P-3
Orion Research Group
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Lockheed Martin P-3 Variants
(arranged
in alphabetical order)
In
addition to anti-submarine warfare missions the Orion proved to be a very
suitable platform for numerous other tasks. Because of the large cabin a lot of
equipment can be installed allowing the US Navy make use of the possibility to
adapt P-3s into special mission platforms. They not only operated the three
basic variants P-3A, B and C, they
introduced dozens of modified Orions. The list of type designations has grown
to over fifty different P-3 variants.
P3V‑1 / P‑3A
The
first production variant of the Orion. During their operational life most
aircraft were kept up-to-date with several modification projects. That's how
the following type designations were introduced: the P‑3A
Deltic (Delayed Time Compression; with an improved sonobuoy
reception and registration system), the P‑3A
DIFAR (Directional Frequency Analysis and Recording which was an update of
sonobuoy receivers, data processing systems and tape recorder) and the P‑3A
TAC/NAV MOD (Tactical/Navigation Modernization; included the
installation of a central computer, new tactical displays, IRDS and improved
navigation systems).
P‑3A / P-3B "Aerostar"
Aero
P-3A Aerostar “Tanker 27” dropping off its load of
fire retardant
(photo: Aero Union Corporation).
P‑3A "Slick"
US
Customs variant for drug counter-operations. Four USN P-3A Orions were
initially borrowed from the navy and later taken over by the US Customs
Service. The aircraft were modified with IRDS and an AN/APG-63 lookdown radar
like the one used on the F-15. The P-3A "Slick" aircraft are operated
in cooperation with the P-3AEW&C "Blue Eagle" or "Dome"
to locate and detect drug smugglers in small boats or aircraft. Some reference
books call these aircraft UP-3A's or P-3A(CS), which is incorrect. The US
Customs service is in the process of increasing its fleet of Orions and is
expected to receive another ten "Slicks" over the next few years
one of the first P-3A
Slicks, still with BuNo 152170 (photo: USCS)
P-3ACH
After
local modernization projects were completed to four aircraft of the Chilean
Navy these were given a new type designation: P-3ACH. One of these (408) was
changed into a staff transport aircraft with a pantry, two toilets, a Boeing
727 interior with 65 seats, a VIP room, sleeping facilities and a staff meeting
room. Three others (402, 404 and 407) were fitted with a locally developed
mission systems suite.
P‑3AEW&C "Blue Eagle" / "Dome"
Lockheed developed an Airborne Early
Warning & Control version of the Orion in the first half of the eighties.
The prototype aircraft (a modified ex-RAAF P-3B) made its maiden flight on
P-3AM
P-3A Orions, modernized for the Brazilian Air Force with the EADS/CASA
Fully Integrated Tactical System (FITS) and with its T56-A-10 engines upgraded
to T56-A-14’s. This variant is also referred to as P-3BR but Brazilian Air
Force sources explained that the Brazilian P-3 program is called “P-3 BR”,
while the correct type designation for the aircraft is P-3AM.
P‑3B LW / P‑3B HW
Second
production variant of the Orion, respectively the P-3B Light Weight and the
P-3B Heavy Weight. The Heavy Weight version has a strengthened structure and
can carry a heavier payload. Just like the P-3A the P-3B was subject of several
modification programs resulting in the P‑3B
DIFAR and the P‑3B TAC/NAV MOD (for details
see P-3A). The latter was also known as the "Super Bravo" or
"Super Bee".
P‑3C
Third standard version of the Orion
which introduced major improvements in data processing because of the
introduction of a powerful central computer. The mission suite was developed by
the Naval Air Development Center during the A-NEW program which was tested on a
P-3A with a 64 kB computer! Early P-3C's went through the TAC/NAV MOD like the
P-3A and P-3B, resulting in the P‑3C TAC/NAV MOD
designation.
VP-40 P-3C taking off
from NAS Whidbey Island (photo: USN)
P‑3C Updates
Then
a series of update programs kept the mission equipment of the P-3C up-to-date.
The different update configurations were installed in newly built aircraft but
also retrofitted into older Charlies. Type designations: P‑3C‑I, P‑3C‑II, P‑3C‑II½ , P‑3C‑IIIR
(Update III-modified older P‑3C's). Between 1987 and 1992 Boeing worked on
the Update IV package that was mentioned as a modification to all USN P-3C's.
Eventually Update IV was cancelled because of problems with the budget and
because of the changing international environment such as the end of the Cold
War. P-3C-II¾ is an export variant of the Update III for the
Pakistan Navy. Three aircraft were built for anti-ship missions and were
equipped with Harpoon missiles and with an APS-134 radar. P-3C-III+ is
an adapted production version for the Korean Navy, fitted with the APS-134
radar and an ASQ-212 central computer.
P-3C BMUP
The Block Modification Upgrade Program (BMUP) was started to modify P-3C-II½ Orions to a
configuration with capabilities similar to the P-3C-III. This program replaced
the P-3C-III retrofit program because many system components for the P-3C-IIIR
variant were no longer available. For the USN BMUP conversions started in 1996
and a total of 25 were planned, ten of which were completed by July 2003. Dutch
P-3C-II½ Orions received the BMUP upgrade at the start of their conversion to
P-3C CUP standard.
P-3C AIP
In order to keep up with the improving technology and to adjust the P-3
into a more versatile platform, able to conduct Anti Surface Warfare (ASuW) and
overland missions, the USN launched the Anti surface warfare Improvement
Program (AIP) for the P-3C's, featuring the introduction of chaff/flare
dispensers, missile warning receivers, SATCOM, GPS, new ESM and an Electro
Optical System (EOS). Aircraft modified with AIP are referred to as P-3C AIP.
The original AIP variant (operational in April 1998) was fitted 
with the
AVX-1 Cluster Ranger electro-optical system at the TACCO position’s window.
This system was replaced in later AIP conversions (as of 1999) by the Wescam
Advanced Imaging Multispectral System (AIMS), fitted in the FLIR turret below
the nose radome. Other systems introduced in the P-3C AIP were the
APS-137B(V)-5 radar, the ALR-66C(V)-5 ESM system (for which the dome-mounted
spinning antenna below the center fuselage was introduced), the OASIS III
over-the-horizon targeting system, ALE-47 chaff and flare dispensers, AAR-47
missile warning receivers, the ASQ-222 mission computer, INS, GPS and SATCOM.
A P-3C AIP of
VP-30 coming in for landing (photo: Jaap Dubbeldam)
P-3C CDU
In a
separate program the USN had several Orions modified with an APG-66 fire
control radar and an AN/AVX-1 Cluster Ranger EOS for Counter Drug operations.
These aircraft are known as P-3C CDU for Counter Drug Upgrade.
P-3C CUP
Ten Dutch
P-3C-II½ Orions went through such a program (the Capability Upkeep Program)
just before being sold to
P-3C CUP prototype #312 landing at
Valkenburg (photo: Jaap Dubbeldam)
P-3C UIP
The Royal Norwegian Air Force's four P-3C-III Orions
went through an almost similar program (the Update Improvement Program) during
1999/2000 and are called P-3C UIP ever since. New systems include the ASQ-212 central
computer, APS-137B(V)-5 Inverse Synthetic Aperture Radar (ISAR), ALR-66C(V)5
ESM system, GPS and SATCOM.
P-3C UIP
performing full jettison of flares during acceptance flights in the States
(photo: USN via RNoAF 333sqn)
P-3C "Outlaw Hunter" / OASIS I / OASIS II / OASIS III
The
P-3C "Outlaw Hunter" (#159507) was the prototype aircraft for an
Over-The-Horizon Targeting (OTHT) variant of the Orion. The aircraft is able to
localise enemy targets from a large distance and coordinate attacks on these
targets. The Outlaw Hunter was first successfully deployed during the Gulf War
(1990/'91). Based on the experiences in the Gulf the equipment was further
developed into the so-called Over-the-horizon Airborne Sensor Information
System (OASIS), of which three
versions can be recognized: OASIS I, OASIS II and OASIS III. The latter became
part of the Anti surface warfare Improvement Program (AIP).
P‑3D and P-3G
Stretched
P-3C version with Update IV systems and new generation engines (designations
were never actually used).
P‑3F
Lockheed delivered six "half
P-3B/half P-3C" Orions to the air force of
P‑3H and Orion II
P‑3C
airframe with P‑7A wings and engines, equipped with Update IV. This
variant was meant as an alternative for the cancelled P‑7A (designations
were never actually used).
P‑3J
Original
designation for the Japanese Orions (designation never actually used).
P‑3K
Under
Project "Rigel" the RNZAF's five P-3B Orions were modified with
Boeing-developed mission systems. The first aircraft was modified by Boeing at
P-3M
Spanish Air Force P-3B modernized with the EADS/CASA Fully Integrated
Tactical System (FITS).
P‑3N
The
Norwegian air force replaced its seven P-3B aircraft in 1989 by four
P-3C-III's. Two P-3B's were kept on strength and were modified to P-3N's by the
US Naval Aviation Depot (NADep) at NAS Jacksonville. The aircraft were fitted
with P-3C flight deck systems and 30 passenger seats. The P-3N is used for
training, transport, VIP transport and coastguard duties.
P‑3P
Six ex-RAAF P-3B Orions purchased by
Portugal were modified to P-3P's according to Portuguese and NATO
specifications. Most of the mission systems installed were equal to the systems
used in the P-3C-II½ but some are unique for the Portuguese aircraft. The
tactical displays are of a different type and the search radar of the P-3P is
the same one as used on the New Zealand P-3K. Remarkable is the ALR-66
ESM-system, fitted in a radome below the aft fuselage. Lockheed modified the
first aircraft for Portugal and delivered the aircraft to the Portuguese Air
Force in 1989. The remaining five aircraft were modified by the Oficinas Gerais
de Material Aeronáutico (OGMA) at Alverca AB
P-3P Orion during a low pass (photo: Jorge Manuel Antão Ruivo)
P‑3T
Two
Thai Orions, originally P-3A TAC/NAV MOD's were modified by NADep at NAS Jax
with new navigation and communication systems, avionics and radar displays. The
aircraft were wired for IRDS and Harpoon missile firing systems.
P‑3W
Unofficial
designation for RAAF P‑3C‑II½ (for maintenance purposes).
AP‑3C
The
Royal Australian Air Force P-3C Orion fleet originally consisted of ten P-3C-II
and ten P-3C-II½ Orions. In 1993 the Sea Sentinel program (Project Air 5276)
with the goal to replace the ageing 
mission equipment onboard of 18
aircraft, was launched. Raytheon Aircraft Integration Systems in Greenville, TX
became the main contractor. Sea Sentinel replaces the data management system,
radar, acoustic processing system, navigation system and communication systems.
In order to increase the fatigue life of the RAAF Orion fleet, weight reduction
was an incorporated goal in the program. Design engineers were successful in
removing 3200 pounds from the aircraft. Raytheon completed the modification of
the AP-3C prototype in May 1999 and the aircraft made its maiden flight on 19
May 1999. Boeing Australia at Avalon was responsible for the modification of
the remaining 17 Orions.
RAAF AP-3C Orion with
open bomb bay (photo: Rob van Empel © EAP)
CP‑3A
USN
specifications for the Advanced Base Support Aircraft (ABSA) were meant to designate
a replacement aircraft for the Douglas C-118B Liftmaster. In 1984 a contract
for the conversion of 30 P-3A Orions into CP-3A transport aircraft was signed
with Lockheed Aircraft Services Co. in Ontario. The first flight was planned
for 1985 and LAS would deliver nine aircraft during that year. The CP-3A would
have been modified with a large cargo door, strengthened loading floors and new
emergency exits. Shortly after the signing of the contract the Naval Air
Systems Command changed the specifications for the "new" transport
aircraft, resulting in the termination of the CP-3A project.
CP‑3C
Original
Canadian designation (designation never actually used).
CP‑140 "Aurora"
Canadian version of the P-3C. There are
almost no differences in the airframe but the Aurora is a completely different
aircraft. It is a combination of the airframe of the Orion and the mission
equipment suite of the S-3A Viking. A contract for the delivery of 18 Anti
Submarine Warfare aircraft was signed by Lockheed and the Canadian government
on 27 November 1975. The chosen P-3 variant was originally designated CP-3C
Orion. Later its designation was changed into CP-140 while the aircraft was
christened Aurora. The first flight of the Aurora was on 22 May 1979 and on 29
May 1980 (with a delay of more then a year) the first CP-140 (#140101) was
handed over to the Canadian forces.
A CP-140 in formation
with its predecessor a CP-107 Argus (photo: CF via Derek Squire)
CP‑140A "Arcturus"
Canada
ordered three P-3C airframes from Lockheed in August 1989. These were delivered
to IMP at Halifax in 1991. This company completed the three aircraft as CP-140A
Arcturus patrol planes. These aircraft are primarily used for environmental and
fishery surveillance, polar patrol, utility missions and flight crew training.
The equipment of the Arcturus consists of an AN/APN-134+ search radar and
communication systems only.
CT-140
Original
designation for the CP-140A Arcturus (designation never actually used).
EP‑3
Kawasaki
Heavy Industries developed this P-3 variant for ESM-missions. The first EP-3,
which can be compared with the USN EP-3E, was taken in use with the JMSDF in
March 1991. It is a very special kind of aircraft because of the various
aerials and radomes below and on top of the fuselage. The JMSDF ordered a total
number of five EP-3s. Some reference books call these aircraft EP-3C's, which
is wrong.
Kawasaki EP-3 Orion
9171 (photo: JMSDF)
EP‑3A
Not
every EP-3A had the same mission and not every EP-3A looked the same. A clear
description of the EP-3A cannot be given for this reason. Some examples were
externally almost equal to the normal P-3A Orion but others were modified with
all kind of radomes and aerials, making them look like an EP-3E. The first
EP-3A version was developed for electronic reconnaissance missions and was
equipped with a very specialized mission equipment suite including several
types of radar systems. The aerials were installed in radomes below the forward
fuselage en the center wing. EP-3A #149673 operated successfully with the Naval
Air Test Center (NATC), Naval Weapons Laboratory and VX-1. Other EP-3A’s
operated with VAQ-33 and other USN units.
EP‑3B "Batrack"
Two P-3A Orion aircraft were modified
into this variant in 1969. The EP-3B was used to monitor Russian radar and
radio signals. Both EP-3Bs were operated by VQ-1 and their primary missions
included reconnaissance missions against Soviet ships in international waters.
They were the forerunners of the later EP-3E. The Naval Research Laboratory
(NRL) made use of a modified P-3B Orion (#153442). This EP-3B was used to test
radar and electronic warfare systems, carried in three equipment pods below the
weapons bay and an additional three pods on the standard wing hard points.
Later this particular aircraft was redesignated NP-3D but it retained the same
mission for a few years. Despite its EP-3B designation this aircraft was not a
Batrack variant. VQ-1 EP-3B in 1969 (photo: collection Allan Prevette)
EP‑3E ARIES / EP‑3E "Deepwell"
The
ARIES variant was introduced in 1970 and has been the most important electronic
surveillance variant of the Orion for many years. The EP-3E was based on the
P-3A and EP-3B and three versions were developed: three P-3As were modified
with the ARIES mission systems and seven examples were modified with “Deepwell”
systems. All ASW mission equipment was replaced with specialized electronic
monitoring systems. Aerials of the radar signal analyser and various
intelligence systems were installed in radomes below and on top of the fuselage
and center wing.
EP-3E "ARIES II"
The third electronic surveillance
version became known as the ARIES II. Twelve P-3Cs were fitted with the mission
systems from the two EP-3Bs and the original ten EP-3Es. These aircraft
replaced the original twelve aircraft in the fleets of VQ-1 and VQ-2, which all
had reached the end of their operational life. The first EP-3E ARIES II (#156507)
made its maiden flight on 11 April 1990. The first five test flights focused on
the aerodynamic and flight characteristics of the modified P-3C. Full test
flights, which included operational testing of the sophisticated mission
equipment, started in May. Deliveries of the ARIES II were delayed by a
discussion about consolidation of the missions of USAF RC-135 and USN EP-3E
aircraft and by the relocation of the modification project from LASC Greenville
to NADep Alameda and NADep Jacksonville.
EP‑3J
VAQ-33
introduced two modified P-3B Orions to the fleet in 1992. These aircraft, which
later were transferred to VP-66 and VQ-11, were operated as so-called
“aggressors” during exercises with USN and NATO ships. Specialized equipment
onboard of the EP-3J (“J” for “jammer”) enabled the crew to imitate the radar
signature of a Tupolev Bear. This Orion variant was developed by Chrysler
Technologies Airborne Systems Inc. and was fitted with an AN/USQ-133
communication intercepting and jamming system, satellite communication, radar
disturbing systems and a chaff dispenser.
NP‑3A
At
least two P-3As, including the former YP-3A prototype aircraft, have been used
for long term test and evaluation programs and were designated NP-3A Orions. In
the early sixties the ex prototype has been used by NASA as the Gemini/Apollo
spacecraft support aircraft.
NP‑3B
Nothing much is known about this
variant. Just one Orion (#152739) has been operated under this designation. It
belonged to a “secret” unit called NAWC-23. It is thought that the aircraft was
utilized for special projects in which NASA and Texas Instruments have been
involved. NAWC-23’s home base is Dallas Love Field. The NP-3B was fitted with a
large “banana-shaped” container below its fuselage, most likely containing a
Side Looking Airborne Radar (SLAR) system. NAWC-23 later received a new
aircraft (P-3C-III #161410) that was modified with the equipment container from
the original NP-3B.
152739 at NAS
Brunswick (photo: collection Jaap Dubbeldam)
NP‑3C
Kawasaki
P-3 variant for radar calibration flights (designation never actually used;
aircraft mission were incorporated in the UP-3C).
NP-3D
During
1994 the USN changed the type designations of several UP-3A, RP-3A, RP-3D and
EP-3B aircraft into one general designation: NP-3D. The aircraft involved were
so heavily modified that they would for sure never be brought back to the
standard P-3A or P-3B standards. During SDLM the aircraft were fitted with new
engines, standard flight deck instruments and a weather radar system. A very
special variant within the fleet of NP-3Ds is the so-called “Billboard Orion”
of the NWTS. These aircraft have a 3,65 x 1,83 m. aerial on top of the
fuselage, just in front of the vertical stabilizer. These NP-3D's are
supporting operational tests of guided missiles on the test ranges near NAS
Point Mugu by making over-the-horizon telemetry data available for shore and
ship based command centers.
NP-3D Billboard (photo: Kevin Wachter)
OP-3C
The Japanese
Maritime Self Defense Force unveiled its plans for the introduction of a small
number of special observation platforms in 2001. Not much information regarding
the equipment and missions of these aircraft have been released but it is
understood that about six P-3C aircraft or will be modified by Kawasaki Heavy
Industries for missions that are comparable to the highly classified missions
conducted by USN VPU-1 and VPU-2 aircraft. The first aircraft is expected at 51
Kokutai for trials mid 2001 and planned for operational introduction with 81
Kokutai early 2002.
RP‑3A
Two
P-3A Orions were modified for the long term oceanographic, magnetic and
acoustic projects of the former Airborne Oceanographic Development Squadron
Eight (VXN‑8) and designated RP-3A. As with the EP-3A several other
aircraft with different missions and equipment were taken in use under the
RP-3A designation, for example an RP-3A which was used for electronic
reconnaissance experiments with the NRL.
RP‑3D
During completion at the Lockheed
production line the 51st P-3C was fitted with specialized equipment
for atmospheric and magnetic research missions. Instead of the usual ASW
systems the aircraft was fitted with specialized gear to map the earth’s
magnetic field. Also additional navigation systems were installed: dual INS,
Loran A and C (connected to a dual computer), Omega, satellite navigation and a
gyro-stabilized sextant. Subsequently the aircraft was fitted with an extremely
sensitive magnetometer and equipment for accurate timing. The aircraft’s
weapons bay contained an additional fuel tank of 4543 litres which increased
the total fuel capacity to 39369 litres. Three RP-3D’s on the
flightline at Pax River (photo: USN)
On 4
November 1972 this particular aircraft set a world distance record: it flew
10.103,51 km in 16½ hours. The former YP-3C prototype aircraft was later
modified to RP-3D as a replacement for the original aircraft and an additional
two P-3Bs were modified to RP-3D “minimod” aircraft to replace the RP-3As of
VXN-8.
TP‑3A
In
the mid eighties the USN had to face a lack of P-3C capacity. Training
squadrons VP-30 and VP-31 both made use of a number of Orions for flight crew
training only. These full mission aircraft were sometimes doing touch-and-goes
for days and days while the expensive ASW systems were not touched. To make
more P-3C’s available for full mission duties a number of aircraft with VP-30,
VP-31 and VP-MAU were replaced by P-3A’s. These Alphas were stripped of their
ASW systems and modified with P-3C-II flight deck instruments. Redesignated
TP-3A’s the aircraft were used for the training of flight deck crews.
TP-3C
Original
plans called for the replacement of the TP-3A by modified P-3B’s taken from the
desert storage at AMARC. Mid 1995 these plans changed into the temporary use of
P-3Cs which had to go through AIP and SRP mod shops. For both the P-3B and P-3C
option the TP-3C designation was
reserved, but this designation has never been used.
TAP‑3
Australian
training and support variant of the P-3B. Besides the main mission of AP-3C
flight crew training the TAP-3 Orions are also utilized for light cargo and
transport duties in support of AP-3C operations. The three ex-USN aircraft were
modified with an Update II½ flight deck, APN-234 weather radar, strengthened
floor panels for 3450 lbs of cargo or 26 passenger seats and a High Capacity
Cargo Pannier in the weapons bay.
UP‑3A
At
the end of the eighties several P-3A’s were stripped of their ASW systems and
fitted with passenger seats and other minor adjustments to be used as transport
and utility aircraft for some USN units and bases. UP-3A #150506 is a partial
VIP bird. In 1993/94 eight former USN P-3As were delivered to the Chilean Navy
as UP-3As.
UP‑3B
When
the operational squadrons started to retire large numbers of P-3B’s this
version became available for other duties too. The UP-3B was modified for
duties similar to those of the UP-3A.
UP‑3C
Kawasaki
variant developed as a training and support aircraft for the EP-3. In 1991 the
JMSDF ordered two UP-3C’s. Shortly thereafter the radar calibration mission of
the NP-3C was added to the UP-3C and the NP-3C was never actually built. The
first UP-3C made its maiden flight in 1995.
UP-3D
This
version was also developed by Kawasaki. It is used as an ESM-trainer for the
ships of the JMSDF and its missions are comparable to the USN EP-3J.
UP-3E
Original
designation for the OP-3C (designation never actually used).
UP‑3S
Unofficial
designation for the UP-3A prototype aircraft.
UP‑3T
The
utility variant of the P-3A in Royal Thai Navy service. This aircraft’s
designation was later changed into VP-3T.
VP‑3A
Three
WP-3A Orions, retired by VW-4 in 1975, were modified to VIP-Orions. Later a
fourth and fifth aircraft (modified P-3As) were added to the staff transport
fleet. The VP-3A has a large pantry, comfortable passenger seats, TV, stereo
and video systems and sleeping facilities.
VP‑3T
VIP
bird for the Royal Thai Navy. This single aircraft has an added limited surveillance
mission for which it is fitted with a SENTAC-station. This station contains
elements of sensor station 3 (IRDS and radar) and the TACCO station.
WP‑3A
During the 1969 “Replacement Weather
Reconnaissance Aircraft Tests” (RWRAT) out of NAS Bermuda the USN tested both
the P-3 Orion and C-130 Hercules in rough weather conditions to appoint a
suitable replacement weather reconnaissance aircraft for the Lockheed WC-121s
of Weather Reconnaissance Squadron Four (VW‑4). A decision was taken in
favour of the Orion and by the end of 1970 Lockheed Aircraft Services Ontario
delivered the first WP-3A Orion to the NATC. WP-3A’s were stripped of their MAD
boom and fitted with large belly radomes below the forward fuselage. When VW-4
was disestablished in 1975 the WP-3A Orions were retired. Later on the aircraft
were modified to other variants.
WP-3A 150496 of USN’s VW-4 (photo: Jaap
Dubbeldam)
WP‑3D
The National Oceanographic &
Atmospheric Administration (NOAA) of the US Department of Commerce received
two WP-3D Orions in 1975/76. The aircraft were purchased through a USN program
so they received both military and a civil registrations. The WP-3D is based on
the P-3C airframe and has a larger tail boom and a belly radome. Furthermore
the aircraft is fitted with all kinds of aerials, sensors and a large pitot
tube. It can operate independent of support facilities because a large set of
spare parts (including a complete set of additional flight deck instruments and
a spare generator) is carried onboard.
WP-3D N43RF flying
over McDill AFB (photo: David Tanner)
YP3V‑1 / YP‑3A
Prototype
of the P3V-1/P-3A Orion.
YP‑3C
Prototype
of the P-3C Orion.
LRAACA
Long
Range Air ASW Capable Aircraft; was the temporary designation for a P-3C
replacement aircraft.
P‑7A
New
designation for LRAACA (project cancelled; type designation never actually
used).
Orion 2000
New
technology Orion variant based on the P-3C with P-7A engines and mission
equipment suite. This variant was offered to the RAF as a Nimrod replacement.
Orion 21
Further
improved Orion 2000 variant based on either newly built P-3C or second hand P-3
airframes.
P-3 Procyon
A program
launched by Raytheon E-Systems during 2000. Based on second hand P-3 airframes.
Valkyrie
Combined
Loral / E-Systems program based on second hand P-3 airframes. Was offered to
the RAF as a possible Nimrod replacement aircraft.
©
P-3 Orion Research Group / 1997 - 2006