In two previous articles (written in 2017) we covered the background, procurement, design and equipping of the Poseidon MRA1 Maritime Patrol Aircraft being purchased by the RAF. With two of the nine aircraft having arrived in the UK in so far, here we provide an update on the progress of this project that is critical to UK naval operations.
IOC
Despite the global crisis, on 3 April the RAF formally declared Initial Operating Capability (IOC) for the Poseidon. The first aircraft (call sign STINGRAY01) is participating in a much-reduced version of exercise Joint Warrior being conducted off the western coast of Scotland. Although very early days, this is the first step on restoring a vital part of the UK ability to monitor Russian submarine activity without reliance on foreign MPAs. Poseidon will also give back the ability to conduct long-range search and rescue support to distressed mariners far out to sea.
The first UK Poseidon aircraft named “Pride of Moray”, aircraft number ZP801 completed its first flight in from Renton, Washington State on 12 July 2019. After completion of test flying, the aircraft was delivered to Boeing’s P-8 Installation and Checkout facility in Tukwila, where mission systems were installed. After further testing, in October 2019 it was flown across the US to Naval Air Station Jacksonville, in Florida where RAF crews did initial training and preparation with VP-30 the US Navy’s Poseidon Conversion Squadron. The first fully RAF-crewed sortie was flown by ZP801 on 4th December.
ZP801 subsequently crossed the Atlantic, touching down at Kinloss Barracks on 4th of February where it was welcomed by the Minister for Defence Procurement, senior RAF and Naval officers, invited media and a host of aviation photographers.
Like the F-35, Poseidon is manufactured in ‘Lots’ (batches) of aircraft for various international customers. The UK will have received 3 aircraft from Lot 8 by the end of 2020 and the remaining 6 aircraft from Lot 9 due will have been delivered to the UK by the end of 2022. Interim operating capability is planned for September 2021 and full operating capability with the nine aircraft is scheduled for April 2024.
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Pride of Moray approaching Kinloss, February 2020 (Photo: Apple Bear via Flickr) -
Pride of Moray welcomed on her first arrival at Kinloss, 4th February 2020. -
Flypast -
The second aircraft City of Elgin ZP802 made its first flight on the 19th September and arrived at Kinloss on 13th March 2020. -
Taxiing on arrival. 
The Poseidon Strategic Facility
Of the £3 billion the UK is investing in recapitalising its MPA capability, £132 million is being spent on upgrading its main operating base at RAF Lossiemouth. The Lossiemouth Development Programme has been a complex planning and logistical project and had to ensure that it did not interfere with the station’s mandated output as base for the Typhoon aircraft held in readiness for Quick Reaction Alert (North).
The work is progressing well but until it is complete, the two aircraft are temporarily operating from the former RAF Kinloss Nimrod base (subsequently handed over to the Army and re-named Kinloss Barracks). The vast Poseidon Strategic Facility at Lossiemouth is being part-funded by Boeing. The hangar will accommodate 3 aircraft at once and includes new Squadron accommodation, crew and maintainer training facilities, flight planning facilities and workshop areas.
The runways at Lossiemouth were originally designed for fast-jets rather than larger multi-engine aircraft and are being resurfaced and widened in a programme of works throughout 2020. In November a Poseidon aircraft will land at RAF Lossiemouth for the first time and the new base will be formally opened with the resurfacing work to be fully complete by 2021.
The P8-A is an international programme and the UK will benefit by participating in future upgrade programmes which will share development costs. 13 UK based companies are producing components for P-8A, making up about 5% of all aircraft manufactured globally. The auxiliary fuel tanks are made by Marshalls of Cambridge. The bird-strike resistant, lightweight windscreens and large observer windows are made by GKN. Martin Baker UK manufactures the seats in the aircraft and GE make the weapons pylons.
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2,500 tonnes of steel and 100,000 tonnes of concrete, have gone into the construction of the vast Poseidon Strategic Facility that is 19 metres in height, 165 metres in length and 100 metres wide. (November 2019) -
The squadron offices and workshops wrap around the side and rear of the vast hangars. -
Construction well advanced, November 2017.
Crewing
120 and 201 will be the two frontline RAF squadrons flying the MRA1. Each squadron will have 9 crews. Each crew consists of eight people; 2 pilots, 2 Tactical Coordinators (TACCOS) and 4 Weapon System Operators (WSOp – 2 Acoustic and 2 Electronic Warfare specialists). The first aircraft are allocated to 120 (CXX) Squadron with 201 due to stand up in 2021. The Poseidon Line Squadron will be responsible for maintaining the aircraft. 54 Squadron (Poseidon Flight) will be the Operational Conversion Unit based at Lossiemouth (54 Squadron is the parent OCU for all RAF ISTAR aircraft based at Waddington). The first crews have been trained with VP-30 at NAS Jacksonville in Florida but training will switch to the UK in 2021.
RAF instructors serve with VP-30 and RAF personnel are also embedded with Air Test and Evaluation Squadron VX-1 at NAS Patuxent River supporting the aircraft’s development programme. VX-1 also contributes expertise to TRINATS, the Five-Eyes MPA trials and testing cooperation forum. As a member of the Five-Eyes intelligence alliance, the UK benefits from shared international expertise and experience of MPA and ASW operations via this forum.
Reach
Poseidon has a mission endurance of about 10 hours, potentially it could fly 1,200 nautical miles to the assigned patrol area and spend 4 hours on station before returning. Typical transit at high altitude would be at 340 knots (true air speed) with a ‘dash’ speed at high level of 400 knots and 300 knots at low level. The Aircraft is reportedly very stable and smooth at both low and high altitude which is important in reducing crew fatigue.
As standard “increment 3” aircraft the MPA1 are not yet fitted with a full suite of defensive countermeasures and has US-style boom air-air refuelling system. For in-flight refuelling, they will be reliant on available USAF tankers as the RAF’s Voyager MRTT drogue AAR system is incompatible. Flying from Lossiemouth and returning without in-flight refuelling, the MRA1 has the potential range to patrol the seas off Greenland to the North West, the Barents Sea to the North East or as far South as Sardinia in the Mediterranean. The MRA1’s range and endurance is comparable with the Nimrod MR2 that it replaces although the Nimrods were much more numerous and could refuel from the RAF tankers of the time.
The UK Aircraft will have access to NATO airbases which will allow them to refuel and in some cases re-arm or replenish sonobuoy stocks. In the main North Atlantic and Arctic theatres, co-operation agreements are already in place that will allow US, Norwegian and British Poseidons to share the support facilities at Evenes in Northern Norway, Keflavik, Iceland and RAF Lossiemouth.
The capabilities of Poseidon are covered in more depth here. Although expensive, it is undoubtedly the best MPA in the world due to its advanced onboard sensors and powerful processing capabilities in combination with Multi-Static Active Coherent (MAC) Sonobuoys, of which it can carry 129. With just 9 MRA1 aircraft, quality has triumphed over quantity (The RAF was originally supposed to receive 24 MRA4 Nimrods) but this is the best choice within the £3Bn budget. There may be fewer Russian submarines in the North Atlantic than when MRA4 was conceived but they are generally quieter and harder to detect.
The schedules and plans discussed in this article are likely to be subject to effects from the COVID-19 crisis. Boeing shut all its aircraft manufacturing facilities in Seattle on 24th March indefinitely. The entire global commercial aviation sector has suffered a profound shock. Even when life returns to something approaching normality, international air travel is likely to be much reduced. Demand for new commercial aircraft will probably almost vanish for a time and the effects of this on the aerospace industry are likely to ripple out across the military aviation supply chain.
As the global pandemic took hold, in March 2020 seven RN vessels were involved in shadowing an unusually large number of Russian warships near UK waters. At the same time, this was accompanied by increased Russian air activity close to the UK. Our nearest adversary continues to probe and test defences and there can be no let-up in vigilance. Declaring IOC for MRA1 and dispatching an aircraft on patrol and to participate in ASW exercises demonstrates the UK has not let its guard down.
(Main image: Photoshop composite)
Nice article, thank you.
As awful as it seemed at the time, I think the RAF/RN dodged a massive bullet when Nimrod was finally put out of its misery in 2010 – although waiting a decade to bridge the gap, even if only partially, has been totally unacceptable.
By the time the plug was pulled on Nimrod the plan was for only seven to become operational, and that would be the entire global fleet. If we wanted to upgrade we’d have to pick up the entire tab and it would have probably been done in a hopelessly ad hoc manner.
With P-8 that can be spread across the users of well over 200 aircraft and there’s a steady developmental pipeline.
And seven airframes to cover all training, ASW, SAR etc, etc..!! And people are going to moan about nine, but much of the training has been carried out in the US, and could be again, or with Aus or NZ or the Norwegians.
I think two lessons to be learned from this. 1) Seedcorn was a Godsend and if we’re ever going to have a gap in any other capability (E-3 > E-7) it must be duplicated and; 2) We need to stick rigidly with any US upgrade programme and resist any temptation to go-it-alone with UK only modifications.
By 2010 i believe the first couple of production Nimrod MRA4 still had over 100 issues and defects that needed addressing. The initial operating date had been pushed back to 2012 but even if it’d been met it would have been at even more expense (£400 million an air-frame and counting!) and the fleet would have frankly been an accident waiting to happen.
As you say a tiny, unique fleet would have also been a nightmare to upgrade so it would have been continually expensive to operate throughout the service life.
Poseidon was the right choice within the context and compared to the other options on the table.
Aerial refueling should be a priority and a dual mission variant to replace Sentinel in time is a bit of a no-brainer.
The P-8 AGS might be a suitable replacement for Sentinel. It certainly seems inline to replace E-8 J-STARS stateside. From what I have read the AGS is a bolt-on to a P-8, much like Crowsnest to a Merlin etc.
The right choice would have been to work with The Japanese on their Kawasaki P-1 with 4 engines. It could have had the airframe fitted out to RAF requirements in UK with some items used by Japan like the 4 flat plate surface search radars to give 360 deg coverage. The 737 based P-8 has poor runway performance fully loaded with 2 engines and and much lower max transit altitude because of its small wing.
UK could have sold its developed version to other countries like Canada. But the RAF is tied into an expensive maintenance contract with Boeing who even built the hangar.
The Japanese wanted more money and couldn’t outfit these aircraft to UK requirements
Due to their design limits with the P 1 and time frame to produce such aircraft for UK.
It is good aircraft however the P8 meets more the demanding duties the UK needs.
The P-1 is a better platform in most respects as its specifically designed for the role , not based on small wing short haul passenger jet., which shows in better cruise speed, range and ceiling.
Some systems are well ahead of the P-8 including its 360 deg AESA radar and MAD stinger ( added to indian P-8 order).
The P-8 isnt outfitted to UK requirements either as its a standard foreign military sale of the US navy production version.
Hi, do you have any more info on this matter?
I would appreciate this!
I glad they too dodge the nimrod issues. This new aircraft will give the UK outstanding service. Nine is good number to have. Some countries only have three maritime patrol aircraft. UK will have nine to do the job.
Small typo, in the third paragraph on The Poseidon Strategic Facility, it says 20201.
fixed
I think most will agree that the UK will never get as many P8s as we could find use for. In order to concentrate their use in situations where only they have the necessary capabilities, perhaps some other assets would be cost effective additions. This would seem to fit the bill. https://geospectrum.ca/geospectrum-technologies-launches-game-changing-lf-active-vds-deployable-by-usv/
As it can easily fit on stuft such as trawlers, it would allow for a rapid increase in capacity should the need arise.
I’m intrigued to see what kind of weapons the UK P-8’s will equip if needs be. Are spearfish torpedoes compatible, or just US Mk48’s? And could they fly with Harpoon AshM’s, or wait until the interim missile has been selected and purchased for the Royal Navy until Perseus is developed?
The Mk48 and Spearfish are HEAVY weight, we won’t see them flying. I think you meant the LIGHT weight StringRay and Mk54? To answer that, I understand our P-8s will fly with Mk54 for now, but longer term, who knows? There is also the Mk54 HAAWC kits that interest me shorter term.
Integrating non US weapons into US platforms has always been expensive because the US locks its software down so tight.
So now we get a 2020 aircraft and systems armed with a bastardised torpedo which is basically a 1960s tech Mk46 back end.
The Mk 54 will struggle against most subs. Yes Its got a modern sonar front end but the warhead and Otto fuel propulsion system and uncowled prop are really old and long in the tooth.
Getting Sting Ray integrated soonest is a must.
Cant see how an aircraft hangar no matter how large can use ‘100,000 tons of steel’ a massive amount for a light frame type industrial level building.
More interesting is that Boeing seems to be the ‘builder’
“Together with the UK Government, we’re building a new strategic facility at RAF Lossiemouth …”
https://www.boeing.co.uk/boeing-in-the-uk/our-sites/raf-lossiemouth.page
True. 100k does seem like a lot – sourced from RAF website, https://www.raf.mod.uk/our-organisation/stations/raf-lossiemouth/news/topping-out-ceremony-marks-progress-of-p-8a-facility/ Builders say 2,500 so have corrected as this seems more likely. Thanks https://www.robertson.co.uk/project/raf-lossiemouth-strategic-facility
Boeing are paying part of and bringing jobs. My son was successful in gaining an Aeronautics Engineering Apprenticeship with them at the new facility.
Precisely the feature you need when a nation is suffering from a pandemic
Yes, that is absolutely correct, well done STRN for keeping us informed of these vital developments and good news.
Well done!
Most here will agree that the UK will never have as many P8s as we have a need for. It seems sensible , therefore, to use them where their abilities are uniquely suitable and to find other, cheaper , alternatives where possible. Here is one such alternative.
https://geospectrum.ca/geospectrum-technologies-launches-game-changing-lf-active-vds-deployable-by-usv/
Whether used from usvs , opvs or STUFT trawlers etc, it has the potential to quickly and relatively cheaply fill the gap that Russian Subs are looking to exploit.
I think the UK should stop it P8 purchases and switch to the acquiring a “UKized” P1 from Japan for the following reasons. First, this switch can be used as a life to get Japan to join the Tempest fighter program, Secondly the P1 is a superior maritime patrol platform than the aged B737NG commercial airliner based P8 platform.Finally a “Ukized” P1 with RR Pearl engines some UK avionics and computer systems will be easier to modify to accept UK kit and also can be procured and used as airborne platforms for AWACs, command and control, surveillance etc. The P1 is a very 21st century aircraft with fly by light optic fiber controls, modern AESA radar and more while the P8 is a mid 20th century aircraft of cables, pulleys and troubled build issues (pickle fork). I know it cost more but it is better future proofed and UK also get Japan to Join Tempest and maybe other arms development programs
That might have been the direction to go immediately when the Nimrod was halted, to work with Japan and even have a P-1UK version for other countries. I can see the politicians thinking we are done with development issues and a total off the shelf buy got them back to square one quickest and cheapest. Its even cheaper than some figures might suggest as the UK buries its ‘real purchase price’ amoung many related and longer term contracts and includes from simulators to Treasury capital charges.
This 19 ship Boeing P-8 contract from Jan 2019 with USN and foreign military sales for US $2.458 bill gives $130 mill per plane. Thats a floor and actual RAF price would be higher again
https://www.thedefensepost.com/2019/01/26/boeing-contract-19-p-8a-poseidon-us-navy-norway-uk/
Absurd suggestion considering the P-8a has already started deliveries! The P1 is an unknown risk whilst the P-8a is showing itself to be superb in capability and performance. The P-8a is already “UKized”, more so than we could ever hope with the P1, UK companies supply parts and systems to Boeing for the P-8a and the mission system integrated on the Poseidon is based upon the one the UK paid Boeing to develop for the Nimrod MRA4.
The BAe mission computer work for the P-8 is done at its Greenlawn NY facility., not in UK
The P-1 has begun deliveries 15 or so delivered and while impractical to change over is still the better platform, including meeting the 4 engine requirement of the RAF.
Even the USAF would find the P-1 airframe useful for many future roles if final assembly was done in USA
It must be about time the MOD fits some of the Voyagers with boom air to air refueling, with Poseidon and Wedgetails they will need to do something.
Its a pity britain can’t manufacture its own MPA aircraft and has to rely on purchasing a airframe from half the world away.
A modified Airbus airframe would have been better as it at least it has british components (wings).
One other thing about this that concerns me is the inflight refueling system of the P8. It is made for boom tanker while the raf and most euro allies use hose and basket. There is a agreement ,I think, to allow a borrowing of another nations boom tanker to keep the rafs P8s in the air. Lets hope they dont lose the old fag packet its written on.
Failing that is it possible to install a long range fuel tank in the weapons bay? It would decrease store carriage but the increase of time on task would prevent subs or boatloads of immigrants sneaking in if you had to head back for a refuel on the ground.