AirForces Monthly – September 2019

This provides the pilot with a map including

numbered target tracks and their speed, plus

the radar picture and imagery from the electro-

optical system. This is critical, because the pilot

in command is also the mission commander.

It is their job to adapt the mission and search

route on the basis of information received

on the tactical display. It’s also possible to

manage the radios and the defensive aids sub-

system from the cockpit. For self-defence,

the aircraft is equipped with missile and laser

warning equipment and chaff/flare dispensers.

The nerve centre

The P-72A’s mission system is based on

four state-of-the-art operator stations using

the latest version of the ATOS mission

system produced by Leonardo. ATOS is an

acronym for Airborne Tactical Observation

and Surveillance, a C4I system suite

including multiple data links (Link 11 and 16

and VORTEX line-of-sight video), satellite

communications, variable message format

(VMF) and radar classifier, plus electronic

support measures (ESM) and ELINT capabilities.

The Seaspray 7300 radar is capable of

360° long-range detection. It’s optimised for

operations against sea-surface targets, with

simultaneous scanning capabilities, but also

has an air-to-air capability and can be used for

mapping large areas and detecting fixed targets.

The FLIR Star SAFIRE 380-HD includes

various optical sensors for target detection

and an automatic identification system

(AIS) transponder to identify naval units.

The communication suite includes three V/UHF

radios and a HF radio. All information can be

exchanged with other assets on the ground, in

the air or at sea, as well as with control centres.

With the Atlantic, each mission station/

operator was specialised around a single piece

of equipment. For example, one operator

managed the radar, another the acoustic

sensors, another the navigation, etc. These roles

were not interchangeable. Now, on the P-72A,

each station/operator can theoretically manage

all the systems. In practice, the workload for a

single person would be excessive, so it’s shared

between the four MSOs. Usually, Multifunction

Operator Console (MOC) 1 is assigned the

radar, MOC 2 the electro-optical suite, MOC

3 is used to manage tracks and navigation

and MOC 4 handles communications.

Each MSO can work at any station, in any role.

The work of each MSO is immediately shared

with the others. This might include the MSO

seated at MOC 1 (radar) tracking a ‘pending’

target (identity unknown), while the other MSOs

add information received ‘on the link’ or via

intelligence, or images from the optical system.

In this way, the track is enriched by new data

and can be classified as neutral, friendly or

hostile. Each track is numbered, as multiple

targets can be observed simultaneously.

Such a complex system demands a

great quantity of energy and produces

considerable heat, so an onboard system

is installed to dissipate thermal energy.

For the Atlantic, flights of up to 18-hour

duration were not uncommon, but ten hours

was standard. The P-72A has a maximum

endurance of ten hours, but missions

are usually planned for six or seven.

The TACCO’s domain

The rear section of the fuselage accommodates

the TACCO station. They have a classified

laptop connected to the four MOCs, providing

situational awareness of the mission. While the

TACCO can decide the best course of action,

and co-ordinate the four MSOs, they cannot

manage the MOCs. All information and actions

can be shared with the pilots, with other aircraft

and vessels involved in the operation, as well

as ground troops and central command. This

is vital for modern scenarios, which mainly

take place in a joint, interagency environment.

The tail section also has seats for

passengers and for the two observers. For

deployments to other air bases, and for

very long missions, it’s possible to embark

two more pilots and an additional MSO.

The observers have two main tasks. The first

of these is employing the two large observation

bubble windows to perform visual search in

support of electro-optical equipment (despite

advances in technology, the human eye remains

incomparable in some situations). The second

is airdropping emergency equipment for SAR

missions. Kit comprises one or more inflatable

rescue boats each of which can carry 11 to

15 people. These are delivered through the

in-flight-operable door, on the left side at the

rear. Launching them is a complex activity, but

can be carried out in a very short time and

with extreme precision, thanks to teamwork

by all the crew. An initial over-flight is made

to detect the position of the person(s) at sea

and the environmental conditions; on the

second pass, launch takes place at a height of

150ft (46m) and maximum speed of 150kts.

Transition from the Atlantic

All of the last personnel operating the

Above: First-level maintenance is carried out in the capacious hangar at Sigonella. The P-72A’s diagnostic systems mean that, in most cases, any fault can be

diagnosed almost immediately. Right: The Elettronica ELT/800(V)2 ESM/electronic intelligence system provides 360° coverage and is fully integrated with the

defensive aids sub-system. Self-protection kit includes laser and radar warners, plus chaff and fl are dispensers located around the airframe. Below: P-72A ‘41-

03’ moves in close to the camera ship. The twin Pratt & Whitney Canada PW127M engines are very responsive, especially at low altitudes, allowing the crew to

precisely select the required speeds and ensuring good range management.

78 // September 2019 #378 http://www.airforcesmonthly.com

Italian Air Force P-72A

76-79 ItalianP72A AFM Sep2019.indd 78 8/2/2019 3:06:18 PM