As of July 2012 the A400M is undergoing flight
testing. Orders totalled 174 aircraft from eight nations as of July 2011. Airbus
Military is expected to deliver the first aircraft in early 2013. The Airbus A400M Atlas,is a multi-national four-engine
turboprop military transport aircraft. It was designed by Airbus Military as a
tactical airlifter with strategic capabilities.The aircraft's maiden flight,
originally planned for 2008, took place on 11 December 2009 in Seville, Spain.
As of July 2012 the A400M is
undergoing flight testing. Orders totalled 174 aircraft from eight nations as
of July 2011.Airbus Military is expected to deliver the first aircraft in early
2013.
Development
Origins
The project began as the Future
International Military Airlifter (FIMA) group, set up in 1982 by Aérospatiale,
British Aerospace (BAe), Lockheed, and Messerschmitt-Bölkow-Blohm (MBB) to
develop a replacement for the C-130 Hercules and Transall C-160.Varying
requirements and the complications of international politics caused slow
progress. In 1989 Lockheed left the grouping and went on to develop an upgraded
Hercules, the C-130J Super Hercules. With the addition of Alenia of Italy and
CASA of Spain the FIMA group became Euroflag.
The A400M is positioned as an
intermediate size between the Lockheed C-130, and the Boeing C-17. Originally
the SNECMA M138 turboprop (based on the M88 core) was selected to power the
A400M. Airbus Military issued a new request for proposal (RFP) in April 2002,
after which Pratt & Whitney Canada with the PW180 and Europrop
International answered; the latter was a new design. Airbus Military preferred
the PWC engine, but political interference resulted in the selection of the Europrop
TP400-D6 in May 2003.
The partner nations – France,
Germany, Italy, Spain, the United Kingdom, Turkey, Belgium, and Luxembourg –
signed an agreement in May 2003 to buy 212 aircraft. These nations decided to
charge the Organisation for Joint Armament Cooperation (OCCAR) with the
management of the acquisition of the A400M.
Following the withdrawal of Italy
and revision of procurement totals the revised requirement was for 180
aircraft, with first flight in 2008 and first delivery in 2009. On 28 April
2005, South Africa joined the partnership programme with the state-owned Denel
Saab Aerostructures receiving a contract for fuselage components.
Into production
The A400M assembly at the Seville
plant of EADS Spain started in the first quarter of 2007. Airbus plans to
manufacture thirty aircraft per year.The major assemblies arrive by Airbus
Beluga transporters. The four Europrop TP400-D6 flight test engines were
delivered in late February 2008 for the first A400M.Static structural testing
of a A400M test airframe began on 12 March 2008 in Spain.
The first flight, originally
scheduled for the first quarter of 2008, was postponed due to program delays,
schedule adjustments and financial pressures. EADS announced in early January
2008 that continued development problems with the engines had resulted in a
delay to the second quarter of 2008 before the first engine test flights on a
C-130 testbed aircraft. The first flight of the aircraft, previously scheduled
for July 2008, had again been postponed. Civil certification under European
Aviation Safety Agency (EASA) CS-25 will be followed later by certification for
military purposes. The A400M was "rolled out" in Seville on 26 June
2008 at an event presided by King Juan Carlos I of Spain.On 12 January 2011,
serial production of the A400M for its first customers started.
Development problems
On 9 January 2009, EADS announced
that the first delivery has been postponed until at least 2012. EADS also
indicated that it wanted to renegotiate "certain technical characteristics"
of the aircraft.EADS has long maintained the first deliveries would begin three
years after the A400M's first flight. The German newspaper Financial Times
Deutschland has closely followed the A400M program and reported on 12 January
2009 that the aircraft is overweight by 12 tons and may not be able to achieve
a critical performance requirement, the ability to airlift 32 tons. Sources
told FTD at the time that the aircraft could only lift 29 tons, which is
insufficient to carry a modern armored infantry fighting vehicle (like the
Puma).The FTD report prompted the chief of the German Air Force to say,
"That is a disastrous development," and could delay deliveries to the
Luftwaffe until 2014.The Initial Operational Capability (IOC) for the Luftwaffe
is delayed at least until 2017. This leads the political planning to potential
alternatives in the shape of a higher integration of European airlift capabilities.The
OCCAR reminded the participating countries that they can terminate the contract
before 31 March 2009.
On 29 March 2009, Airbus CEO
Thomas Enders told Der Spiegel magazine that the program may need to be
abandoned without changes.Then on 3 April 2009 the South African Air Force
announced that it would start considering alternatives to the A400M due to
postponed production and increased cost.On 5 November 2009, South Africa
announced it was cancelling the order citing increased cost and delivery
delays.On 12 June, The New York Times reported that Germany and France have
delayed the decision whether or not to cancel their orders for another six
months, while the UK still plans to decide at the end of June. The NYT also
quotes a report to the French Senate from February 2009, according to which
"the A400M is €5 billion over budget, 3 to 4 years behind schedule, [...]
aerospace experts estimate it is also costing Airbus between €1 billion and
€1.5 billion a year."
The shortage of military
transports caused by the A400M delay forced the UK to lease, and subsequently
purchase, six C-17s. France and Germany have also been considering other
planes, as all three countries need to support their operations in Afghanistan.The
ADS Group has warned that shifting the British orders to American aircraft for
the short term budget savings would cost much more over time in missed civil
and military aerospace business, because they say that the technologies used in
the A400M would be a bridge to the next generation of civilian aircraft.In June
2009, Lockheed Martin said that both United Kingdom and France had asked for
technical details on the C-130J as an alternative to the A400M.
Airbus acknowledged in 2009 that
the program is expected to lose at least €2.4 billion and cannot break even
without sales outside NATO countries.A PricewaterhouseCoopers audit of the
program projected that it would run €11.2 billion over budget unless corrective
measures were taken, which would result in an overrun of only €7.6 billion.On
24 July 2009, the seven European nations announced that they would continue
with the A400M program, and form a joint procurement agency to renegotiate the
contract with EADS.The ministers of the seven European launch customers were
supposed to meet 15 October 2009 in Germany to approve a new timetable,
configuration and financial terms for the A400M airlifter.On 14 October 2009,
French Ministry of Defense spokesman Laurent Teisseire, announced this meeting
had been postponed.
On 9 December 2009, the Financial
Times reported that Airbus has asked for an additional €5 billion subsidy to
complete the project.On 5 January 2010, Airbus repeated that the A400M program
may be scrapped, costing Airbus €5.7 billion unless €5.3 billion was added by
partner governments.On 11 January 2010, Tom Enders, Airbus chief executive,
stated that he was prepared to cancel production of the A400M if European
governments did not provide more funding. Delays to the A400M project had
already increased its budget by 25%.On 5 November 2010, Belgium, Britain,
France, Germany, Luxembourg, Spain and Turkey finalised the contract and agreed
to lend Airbus Military €1.5 billion. The program is at least three years
behind schedule. The deal, however, meant also that the UK reduced its order
from 25 to 22 aircraft and Germany from 60 to 53, decreasing the total order
from 180 to 170.
Flight testing
Before the first flight, the
company obtained the required hours of airborne test time on the engines using
a C-130 testbed aircraft.The first flight of the C-130 testbed occurred on 17
December 2008.The A400M's maiden flight was carried out from Seville on 11
December 2009.The first A400M had flown 39 hours of test flights as of 9 March
2010.The second test aircraft's engines were tested on 18 March 2010 prior to
it beginning test flights.The second A400M completed its first flight on 8
April 2010.The third A400M took to the air in July 2010. With this flight the
three A400Ms have taken more than 100 flights, totaling 400 hours.
In July 2010, the A400M passed a
key test: ultimate-load testing of the wing.On 28 October 2010, Airbus Military
announced that it was about to start refuelling and air-drop tests.By late
October 2010 the A400M had flown 672 hours of the 2,700 hours expected to reach
certification. Cold weather testing is to be performed in either Canada or
Sweden.In November 2010, the first paratroop jumps were performed from the
A400M.In December 2010 the A400M fleet's flight time has risen to 965 hours.A400M
number four joined the test fleet with its first flight of over five hours on
20 December 2010.
Winter tests were done in Kiruna,
Sweden during February 2011.By April 2011 a total of 1,400 flight hours over
450 flights had been achieved.In May 2011 the A400M's EPI TP400-D6 engine
received certification from the European Aviation Safety Agency (EASA).In May
2011, the A400M fleet had totaled 1,600 hours over 500 flights; by September
2011, the total increased to 2,100 hours and 684 flights.
Due to a problem with the gearbox
the A400M did not fly demonstrations at the 2011 Paris Air Show. It was shown
on static display insteadBy October 2011, the total flight hours had reached
2,380 over 784 flights. A minor problem that occurred during wet landing test
led to reconstruction of parts of the main landing gear door.
High altitude start and landing
tests were performed at La Paz at 4,061.5 m (13,325 ft) and Cochabamba at 2,548
m (8,360 feet) in Bolivia in March 2012.
Design
The Airbus A400M will increase
the airlift capacity and range compared with the aircraft it was originally set
to replace, the older versions of the Hercules and Transall. Cargo capacity is
expected to double over existing aircraft, both in payload and volume, and
range is increased substantially as well. The cargo box is 17.71 m long
excluding ramp, 4.00 m wide, and 3.85 m high (or 4.00 m aft of the wing).and
the ramp is 5.40 m long.
The A400M will operate in many
configurations including cargo transport, troop transport, Medical evacuation,
aerial refuelling, and electronic surveillance. The aircraft is intended for
use on short, soft landing strips and for long-range, cargo transport flights.
It features a fly-by-wire flight
control system with sidestick controllers and flight envelope protection. Like
other Airbus aircraft, the A400M will have a full glass cockpit (all
information accessed through large colour screens) and as such will represent a
technological leap compared to the older C-130s and C-160s that many countries
now operate.
The A400M's wings are primarily
carbon fibre reinforced plastic. The eight-bladed Scimitar propeller is also
made from a woven composite material. The aircraft is powered by four Europrop
TP400-D6 engines rated at 8,250 kW (11,000 hp) each.The TP400-D6 engine is to
be the most powerful turboprop engine in the West to enter operational use.One
of the few propeller powered aircraft with swept wings, the turboprops provide
an efficient cruise speed of 780 km/h (480 mph) which falls between the C-130
and the jet-powered C-17.
The pair of propellers on each
wing of the A400M turn in opposite directions, with the tips of the propellers
advancing from above towards the midpoint between the two engines. This is in
contrast to the overwhelming majority of multi-engine propeller driven aircraft
where all propellers on the same wing turn in the same direction. The
counter-rotation is achieved by the use of a gearbox fitted to two of the
engines, and only the propeller turns the opposite direction; all four engines
are identical and turn in the same direction which eliminates the need to have
two different "handed" engines on stock for the same aircraft, which
simplifies maintenance and supply costs. This configuration, dubbed DBE (Down
Between Engines), allows the aircraft to produce more lift and lessens the
torque and prop wash on each wing. It also reduces yaw in the event of an
outboard engine failure.
EADS and Thales will provide the
new Multi-Colour Infrared Alerting Sensor (MIRAS) missile warning sensor for
the A400M.
Operational history
Exports
South Africa
In December 2004, South Africa
announced it would purchase eight A400Ms at a cost of approximately €837
million, with the nation joining the Airbus Military team as an industrial
partner. Deliveries were expected from 2010 to 2012.In 2009, South Africa
cancelled all eight aircraft, citing increasing costs. On 29 November 2011
Airbus Military reached an agreement to refund pre-delivery payments worth €837
million to Armscor.
Canada
Airbus Military made a bid in
2006 to supply Canada with the A400M to meet a tender request for 17 new
tactical airlifters to replace their old C-130E models.The Canadians ordered four
C-17 Globemaster IIIs and 17 C-130J Super Hercules instead.
Others
In July 2005, the Chilean Air
Force signed a Memorandum of understanding for three aircraft,but no order has
been placed.
In December 2005, the Royal
Malaysian Air Force ordered four A400Ms to supplement its fleet of Lockheed
C-130 Hercules.
In 2009 the United States Air
Force Air Mobility Command requested information on the A400M and the company
responded with a proposal for 118 A400Ms.
In June 2010, EADS suggested a
possibility that the Royal Australian Air Force might consider buying the
A400M.
Specifications
Data from Airbus Military specifications
General characteristics
Crew: 3 or 4 (2 pilots, 3rd optional, 1
loadmaster)
Capacity: 37,000 kg (81,600 lb)
116 fully
equipped troops / paratroops,
up to 66
stretchers accompanied by 25 medical personnel
Length: 45.1 m (148 ft 0 in)
Wingspan: 42.4 m (139 ft 1 in)
Height: 14.7 m (48 ft 3 in)
Empty weight: 76,500 kg (168,654 lb) ; operating
weight[84]
Max takeoff weight: 141,000 kg (310,852 lb)
Fuel capacity: 50,500 kg (111,330 lb) internal fuel
Max landing weight: 122,000 kg (268,963 lb)
Powerplant: 4 × Europrop TP400-D6 turboprop,
8,250 kW (11,060 hp) each
Propellers: 8-bladed, 5.3 m (17 ft 5 in) diameter
Performance
Cruising speed: 780 km/h (485 mph; 421 kn) (Mach
0.68-0.72)
Initial cruise altitude: at MTOW: 9,000 m (29,000 ft)
Range: 3,298 km (2,049 mi; 1,781 nmi) at max
payload (long range cruise speed; reserves as per MIL-C-5011A)