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Maturation Du Porte-Aéronefs STOBAR

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Maturation Du Porte-Aéronefs STOBAR 4 4 9 ° n E N U B I R T Retour aux origines : maturation du porte-aéronefs STOBAR Politologue spécialisé en relations internationales avec un intérêt marqué pour les questions Benjamin Gravisse militaires et techniques soviéto-russes. Auteur du blog Red Samovar . Ingénieur en aéronautique, observateur en matière de sécurité et de défense en Chine et Henri Kenhmann auteur du blog East Pendulum . Ancien Volontaire officier aspirant de la Marine nationale, doctorant à l’Université de Thibault Lamidel Strasbourg (DynamE) et CLESID (Lyon), auteur du blog Le Fauteuil de Colbert . ue valent les groupes aéronavals chinois, indien et russe de par leurs aéronefs Qopérant selon la filière dite « STOBAR » ( Short Take-Off But Arrested Recovery ) ? Ces quelques lignes ambitionnent de replacer cette technique dans le concert aéronaval des ponts plats (navires aux ponts d’envol courant sur toute la longue de la coque du navire). L’ambition est surtout de souligner que le plein potentiel de la filière STOBAR ne sera atteint qu’avec les prochains essais aéronavals chinois ; et que l’influence opérationnelle de ces groupes aéronavals – leur capacité à maîtriser leur environnement aéro-sous-marin (expression de l’Amiral Barjot) – n’est pas aussi réduite par rapport à celle des porte-avions CATOBAR (Catapult Assisted Take-Off But Arrested Recovery ). Les premiers décollages ou appontages se font à partir de bateaux gréés avec un pont plat couvrant partiellement – USS Birmingham (1910 - décollage), USS Pennsylvania (1911 - appontage), HMS Hibernia (1912 – décollage, navire en mouvement) – ou totalement toute la longueur de la coque – USS Langley (1922), HMS Furious (1917-1925, pont d’envol continu), INJ H ōsh ō (premier navire conçu en tant que porte-avions), Béarn (1928). Les appontages exigent, pour l’essentiel, une assistance humaine pour positionner l’avion dans l’axe du pont d’envol et des brins d’arrêt pour l’arrêter sur le pont. Les décollages se font à la force des moteurs. Par abus de langage, la filière STOBAR est donc la filière « classique ». Ce n’est que dans la dernière partie de l’entre-deux-guerres que les premières catapultes font leur apparition en raison de l’augmentation de la masse des aéronefs. Le fait aéronaval va crescendo dans la complexité avec un effacement progressif de la filière STOBAR en raison de l’introduction des « jets » (avions à réaction). Bien plus lourds et rapides, ils imposent progressivement des modifica - tions architecturales, à savoir la piste oblique et la généralisation des catapultes à vapeur (et non plus seulement à air comprimé). Dans la foulée des premières expé - rimentations de voilures tournantes à bord de frégates de la Marine royale cana - dienne (1958), les ADAV/C (Aéronef à décollage et atterrissage verticaux ou www.defnat.fr - 31 octobre 2017 1 De gauche à droite, Harrier (photo : Milborneone), Yak-36 (photo : Gos. Levibor), Balzac V et Mirage III V (dessin : Greg Goebel). courts) ou STOVL (Short Take-Off and Vertical Landing aircraft ) apparaissent. L’avènement du Hawker Siddeley Harrier – sans oublier un précurseur comme le Breguet Br.1010 de Michel Wibault ou encore les Mirage III V ou Balzac V –, mais aussi des Yak-36 puis Yak-38 jusqu’au projet avorté Yak-41(M) , amènent les marines britannique et soviétique à concevoir des porte-aéronefs portant ces appa - reils STOVL . L’Amiral Zumwalt énonce, quant à lui, toujours dans la filière STOVL , le Sea Control Ship , sorte de porte-avions d’escorte de la Seconde Guerre mondiale modernisé dont les traductions les plus fidèles demeurent le Principe de Asturias de l’ Armada espagnola et son sistership , le Chakri Naruebet de la Marine royale thaïlandaise. Il s’opère alors une translation pragmatique mais partielle du STOVL au STOBAR – l’ US Marine Corps (USMC ) et certaines marines européennes ne renient pas pour autant les Harrier et leurs successeurs ( F-35B , par exemple). Les premiers aéronefs déçoivent de par leurs performances opérationnelles – cas très exemplaire des Harrier aux Malouines (2 avril – 14 juin 1982) – ou ceux-ci voient leur développement arrêté ou bien ne bénéficient pas de successeurs ( Yak-38 et Yak-41(M) ). Ils sont alors remplacés par des navalisations de chasseurs terrestres devant opérer depuis un navire à pont plat. Décollage à la seule force des réacteurs, appontage avec brins d’arrêt. Ce virage soviétique vers une solution, finalement, classique sur le plan historique, se fait dans l’indifférence des Nations confirmant les porte-avions CATOBAR entre disparition des PA hérités de la Seconde Guerre mondiale et orthodoxie aéronavale confirmée dans le remplacement de ceux lancés dans les années 1950 et 1960 aux États-Unis et en France. C’est le cas français avec le passage des PH75 (2 porte-hélicoptères nucléaires) aux PA75 (2 porte-avions nucléaires initialement mais finalement un seul, le Charles-de-Gaulle ) dès le Conseil de Défense du 23 septembre 1980, soit deux ans avant les Malouines ! Par héritage, et faute d’avoir su prendre le temps et les moyens de développer la filière CATOBAR – l’ Ulyanovsk , premier CATOBAR soviétique, est abandonné sur cale –, la Russie (porte-aéronefs Kuznetsov ), la Chine (porte-aéronefs Liaoning , Type 001 ) et l’Inde ( INS Vikramaditya et Vikrant ) détiennent et/ou construisent des plateformes STOBAR . Chacune des trois marines envisage ou a acté dans sa 2 E N U B I R T programmation navale un passage aux PA CATOBAR : Type 002 pour la Chine, INS Vishal (IAC-2 ) pour l’Inde et Projet 23000E Shtorm pour la Russie. Les cas russe et chinois aident à visualiser les avantages et inconvénients des formules STOBAR et CATOBAR . Cette dernière filière permet, grâce aux cata - pultes, à la voilure fixe opérant à bord du porte-avions d’avoir les mêmes capacités opérationnelles que si elle avait décollé depuis la terre ferme. Face aux porte-avions CATOBAR , la filière STOBAR est réputée par une simplicité architecturale sacri - fiant quelque peu les performances opérationnelles des aéronefs à voilure fixe, suspectés alors d’avoir une capacité d’emport en carburant et armements bien faible, diminuant d’autant l’influence opérationnelle du pont plat et les nombre et type de missions pouvant être assurées. Une comparaison entre les aéronefs russes (Mig-29K/KUB et Su-27K/Su-33 ) et chinois ( J-15 ) est particulièrement intéressante dans la mesure où les Kuznetsov (vitesse maximale de 30 nœuds) et Liaoning (28,6 nœuds – aurait déjà marché plus vite) sont des sisterships . Aéronefs Mig-29K/KUB Su-27K / Su-33 (1) J-15 (2) Masses Masse à vide 11 tonnes 18,5 t 16 t MTOW * à terre 24,5 t 33 t 33 t 24,5 t 30 t 31,5 t Campagnes d’essais 2014-2016 Configuration 1 Vitesses : Vitesses : Vitesses : – navire : 9 nœuds ; – navire : 7 nœuds ; – navire : 24 nœuds ; MTOW – vent : 9 nœuds. – vent : non-précisé. – vent : non-précisé. STOBAR 32,8 t 33 t Simulation numérique Configuration 2 Vitesses : Vitesses : – navire : 15 nœuds ; – navire : 15 nœuds ; – vent : non-précisé. – vent : 30 nœuds. – missile air-air à courte portée R-73E ; – missile air-air courte- – missile air-air à courte portée PL-8 ; – missile air-air moyenne/ portée R-73E ; longue portée R-77 ; – missile air-air moyenne/ – missiles air-air moyenne/ longue portée PL-12 ; – Bombe guidée KAB- longue portée – bombe lisse de 500 kg ; 500Kr ; R-27ER ; Armements remarquables – missile air-sol Kh-29T ; – missile air-sol KD-88 – missile air-air (TV/IIR) ; – missile air-sol Kh-31A ; moyenne/longue portée R-27ET ; – missile air-mer – missile air-sol/anti- YJ-83KH ; navire Kh-31P ; – Bombe guidée KAB-500Kr . – missile anti-navire – missile anti-navire supersonique YJ-12 **. Kh-35E . * Maximum Take-Off Weight ou masse maximale au décollage. ** Le missile YJ-12 aurait une vitesse de croisière Low-Low-Low non-inférieure à Mach 2 pour une vitesse terminale High-High-Low non-inférieure à Mach 3. Quant à la portée, elle ne serait pas inférieure à la distance de détection du porteur par un Grumman E-2C Hawkeye . Si ce missile est porté par le J-15 alors il ne peut se nicher que sous les ailes. 3 De gauche à droite, Mig-29K au MAKS 2007 (photo : Dmitriy Pichugin), Su-27K présenté à des marins américains sur l’ Amiral Kuznetsov (photo : US Navy ) et J-15 sur le Liaoning (photo : ?). Cela revient à souligner que les conditions pour mettre en œuvre chacun de ces trois aéronefs sont relativement aisées à atteindre. Si un navire ne commande pas à Éole, il peut, toutefois, atteindre dans les deux cas une vitesse de 20 à 25 nœuds, voire la vitesse maximale de 30 à 32 nœuds, réduisant d’autant le besoin d’un vent relatif. La problématique était hautement plus critique pour le porte- avions 25 de Mayo de l’ Armada de la República Argentina (attaque en tenaille de la task force britannique le 2 mai 1982) qui, pour lancer ses Super-Étendard , devait soutenir une vitesse de 25 nœuds et bénéficier d’un vent fort, sachant que cela fai - sait bien longtemps qu’il ne remplissait même plus la première condition, man - quant, au moins, deux à quatre nœuds. Il est à souligner que selon les caractéristiques avancées qui sont vérifiées lors des essais et déploiements, l’influence des groupes aéronavals chinois et russes est, notamment, fonction de ses patrouilles aériennes rapprochées ( Close Air Patrol ). Dans cette optique, Su-33 et J-15 ont un rayon d’action sensiblement comparable à celui du Rafale M . Remarque permettant de préciser qu’une version CATOBAR du J-15 est aux essais en vol depuis l’année 2016 (3) et, notamment, sur catapultes électromagnétiques (installations terrestres) depuis 2017 (4) . Par ailleurs, s’il était avancé que les porte-aéronefs STOBAR bénéficiaient d’une capacité de projection de puissance aéroterrestre très faible, c’était peut-être surtout fonction de la remontée en puissance du GRAN (Groupe aéronavale russe).
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