Airbus A400M

A400M
The second prototype A400M, Grizzly 2, at the 2010 Farnborough Airshow
Role	Long-range military transport
Manufacturer	Airbus Military
First flight	11 December 2009[1]
Status	Under development/flight testing
Number built	3 as of July 2010[2]
Unit cost	approx. €136 million[3][4]

The Airbus A400M is a multi-national four-engine turboprop military transport aircraft. It was designed by Airbus Military as a tactical airlifter with strategic capabilities.^[5] The aircraft's maiden flight, originally planned for 2008, took place on 11 December 2009 in Seville, Spain.^[1]

Currently 184 aircraft are ordered by 8 nations.^[6] First deliveries to the French Air Force are planned to take place at the end of 2012. Deliveries of the current orders will conclude in 2025.^[7]

Development

The project began as the Future International Military Airlifter (FIMA) group, set up in 1982 by Aerospatiale, British Aerospace, Lockheed, and MBB to develop a replacement for the C-130 Hercules and Transall C-160.^[8] 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 in April 2002 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.^[9]

The A400M on the day of its maiden flight in Seville, Spain

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 Q1 2007. Airbus plans to manufacture thirty aircraft per year.^[10] 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.^[11] Static structural testing of a A400M test airframe began on 12 March 2008 in Spain.^[12]

The first A400M, surrounded by EADS employees, during the aircraft's world presentation (roll-out), celebrated in Seville on 26 June 2008

The first test flight, originally scheduled for Q1 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 Q2 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.^[13]

Further sales

In December 2004, South Africa announced it would purchase eight A400Ms at a total cost of approximately €800 million, with the nation joining the Airbus Military team as an industrial partner. Deliveries were expected from 2010 to 2012.^[14][15] 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.^[16] On 5 November 2009 the government announced it was cancelling the order citing increased cost and delays in delivery.^[17] A government spokesman claimed that the cost had escalated to R 40 billion (approximately US$5 billion) from R 17 billion (approximately US$2 billion) if they had gone ahead with the order.

On 18 July 2005, the Chilean Air Force signed a Memorandum of understanding for three aircraft to be delivered between 2018 and 2022.^[18] But the order was cancelled after new elections.

On 8 December 2005, the Royal Malaysian Air Force ordered four A400Ms to supplement the fleet of 15 Lockheed C-130 Hercules.^[19][20]

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 CC-130E models.^[21] The Canadians ordered four C-17 Globemaster IIIs and 17 C-130J Super Hercules instead.^[22]

Airbus acknowledged in 2009 that the program is expected to lose at least 2.4 billion euros and cannot break even without sales outside NATO countries.^[9] 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.^[23]

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.^[24]

In June 2010, EADS suggested a possibility that the Royal Australian Air Force might consider buying the A400M.^[25]

Development problems

On 9 January 2009, EADS announced that the first delivery has been postponed until at least 2012. EADS also indicated that it wants to renegotiate "certain technical characteristics" of the aircraft.^[26] 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 Puma).^[27] 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.^[28] 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.^[29] The OCCAR reminded the participating countries that they can terminate the contract before 31 March 2009.^[30] On 29 March 2009, Airbus CEO Thomas Enders told Der Spiegel magazine that the program may need to be abandoned without changes.^[31]

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.^[32] 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 6 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."^[33]

The first A400M during its fourth flight, on final approach on 15 January 2010.

The shortage of military transports caused by the A400M delay forced the U.K. 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.^[34]

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.^[35][36] 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.^[37] On 14 October 2009, French Ministry of Defense spokesman Laurent Teisseire, announced this meeting had been postponed.^[38]

On 9 December 2009, the Financial Times reported that Airbus has asked for an additional €5bn subsidy to complete the project.^[39] On 5 January 2010, Airbus told the Financial Times again that the A400M program may be scrapped, costing Airbus €5.7bn unless €5.3bn is added by partner governments.^[40]

On 11 January 2010, Tom Enders, Airbus chief executive, informed BBC World that he is prepared to cancel production of the A400M if European governments do not provide more funding. Delays to the A400M project have already increased its budget by 25%.^[41] It has now been announced that the project will still go ahead.^[42]

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.^[43]

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.^[44][45] The first flight of the C-130 testbed occurred on 17 December 2008.^[46]

The A400M's maiden flight was carried out from Seville on 11 December 2009.^[1] The first A400M has flown 39 hours of test flights as of 9 March 2010.^[47] The second test aircraft's engines were tested on 18 March 2010 prior to it beginning test flights.^[48] The second A400M completed its first flight on 8 April 2010.^[49] The 3rd A400M took to the air in July 2010. With this flight the three A400Ms have taken more than 100 flights, totaling 400 hours.^[2]

In July 2010, the A400M passed a key test: ultimate-load testing of the wing.^[50]

Design

A400M landing gear display at Paris Air Show, 2007

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. The height is 4.00 m aft of the wing and the ramp is 5.40 m long.

The Airbus 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.^[51]

Hamilton Sundstrand propeller for Airbus A400M at the Paris Air Show 2009

The cockpit features a fly-by-wire flight control system with sidestick controllers and flight envelope protection. Like Airbus' other 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,^[52] which are the third most powerful turboprop engines ever produced after the contra-rotating Kuznetsov NK-12 and Progress D-27, making the Europrops the most powerful single-axle props.

The 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 has been dubbed DBE (Down Between Engines), it 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.^[53]

A400M showing its counter-rotating propellers

EADS and Thales will provide the new Multi-Colour Infrared Alerting Sensor (MIRAS) missile warning sensor for the A400M.^[54][55]

Operators

Orders

Date	Country	Orders	Entry into Service Date	Notes
27 May 2003	Germany	60	not available
	France	50	not available
	Spain	27	not available
	United Kingdom	22	not available	Order reduced from 25[56]
	Turkey	10	not available
	Belgium	7	expected 2018/20
	Luxembourg	1	not available
15 December 2004	South Africa	0	NA	Order for eight cancelled in 2009[17]
8 December 2005	Malaysia	4[19]	not available
Total:		181

Specifications

Artist's impression of the A400M in German Luftwaffe livery

Operation Range of A400M with 20 t and 30 t payload, flown from Paris, France

Data from Airbus Military specifications^[57]

General characteristics

• Crew: 3 or 4 (2 pilots, 3rd optional, 1 loadmaster)
• Capacity: 37,000 kg (82,000 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^[58]
• Max takeoff weight: 141,000 kg (310,852 lb)
• Max. Landing Weight: 122,000 kg (268,963 lb)
• Total Internal Fuel: 50,500 kg (111,330 lb)
• Powerplant: 4 × Europrop TP400-D6^[59] 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 (480 mph; 420 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)
  
  • Range at 30-tonne payload: 4,540 km (2,450 nmi)
  • Range at 20-tonne payload: 6,390 km (3,450 nmi)
• Ferry range: 8,710 km (5,412 mi; 4,703 nmi)
• Service ceiling: 11,300 m (37,073 ft)
• Tactical Takeoff Distance: 980 m (3,215 ft) (aircraft weight 100 tonnes, soft field, ISA, sea level)
• Tactical Landing Distance: 770 m (2,526 ft) (as above)
• Turning Radius (Ground): 28.6 m

See also

• Airlift (military)
• Cargo aircraft
  

Comparable aircraft

• Antonov An-70
• Boeing C-17 Globemaster III
• C-130J Super Hercules
• Embraer KC-390
• Transall C-160
• Kawasaki C-X
• Shaanxi Y-9
• Short Belfast
  

References

External links

• Airbus Military
• A400M history, photo gallery and technical details (EADS-CASA website)
• OCCAR site
• Royal United Services Institute (RUSI), "RUSI Briefing Note: The Case Against the A400M", June 2009
• A400M page on Airforce-Technology.com
• BBC video of unveiling of the A400M
• Official unveiling in Seville