hélicoptère. La partie supérieure du radôme accueillera quant à elle une antenne de communication pour la mise en oeuvre de drones. Le mât unique, qui peut si besoin accueillir des radars équivalents (type SMART-S ou Artisan) ou des senseurs plus puissants (comme des radars 3D MRR ou Sea Giraffe) supporte différents autres systèmes. On y trouve, ainsi, un radar de navigation, mais aussi le détecteur de communication (C/ESM) et le détecteur de radar (R/ESM) Vigile fourni spar Thales, ainsi qu'à sa base le système de veille et de conduite de tir EOMS NG de Sagem.

Mât unique (© : DCNS)

Mât unique (© : DCNS)

Vision à 360°, robustesse et facilité de maintenance

Son avantage est d'offrir une vision panoramique sans que le champ de détection des senseurs soit masqué par un autre mât, comme c'est traditionnellement le cas. Pour l'alimentation électrique et le recueil des informations fournies par les équipements situés dans les hauts de la structure, de petits chemins de câbles ont été intégrés au radôme, la proximité avec les antennes Scanter les rendant invisibles au radar. « C'est comme si l'on met un doigt devant le nez, on le voit pas ! », plaisantent Jacques Le Ven et Denis Quiltu, respectivement responsables de la mâture unique de l'Adroit et responsable du département lutte air surface et des projets de mâtures uniques chez DCNS. « Ce concept offre de nombreux avantages. Il permet d'obtenir une vision à 360 degrés, non seulement pour les systèmes, mais également pour l'équipage, ce qui est très intéressant dans le cadre de la lutte contre les menaces asymétriques. L'alignement vertical des senseurs permet d'éviter les interférences et l'antenne tournante, sous le radôme, est protégée des contraintes extérieures, ce qui se traduit notamment par un besoin de puissance moindre pour fonctionner. Les équipements sont, en outre accessibles depuis l'intérieur du navire, ce qui facilite la maintenance ».

Mât unique (© : DCNS)

Construit à Lorient, le mât unique a été livré en un seul bloc, directement monté sur la superstructure du navire. « Ce concept fait l'objet de dépôts de brevets. Pour réaliser ce mât unique, nous nous sommes appuyés sur nos 40 ans d'expérience dans les matériaux composites. Il en résulte une structure robuste, capable mécaniquement de supporter de grosses contraintes, y compris des chocs militaires. Et, grâce au radôme, nous améliorons la fiabilité et la durabilité des antennes », souligne Denis Quiltu. Et les premiers essais avec les radars, menés le 28 septembre, ont permis de valider que la propagation et la réception des signaux au travers du dôme composite étaient conformes aux attentes.

L'équipage de conduite avec le commandant Kerlau (© : MER ET MARINE - VINCENT GROIZELEAU)

Un équipage de conduite de V.Navy

Depuis la fin de mois de juillet, L'Adroit est donc en essais. Des tests qui ont, jusqu'ici, concerné la plateforme. Ce n'est pas un équipage du constructeur, ni même de la marine, qui a été chargé de mener cette phase à bien. DCNS a fait appel à la société française V.Navy, filiale du groupe V.Ships, pour fournir un équipage de conduite. Celui-ci est composé d'une douzaine de personnes. Des « Mar Mar » comme on dit, c'est-à-dire des officiers et marins de la Marine marchande. « Qu'il s'agisse de conduite nautique, de sécurité et d'énergie/propulsion, pour nous, cela reste un bateau classique, qui est d'ailleurs classé Marine marchande », note le commandant Jean-Charles Kerlau, de V.Navy, « pacha temporaire » de L'Adroit. « Notre but est de réaliser les essais et d'effectuer les réglages, de manière à confier à la marine, qui n'a pas pour cela à mobiliser du potentiel humain, un bâtiment complètement validé au niveau de la plateforme ». V.Navy conduit ainsi tous les essais nautiques, en apportant son expertise en matière de navigation, mais également en faisant l'interface entre DCNS et les Affaires maritimes, L'Adroit ayant le statut, jusqu'à ce qu'il soit pris en main par les militaires, de navire civil. C'est pourquoi il arbore un numéro IMO et que ses capacités d'accueil sont limitées à 59 personnes pour éviter de tomber dans la catégorie des navires à passagers (à partir de 60 personnes), où la règlementation civile serait trop contraignante. Après avoir vu ce que le patrouilleur « avait dans le ventre » et effectué avec les équipes de DCNS différents réglages, le commandant Kerlau et ses hommes vont progressivement transmettre le navire au futur équipage. De ces quelques mois passés sur L'Adroit, les marins civils se disent très satisfaits : « A bord, l'équipage de conduite vient de la croisière, des câbliers ou des navires marchands. Nous ne sommes pas habitués aux bateaux gris et c'est une expérience très enrichissante, notamment d'un point de vue humain. Car entre la Marine marchande et la Marine nationale, on ne se connait pas beaucoup. Et, souvent, il y a des à priori. Là, ces à priori ont été vite levés car les marins ont été associés dès le départ et nous avons en face de nous des gens bien ».

Passerelle de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Un bâtiment hauturier

Au fil des sorties, l'équipage de V.Navy a commencé à éprouver L'Adroit et roder la plateforme. Celle-ci se doit d'être confortable puisque les bâtiments de la gamme Gowind sont conçus comme des unités hauturières, à même de patrouiller en haute mer sur de longues durées. Bien que longue et paraissant effilée, la coque, surmontée de son imposante superstructure, n'en demeure pas moins stable. Sa largeur importante compense, en effet, sa longueur. Mais le bâtiment est, aussi, doté d'un système de stabilisation. Cette fois, DCNS n'a pas opté pour les traditionnels ailerons mais pour le système FLUME, de l'Américain Maritime Tanksystems International. D'abord conçu pour des navires civils, ce dispositif très simple consiste en des cuves longitudinales remplies d'eau. Grâce à des « chicanes », le mouvement de l'eau est ralenti, la force de cette carène liquide permettant de compenser les mouvements de plateforme. Ainsi, selon son constructeur, le système FLUME permettrait de réduire de moitié les effets de roulis. Pour l'heure, le dispositif n'a pas été pleinement testé, pas plus d'ailleurs que le bâtiment lui-même dans des conditions difficiles. « C'est vrai qu'on attend de voir comment il va se comporter dans le gros temps », reconnait un marin.

A bord de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Ce ne sera en tous cas pas pour cet après-midi de début d'automne. Lancé à 20 noeuds, le patrouilleur file devant la côte bretonne sous un soleil éclatant et une mer des plus clémentes. Les mouvements sont presque imperceptibles mais, ce qui surprend, c'est surtout la discrétion acoustique. Bien que, contrairement aux frégates et sous-marins, L'Adroit ne soit pas doté d'un complexe système de réduction des bruits rayonnés, il navigue à pleine vitesse dans un surprenant silence. Et ceci est d'autant plus vrai pour les allures réduites, où la propulsion est électrique. L'appareil propulsif comprend deux lignes d'arbres et deux moteurs ABC de 2800 kW chacun, permettant d'atteindre 21 noeuds et de parcourir 8000 nautiques à vitesse économique, soit environ trois semaines d'opérations (Cette durée est compatible avec les stocks en vivres embarqués, prévus pour nourrir 59 personnes durant trois semaines). A l'avant, un local est disponible pour installer, si besoin, un propulseur d'étrave.

Le compartiment machines de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Le compartiment machines de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Le compartiment machines de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Le compartiment machines de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Le PC machines de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Le générateur de secours (© : MER ET MARINE - VINCENT GROIZELEAU)

Câble de branchement électrique à terre (© : MER ET MARINE - VINCENT GROIZELEAU)

Poste de ravitaillement extérieur (© : MER ET MARINE - VINCENT GROIZELEAU)

Le local machine, flambant neuf, est particulièrement vaste. Là aussi, l'absence de promiscuité tranche avec les habituels « bateaux gris ». Cette place a notamment pour but de pouvoir installer des moteurs plus puissants. L'Adroit, dont le déplacement en charge sera inférieur à 1500 tonnes, correspond, en effet, à l'entrée de gamme de la famille Gowind, dont les modèles les plus évolués atteindront 2500 tonnes et pourront filer à près de 30 noeuds, ce qui implique une motorisation plus volumineuse. Un PC propulsion permet de suivre, à l'écart, les différentes données inhérentes au fonctionnement de la partie énergie/propulsion, dont seront responsables 7 marins seulement. La production d'électricité est fournie par deux diesels-alternateurs Volvo Penta de 470 kW chacun. Le bâtiment dispose en outre, au niveau du pont principal, d'un local abritant un DA de secours. Ce générateur Volvo Penta de 139 kW permet, en cas de black-out, d'alimenter les systèmes vitaux comme les pompes incendie, les pompes d'assèchement, l'éclairage du bord ou encore les appareils de communication internes et externes. Ce local contient aussi un câble de terre qui permet au bateau, lorsqu'il est à quai, de se raccorder au réseau électrique terrestre. On notera aussi, sur le passe extérieur situé à proximité, le poste de ravitaillement. « Tout à été regroupé. On a, au même endroit, les tuyaux pour se ravitailler en combustible, en huile neuve et en eau douce, ainsi que ceux pour évacuer les eaux noires et l'huile usagée. C'est bien plus pratique que sur les anciens navires, où ces bouches se trouvaient souvent à des endroits différents », souligne un officier-marinier.

Canon à eau (© : MER ET MARINE - VINCENT GROIZELEAU)

Menaces symétriques

En concevant la gamme Gowind, DCNS a, dès la phase d'études, pris en compte la nécessité de protéger le navire contre les menaces asymétriques, par exemple les attaques terroristes. C'est, ainsi, qu'est née la passerelle panoramique, qui permet aux marins de surveiller leur environnement à 360 degrés, que ce soit via les senseurs ou visuellement. L'industriel a, aussi, souhaité doter sa nouvelle famille de patrouilleurs et corvettes d'une panoplie de systèmes de défense comprenant des moyens non létaux. Alors que des systèmes à ultrasons pourront être mis en oeuvre depuis la « terrasse » entourant la passerelle, sous celle-ci, vers l'arrière, on trouve deux canons à eau. Délivrant un puissant jet, ces canons orientables sont dirigés par un boitier transportable. On peut donc, à l'abri de la passerelle, actionner ce moyen d'autodéfense, qui couvre chaque bord sur 180 degrés. Si les marins restent dubitatifs quant à leur effet sur une embarcation rapide et maniable lancée à pleine vitesse, les canons à eau peuvent, néanmoins, être efficaces pour repousser des manifestants sur un plan d'eau et à quai, ou empêcher un abordage. Les senseurs sont également configurés pour lutter contre les menaces asymétriques. C'est le cas des radars, mais aussi de l'EOMS NG, avec sa caméra TV/IR et son télémètre permettant de détecter, identifier et poursuivre une cible, y compris de petite taille, de jour comme de nuit. En cas de menace avérée, la riposte se fera au niveau des armes.

Canon à eau (© : MER ET MARINE - VINCENT GROIZELEAU)

Canon à eau (© : MER ET MARINE - VINCENT GROIZELEAU)

Canon à eau (© : MER ET MARINE - VINCENT GROIZELEAU)

Canon à eau (© : MER ET MARINE - VINCENT GROIZELEAU)

Canon à eau (© : MER ET MARINE - VINCENT GROIZELEAU)

Un armement évolutif

Pour l'heure, L'Adroit doit mettre en oeuvre une artillerie légère. Au « pire », le bâtiment disposera d'un canon manuel de 20mm sur l'avant et de deux mitrailleuses de 12.7mm au niveau de la passerelle, le tout pouvant être renforcé avec des mitrailleuses de 7.62mm (type ANF1), avec un excellent champ de battage grâce à la configuration panoramique. Mais les négociations se poursuivent pour doter ce bâtiment d'un armement plus moderne, en ligne avec le caractère innovant de L'Adroit. Ainsi, on espère toujours, chez les industriels et les militaires, que les discussions aboutiront quant à l'embarquement du nouveau canon télé-opéré Narwhal, un système automatique de 20mm produit par Nexter, offrant une grande puissance de feu, ainsi qu'une précision et une réactivité accrue par rapport aux armes manuelles. De même, il serait intéressant de doter L'Adroit de mitrailleuses multitubes, comme le Dillon américain (6 affûts couplés de 7.62mm), dont il est question d'équiper les frégates La Fayette.
Quoi qu'il en soit, la coque des Gowind est conçue pour accueillir, si le client le souhaite, un armement bien plus conséquent. La plage avant est, ainsi, à même de recevoir une tourelle de 76mm et des missiles antinavire Exocet, ainsi que des lance-leurres. Un système SYLENA de Lacroix sera d'ailleurs installé sur L'Adroit.

(© : DCNS)

Embarcations des commandos marine (© : MARINE NATIONALE)

Un bateau de forces spéciales

Dès l'origine, l'OPV a, par ailleurs, été imaginé comme une plateforme de mise en oeuvre de forces spéciales. En plus de son équipage de 32 hommes, le bâtiment dispose de logements pour 27 passagers. Cette capacité permet d'embarquer une unité de commandos, qui va trouver à bord tous les locaux nécessaires à ses besoins. En plus de couchages, le patrouilleur est, ainsi, spécialement aménagé dans sa partie arrière. Y sont logés une salle pour la préparation des missions, des locaux pour stocker le matériel, un vestiaire et des douches.
Les forces spéciales peuvent être mise en oeuvre de deux manières. Soit par voie aérienne, la vaste plateforme pouvant accueillir un hélicoptère de type NH90, soit par la mer. Pour les opérations maritimes, L'Adroit a été doté d'un nouveau système de mise à l'eau d'embarcations rapides par le tableau arrière, conçu et réalisé par Bopp, une filiale de Piriou. Grâce à ce dispositif, deux engins de type RIB, longs de plus de 9 mètres, sont installés sur des rampes et doivent pouvoir être déployés en moins de 5 minutes. En plus du semi-rigide logé sur la niche tribord et mis à l'eau au moyen d'un bossoir, ces embarcations rapides, comme les nouvelles ECUME des commandos marine, doivent servir aux raids nautiques à grande distance, aux assauts à la mer ou à l'interception de navires pour des contrôles et visites. Plus tard, il sera également possible d'utiliser le système de mise à l'eau pour des drones de surface de type USV (Unmanned Surface Vehicle), y compris dans le cadre de missions de lutte anti-mine.

Locaux réservés aux commandos (© : MER ET MARINE - VINCENT GROIZELEAU)

Semi-rigide dans la niche tribord (© : MER ET MARINE - VINCENT GROIZELEAU)

Rampes de mise à l'eau d'embarcation (© : MER ET MARINE - VINCENT GROIZELEAU)

Rampes de mise à l'eau d'embarcation (© : MER ET MARINE - VINCENT GROIZELEAU)

Rampes de mise à l'eau d'embarcation (© : MER ET MARINE - VINCENT GROIZELEAU)

Installations aéronautiques

L'Adroit se caractérise aussi par ses importantes installations aéronautiques. Surveillance, identification, poursuite, interventions, sauvetage... La mise en oeuvre de moyens aériens est devenue incontournable sur les bâtiments modernes, y compris les patrouilleurs. Et elle fait d'ailleurs cruellement défaut aux avisos et patrouilleurs qu'aligne actuellement la Marine nationale. Très vaste, la plateforme de l'OPV, qui peut recevoir un hélicoptère de 10 tonnes, est dotée d'une grille d'appontage. A l'instar des frégates, l'hélicoptère accrochera cette grille au moyen d'un harpon. Ce dispositif permet de sécuriser les manoeuvres aériennes, notamment en cas de gros temps, où il faut compter avec les mouvements du bâtiment. Plutôt qu'un hangar, on parle à bord de L'Adroit d'un « abri ». Ce local, fermé par une porte et s'étalant sur la quasi-totalité de la longueur de la superstructure, est conçu pour abriter un hélicoptère et au moins un drone de 1 tonne). Mais, contrairement aux hangars des frégates, cet espace n'est pas configuré pour assurer la maintenance des machines ou la mise en place d'armement sur celles-ci. Par ailleurs, si la plateforme peut recevoir un hélicoptère de 10 tonnes, comme le NH90, l'abri ne peut d'ailleurs contenir qu'un appareil de 5 tonnes, comme le Panther. Les premières manoeuvres aériennes devraient intervenir fin novembre/début décembre pour la partie hélicoptère.

Abri hélicoptère de L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Plateforme hélicoptère (© : MER ET MARINE - VINCENT GROIZELEAU)

Plateforme hélicoptère (© : MER ET MARINE - VINCENT GROIZELEAU)

Plateforme hélicoptère (© : MER ET MARINE - VINCENT GROIZELEAU)

Un Panther (© : MER ET MARINE - VINCENT GROIZELEAU)

NH90 (© : MARINE NATIONALE)

Le drone aérien au banc d'essais

En plus de son hélicoptère, L'Adroit embarquera donc un drone aérien, ce qui constitue une grande première pour la marine française. Dans le cadre des accords signés par DCNS avec des partenaires industriels pour la mise à disposition de matériels, le groupe autrichien Schiebel va déployer sur le patrouilleur français un drone Camcopter S-100. Doté d'une boule FLIR, avec caméras TV et infrarouge, cet UAV (Unmanned Aerial Vehicle) peut atteindre la vitesse de 100 noeuds et, sans réservoirs additionnels, affiche une autonomie de 6 heures avec une charge utile de 50 kilos (10 heures avec réservoirs supplémentaires). Comme l'hélicoptère, le Camcopter embarqué sur le patrouilleur devrait être doté d'un petit harpon pour les manoeuvres d'appontage. L'embarquement du drone a nécessité la mise en place d'une antenne de communication spécifique, un système d'appontage automatique et une intégration au système de lutte Polaris. « La mise en oeuvre de cet engin va nous permettre de travailler sur l'utilisation tactique d'un drone. C'est très important pour que nous ne restions pas à la traine, en matière de drones, par rapport à d'autres marines, y compris asiatiques », souligne un officier.

Un Camcopter S-100 (© : SCHIEBEL)

Un Camcopter S-100 (© : SCHIEBEL)

Dans un premier temps, l'UAV aura une capacité de surveillance, avec sa caméra TV/IR. Mais il pourra, par la suite, être doté d'un système d'identification automatique des navires (AIS) ou encore d'un radar, tout en pouvant servir de relais de communication (UHF). Très attendue dans la marine, l'utilisation de drones doit permettre d'augmenter significativement les capacités des navires, en servant de senseur déporté, avec un coût d'utilisation et d'exploitation bien moindre que celui d'un hélicoptère. Comme on dit vulgairement chez les militaires, le drone doit permettre de remplacer l'homme pour « les trucs chiants, dangereux ou dégueux ». En clair, les longues et lassantes missions de surveillance, les approches sensibles où l'hélicoptère s'expose à des tirs hostiles, ainsi que les interventions en milieux pollués (comme ce fut par exemple le cas au Japon en début d'années pour constater les dégâts sur les centrales nucléaires endommagées par le tsunami).
La mise en oeuvre du drone nécessitera une équipe de quatre personnes, un officier et trois officiers-mariniers de la Marine nationale ayant été formés par Schiebel en Autriche. Le premier appontage du Camcopter est prévu début novembre pour un déploiement opérationnel espéré dès le mois de janvier.

(© : MER ET MARINE - VINCENT GROIZELEAU)

Deux équipages pour un navire

A l'issue de sa première période d'essais, L'Adroit sera remis à la fin du mois à la Marine nationale. La prise de commandement est prévue à partir du 21 octobre. Le patrouilleur devrait ensuite quitter Lorient vers le 19 novembre pour gagner Toulon, son nouveau port base, une semaine plus tard. L'OPV va donc, progressivement, être pris en main par son équipage militaire ou, plutôt, le premier de ses deux équipages. Car, à l'image du bâtiment hydro-océanographique Beautemps-Beaupré, L'Adroit aura deux équipages, qui se relaieront tous les quatre mois. « C'est une première pour une unité de combat. Avant de prendre en main le bateau, le second équipage, qui assurera la relève en avril 2012, viendra avant à bord pour se former. L'avantage d'avoir deux équipages est que le bâtiment pourra naviguer plus de 250 jours par an. Pendant qu'un équipage sera en mer, l'autre travaillera sur le retour d'expérience, pourra bénéficier de formations et aussi prendre ses permissions », précise un marin.

L'Adroit (© : MER ET MARINE - VINCENT GROIZELEAU)

Trois types de missions

Le double équipage, et donc la grande disponibilité du navire, conçu d'ailleurs pour bénéficier d'une maintenance réduite et pouvoir assurer un maximum de jours à la mer, permettra de faire face à l'imposant planning d'activités prévu par la Marine nationale et DCNS. Prêté aux militaires, L'Adroit sera intégré à la Force d'Action Navale (FAN), comme toutes les unités de surface de la flotte française. Le nouveau patrouilleur remplira trois types de missions. La première, opérationnelle, sera menée au profit de l'action de l'Etat en mer (AEM). Surveillance maritime, police de pêches, lutte contre le narcotrafic et l'immigration clandestine... L'Adroit, qui compte à son bord un local dédié à la détention de personnes interpellées, devrait essentiellement naviguer en Méditerranée l'an prochain. Ensuite, il est possible que le bâtiment soit déployé au large des côtes africaines et, plutôt en 2013, il rejoindra l'océan Indien pour participer notamment à la lutte contre la piraterie. Ces missions permettront de valider, à la mer, le concept Gowind et, en fonction du retour d'expérience, d'y apporter les évolutions et améliorations nécessaires.

L'Adroit (© : MICHEL FLOCH)

Le seconde mission de l'OPV sera le soutien à l'exportation. DCNS fonde, en effet, de grands espoirs dans sa nouvelle gamme de patrouilleurs et corvettes sur le marché international. L'utilisation de L'Adroit par la Marine nationale permettra d'éprouver le bâtiment en opérations et, au fil de ses déploiements, de le présenter à différents pays. Ainsi, sur plusieurs dizaines de jours par an, DCNS financera des temps de mer ou des présentations à quai, avec des démonstrations au profit des clients potentiels. Dans cette fonction, le partenariat avec la marine française, chargée de faire du « marketing opérationnel », sera très important. « Les déploiements que nous allons effectuer nous permettront de prendre la pleine mesure des capacités offertes par ce nouveau patrouilleur. C'est de cette manière que nous serons pertinents pour donner des conseils à d'éventuels acheteurs et, ainsi, faire du soutien à l'export au profit de DCNS ».
Enfin, la troisième mission de L'Adroit est de servir de banc d'essais pour l'expérimentation de nouveaux matériels, comme les drones. Mais il devrait aussi servir à préciser l'expression de besoin devant aboutir au remplacement des avisos et patrouilleurs. Ce programme, actuellement connu sous le nom de BATSIMAR (bâtiments de surveillance et d'intervention maritimes), doit être lancé à partir de 2015. En tout, la l'Etat-major espère obtenir une douzaine de nouveaux bateaux, voire même 18 si, ce que les marins souhaitent, le remplacement des 6 frégates de surveillance du type Floréal est intégré à ce programme.

(© : MER ET MARINE - VINCENT GROIZELEAU)

Les marins attendent de voir mais se montrent enthousiastes

A bord de L'Adroit, le futur équipage suit en tous cas les premiers pas du navire avec beaucoup d'attention. « C'est un bâtiment très innovant. Il y a clairement des idées originales et cela devrait avoir des répercussions sur les modes de fonctionnement. C'est le cas pour la passerelle, qui rassemble tous les gens de quart, les fonctions de conduite et de combat. Cette configuration permet de centraliser les décisions mais il va falloir une discipline de communication beaucoup plus grande pour éviter le brouhaha », estime un officier. Comme ses collègues, ce dernier attend de voir, sur la durée, comment le navire va se comporter. « Nous n'avons pour le moment effectué que quelques jours de mer et nous ne sommes pas encore aux commandes. Il va donc nous falloir du temps pour avoir un avis pertinent sur le concept. Nous attendons notamment d'éprouver ce bateau dans le gros temps. Il faudra aussi voir comment se comporte par mer formée le système de mise à l'eau des embarcations par l'arrière, quelles sont ses limites et si, comme il est vendu, il peut permettre une mise en oeuvre jusqu'à une mer de force 5 ». La prudence est donc logiquement de mise, en attendant le retour d'expérience. Mais il ne faut pas creuser longtemps pour percevoir l'enthousiasme du futur équipage. « C'est un projet très motivant et c'est très intéressant de travailler avec les industriels. Avec L'Adroit, nous allons pouvoir faire des missions de frégate de surveillance avec un bâtiment bien moins onéreux et un équipage réduit. Bien sûr, on attend d'aller au bout des évaluations mais les premières impressions des gens sont excellentes. Le bateau présente un super potentiel et le concept parait vraiment très bon », affirme un autre officier. Et, du côté des officiers-mariniers, on se montre également très emballés. Après la visite du bâtiment, de la cambuse aux postes en passant par la machine, les soutes à munition, la passerelle, l'abri hélicoptère et les futures installations dédiées aux commandos, les marins ont le sourire aux lèvres. « Nous avons de la place et du matériel dernier cri. On va pouvoir bien travailler », note un OM. Et l'un de ses collègues d'ajouter, avec un signe de tête approbateur de ses collègues : « C'est un beau jouet, vivement qu'on se l'approprie ! ».

L'Adroit à Lorient (© : MER ET MARINE - VINCENT GROIZELEAU)

L'Adroit à Lorient (© : MER ET MARINE - VINCENT GROIZELEAU)

2011-08-30T19:49:00.001-03:00

Ministers reconsider mothballing carrier

112317-462_CARRIER_SR_28/6/11 The structure of HMS Queen Elizabeth in the shipbuilding hall a Portsmouth Dockyard. Picture:Steve Reid 112317-462

By Michael Powell
Published on Monday 22 August 2011 08:05

THE government aims to reverse its controversial decision to mothball the first of the Royal Navy’s new aircraft carriers, The News can reveal.

Last year’s Strategic Defence and Security Review decided HMS Queen Elizabeth – the first of two new 65,000-tonne supercarriers being built for the navy – would be put into storage in Portsmouth to save cash when she arrives in 2016.

But defence minister Gerald Howarth hinted at a U-turn in the next defence review in 2015 – one year before the ship comes into service with the navy.

He told The News: ‘The SDSR concluded we needed one carrier but clearly that has its own limitations in availability and clearly the 2015 defence review gives us an opportunity to look again in the prevailing economic conditions and see where we go from there.

‘Clearly, all of us would like two aircraft carriers because that gives us the continuous at-sea capability.

‘We’ve had to take some pretty tough decisions but we’re hoping to be in a position to recover that one in 2015.’

Mr Howarth, who is the Minister for International Security Strategy, was speaking at Govan shipyard in Glasgow which – like Portsmouth – is one of six sites across the UK building the new carriers.

Paying tribute to the British shipbuilding industry, he said: ‘This carrier is stunning engineering.

‘It’s about time the UK woke up to the fact that we do have immense engineering skills in Britain and that the companies with those skills are world class – indeed they operate across the globe – and Britain’s future prosperity will not be found simply on the back of financial services.’

But the project to build the aircraft carriers has been branded ‘a shambles’ by Portsmouth MP Mike Hancock.

As previously reported, HMS Queen Elizabeth will not be kitted out to fly the navy’s latest jets when it comes into service.

Those building the carrier say it was ‘too late’ to alter the design to accommodate the type of plane the government wants for the new warships.

This means the £2.6bn ship will be left as a four-acre helicopter landing vessel when it comes into service.

The government will then have to stump up an estimated £1bn tearing the ship apart to fit catapult and arrestor gear – known as ‘cats and traps’ – to enable F-35C jets to fly from her flight deck.

Mr Hancock, who sits on the House of Commons Defence Select Committee, said: ‘If the first one does not have cats and traps then why are we building it?

‘It’s a complete shambles. Why are we spending more than £2bn for a helicopter landing ship?’

Originally, both carriers were going to have F-35B jump jets which, like the old Harrier jets they are replacing, are designed to take off and land vertically.

But the government decided in the SSDR that Britain would instead buy cheaper F-35C jets, which require electro-magnetic cats and traps to be fitted for taking off and landing.

Last year’s decision was taken without knowing how much it would cost to change the design of the ships, which is now the subject of the 18-month cats and traps study that began in June.

While work on the second ship, HMS Prince of Wales, is at an early stage, construction of HMS Queen Elizabeth is past the point when cats and traps could be installed before her in-service date in 2016.

A recent report by the National Audit Office said fitting them to one of the carriers will increase the overall cost of the £5.2bn project by £1bn. Some analysts warn it will cost more.

A MoD spokesman confirmed: ‘Our current planning assumption is to convert HMS Prince of Wales in build but no firm decisions will be taken until late 2012.’

GOVERNMENT’S STRATEGY IS TO ‘MUDDLE ALONG’

DEFENCE experts have again criticised the plan to leave one of the Royal Navy’s new aircraft carriers unable to launch jets.

Rear Admiral Chris Parry, from Drayton, in Portsmouth who is a respected defence analyst, said: ‘There are a lot of random decisions going on.

‘It seems to me that the current government’s strategy is to just muddle along whether it is with Libya, the new carriers or anything else.

‘This is another example of a lack of coherence in long-term planning that was introduced by the Strategic Defence and Security Review.’

Admiral Sir Jonathon Band called the current situation ‘untidy at best’.

He added: ‘It is a consequence of the government’s decision to change the type of aircraft.’

However, the former First Sea Lord argued the government’s plan has a silver lining.

He said: ‘This will allow the Queen Elizabeth to be commissioned, do all the deck trials and platform trials and make sure the design is fine.

‘Then when HMS Prince of Wales is built we can go straight in with flying trials.’

O TR-1700

2011-08-12T13:49:00.001-03:00

de noreply@blogger.com (Carlos E. Di Santis Junior)

ORIGENS: Por Anderson Barros
No inicio da década de 1960, no auge da guerra fria, a maioria dos projetos de submarinos convencionais eram exclusivamente para as nações que os construiria como era o caso dos soviéticos com seu submarino classe Foxtrot, dos ingleses com sua classe Oberon e franceses com a classe Daphné. Aos poucos os submarinos foram sendo liberados para exportação, porem quando os países autorizaram suas exportações a maioria já se encontrava obsoletos e as marinhas de diversos países estavam à procura de novos e modernos submarinos de propulsão convencional. Para suprir essa demanda várias nações começaram a projetar submarinos convencionais visando não apenas o uso de suas marinhas, mas também os disponibilizando para o mercado de exportação. A Suécia lançou a classe Vastergotland, a União Soviética lançou a classe Kilo e a Holanda lançou a classe Zwaardvis na então, Alemanha Ocidental, o estaleiro HDW - Howaldtswerke Deutsche Werft lançou o projeto U-209 no qual foi um grande sucesso no mercado internacional, especialmente na America do Sul. O estaleiro Thyssen Nordseewerke o projeto TR-1700. O projeto da Thyssen Nordseewerke visava superar o U-209. A classe TR-1700 são os maiores submarinos construídos na Alemanha desde a Segunda Guerra Mundial e estão entre os mais rápidos submarinos diesel-elétricos do mundo.

Acima: O Santa Cruz, primeiro submarino desta classe, representa um formidável recurso da marinha argentina. Se a Argentina tivesse conseguido construir as 4 unidades desta classe prevista no começo do programa, ela estaria entre as mais poderosas forças de submarinos do continente.

A NECESSIDADE ARGENTINA

No final da década de 60 a Armada Argentina (Armada de La República Argentina ARA) adquiri da então Alemanha Ocidental duas unidades dos submarinos U-209. Após a compra dos submarinos da classe U-209 o governo argentino se aproximou da Alemanha Ocidental. Nesse mesmo período a Armada argentina iniciou o programa de reaparelhamento naval no qual foi aprovado em 1974. O programa naval argentino deveria permitir Armada Argentina possuir até ao final dos anos 80, uma esquadra com um porta-aviões, seis contratorpedeiros modernos, nove corvetas e seis submarinos. Todos estes navios teriam capacidade para lançar mísseis anti-navio. Em 1977 foi assinado um acordo com os estaleiros Blohm + Voss da Alemanha Ocidental para o fornecimento de navios da família MEKO (quatro unidades da família MEKO 360 e seis unidades da MEKO 140) e com a Thyssen Nordseewerke para o fornecimento de seis submarinos quatro da classe TR-1700 e dois Classe TR-1400 (a Argentina é o único operador da classe TR-1700). Os dois primeiros TR-1700 seriam construídos na Alemanha Ocidental pela Thyssen Nordseewerke e os outros quatro submarinos restantes seriam construídos na Argentina pelo Astillero Domecq Garcia em Buenos Aires. Os TR-1700 foram denominados na Argentina como classe Santa Cruz. Os submarinos construídos na Argentina deveriam ser dois submarinos TR 1700 e dois menores TR 1400. Em 1982, na seqüência da guerra das Malvinas, os dois TR-1400 foram cancelados e substituídos por novas unidades do TR-1700. O primeiro submarino construído na Alemanha foi o S41 Santa cruz teve sua construção iniciada em dezembro de 1980 e foi lançado ao mar em 1982 no mesmo período da Guerra das Malvinas no qual não pode participar do conflito sendo entregue aos argentinos somente em 1984. O segundo submarino o S42 San Juan teve sua construção iniciada em 1982 e foi lançado ao mar em 1983 e foi incorporado a Armada de La República Argentina (ARA) somente em 1985. Os submarinos construídos na Alemanha foram entregues dentro do cronograma estabelecido pela Armada de La República Argentina.
Porem os problemas econômicos enfrentados pela Argentina na década de 1980 levou, no entanto, a armada argentina a reduzir os o numero de submarinos de seis para quatro submarinos todos da classe TR-1700. A construção dos submarinos pelos Astilleros Domecq Garcia começou o primeiro a ser construído na Argentina foi o S43 Santa Fé seguido pelo S44 Santiago del Estero com o auxilio da Alemanha Ocidental que forneceu peças e supervisão para a construção. Porem a construção do S43 Santa Fé e S44 Santiago del Estero foi paralisada em 1994, quando o S43 Santa Fé estava com 70% de sua construção concluída e o S44 Santiago del Estero estava com 50% de sua construção concluída. Em 1996 a Armada de La República Argentina (ARA) acabou por cancelar definitivamente a construção desses submarinos.

Acima: A Argentina tem dois cascos de TR-1700 que acabaram não sendo terminados devido a forte crise econômica que assolou o país nos anos 80.
Para diminuir o prejuízo, o governo argentino, com a autorização da Alemanha, tentou vender os dois submarinos que estavam em construção para outros países, mas não obteve muito êxito. O único pais a se interessar foi Taiwan, mas devido ao problema financeiro argentino houve atrasos no cronograma de reinicio da construção o que fez Taiwan desistir da compra. Após o cancelamento definitivo da construção dos submarinos a Armada Argentina utilizou as peças recebidas para a fabricação destes submarinos para manutenção dos TR-1700 em operação.
Entre os anos de 1999 e 2001, o S41 Santa Cruz passou por um programa de modernização e manutenção no Arsenal de Marinha do Rio de Janeiro (AMRJ) e uma atualização semelhante está sendo realizada no S42 San Juan nos Astilleros Domecq Garcia, na Argentina. A atualização envolverá, entre outras coisas, a substituição dos motores principais do submarino e a atualização do sistema de sonar ativo e passivo. Recentemente a Armada Argentina, confirmou que existem estudos para reiniciar a construção do submarino classe TR-1700 S43 Santa Fe que esta com 70% do seu projeto concluído que se encontra armazenado no Astillero Domecq Garcia. A decisão de colocá-lo em atividade faz partes do plano de reestruturação da força de submarinos da Armada de La República Argentina no qual inclui a recuperação do S32 San Luis (classe U-209). Os planos incluem novos sistemas eletrônicos, armamentos e motores mais potentes no qual pode incluir sistema AIP.

Acima: Embora o Santa Cruz pareça ter suas dimensões equivalentes a do Tupi brasileiro, ele, na verdade, é maior, permitindo maior liberdade de modernizações ou atualizações de sistemas.

CASCO

O projeto da Thyssen Nordseewerke visava superar os submarinos da classe U-209 e para isso o casco foi cuidadosamente desenhado sendo totalmente liso possuindo controles de profundidade em cruz na popa. Algumas características do projeto TR-1700 são a elevada capacidade do seu casco em resistir a impactos e a capacidade de continuar operando mesmo que algum dos seus compartimentos tenha sido completamente inundado. O casco foi projetado para poder operar com pequenos submarinos de resgate (Deep Submergence Rescue Vehicles - DSRV). O projeto teve que sofrer modificações porque além de operar em ambientes típicos da America do Sul (ambientes úmidos e quentes) também operariam nas águas geladas do atlântico sul próximo as regiões da Antártida. O projeto foi desenvolvido para operar patrulhas normais de 30 dias podendo ser estendido para 70 dias em caso de combate.

ARMAMENTO

Os TR-1700 são armados com 6 tubos de torpedos de 533 mm e a sua capacidade de armazenagem é de 22 torpedos que podem ser americanos Mark 37, Ingleses Mk 24 Tigerfish, Alemão DM2A4 Seehecht ou o velho SST-4, também alemão. Este ultimo é o torpedo normalmente usado pela marinha da Argentina e ele apresenta um alcance máximo de 37 km quando lançado com uma velocidade de 23 nós (43 km/h), ou um alcance de 11 km quando configurado para sua velocidade máxima de 35 nós (65 km/h). O sistema de guiagem se dá por fio.
Os tubos são compatíveis com mísseis antinavio UGM-84 Sub-Harpoon embora os argentinos não disponham deste armamento, ou até 34 minas, para a missão de minagem. O TR-1700 possui uma ampla sala de torpedos que e caracterizada pela sua disposição dividida em dois decks (dois andares). O TR-1700 é equipado com um sistema de recarga automática para os torpedos capaz de rearmar os tubos em 50 segundos.

Acima: O torpedo SST-4 é o torpedo padrão da marinha argentina e seu desempenho pode ser considerado inferior ao dos torpedos atuais. O projeto deste torpedo data dos anos 70.

EQUIPAMENTOS ELETRÔNICOS

Os submarinos classe TR-1700 possuem sonar Thomson-CSF / Thales DUUX-5 para busca passiva/ telemetria montado no casco do navio e um sonar CSU 83/1 de busca ativa/passiva fornecido pela empresa Atlas Elektronik GmbH, montado em forma de um arco no casco do submarino; os TR-1700 também são equipados com Thomson-CSF / Thales Calypso-IV de busca de alvos de superfície e sistema de gerenciamento de combate.

PROPULSÃO

A propulsão do TR-1700 é composta por quatro motores/ geradores alemães MTU 16V a diesel que juntos somam 6,700 HP. Possui ainda dois motores elétricos Siemens HR4525 que produzem 6.6MW e quatro Alternadores elétricos que geram 4.4MW. Com essa propulsão e uma boa hidrodinâmica, o TR-1700 é capaz de atingir uma velocidade de 25 nós (46,5km) submerso e a 15 nós (27,7km) na superfície. Seu alcance é de 22.000 km a 8 nós e a profundidade máxima pode chegar a 370 metros, sendo que, operacionalmente, ele costuma chegar a 300 metros.

Acima: O submarino TR-1700 apresenta um desenho bastante convencional, tipico dos projetos da década de 70.

POSSIBILIDADE NUCLEAR
Como parte do programa nuclear da Argentina, a Armada de La República Argentina, iniciou em meados dos anos de 1965 estudos para a concepção de um submarino de propulsão nuclear, porem na época, os custos se mostraram proibitivos para a construção de um submarino nuclear o que forçou a armada a comprar submarinos de propulsão convencional (classe U-209) no final da década de 1960. Com a implantação do programa naval argentino a Armada de La República Argentina adquiriu da Alemanha os submarinos Classe TR-1700. Após analizar o Projeto do TR-1700, os engenheiros da à Armada de La República Argentina perceberam que devido aos seus volumosos motores convencionais os compartimentos dos motores ocupam grande parte do submarino. Diante desse fato o alto comando da Armada Argentina contratou a empresa argentina INVAP para desenvolver um reator nuclear que pudesse ser utilizado nos TR-1700. Em 1984 a INVAP apresentou o reator CAREM (Central Argentina de Elementos Modulares) que produz 33.525 HP. Os planos também visavam equipar os navios de superfície da classe Almirante Brown (MEKO 360). Porem, a crise econômica sofrida pela Argentina interrompeu o programa no inicio dos anos de 1990. Recentemente o governo argentino anunciou a reativação do programa de submarino de propulsão nuclear que de acordo com o governo argentino será lançado antes que o submarino brasileiro. O TR 1700 foi escolhido para servir de plataforma de testes do sistema de propulsão nuclear. Agora só o tempo e a política econômica Argentina dirá se a Armada de La República Argentina contara ou não com um submarino de Propulsão Nuclear.

Acima: O submarino Santa Cruz será base para o desenvolvimento de um submarino nuclear argentino. Suas dimensões facilitará a acomodação de um reator nuclear para sua propulsão.

FICHA TÉCNICA

Comprimento: 66 m
Deslocamento: 2 264 toneladas (submerso).
Largura: 7,3 m
Velocidade máxima: 25 nós (46,5 km/h submerso)
Profundidade: 370 m (máxima)
Armamento: 6 Tubos para torpedos de 533 mm torpedos americanos Mark 37, Ingleses Mk 24 Tigerfish, Alemão DM2A4 Seehecht., Mísseis UGM-84 Sub Harpoon ou até 34 minas navais.
Tripulação: 25
Propulsão: 4 motores a diesel MTU 16V a diesel que juntos somam 6,700 HP. 2 motores elétricos Siemens HR4525 que produzem 6.6MW.