Breguet Atlantic
| Breguet Atlantic | |
|---|---|
 BR 1150 MPA, the 61 + 12 remained |
|
| Type: | Maritime patrol aircraft |
| Design country: | |
| Manufacturer: | |
| First flight: |
October 21, 1961 |
| Production time: |
1961-1987 |
| Number of pieces: |
115 |
The Breguet Atlantic , and BR 1150, is a maritime patrol aircraft (Maritime Patrol Aircraft (MPA)), which was developed multinational. The aircraft is used for patrol flights as well as for submarine hunting . The Breguet Atlantic is the only aircraft in the world that was built exclusively for this range of tasks from the start, while other maritime patrols are usually developed on the basis of civil aircraft. The machines of the German Navy are now decommissioned, but are still being used in other countries. In addition to the version for the MPA task, the Bundeswehr also had the BR 1150 M version for SIGINT reconnaissance.
history
The construction of a uniform sea reconnaissance and anti -submarine aircraft was decided by the NATO Council in 1956 . It should succeed the Lockheed P2V-7 Neptune . After the USA , Great Britain and Belgium withdrew from the joint project, the rest of the participants formed a consortium in 1959 called SECBAT (Société Européenne pour la Construction du Breguet ATLANTIC) made up of French (Société Nationale de Construction Aéronautiques Sud Aviation and Société Nationale de Constructions Aéronautics d'Aviation Louis Breguet), Dutch (Fokker), German (Dornier, later in Arbeitsgemeinschaft Seeflug with Siebel) and Belgian (three companies under the name Abap, consisting of Sabca, Fairey and FN) formed and its aircraft design under named BR 1150 Atlantic. The aircraft was designed in collaboration with groups of experts from the companies mentioned.
development
| country | Participation |
|---|---|
| France | 57.8% |
| Germany | 19.1% |
| Netherlands | 15.3% |
| Belgium | 7.8% |
The aforementioned companies were financially and risk-responsibly involved in Secbat under the cost key specified in the table, which acted as the main contractor and awarded subcontracts to the member companies. The management of Secbat was transferred to the company Breguet , which passed these costs on to the individual companies.
| Companies | proportion of |
|---|---|
| Breguet | Front and middle part of the fuselage |
| Dornier | Tail fuselage and tail unit |
| Fokker | Wing center section, engine nacelles |
| Sud Aviation | Outer wing |
On the client side, a steering committee was formed with the powers of the associated governments, each consisting of one member of the states, one NATO observer and one secretary. The decisions had to be made unanimously.
Another group of companies ( Fabrique Nationale d'Armes de Guerre (FN) in Belgium, MTU in Germany and Hispano-Suiza in France) built the Rolls-Royce engines under license, with final assembly at Hispano Suiza. The propellers were manufactured by Ratier in France under license from Hawker-Siddley. Development and manufacturing communities were also formed for other key components such as the chassis. The mission equipment, however, came largely from the USA. The final assembly of the new aircraft was carried out at Breguet (now Dassault), near Toulouse .
Both organizations - SECBAT and the steering committee - still exist today for the support and delivery of spare parts and have become pacemaker organizations for further cross-border joint projects, such as the Panavia Tornado , the NH-90 or the Eurofighter .
In Germany, Dornier took over the technical and logistical support such as overhaul and repair of the aircraft imported into the German Navy. She later also carried out a Combat Value Enhancement Program (KWS) with a significant improvement in ESM capability. This new system was to be supplied by Loral as a subcontract from the USA , did not intolerably meet the requirements and had to be redeveloped by Dornier as the main contractor, depreciating losses of DM 400 million.
use
The first aircraft were delivered to France and Germany from 1963 and officially entered service in France in 1965. Other states that used the BR 1150 were the Netherlands, Italy and Pakistan. After several countries subsequently participated in the project, first-generation aircraft were built until 1974. In a later series Atlantique 2, the BR 1150 was revised and above all equipped with modern location technology. 28 machines were procured from the French Navy .
successor
For more recent needs, SECBAT unsuccessfully offered the Atlantic 3 version with modern avionics (in the Federal Republic of Germany as early as 1990 as the successor to the old BR 1150). Due to the political relaxation at the time and also due to the cost situation as a result of reunification, the Federal Republic of Germany considered either completely discontinuing maritime surveillance of the previous quality or having it done on behalf of NATO alliance partner Netherlands, whose P-3 fleet was no longer fully utilized. The decision on a successor model has therefore been postponed continuously. Although only a psychological moment, the crews prefer four-engine aircraft for reasons of vulnerability to fire - an argument that spoke against the acquisition of the Atlantic 3. The German planning offices had already committed to the successor model of the P-3 Orion - the also four-engine Lockheed P-7 - which was then discontinued by the USA because the program overran its costs.
Only with the new tasks of crisis management within NATO did a need become more relevant again. Since the clarity of the BR-1150 machines sank unacceptably, in June 2006 the German machines of the MPA version except for the last two Sigint machines (61 + 03, 61 + 06) were replaced by eight used Dutch P-3 Orion . However, due to their age, these machines will only be a temporary solution. A takeover of the SIGINT tasks by five of the high-flying Euro Hawk drones failed due to a failure to obtain approval for general flight operations in 2013. Part of the fleet at Erding Air Base was scrapped in 2005.
The last of the BR 1150 M (61 + 03) completed its last flight on June 20, 2010, ending an era in the German Navy that had lasted more than 40 years.
Naming
The BR 1150 was occasionally nicknamed the "whispering giant" because it is a comparatively quiet aircraft.
Constructive features
Furnishing
In the naval reconnaissance version (MPA) the aircraft could be equipped with torpedoes for submarine hunting as well as with missiles against ships. It also came sonar buoys and a tracking device for geomagnetic anomalies used. This was especially used to track down submarines. Depending on the model of the weapon system, the aircraft carried eight to nine torpedoes, two or four anti-ship missiles or 72 sonar buoys.
In addition, there was a Sigint variant ( BR 1150 M ) operated only by the Bundeswehr , which was used for electronic reconnaissance. These machines, like the earlier MPA versions, were operated by the Naval Aviation Squadron 3 "Graf Zeppelin" (MFG 3) in Nordholz.
hull
The cross-section of the fuselage had the shape of an “eight”, with about two thirds of the front upper part of the fuselage length designed as a pressurized cabin and air-conditioned and accommodating the crew and their consoles. This part of the fuselage was made of honeycomb construction, while the rest was conventionally constructed from planked frames and stringers. The pressure cabin was subjected to extensive endurance tests in the water tank. The middle lower part of the fuselage could be opened through two large sliding gates - also in honeycomb construction - and contained the dropping space for the torpedoes and other weapons. In the bow was the radome with the radar antenna , which could be pulled into the fuselage for takeoff and landing. In addition to the arm of the magnetic field anomaly detector (MAD) at the stern, which is present on all versions, the German version had another noticeable feature with the longer containers of the ESM system at the wing tips that were later added by KWS. In the rear, unprinted part, the openings of the downward-facing buoy launcher could be seen. The bow tip below the cockpit was glazed all around by a plexiglass dome and contained a seat for an observer. In addition to the electronic equipment for communication with ships, the aircraft had an otherwise closed opening in the cabin for inserting a signal pistol in order to also be able to send flares to ships.
equipment
The aircraft had a 360-degree panoramic maritime surveillance radar for the detection of surface objects and a sonar system for the detection of submarines. The radar system was supported by an ESM system that recorded, analyzed and assigned the electromagnetic radiation ( ELINT ) of the objects at a great distance. The sonar system consisted of listening buoys that were dropped in a certain pattern and sent received noises to the aircraft for evaluation. During the submarine search, the magnetic anomaly detector was also used, which showed magnetic deviations, especially under water, and thus detected the boats. In accordance with the technology of the 1950s to 1960s, the tactical officer (TACCO = Tactical Coordinator) and the navigation officer (NAV) each had a map table (about 1 × 1 m in size) on board for laying out and drawing maps as well as for displaying and guiding the situation. Results were passed on to the situation centers by the TACCO by radio (usually UHF) and by the radio operator (radio) - by radio (usually = HF) and radio teletype. Modernizations of this system failed several times due to the costs, but on the other hand the system also proved to be simple and effective enough. Since the North Sea was planned as the main area of application, the systems were adapted to these conditions. The systems were precise and fine enough to be able to recognize submarines between the numerous wrecks and oil rigs.
During the war, various torpedoes and / or depth charges could be carried in the dropping area against surface and underwater targets and lowered over the water. The combat task remained in the background due to the political developments and was ultimately no longer planned, and the weapon load would also have limited flight endurance.
crew
In addition to the two pilots, the aircraft was able to accommodate a further ten crew members who - sitting in front of consoles with screens and display devices - evaluated the data from the sensors and operated the effectors, including a navigator and a commander who led the mission on board and on board Instructions were also bound to the pilots, provided that the safety of the flight was not affected. The navigator and the navigation system it controls usually also controlled the aircraft / flight profile in the area of operation via the autopilot. The task of the pilots was reduced to the observation of the threat, aircraft systems, flight safety (" See and Avoid "). The consoles of the observers were arranged across the flight direction, along the right side of the cabin. The aircraft had two outwardly curved so-called "bubble windows" which - together with the glazed nose - were used for visual surveillance, especially during submarine hunt, reconnaissance or SAR flights. Entry into the glass dome at the bow was through a corridor between the two pilot seats, which were therefore further apart than in other aircraft. As a result, the cockpit glazing was also slightly curved outwards at the sides, which improved the pilot's view to the side and to the rear. The cabin contained a small lounge and relaxation area with a small kitchen and toilet, since the flights could take up to 18 hours later with a reduced load. The cabin, which is designed as a pressure compartment, is accessed from the stern via two narrow and steep stairs.
Despite the living area, the cabin was cramped and in terms of comfort corresponded to the construction standards of the early 1960s. While the electronic equipment was adapted to the requirements of the times by a KWS and ongoing minor improvements, the personal area of the crew remained practically unchanged in the more than 40 years of service. It was part of the collegiality between the crew and the maintenance staff of the machine to only use the toilet in urgent cases, as the toilet bucket had to be carried down the narrow stairs, which could easily lead to problems if the bucket was full. The crew was also equipped with parachutes for everyone and the usual emergency rescue equipment such as life rafts and survival equipment.
Technical specifications
| Data | BR 1150 Atlantic |
|---|---|
| length | 31.7 m |
| span | 36.3 m |
| Torso height | 4 m |
| Trunk width | 2.90 m |
| Takeoff weight | Max. 43,200 kg |
| Empty weight | 24,000 kg |
| Service ceiling | 9145 m |
| Engine | 2 Rolls-Royce Tyne RTY.20 Mk 21 turboprop |
| power | 4500 kW each |
| Standard weapons | Combination of : Mk.46 torpedoes , depth charges , 250 kg mines, AS-12 / AS-20 / AS-30 anti-ship missiles, AS-37 anti-radar missiles (in Germany only MK 46) |
| Top speed | 650 km / h |
| Cruising speed | 570 km / h |
| Range | 8000 km |
| crew | 12 people |
| Max. Duration of use | 18 hours |
Versions and their users
Atlantic 1
- 20 copies in the MPA version (3 delivered to Pakistan, the rest out of service by 1996)
- 20 copies in the MPA version, 15 of them completed (replacement by P-3 Orion )
- 5 copies in the SIGINT variant, taken from the MPA series, for details see BR 1150 M (planned replacement was the Euro Hawk )
- 18 copies in the MPA version (from June 1972 to September 2017, replacement by ATR 72 MP as a temporary solution)
- 9 copies in the MPA version (after three accidents, replacement by P-3 Orion)
- 3 copies in the MPA version, submitted by the Navy National (type active with the 29th Squadron of Pakistani naval aviators in Mehran)
Atlantic 2
As early as 1972, the Secbat companies formed a modernization commission and initiated a corresponding working commission in the participating governments. Ultimately, only 42 “Atlantic 2” aircraft were required for the French Navy. Germany decided to modernize the existing aircraft, Italy had no need for new aircraft.
France : 20 machines built, all new builds (type active in the 21st and 23rd flotilla )
In 1977 the French government commissioned the Secbat to define and in 1978 to build two ANG prototypes for their navy. As a result, of the 42 commissioned, 20 Atlantic Nouvelle Generation (ANG) were built by 1993 , before demand also decreased in France due to the relaxation of East-West relations. The Elbe Flugzeugwerke in Dresden took over the production of the former Dornier stake in SECBAT . This generation of aircraft differed from the previous version only in the more modern mission equipment made in France. The designations Atlantique, MK II, ATL-2 or Atlantic 2 are also used for this series.
Since a successor is not in sight for budget reasons, 18 copies are being modernized and service life extended for patrol service. The order for this was awarded to Dassault and Thales at the beginning of October 2013, at which time only 15 aircraft were to be modernized . The first modernized machines came back to the fleet in 2019. The modernized Atlantic 2 are to be used until the 2030s.
Deployment locations in Europe
Germany , Bundesmarine / German Navy , naval aviators
- Nordholz Air Base , January 1966 to June 2010, Atlantique 1 / M ( Naval Air Wing 3 "Graf Zeppelin" )
France , National Marine , Aéronavale
- Base aeronautique navale de Lann-Bihoué , from April 1972, Atlantique 1/2 ( Flotilla 21F and 23F ), refitting February 1991
- Base aéronautique navale de Nîmes-Garons , December 1965 to June 2011, Atlantique 1/2 ( Flotilla 21F ), refitting September 1993
Italy , Aeronautica Militare , but were under the command of the Marina Militare
- Base aerea di Cagliari , January 1973 to July 2002, Atlantique 1 ( 86 ° Gruppo / 30 ° Stormo )
- Base aerea di Sigonella , June 1972 to September 2017, Atlantique 1 ( 88 ° Gruppo / 41º Stormo )
Netherlands , Koninklijke Marine
- Vliegkamp Valkenburg , June 1969 to the end of 1984, Atlantique 1 ( 321st Squadron )
Preserved machines in museums
Some examples of the German Navy were completely preserved: The 61 + 04 went to the Dornier Museum in Friedrichshafen for a purchase price of 25,000 euros , the 61 + 05 to the Aviation Museum Rechlin-Lärz an der Müritz, the 61 + 12 to the Museum Flugwelt Altenburg-Nobitz in Thuringia, 61 + 14 stayed in Nordholz and is located in the Aeronauticum there , 61 + 17 went to the MHM of the Bundeswehr in Berlin-Gatow, 61 + 19 is in the bed museum in Peenemünde and 61 + 20 went to the Dutch Military Aviation Museum in Soesterberg near Utrecht. The 61 + 06 has been standing in front of the main gate of the naval air base in Nordholz since October 21, 2009. It has a special paintwork on its stern that shows the portrait of Graf Zeppelin, who gave the squadron its name. The design comes from Jasmin Reisige. The 61 + 03 was the last Breguet Atlantic still in service. It had the same paintwork as the 61 + 06. This machine had its last flight on June 20th at the Airday 2010 in Nordholz and is now also decommissioned. The 61 + 03 was not preserved as a museum copy, but dismantled. Only the vertical stabilizer was spared before disassembly, it now faces the officers' mess of the Marine airbase north woods .
See also
literature
- Siegfried Wache: Breguet 1150 Atlantic Naval Aviator. F-40 aircraft of the Bundeswehr. BMVD Verlag, ISBN 3-935761-44-9 .
Web links
- Description of the BR 1150 in the German Navy
- Industry consortium SECBAT in the support phase ( Memento from September 26, 2007 in the Internet Archive ) EADS, December 15, 2006.
- The airplane ( memento of September 26, 2007 in the Internet Archive ) Description at EADS.
- Bundeswehr Classix: "Breguet Atlantic" submarine fighter plane (1967) ( YouTube video of the Bundeswehr)
Individual evidence
- ^ Jan Kraak: Atlantiques & Falcons . In: Air International . No. 7 . Key Publishing, July 2016, ISSN 0306-5634 , p. 14-15 (English).
- ↑ Weapons System Support Center 1: Erding Air Base . September 16, 2014. Ed .: Lothar Fölbach Medienservice. 1st edition. Fölbach Verlag, Munich 2014, p. 43 .
- ↑ Frauke Wolfsturm: An era is coming to an end. German Navy, June 17, 2010, accessed on May 6, 2014 .
- ↑ Euronaval 2018: France upgrades Atlantique 2s, Janes, October 26, 2018
- ↑ France buoyed by first upgraded Atlantique 2 deliveries, Flightglobal, October 29, 2019
