Greece restarts long-range naval surveillance as first upgraded US-made P-3B Orion flies again
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On September 3, 2025, Lockheed Martin Europe confirmed that the Hellenic Navy’s upgraded P-3B Orion had completed its maiden test flight, marking a significant step in the modernization of Greece’s maritime patrol capability. The flight follows years of delays and incremental progress on the mid-life upgrade program, which has been underway since the mid-2010s. The program is intended to restore long-range maritime patrol and anti-submarine warfare functions that were suspended in 2009 when Greece grounded its P-3Bs due to financial constraints and increasing maintenance demands. The test flight signals that one aircraft has now reached the stage of integrated evaluation and functional trials, moving beyond static testing at facilities in Greece and the United States.Follow Army Recognition on Google News at this link
Greece acquired six P-3B aircraft from the United States in 1996–1997 to replace the HU-16 Albatross, placing them with the 353 Naval Cooperation Squadron, which includes Hellenic Navy and Hellenic Air Force personnel. (Picture source: X/Lockheed Martin Europe)
Greece acquired six P-3B aircraft from the United States in 1996–1997 to replace the HU-16 Albatross, placing them with the 353 Naval Cooperation Squadron, which includes Hellenic Navy and Hellenic Air Force personnel. These aircraft provided coverage of surface vessels, submarines, and naval mines across the Aegean and Eastern Mediterranean. They were operated until September 2009, when the last mission was flown before their withdrawal from service. The decision to ground the aircraft was linked to the combination of Greece’s fiscal crisis and the heavy burden of sustaining aging airframes, which had developed structural fatigue and parts shortages.
The modernization initiative was approved in 2014 as part of a plan to reconstitute maritime patrol capabilities without immediate procurement of a new platform. It provided for one aircraft to undergo an interim refurbishment, with up to four others receiving full modernization under a mid-life upgrade program. The estimated cost was cited as around $100 million per aircraft, with later contract documentation indicating a $142 million firm-fixed-price award to Lockheed Martin in 2016. Additional reporting placed the ceiling of the program as high as $260 million for four aircraft, with total modernization expenditure potentially nearing $500 million. Workshare arrangements involved Lockheed Martin and Hellenic Aerospace Industry (HAI), ensuring that significant elements of the project would be executed in Greece. The interim aircraft was delivered in 2019, providing limited maritime patrol functions while the other airframes were inducted for complete modernization.
The upgrade package includes replacement of cockpit systems with a modern digital suite of LCD displays, installation of the M2IMS mission system for integrated sensor and mission management, and structural refurbishment to add an estimated 15,000 flight hours to the service life of each airframe. Enhancements were also made to improve anti-submarine and anti-surface warfare performance, with integration of new acoustic processors, surveillance sensors, and mission computers. The aircraft retains its internal bomb bay and wing hardpoints, which allow carriage of torpedoes such as the Mk 46 Mod 5, naval mines, and other stores up to 10 tons. The upgrades collectively bring Greek P-3B capabilities closer to contemporary standards, aligning them with mission requirements for surveillance and interdiction in the Mediterranean region.
The program encountered repeated challenges, including delays in delivery timelines and integration of new systems. Reports indicated that by 2024, the first full modernization flight had been postponed from July 2025 to September 2025. The September test flight confirms that the program has reached the airborne phase, with one aircraft performing functional evaluations. At the same time, progress on the remaining fleet has been slower: the second aircraft is reported to be about two-thirds complete, the third approximately two-fifths complete, and work on a fourth is expected to follow. Completion of all aircraft has been projected before 2030, though delays remain possible. These factors have contributed to domestic debate, with concerns raised over cost, schedule, and opportunity costs compared to other platforms, while proponents emphasize the restoration of surveillance coverage and industrial participation through HAI.
The P-3 Orion family, developed by Lockheed in the late 1950s from the L-188 Electra airliner, has been a globally recognized platform for maritime surveillance, anti-submarine warfare, reconnaissance, and search and rescue. Since its first flight in 1959, more than 750 units have been produced by Lockheed and Kawasaki between the early 1960s and 1990. The initial production version, the P-3A, entered U.S. Navy service in 1962, and this was followed in 1965 by the P-3B, which incorporated more powerful Allison T56-A-14 engines compared to the T56-A-10W engines of the earlier version and featured expanded mission capability. The most widely produced and longest-serving version, the P-3C, introduced advanced avionics, improved acoustic processors, and compatibility with modern anti-ship weapons. Specialized variants emerged as well, such as the U.S. Customs and Border Protection’s P-3 AEW, equipped with airborne early warning radars for border surveillance and counter-narcotics operations, and also fielded the P-3 LRT variant for long-range tracking missions.
The NASA converted a P-3B into an airborne science laboratory based at Wallops Flight Facility, which continues to operate as part of the Airborne Science Program, carrying instruments for ecological, atmospheric, and hydrological research. Allied nations also created localized versions, including Australia’s AP-3C with updated mission systems, Canada’s CP-140 Aurora with a combination of Orion and S-3 Viking avionics, and New Zealand’s P-3K2, which underwent major avionics and structural upgrades in the 2000s. These examples illustrate the flexibility of the Orion design and explain why many countries, including Greece, chose to extend the service life of their aircraft through modernization rather than immediate replacement with platforms such as the Boeing P-8 Poseidon. With the upgraded P-3B now undergoing flight trials, Greece is on course to restore long-range maritime patrol capabilities that had been absent for more than a decade, reinforcing its ability to monitor and secure key maritime approaches in the Eastern Mediterranean.
Introduced in 1965, the P-3B Orion itself is a four-engine turboprop maritime patrol aircraft powered by four Allison T56-A-14 engines producing 4,910 horsepower each (an improvement over the earlier T56-A-10W engines on the P-3A), which allows a maximum speed of 411 knots and a service ceiling of 8,625 meters. The aircraft measures 35.61 meters in length and has a wingspan of 30.37 meters, with an airframe optimized for long endurance missions over water. A distinctive feature is its tail-mounted magnetic anomaly detector, known as the MAD boom, which assists in detecting submerged submarines. Additional detection systems include surface-search radar, electronic support measures, and an acoustic suite with sonobuoys and processors. In Greek service, the aircraft was equipped with tactical-navy AN/ASN-124 navigation systems, audio processing devices, and electronic self-protection measures, enabling combined roles in anti-submarine warfare, reconnaissance, and maritime monitoring. Operational practices sometimes involve shutting down one or more engines to conserve fuel and extend loiter time, allowing the aircraft to remain on station for many hours when monitoring sea lanes or conducting surveillance operations.
The P-3B Orion’s payload capacity is about 10 tons, distributed between its internal bomb bay and external hardpoints under the wings. The aircraft has historically been certified for various weapons, including torpedoes, naval mines, depth charges, and certain missile types, though exact loadouts differ by operator. In Greece, operational equipment has included Mk 46 Mod 5 lightweight torpedoes and Mk 55 naval mines, ensuring the platform’s suitability for anti-submarine and anti-surface missions. Crew composition generally consists of eight personnel, with three aviators supported by five naval specialists who operate sensors, process acoustic data, manage electronic surveillance, and coordinate weapons employment. This arrangement allows simultaneous management of navigation, detection, and engagement tasks across extended maritime patrols. The aircraft’s endurance and range make it suitable not only for anti-submarine warfare but also for reconnaissance, naval support, and search and rescue missions, roles that have been consistently emphasized in its operational use worldwide. These combined characteristics have ensured the P-3B’s continued relevance decades after its introduction, even as newer aircraft such as the P-8 Poseidon begin to replace it in some fleets.
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On September 3, 2025, Lockheed Martin Europe confirmed that the Hellenic Navy’s upgraded P-3B Orion had completed its maiden test flight, marking a significant step in the modernization of Greece’s maritime patrol capability. The flight follows years of delays and incremental progress on the mid-life upgrade program, which has been underway since the mid-2010s. The program is intended to restore long-range maritime patrol and anti-submarine warfare functions that were suspended in 2009 when Greece grounded its P-3Bs due to financial constraints and increasing maintenance demands. The test flight signals that one aircraft has now reached the stage of integrated evaluation and functional trials, moving beyond static testing at facilities in Greece and the United States.
Follow Army Recognition on Google News at this link
Greece acquired six P-3B aircraft from the United States in 1996–1997 to replace the HU-16 Albatross, placing them with the 353 Naval Cooperation Squadron, which includes Hellenic Navy and Hellenic Air Force personnel. (Picture source: X/Lockheed Martin Europe)
Greece acquired six P-3B aircraft from the United States in 1996–1997 to replace the HU-16 Albatross, placing them with the 353 Naval Cooperation Squadron, which includes Hellenic Navy and Hellenic Air Force personnel. These aircraft provided coverage of surface vessels, submarines, and naval mines across the Aegean and Eastern Mediterranean. They were operated until September 2009, when the last mission was flown before their withdrawal from service. The decision to ground the aircraft was linked to the combination of Greece’s fiscal crisis and the heavy burden of sustaining aging airframes, which had developed structural fatigue and parts shortages.
The modernization initiative was approved in 2014 as part of a plan to reconstitute maritime patrol capabilities without immediate procurement of a new platform. It provided for one aircraft to undergo an interim refurbishment, with up to four others receiving full modernization under a mid-life upgrade program. The estimated cost was cited as around $100 million per aircraft, with later contract documentation indicating a $142 million firm-fixed-price award to Lockheed Martin in 2016. Additional reporting placed the ceiling of the program as high as $260 million for four aircraft, with total modernization expenditure potentially nearing $500 million. Workshare arrangements involved Lockheed Martin and Hellenic Aerospace Industry (HAI), ensuring that significant elements of the project would be executed in Greece. The interim aircraft was delivered in 2019, providing limited maritime patrol functions while the other airframes were inducted for complete modernization.
The upgrade package includes replacement of cockpit systems with a modern digital suite of LCD displays, installation of the M2IMS mission system for integrated sensor and mission management, and structural refurbishment to add an estimated 15,000 flight hours to the service life of each airframe. Enhancements were also made to improve anti-submarine and anti-surface warfare performance, with integration of new acoustic processors, surveillance sensors, and mission computers. The aircraft retains its internal bomb bay and wing hardpoints, which allow carriage of torpedoes such as the Mk 46 Mod 5, naval mines, and other stores up to 10 tons. The upgrades collectively bring Greek P-3B capabilities closer to contemporary standards, aligning them with mission requirements for surveillance and interdiction in the Mediterranean region.
The program encountered repeated challenges, including delays in delivery timelines and integration of new systems. Reports indicated that by 2024, the first full modernization flight had been postponed from July 2025 to September 2025. The September test flight confirms that the program has reached the airborne phase, with one aircraft performing functional evaluations. At the same time, progress on the remaining fleet has been slower: the second aircraft is reported to be about two-thirds complete, the third approximately two-fifths complete, and work on a fourth is expected to follow. Completion of all aircraft has been projected before 2030, though delays remain possible. These factors have contributed to domestic debate, with concerns raised over cost, schedule, and opportunity costs compared to other platforms, while proponents emphasize the restoration of surveillance coverage and industrial participation through HAI.
The P-3 Orion family, developed by Lockheed in the late 1950s from the L-188 Electra airliner, has been a globally recognized platform for maritime surveillance, anti-submarine warfare, reconnaissance, and search and rescue. Since its first flight in 1959, more than 750 units have been produced by Lockheed and Kawasaki between the early 1960s and 1990. The initial production version, the P-3A, entered U.S. Navy service in 1962, and this was followed in 1965 by the P-3B, which incorporated more powerful Allison T56-A-14 engines compared to the T56-A-10W engines of the earlier version and featured expanded mission capability. The most widely produced and longest-serving version, the P-3C, introduced advanced avionics, improved acoustic processors, and compatibility with modern anti-ship weapons. Specialized variants emerged as well, such as the U.S. Customs and Border Protection’s P-3 AEW, equipped with airborne early warning radars for border surveillance and counter-narcotics operations, and also fielded the P-3 LRT variant for long-range tracking missions.
The NASA converted a P-3B into an airborne science laboratory based at Wallops Flight Facility, which continues to operate as part of the Airborne Science Program, carrying instruments for ecological, atmospheric, and hydrological research. Allied nations also created localized versions, including Australia’s AP-3C with updated mission systems, Canada’s CP-140 Aurora with a combination of Orion and S-3 Viking avionics, and New Zealand’s P-3K2, which underwent major avionics and structural upgrades in the 2000s. These examples illustrate the flexibility of the Orion design and explain why many countries, including Greece, chose to extend the service life of their aircraft through modernization rather than immediate replacement with platforms such as the Boeing P-8 Poseidon. With the upgraded P-3B now undergoing flight trials, Greece is on course to restore long-range maritime patrol capabilities that had been absent for more than a decade, reinforcing its ability to monitor and secure key maritime approaches in the Eastern Mediterranean.
Introduced in 1965, the P-3B Orion itself is a four-engine turboprop maritime patrol aircraft powered by four Allison T56-A-14 engines producing 4,910 horsepower each (an improvement over the earlier T56-A-10W engines on the P-3A), which allows a maximum speed of 411 knots and a service ceiling of 8,625 meters. The aircraft measures 35.61 meters in length and has a wingspan of 30.37 meters, with an airframe optimized for long endurance missions over water. A distinctive feature is its tail-mounted magnetic anomaly detector, known as the MAD boom, which assists in detecting submerged submarines. Additional detection systems include surface-search radar, electronic support measures, and an acoustic suite with sonobuoys and processors. In Greek service, the aircraft was equipped with tactical-navy AN/ASN-124 navigation systems, audio processing devices, and electronic self-protection measures, enabling combined roles in anti-submarine warfare, reconnaissance, and maritime monitoring. Operational practices sometimes involve shutting down one or more engines to conserve fuel and extend loiter time, allowing the aircraft to remain on station for many hours when monitoring sea lanes or conducting surveillance operations.
The P-3B Orion’s payload capacity is about 10 tons, distributed between its internal bomb bay and external hardpoints under the wings. The aircraft has historically been certified for various weapons, including torpedoes, naval mines, depth charges, and certain missile types, though exact loadouts differ by operator. In Greece, operational equipment has included Mk 46 Mod 5 lightweight torpedoes and Mk 55 naval mines, ensuring the platform’s suitability for anti-submarine and anti-surface missions. Crew composition generally consists of eight personnel, with three aviators supported by five naval specialists who operate sensors, process acoustic data, manage electronic surveillance, and coordinate weapons employment. This arrangement allows simultaneous management of navigation, detection, and engagement tasks across extended maritime patrols. The aircraft’s endurance and range make it suitable not only for anti-submarine warfare but also for reconnaissance, naval support, and search and rescue missions, roles that have been consistently emphasized in its operational use worldwide. These combined characteristics have ensured the P-3B’s continued relevance decades after its introduction, even as newer aircraft such as the P-8 Poseidon begin to replace it in some fleets.
