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domingo, 8 de junho de 2008

Anti-Air Missile System successfully test fired for first time

Royal Navy’s Principal Anti-Air Missile System successfully test fired for first time

Written on June 8, 2008 – 8:51 pm | by FIDSNS |

The Royal Navy’s new advanced naval air defence system, PAAMS (Principal Anti-Air Missile System), was successfully test fired for the first time on 4th June from the trials barge Longbow at the French DGA’s CELM (Centre d’Essais de Lancement des Missiles ) test range near the Ile du Levant off the French coast.

The successful firing marks a key step in the demonstration of the maturity of the PAAMS(S) system in the lead up to the missile system entering service onboard the Royal Navy’s new Type 45 destroyers.
The trial comprised the firing of a single Aster 30 missile launched against a Mirach target simulating an aircraft, flying at 10km altitude. All aspects of the system behaved as expected with the Aster missile achieving a direct hit on the target at 35km range.

PAAMS is the self, local and fleet area defence system family that will equip the Royal Navy’s new Daring class of Type 45 destroyers as well as the Horizon and Orizzonte frigates of the French and Italian Navies respectively. The Royal Navy’s PAAMS (S) system differs from the PAAMS (E) selected by France and Italy with respect to the Multi Function Radar (MFR). Whereas France and Italy opted for the EMPAR MFR, the very specific requirements of the Royal Navy have resulted in the development of the SAMPSON MFR by BAE Systems INSYTE.

All the PAAMS (S) system elements have been set to work on the first of class Type 45, HMS Daring and system integration is now in progress. Deliveries of PAAMS equipment to the second Type 45, HMS Dauntless, are complete. The next PAAMS(S) firing trial is planned in the second half of the year with the final system firing trial to take place in 2009.

La Fragata F-105 y la serie «Hobart» toman forma

La Fragata F-105 y la serie «Hobart» toman forma

Con un desarrollo prácticamente solapado, la quinta fragata de la serie F-100 española, y los destructores de la serie «Hobart» para la Armada australiana avanzan en los tableros de diseño.

04/06/2008 · Revista Naval

La fragata F-105, que a estas alturas carece aún de denominación oficial, aunque presumiblemente pudiera corresponderle «Roger de Lauria», nombre inicialmente destinado a la F-102, comenzó su construcción física el 29 de junio de 2007, con el hito de corte de chapa en el astillero de Ferrol.

En octubre de 2007 se celebró la primera revisión de la Documentación Funcional de Diseño (PDR), que recoge fundamentalmente las modificaciones y mejoras frente a la primera serie de fragatas, paso previo a la definición de detalle del buque, cuya puesta de quilla está prevista para febrero de 2009, estando programada la entrega en julio de 2012.

La serie «Hobart»

Por su parte, el diseño para la Marina Real australiana sigue esencialmente las modificaciones operadas en la F-105 con respecto a sus hermanas, con las necesarias modificaciones de espacios y sistemas para dar acomodo a los requisitos operativos de los australianos, así como a los equipos y sistemas de origen propio.

Modelos tridimensionales

En espera de un análisis más detallado, en los gráficos adjuntos se pueden señalar ya algunas diferencias superficiales de los nuevos buques F-105/AWD frente a sus predecesores.

La variación más significativa del perfil del buque es el rediseño de la chimenea de proa, más alta que la inicial de las F-100, pero sin llegar a ser el guiahumos postizo que se adoptó finalmente en estos buques. También se rediseñan las salidas de humos de los motores diesel.

La otra modificación singular, esta vez en el perfil del AWD, es el nuevo diseño de la popa, para acomodar los equipos de sonar VDS/TAS.

Llamativa presencia de equipos CIWS, en concreto dos cañones de pequeño calibre flanqueando el combés de la F-105. En el modelo australiano, además de tres cañones Typhoon de origen israelí, aparece también un montaje Vulcan Phalanx a crujía, sobre el hangar de helicópteros, que tendrá espacio para dos aeronaves.

En el modelo tridimensional del buque australiano capitaliza la atención la presencia del radar rotatorio HSR (Horizon Search Radar) en el mástil para apoyar al AN/Spy-1D(V). En el modelo español esta función estará encomendada a dos radares Aries de Indra, también discernibles en el gráfico de la F-105.

Consulte las imágenes tridimensionales y el gráfico interactivo del Air Warfare Destroyer:

Des bâtiments de la Royal Navy envoyés en mer sans missile à bord

Des bâtiments de la Royal Navy envoyés en mer sans missile à bord


Par Rédacteur en chef
Publié le 8 juin 2008, dernière mise à jour le 8 juin 2008.

Pour économiser de l’argent, 2 destroyers de la Royal Navy ont été envoyés en mer sans leur principal moyen de défense anti-aérienne.

Le HMS Exeter a été privé de ses missiles pour économiser de l’argent
Le HMS Exeter a été privé de ses missiles pour économiser de l’argent

The News peut révéler que 2 destroyers Type 42 de la Royal Navy, le HMS Exeter et le HMS Southampton, naviguent depuis Noël dernier sans leur système de missiles anti-aérien Sea Dart. Et pour aller plus loin, au moins une demi-douzaine d’opérateurs ont été transférés sur d’autres navires.

Les missiles, utilisé pour protéger les destroyers et les porte-avions contre les attaques aériennes, ont été débarqués alors même que le HMS Exeter a navigué 2 fois en Méditerranée et participé à un exercice de l’OTAN depuis le débarquement.

Cela a provoqué de la colère parmi des spécialistes de la défense qui prétendent que la marine souffre de réductions budgétaires à court-terme.

Le contre-amiral David Bawtree, l’ancien commandant de la base navale de Portsmouth, a déclaré : “Cette information me surprend, mais elle semble un signe des temps qu’il y a un manque de volonté de dépenser de l’argent.

“Il est surprenant que les destroyers naviguent sans leur principal moyen de défense, et j’ajouterai qu’ils toujours moins de défense par canon.

“Mais il vous suffit de lire les commentaires dans les médias à propos des paies dans l’armée pour voir qu’il y du mécontentement, et les dépenses sont très, très inférieures que dans mon temps.”

Le Sea Dart — utilisé pour la première fois avec succès pendant la Guerre des Malouines en 1982 — sera désarmé au fur et à mesure de l’entrée en service des nouveaux destroyers Type 45 Daring, mais le Southampton et l’Exeter sont encore supposés rester en service jusqu’en 2009.

Même le site de la marine pour le HMS Southampton explique que le Sea Dart est son principal armement.

L’ancien officier de marine et rédacteur de Warship World, Mike Critchley, a déclaré : “Vous ne pouvez pas prétendre que des navires accomplissent des missions avant que les Type 45 arrivent alors qu’en fait ils sont privés de capacités vitales.

“En temps que contribuables, il n’est pas rassurant de voir un destroyer couteux comme l’Exeter participer à ce qui n’est rien d’autre qu’une visite de relations publiques.”

Le député Mike Hancock, membre de la commission de la défense, a déclaré : “Je suis très surpris d’apprendre que nous avons des bâtiments de guerre qui sortent des eaux britanniques sans leur principal moyen de défense anti-aérienne.

“Des questions doivent être posées à la marine pour savoir comment elle a laissé cela se produire parce que vous ne pouvez pas avoir des navires envoyés en mission sans un matériel important.”

Un porte-parole de la Royal Navy a déclaré : “Je peux confirmer que le système Sea Dart a été débarqué sur les 2 navires l’an dernier, dans le cadre d’une décision de planification financière à court-terme destinée à économiser de l’argent.

“Le débarquement a été effectué sur l’Exeter pendant l’été, puis ensuite sur le Southampton après sa mission en Atlantique Sud à la fin de l’année.

“Les navires ont un personnel spécialisé dans la mise en œuvre des Sea Dart et ils ont été transférés sur d’autres navires, et les missiles ont été transférés dans des dépôts de munition.

“Cependant, le matériel de lancement a été laissé à bord et cela signifie que les Sea Dart peuvent être réinstallés si les priorités opérationnelles changent.

“En ce qui concerne le HMS Exeter et sa mission en Méditerranée, une évaluation des risques aurait été menée et le niveau de danger n’a pas été considéré comme excessif.”

Missile Sea Dart
Missile Sea Dart

Le Sea Dart est un missile anti-aérien construit par British Aerospace (BAE) et qui est utilisé depuis 1977.

Il est lancé depuis le pont du bâtiment depuis un conteneur de 2 missiles et cible des avions et d’autres missiles.

Une équipe spécialement formée met le système en œuvre qui peut protéger une flotte contre des menaces jusqu’à 40 nautiques.

Au départ, il a été installé sur les Type 42 et sur les porte-avions classe Invincible, mais a été débarqué des porte-avions lors de modernisations entre 1998 et 2000 pour permettre d’accueillir sur le pont d’envol le Harrier GR9 de la RAF.

Depuis les destroyers, qui sont supposés soutenir et protéger les porte-avions, ont conservé le système.

Le Sea Dart a été utilisé pendant la Guerre des Malouines et a obtenu 7 victoires, dont un hélicoptère britannique Gazelle touché par un tir ami.

Le système a continué d’être utilisé pendant la guerre du Golfe en 1991, et a été crédité de la première attaque réussi d’un missile par un missile lorsqu’il a abattu un missile irakien. Les Type 42 ont un éventail d’autres armes. Le bâtiment est équipé d’un canon de 114 mm qui peut être utilisé en tout temps, et, avec un hélicoptère embarqué Lynx, le bâtiment a obtenu plus de puissance offensive. Les nouveaux Type 45 de la Royal Navy ne seront pas équipés du Sea Dart mais seront équipés d’un système de missiles plus moderne.

sexta-feira, 6 de junho de 2008

Marinha do Brasil Adquire Novas Aeronaves

SeaHawk

Marinha do Brasil Adquire Novas Aeronaves

A Alta Administração Naval vem se empenhando na busca por soluções para o reaparelhamento da Marinha do Brasil, de modo a recuperar e modernizar os diversos meios que compõem a base material do Poder Naval.

Com relação aos meios aéreos, especificamente as aeronaves SH-3A/B "SEAKING", os estudos e análises desenvolvidas pelos setores responsáveis indicaram a necessidade de sua substituição, devido ao seu longo tempo de emprego. A aeronave selecionada para tal, foi um Helicóptero de Multi-Emprego, com capacidade de realizar missões anti-submarino(ASW) e contra navios de superfície(ASuW).

Para concretizar tal substituição, foi assinada, no dia 28 de maio, junto ao governo dos Estados Unidos da América, a Carta de Oferta e Aceitação que permitirá o início do processo de aquisição de quatro aeronaves S-70B "Seahawk"(com possibilidade de mais duas), desenvolvidas especificamente para emprego naval e para missões ASW e ASuW.

Essas aeronaves comporão o inventário do 1º Esquadrão de Helicópteros Anti-Submarino (HS-1), mantendo, dessa forma, a sua capacitação em cumprir as tarefas que lhe são atribuídas.

SH-70SH-70

quarta-feira, 4 de junho de 2008

Coastal Nations Grab for Ocean Floor Riches

Coastal Nations Grab for Ocean Floor Riches

By SPIEGEL Staff

Vast quantities of resources may be hiding beneath the ocean floor. But who owns it? Countries on the coasts are laying claim to ever larger chunks of seawater. But many of the claims are disputed.

It is a dim January day in 2010. Patrol boats with ice-resistant hulls and flying Canada's maple leaf from their sterns are advancing into the desolate worlds of rock and ice north of Hudson Bay. They are there to drop off a group of elite troops known as Ice Rangers, soldiers trained for combat above the Arctic Circle. The CBC television network is reporting live from the largest military exercise in Canadian history. Soon thereafter, 15 million people watch the report entitled "Is this the Beginning of the Next Cold War?" on YouTube.

PHOTO GALLERY: THE WORLD'S LAST GOLD MINES

· http://www.spiegel.de/img/0,1020,1199010,00.jpg

· http://www.spiegel.de/img/0,1020,960301,00.jpg

· http://www.spiegel.de/img/0,1020,1199002,00.jpg

Click on a picture to launch the image gallery (5 Photos)


The other nations bordering the Arctic follow suit. The Danish navy deploys vessels off the coast of Greenland, Russian frigates plow through drifting ice along the melting fringes of the polar ice cap, and the United States builds a gigantic naval base at Prudhoe Bay, Alaska. Washington is officially calling it a new bridgehead in the war on terror. But the Americans' real objective is to aggressively assert their claims to undersea minerals, including natural gas and oil. The parties are fighting over polar claims before the International Maritime Court in Hamburg, each presenting its own expert reports on the situation. The oil companies are collecting their facts and have begun test-drilling -- with military protection. Instead of securing binding legal title, the nations involved are continually beefing up their troop contingents to protect drilling platforms.

This scenario, according to the Global Business Network (GBN), a respected San Francisco-based consulting firm, could describe the struggle over the mineral-rich ocean floor in the near future. And although it is just that -- a scenario -- it does seem depressingly realistic.

The Last Global Act of Colonization

For many years now, nations have been developing strategies to gain access to the immense resources beneath the ocean floor, hoping to devise the best tactic to assert and expand claims to ownership as well as to prevent other nations from forcibly asserting their own claims.

Last week, ministers from Russia, Canada, Norway, Denmark and the United States met in Greenland to explore ways to prevent a "wild race for the North Pole," as the meeting's Danish host, Per Stig Møller, called it. "If one considers the minerals hidden in the Arctic depths," Møller said, "and the current oil price, we'll see that a great deal of money is at stake."

It is still a rivalry that has not made many headlines, and the vessels involved today are still little more than a handful of research ships measuring how far the continental shelf -- that is, the shallower ocean floor bordering coastlines -- extends out into the ocean. The continental shelf extends for an average distance of 74 kilometers (46 miles) from coastlines worldwide. But in some cases it juts out significantly further. The Siberian Shelf, for example, extends 1,500 kilometers (932 miles) offshore. The edge of a continental shelf is always followed by the continental slope.

Depth readings and rock samples corresponding to rock found on the mainland are needed to demonstrate the breadth of a continental shelf. Any nation claiming an especially large shelf zone must submit the necessary evidence to the United Nations. This is the only way a nation can establish a claim to expand its territorial waters.

Contested areas in the globe's "final fronties."

Zoom

DER SPIEGEL

Contested areas in the globe's "final fronties."

The UN agency that deals with such claims is the Commission on the Limits of the Continental Shelf (CLCS) based in New York. Although it maintains a staff of experts from a wide range of scientific disciplines, such as hydrologists, geologists and geographers, the CLCS has no legal staff. This presents a problem, especially when one considers that the last global act of colonization is at issue. One hundred and twenty-three years after the Berlin Conference, at which Africa was carved up, the community of nations is gearing up to parcel off what remains -- and all its treasures.

Who Owns the Ocean?

All of this revolves around a central, overriding question: Who will own the oceans in the future, or at least their wide peripheries? The answer depends in large part on the extent of the continent shelf that maritime states can claim, that is, on how far their portion of the continental shelf extends underwater. And, once again, the industrialized nations -- which have set the tone since the Berlin Conference in 1885 -- are holding the best cards. They are in the best position to pay the cost of research needed to successfully back their claims.

As a rule, all maritime states are entitled to claim an exclusive economic zone of 200 nautical miles (370.4 kilometers). Within this zone, the countries enjoy sovereign rights, meaning that they own everything that crawls, swims or is deposited there. If a nation can prove that its continental shelf protrudes farther out to sea, the CLCS can grant it an exploitation zone of 350 nautical miles (648 kilometers) or even more, in special cases.

This opportunity has prompted some governments to go to great lengths to expand their zones. A parliamentary vice president, for example, who is willing to be submerged in polar waters on behalf of his country is a novelty in world politics. On Aug. 2, 2007, the Russian politician Artur Chilingarov, 66, boarded the "Mir-1" diving capsule from on board the Akademik Fyodorov research ship and descended to the floor of the Arctic Ocean to a depth of 4,261 meters (13,980 feet). Light from the craft's floodlights skipped across yellowish sludge. There wasn't a living creature in sight.

The capsule began to creak under the pressure of vast amounts of water, "as if the sea wanted to crush us," a member of the expedition team later said. But the crew courageously completed its mission. A robotic arm deposited a small, acrylic Russian flag attached to a stand made of rust-proof titanium onto the floor of the Arctic Ocean.

Maritime zones according to the United Nations Convention on the Law of the Sea.

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DER SPIEGEL

Maritime zones according to the United Nations Convention on the Law of the Sea.

'Always Russian'?

When the explorers returned home, Russia's then President Vladimir Putin met with them at Novo-Ogaryovo, his residence outside Moscow, where he announced that such expeditions are "important, not just for the sake of science, but also in geopolitical terms, as seen from the perspective of Russia's interests in this part of the world."

"The Arctic has always been Russian and remains Russian today," the white-bearded patriot Chilingarov added. "If we do not stake out our claim to the northern ocean floors, others will." Chilingarov, an oceanographer and a member of Putin's party, was promptly awarded the title "Hero of the Russian Federation" and named a member of the Russian Academy of Natural Sciences.

His country is claiming a total of 1.2 million square kilometers (463,200 square miles) of ocean floor, which is believed to hold billions of tons of oil and natural gas. Moscow bases its claim on Article 76 of the UN Convention on the Law of the Sea, which defines the term "continental shelf," and it is hoping -- optimistically -- to be awarded a 350-nautical-mile zone.

But Moscow's chances are not good. Its first application in 2002 was rejected on the grounds that the Russians had not provided data sufficient to support their claim. But the country has not backed down. "Our presence in the Arctic should be obvious to everyone," said Rear Admiral Andrei Tkatchov. Soon strategic bombers were flying missions over the Arctic Ocean, like thundering harbingers of the conflict outlined in the GBN's scenario. And soon the newspaper Rossiiskaya Gazeta was invoking images of a "battle for the Arctic."

'A Race to the Final Frontiers'

Any member of the UN convention that wishes to revise it territorial zone must submit the relevant petition within 10 years of ratifying the treaty. For 122 countries, this deadline is May 13, 2009.

A government can also submit its requests in advance of the deadline, or it can submit interim requests. The New York commission accepts and processes such petitions twice a year. But the great debate over who owns the oceans has only just begun, and it has begun less than a year away from the date when dozens of petitions will arrive at the CLCS's office.

Australia provided the initial impetus. The government in Canberra signed the UN treaty in 1982, while at the same time ratifying its own maritime agenda. Like his predecessor, the country's current energy minister, Martin Ferguson, is convinced that the murky depths of the oceans are "a goldmine of unimagined proportions."

This has encouraged other countries -- and especially France -- to launch a surveying offensive. Walter Roest, director of the Paris-based Research Institute for Exploitation of the Sea (IFREMER), calls it a "race to the final frontiers." But the UN does not provide arbitration for disputes, and instead such matters are left to lawyers and diplomats. Their experts, however, confirm -- partly through the analysis of rock samples -- whether an underwater plateau does in fact extend as far as a country would like. If the decision is in the affirmative, any other country can file an objection within three months, in which case the dossier is returned and all claims remain frozen.

Russia, Denmark, Norway, Canada and the United States have now chosen the obvious route by meeting at the Greenland conference to work toward a mutually acceptable solution to the Arctic question. But the fact that things are progressing peacefully now is no guarantee for the future, when the exploitation of natural resources from shelf zones becomes a profitable, everyday business. The potential for greed -- and, therefore, conflict -- is enormous.


The coastal zones, as they are currently defined, cover an estimated area of 60 million square kilometers (23 million square miles) worldwide. This could be increased by 15 million square kilometers (5.8 million square miles), the equivalent of three-quarters of the area of North America. France alone, thanks to its overseas possessions, could grow from about 11 million to 12 million square kilometers (4.2 million to 4.6 million square miles).

The French have already conducted 14 surveying trips on board IFREMER frigates, the Institute for Polar Research's research ship Marion Dufresne, and navy frigates. Geologist Roland Vially, a team of 15 scientists and two dozen sailors spent more than four weeks on board the Marion Dufresne, examining the ocean floor at depths between 200 and 5,000 meters (656 and 16,404 feet).

A wide-angle sonar system supplied the data the team used to develop a 3-D map of the ocean's floor. The sonic depth finder enabled the scientists to examine the structure of volcanic rock at the point of transition between the Kerguelen Plateau and the deep sea. The documents will soon be submitted to the CLCS.

Roland Vially is satisfied with his mission. "We wanted to stake out our underwater claims, in this case, against the Australians," Vially says. "There were no difficulties." In places where there was overlap -- for example, in the Kerguelen Islands and off the coast of New Caledonia -- the French came to an agreement with Canberra or were at least willing to exchange research results with their Australian counterparts.

Players Large and Small

The only real spat so far has been between Australia and tiny East Timor. Oil is already being produced between the two countries, and they have managed to establish a line of compromise. But poor states like East Timor have neither the power to successfully weather conflicts nor the ability to back up their claims with scientific data.

And what about the United States, the world's only remaining superpower? It hasn't yet ratified the Convention on the Law of the Sea. For a change, this is the work of neither the Bush administration nor American industry, but of ultra-conservative senators who see any new UN treaty as subjugation and have blocked the necessary two-thirds' majority in the US Senate.

Instead, the United States makes do by conducting its own surveys. This year, it will spend $5.6 million (€3.6 million) to prove that its continental shelf extends further than 200 nautical miles and that the continental shelf in northern Alaska is 200 kilometers (124 miles) wider than was previously assumed.

Neighboring Canada has already taken the kind of action portrayed in the GBN's scenario. After the Russians sent long-range bombers over the Arctic for the first time since the end of the Cold War, Ottawa mobilized two warships, a submarine and 600 soldiers and police officers to participate in Operation Nanook. Prime Minister Stephen Harper also announced that his country would build up to eight armed icebreaker ships to conduct polar patrols at an estimated cost of $3.1 billion (€2 billion). Canada is also building a cold weather military training center in Resolute Bay.

Harper's goal, quite simply, is to lay claim to large sections of the Arctic. "In our view," he said, "the first principle of Arctic sovereignty is: Use it or lose it." This attitude has led Canada to engage in a dispute with Denmark over Hans, an island that may be connected to the North Pole by an underwater ridge. Canada is also at odds with Russia over several maritime zones, and it is even arguing with the United States over the Northwest Passage, which might soon be navigable as Arctic ice melts.

Trouble Brewing in the East?

Despite the fact that the ministers who met last week in Greenland ultimately agreed to settle future disputes over the North Pole peacefully and under UN auspices, experts like Scott Borgerson, a member of the US Council on Foreign Relations and a former officer in the US Coast Guard, predict that the region "could erupt in an armed mad dash for its resources." The situation could become especially volatile in the Pacific, pitting China, Japan, the Philippines and Vietnam against one another.

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Why, for example, is Japan going so far out of its way to protect the fragile coral reef of Okinotori, Japan's southernmost island? The answer isn't difficult to find. The tiny bit of land between Taiwan and Guam consists of two tiny elevations that could soon disappear as a result of climate change -- and Tokyo is claiming a nautical zone of 400,000 square kilometers (154,000 square miles) around this islet -- an area larger than Japan itself.

Beijing has protested that Okinotori should not even be classified as an island under international law. But, Japan has continued nurturing the reef to stop erosion of the strategically important specks of land.

As bizarre as the details of this Chinese-Japanese spat may seem, the real issues are natural resources -- especially natural gas -- as well as military control over the waters surrounding Taiwan. Moreover, in the South China Sea, a dispute that has been going on for decades has resurfaced. Beijing has been involved in a long-standing dispute with Taiwan, Vietnam, the Philippines and Malaysia over the Spratly and Paracel islands, which lie in another area believed to hold reserves of oil and gas.

Chinese patriots agitating on the Internet claim that dominance of the seas is critical to the development of a nation in the 21st century. According to them, "there will be definitely be a war involving China, Japan, Vietnam and others."

By Rüdiger Falksohn, Uwe Klussmann, Cordula Meyer, Jan Puhl, Stefan Simons and Wieland Wagner

Translated from the German by Christopher Sultan

Le porte-avions Charles de Gaulle retrouve ses hélices

Le porte-avions Charles de Gaulle retrouve ses hélices

L'hélice tribord du Charles de Gaulle
crédits : MARINE NATIONALE - BERNARD PLOUVIEZ


04/06/2008

Moment très symbolique du premier grand carénage du Charles de Gaulle, le porte-avions retrouve enfin des hélices répondant au dessin d'origine. Après la pose de la première pièce, la semaine dernière, le montage de la seconde s'achève dans le bassin toulonnais où le navire est en cale sèche. D'un poids d'une vingtaine de tonnes, ces hélices à quatre pales ont été réalisées par une filiale américaine de Rolls-Royce Naval Marine (Bird Johnson). Elles sont identiques aux hélices montées sur le navire pendant sa construction à Brest. Ces superbes pièces de 6 mètres de diamètres avaient vu leur design optimisé pour permettre au porte-avions de filer 27 noeuds malgré un alourdissement de plusieurs milliers de tonnes. Très complexes à usiner, les premiers modèles avaient souffert de défauts de fabrication, entrainant la rupture d'une pale durant la traversée de longue durée du CDG, en novembre 2000. Pour remplacer les équipements d'origine et les rechanges, deux nouveaux jeux avaient alors été commandés. Le premier à Rolls-Royce et le second au fabriquant initial, les Fonderies de l'Atlantique. Cette société nantaise s'appelle aujourd'hui Fonderie Atlantique Industrie et a été reprise par les Bronzes de l'Industrie. A ce jour, les deux hélices confiées à cette entreprise n'ont pas encore été « recettées » par la marine. Celles fabriquées aux Etats-Unis étaient, quant à elles, conservées au sein de la base navale de Toulon depuis 2004.
Quant au Charles de Gaulle, il naviguait depuis sept ans avec deux hélices prélevées sur les stocks de rechanges des ex-porte-avions Foch et Clemenceau. Sa vitesse était depuis réduite à 25 noeuds.


L'hélice tribord du Charles de Gaulle (© : MARINE NATIONALE - BERNARD PLOUVIEZ)


L'hélice tribord du Charles de Gaulle (© : MARINE NATIONALE - JEREMY LEMPIN)


L'hélice tribord du Charles de Gaulle (© : MARINE NATIONALE - JEREMY LEMPIN)


L'hélice tribord du Charles de Gaulle (© : MARINE NATIONALE - JEREMY LEMPIN)


L'hélice tribord du Charles de Gaulle (© : MARINE NATIONALE - JEREMY LEMPIN

terça-feira, 3 de junho de 2008

Admirals Abandoning Navy's Super-Destroyer?

Admirals Abandoning Navy's Super-Destroyer?

By Noah Shachtman EmailJune 02, 2008 | 3:13:00 PM

Ship_ddg1000_2_ships_firing_concept The DDG-1000 is the Navy's biggest, baddest, most expensive, most technologically-advanced destroyer, ever. But the service's chiefs don't seem particularly eager to defend it against Congressional critics. The admirals may not even want the so-called "Zumwalt" ship, Christopher Cavas writes in today's Defense News.

The Navy has never articulated a simple and forceful argument explaining the need for the Zumwalt-class ships, under development for more than a decade. Many officers remain confused about the destroyer's abilities and intended use.

"I certainly haven't seen a vigorous defense mounted," said one veteran retired officer. "The position papers are out there to support the ship, but nobody's standing up for it."

Former Chief of Naval Operations Adm. Vern Clark "generally described DDG-1000 as a technology driver for the fleet," Defense News adds. Both of his successors, Adm. Mike Mullen and Roughead, who like Clark were surface officers, similarly offered only lukewarm support."

"Roughead is killing the ship by not advocating its specific capabilities," the veteran officer declared.

The DDG 1000 program manager, a captain, is trying to stir up support with a little-used, capabilities-based presentation dating from mid-2005. But he's getting little active support from the admirals - a fact noted on the Hill.

"That effort should be coming from the requirements flag officers," said one senior congressional staffer...

The Navy's insistence on calling these huge, expensive vessels "destroyers" also rankles critics, including likely Republican presidential candidate Sen. John McCain, R-Ariz. The former naval aviator has noted that the Zumwalts, intended to fight in coastal waters and pound ground targets with 155mm guns, have very different roles than existing destroyers - and certainly have un-destroyer-like price tags.

"I've never heard of a $3 billion destroyer," McCain has said on several occasions.

The current plan to build seven ships also works against the service, which originally wanted 32 new destroyers.

"Seven of anything is nothing, not after you wanted 32," said House Seapower subcommittee chairman Rep. Gene Taylor, D-Miss., following a hearing in March. "Seven tells me they don't want it."

HISTORIA- A Marinha do Brasil e o telégrafo sem fio

A Marinha do Brasil e o telégrafo sem fio
Texto publicado em 03 de Junho de 2008 -

por Laire José Giraud *

Poucos sabem que Marinha do Brasil foi a pioneira na transmissão de telégrafo sem fio no País. O legendário cruzador “Barroso” fez essa comunicação inédita nos dias 26 e 28 de setembro de 1905. Ele deixou a barra do Rio de Janeiro e transmitiu os sinais telegráficos para a famosa Ilha Fiscal, local onde aconteceu o último baile do Império, cinco dias antes da proclamação da República.

O cruzador Barroso, de 1895, passando pela Ponta da Praia na altura da Fortaleza da Barra Velha, em 1912. Cartão-postal raro. Acervo L.J.Giraud

O Barroso foi a belonave escolhida pela Marinha para receber a primeira estação de telégrafo sem fio do Brasil. O navio foi construído na Grã-Bretanha pelo estaleiro Armstrong Mitchell, media 100 metros de comprimento, deslocava 3.446 toneladas, e uma tripulação composta 307 homens. Foi comissionado em 1895.

O aparelho transmissor era da marca Telefunken, de fabricação alemã, e era considerado um dos melhores do mundo. Mas nem tudo isso foi suficiente para satisfazer os incrédulos. Eles diziam que era impossível enviar e receber mensagens sem fio.

Na Baía da Guanabara, o Barroso no início do século XX. Navio

escolhido pela Marinha do Brasil para fazer a primeira transmissão

de telégrafo sem fio no País em 1905. Acervo: L.J.Giraud

Até depois desse grande sucesso, esses incrédulos chegaram a afirmar que houve entendimento prévio entre as partes, que saberiam antecipadamente o teor das mensagens enviadas. Os ímpios só acreditavam no telégrafo com fio, que já estava em uso já há alguns anos.

Além do pioneirismo na telegrafia sem fio, o Barroso participou de várias _missões. Em 1900 conduziu o Presidente Campos Salles em visita oficial à Argentina, fizeram parte da escolta o encouraçado Riachuelo e o cruzador-torpedeiro Tamoyo. Em 1907 foi ao Oceano Pacífico para visita ao Chile. Participou em 1908 da famosa parada naval de Hampton Roads – Estados Unidos, onde desfilaram belonaves das principais nações do mundo. Nesse mesmo ano teve a incumbência de trazer do Uruguai para o Brasil os restos mortais do seu patrono, Francisco Manuel Barroso da Silva, Barão do Amazonas (1804-1882). – Herói da Batalha Naval do Riachuelo, no dia 11 de junho de 1865.

O encouraçado Riachuelo, já com a nova configuração após ter

substituído duas torres por um único mastro. Essa belonave que deu

baixa em 1910, acompanhou o Barroso em visita à Argentina e Chile.

Em 1909 foi inaugurada a Escola de Aprendizes de Marinheiros de Santos. Vieram para a solenidade o Presidente da República Affonso Penna e o Ministro da Marinha, Almirante Alexandrino de Alencar, e o navio designado para trazê-los foi o Barroso. Em breve será comissionado o mais um navio a ostentar esse nome, trata-se de uma corveta da classe Inhaúma, que já está em fase de acabamento, no Arsenal da Marinha do Rio de Janeiro.

O Barroso esteve incontáveis vezes em Santo em viagens de instruções com aspirantes ou para participar de celebrações, deu baixa em 1931, após 36 anos de bons serviços prestados a Nação.

O cruzador-torpedeiro Tamoyo, construido na Alemanha e incorporado

na Marinha em 1896. Media 86 metros de comprimento, e tinha uma tripulação de 155 homens. Acompanhou o Barroso nas viagens internacionais. Cartão-postal de 26/08/1904. Acervo: L.J.Giraud.

Parabéns à Marinha do Brasil por ter sido a percussora na utilização do telégrafo sem fio, naquele longínquo setembro de 1905.

Fontes

Revista Marítima Brasileira, do Serviço de Documentação da Marinha, por intermédio de Camilo Vilela, de Recife Pernambuco, do livro Navios e Portos do Brasil – Nos Cartões-Postais Álbuns de Lembranças, de autoria de João Emílio Gerodetti e Carlos Cornejo. O Cruzador Nacional Barroso, artigo de L. J. Giraud e do jornalista Armando Akio, publicado na década de 1990 no Jornal A Tribuna de Santos.

O contratorpedeiro Rio Grande do Norte, construído na Grã-

Bretanha em 1908. Aqui navegando no estuário de Santos por volta

de 1919. Ao fundo a Ilha Barnabé. Esse navio participu da Primeira

Guerra Mundial juntamente com outras belonaves integrantes da

famosa Divisão Naval de Operações de Guerra da MB. Patrulhou

a costa africana. Participou de missões ao lado do Barroso.

Acervo: L.J.Giraud.

Entre várias autoridades, estiveram presentes na inauguração da

Escola de Aprendizes de Marinheiros de Santos (hoje Museu de Pesca),

o Presidente da República affonso Penna, e o Ministro da Marinha Alexandrino de Alencar, que vieram a bordo do cruzaddor Barroso,

em 1909. Acervo: L.J.Giraud.


* Laire José Giraud é despachante aduaneiro, colecionador de cartões-postais da Cidade e de transatlânticos antigos. Colaborador da Revista de Marinha de Portugal. Publicou cinco livros, como autor e co-autor, sobre temas da Santos antiga.


sábado, 31 de maio de 2008

Submerged IDAS Missile Firing is Milestone for Undersea Warfare

A German navy submarine has achieved a major milestone in undersea warfare by successfully test firing a fiber-optically-guided IDAS (Interactive Defense and Attack system for Submarines) missile from a submerged position yesterday.

The test was performed by the U33, the third of Germany's ThyssenKrupp Marine Systems-built U 212 class of air-independent propulsion submarines, in the western part of the Baltic Sea May 29.

blog post photo
Artist's impression of IDAS launch from a submarine. Image: Diehl

IDAS, developed by a consortium of Diehl Defence [the missile], TKMS (HDW) [submarine integration] and Norwegian company Kongsberg Defence & Aerospace [U 212 command & control system integration], showed a "convincing performance" during all phases of the flight, a statement from Diehl says.

"After updating the missile´s inertial system by the submarine's navigation system, the missile was ejected from the torpedo tube. Under water it spread its wings and rudders and started its engine to break through the water surface a few seconds later, ascending to a pre-planned altitude to move into a controlled flight stage," the statement says.

blog post photo
The IDAS missile is about the same size as the ubiquitous AIM-9L Sidewinder from Raytheon (built under license by Diehl BGT Defence) and Diehl's IRIS-T missile (aft). Seen here on display at ILA 2008 in Berlin. Photo: Joris Janssen Lok

Differing from an operational scenario, the test was ended in a controlled glide flight. During the entire flight, data and images of a video camera were transmitted to the submarine via the fiber-optical wire.

According to Diehl, the test firing proves that IDAS can be employed from a submerged submarine. "All mechanical interfaces proved reliable while data transmission via optical wave guide functioned smoothly," the company says.

blog post photo
Engineers at TKMS-owned Howaldtswerke-Deutsche Werft (HDW) slide an IDAS test round into the launch container, which in turn fits inside a standard torpedo tube. Photo: HDW

High-ranking Navy officers from several interested countries witnessed the event as observers on an accompanying vessel.

With the test firing from a submerged submarine, the IDAS consortium, in a joint effort with the German Navy as well as the German defense procurement agency BWB, passed a further milestone in this program – nine months earlier than foreseen in the contract, Diehl says.

blog post photo
Photo: Joris Janssen Lok

The next steps in the IDAS project consist of "drawing up outstanding phase documents and initializing the international development program."

IDAS is designed to allow a submerged submarine to attack an anti-submarine warfare helicopter (which is particularly vulnerable when it is deployed in a hover operating its active dipping sonar), or slow-flying maritime patrol aircraft.

The missile, launched from standard torpedo tubes, is also suited to perform a precision attack against a pinpoint position on a surface ship (such as the bridge or a helicopter on deck) or against a target ashore.

ATLASUR A toda máquina

A toda máquina

 La Armada Argentina en Sudáfrica. Luego de tres días de coordinaciones, conferencias de planeamiento y actividades recreativas, comenzó la ejercitación Atlasur VII.

SUDÁFRICA – El miércoles pasado, en condiciones de viento fuerte y lluvia, los buques de las Armadas de Argentina, Sudáfrica, Brasil y Uruguay comenzaron la fase uno de la ejercitación multinacional Atlasur VII.

La bahía Falsa fue el escenario del encuentro inicial de las embarcaciones. A medida que zarpaban, las unidades fueron adoptando una formación en columna: SAS “Amatola”, SAS “Isandlwana”, BNS “Defensora”, BNS “Independencia”, ARA “Rosales”, ARA “Robinson”, AROU “Uruguay”, SAS “Galeshewe” y SAS “Isaac Dyoba” se fueron perdiendo en el horizonte hacia el sur.

Las operaciones de esta fase incluyeron ejercitaciones antisubmarinas y antisuperficie, prácticas de aterrizaje y despegue de helicópteros, pasajes al habla y ejercicios de comunicaciones visuales, entre otros.

Helicópteros Alouette, Linx y Esquilo realizaron demostraciones aéreas el viernes pasado

Jueves intenso

El jueves, la Fuerza de Tareas 19 incorporó al buque logístico SAS “Drakensberg” que volvía de una larga navegación en la que acompañó a dos submarinos de la clase 209 en su viaje inaugural desde Alemania. Luego, las ejercitaciones se orientaron hacia su protección en un “ambiente multiamenaza”.

“Las comunicaciones se hicieron fluidas, mejoraron las maniobras y poco a poco las tripulaciones fueron integrando su accionar en un excelente nivel de interoperabilidad”, explicaron las autoridades que dirigieron el adiestramiento.

El mismo jueves por la tarde se efectuó una ejercitación de tiro naval contra blanco al garete materializado por un "tomato killer", boya reflectora radar de seis metros de diámetro. Las unidades encolumnadas tiraron en forma independiente. La performance de los buques argentinos fue notable y elogiada luego por el comandante de la Fuerza de Tareas 19, capitán de navío de la Armada de Sudáfrica Douglas Faure.

Foto

Las últimas luces del día fueron el preludio de una ejercitación de tiro contra bengala. El grupo de tareas practicó técnicas de autodefensa colectiva antimisil. Las bengalas con paracaídas, lanzadas mediante cohetes por la fragata “Independencia”, iluminaron la noche simulando ser misiles en vuelo. La munición rasante de los buques convergió enérgicamente sobre cada bengala. Una vez más, el tiro de los buques de la Armada Argentina fue excelente y reconocido luego por los camaradas de las otras unidades participantes.

Durante la noche, la Fuerza de Tareas 19 fondeó en formación en una larga fila de frente de nueve buques a menos de dos millas de la costa. El espectáculo de sus luces flotando en la oscuridad atrajo la atención de los pobladores locales que, según pudo saberse luego, disfrutaron de la vista desde las muchas pasarelas, muelles, bares y restaurantes frente al mar que Simonstown posee.

Fase uno, concluida

La mañana del viernes fue dedicada a la difusión pública de la operación. En efecto, dos helicópteros Puma transportaron a una gran cantidad de periodistas a bordo del SAS “Drakensberg” que ingresó en la bahía Falsa como núcleo de la formación por divisiones en columna.

Los helicópteros Alouette III de la corbeta ARA "Robinson", Esquilo de la fragata “Independencia” y Super Linx de la fragata “Defensora”, luego de un pasaje rasante en formación, brindaron un espectáculo de habilidad aérea. Los fotógrafos se agolparon cuando los helicópteros se colgaron frente al buque logístico, girando, volando hacia atrás; y en el caso del Super Linx, ejecutando maniobras de acrobacia aérea.

Al atardecer, los buques terminaron de amarrar y las tripulaciones volvieron a poblar el tranquilo Simonstown. Las colas en los teléfonos públicos y las conexiones a internet se multiplicaron cuando los 800 marinos extranjeros renovaron su comunicación con sus seres queridos. Las distintas reuniones luego de las operaciones se prolongaron hasta la noche y las cenas en las cámaras se hicieron multinacionales.

Foto

Terminó así la fase uno del Atlasur VII que continuará a partir de hoy con operaciones más complejas y que culminará el próximo viernes con la entrada a Ciudad del Cabo, antiguo enclave estratégico para el control del pasaje entre el Océano Indico y el Atlántico.

Fotos: enviada especial Silvina Rosello

26/05/08
GACETA MARINERA

sexta-feira, 30 de maio de 2008

UK Nuclear Submarines Understaffed


  1. Britain's nuclear deterrent submarines are starting to feel the manpower shortage that's affecting the UK's armed forces.

    One in six submarine jobs vacant
    One in six submarine jobs vacant

    Sky News has learned that the boats including those carrying the country's Trident missiles are putting to sea with as little as 85% of their intended crew complement.

    Forty years ago next month the Royal Navy took over the task of carrying the country's ultimate threat.

    At least one 17,000 tonne "Vanguard" class submarine is always somewhere at sea, ready to launch a devastating missile strike.

    Despite a recent pay bonus, making submariners Britain's highest-earning sailors, a manning shortage means that across the undersea fleet more than one job in six is vacant.


    There are not enough volunteers to fill the ranks, so seamen are drafted in from surface vessels to make up the minimum numbers.

    Sonar operators are having to cover two jobs, and time ashore and in training has been curtailed.

    Sky News's defence correspondent Geoff Meade has been aboard HMS Trenchant, a nuclear-powered patrol boat where student captains were briefed that manpower levels were the main concern.

    Some staff have to cover two jobs
    Some staff have to cover two jobs

    It's particular acute among nuclear watch keepers who monitor the performance of the boat's reactor. In the engine room, supervised trainees were being used to cover for qualified technicians.

    The revival of Britain's civil atom power programme is expected to worsen the scarcity as experienced operators are tempted by higher salaries and regular home life of jobs ashore.

    In the week that it emerged that a British submarine had been forced to surface after colliding with a rock outcrop under the Red Sea, the Navy insists the shortages have not reached a level where they compromise operational safety.

    Not enough volunteers to fill jobs
    Not enough volunteers to fill jobs

    The Australian and Norwegian navies have solved their manning crisis by opening up submarine service to women.

    Whilst female recruiting fills the ranks of the Royal Navy's surface fleet, submarines, for now, remain single-sex.

    In only one area there is no shortage of volunteers.

    Twice a year the service's best officers compete in arguably the toughest test anywhere of military leadership.

    Over four months they are subjected to intense pressure, culminating in four weeks at sea when they command a boat in realistic war games.

    The ultimate prize for those who qualify is the captaincy of a submarine.

    Failure means an abrupt end to an undersea career. The 40% on average who do not make the grade are instantly put ashore. They will never again serve aboard submarines.

    No wonder the Navy calls it "The Perished".

Une série de patrouilleurs marocains pour les chantiers de Lorient

Une série de patrouilleurs marocains pour les chantiers de Lorient

Vue du futur OPV 70 de la marine marocaine
crédits : RAIDCO MARINE


30/05/2008

Selon nos informations, Raidco Marine a confié à Aker Yards Lorient la réalisation d'un patrouilleur de 70 mètres que lui a commandé la marine royale marocaine. La construction de ce bateau doit débuter à Lanester l'an prochain pour une livraison à l'automne 2010. Ce patrouilleur, du type OPV 70, est destiné aux missions de surveillance maritime et de contrôle de pêches. Il s'agit du premier navire d'un projet prévoyant en tout quatre unités, dont la mise en service doit intervenir à raison d'un patrouilleur par an. Conçue aux normes civiles, cette nouvelle série constitue pour le site lorientais d'Aker Yards (ex-Alstom Leroux Naval) une nouvelle bouffée d'oxygène, après la commande l'an passé de trois ferries côtiers pour une compagnie norvégienne. « Ces OPV seront construits avec une tôle fine à haute résistance qui nécessite un savoir faire bien maîtrisé par le personnel d'Aker Yards, qui a déjà réalisé des patrouilleurs de ce genre pour la Mauritanie, la France et aussi le Maroc à la fin des années 90 », explique-t-on chez Raidco Marine.


Le chantier Aker Yards de Lorient (© : AKER YARDS)

Implantée à Lorient, la société est assez atypique dans le milieu de la construction navale, sans doute parce qu'elle ne se charge pas elle-même de la fabrication des bateaux. Assurant le marketing, les études, la mise en place du financement, la signature et le suivi des contrats, Raidco confie la construction à un réseau de partenaires, comme le site de Lanester, mais aussi CNB à L'Herbaudière. Le chantier vendéen a notamment travaillé sur le programme des 24 vedettes côtières de surveillance maritime (VCSM) de la Gendarmerie maritime.
La société reprend les navires à leur sortie de chantiers pour mener les essais en mer, la formation des équipages ou encore les convoyages jusqu'aux clients. Raidco, qui assure la fourniture de gros équipements, se chargera dans le cadre du contrat marocain de la mise en place de l'armement, qui ne sera pas du ressort d'Aker. Les OPV 70 seront dotés d'une tourelle de 76 mm et d'un canon de 40 mm.
On notera que les industriels lorientais travaillent depuis plus de 10 ans avec le Maroc. Ainsi, entre 1995 et 1997, le chantier de Lanester avait livré cinq patrouilleurs (OPV 64) pour le Maroc. DCNS, de son côté, va réaliser une frégate multi-missions pour ce pays. Enfin, depuis plusieurs années, Raidco Marine assure dans le cadre de ses prestations de maintenance les arrêts techniques d'unités de la flotte marocaine. C'est le cas actuellement du patrouilleur El Bachir, en carénage à Lorient jusqu'au mois de novembre.


Le patrouilleur El Majid en carénage à Lorient en 2007 (© : RAIDCO MARINE)


Le patrouilleur El Majid en carénage à Lorient en 2007 (© : RAIDCO MARINE)