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Airbus A400 M - Detailed Analysis Including Pilot Reports

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Three decades in the making, the multinational Airbus Military A400M Atlas is the first new military airlifter to be developed in Europe since the Transall C-160 twin-turboprop in the early 1960s. The completion of basic development and impending first delivery means Europe has its own heavy-lift transport and customers have an alternative to U.S. and Russian aircraft.

With more than $30 billion invested in development and production, the partner nations have high expectations for the aircraft. Aviation Week was given the opportunity to fly the A400M and assess whether it delivers on the promises made by Airbus Military or is the overpriced political compromise some of its critics allege.

The A400M is sized between the smaller Lockheed Martin C-130J and considerably larger Boeing C-17. It is the most advanced and powerful turboprop ever built in the West, with full, three-axis fly-by-wire (FBW) flight controls and the ability to operate from short, soft runways.

The international military airlifter has been a long time coming. The concept was first proposed in 1982, and European requirements were established in 1996. In 1999, Airbus Military was formed to manage the A400M program, signing a fixed-price contract for development and production. First delivery was planned for 2009, but development delays forced renegotiation of the contract and the first A400M will now be delivered to the French air force by July.

The A400M received European type certification in March and will enter service with an initial operational capability for logistic missions. Airbus Military is continuing development of military-specific capabilities. The first of these “standard operational capability” releases is planned for year-end, and by the close of 2014 the Atlas is planned to have full aerial-delivery and self-defense as well as aerial-refueling tanker capability.

Airbus Military says A400M can carry a 33-ton payload 2,450 nm and its maximum 40-ton payload 1,780 nm. Normal cruise speed is Mach 0.68, equivalent to 390-kt. true airspeed (KTAS) in ISA conditions at 37,000 ft., the maximum normal cruising altitude for military operations. At average mission weights, the aircraft also will cruise at its maximum operating Mach 0.72 at 31,000 ft., equivalent to 422 KTAS. A typical payload might be 116 paratroops or 66 medevac patients. The A400M also can carry up to nine 463L cargo pallets, two Eurocopter Tiger attack helicopters or three armored personnel carriers.

An optional inflight-refueling package allows the Atlas to refuel helicopters at 105 kt. indicated airspace (KIAS) and fighters at up to 300 kt. Two wing stations can be fitted with 2,650-lb./min. hose-and-drogue pods. A pallet-mounted 4,000-lb./min. hose-drum unit also can be attached to the rear cargo ramp to refuel a third aircraft. With two optional cargo-bay tanks increasing capacity by more than 25,000 lb., total fuel transfer capability is 99,000 lb. at 250 nm. and almost 51,000 lb at 1,250 nm.

The conventional metallic fuselage is pressurized to 7.8 psi and can maintain a sea level cabin to 19,400 ft., and an 8,000-ft. cabin altitude to 37,000 ft. The cargo-bay floor has a track-and-roller system to facilitate loading and unloading. The carbon-fiber wing has a supercritical airfoil with a 15-deg. sweep at quarter chord. The T-tail empennage, also primarily composite, was chosen to keep the horizontal stabilizer above the wing wake.

Most Airbus aircraft systems are loosely based on those of the A380, but modified for the military mission. The hydraulic system has to two 3,000-psi channels powering the primary and secondary flight-control actuators, landing gear, wheel brakes, cargo door and optional hose-and-drogue refueling system. As with the A380, there is no third hydraulic system. Instead, there are two electrical systems. One is a set of dual-channel electrically powered hydraulic actuators, the other an array of electrically/hydraulically powered hybrid actuators. The dissimilar redundancy provides more protection against battle damage.

The landing gear has 14 wheels for low surface loading on soft runways. There are three independent main-gear struts in tandem on each side and, when parked, these can be adjusted individually to level the aircraft on uneven ground or make it “kneel” to facilitate on- and off-loading.

Aviation Week visited Airbus's main plant in Toulouse to fly the A400M. When I belted into the left seat of MSN6 manufacturer's serial No. MSN6, the final preproduction aircraft used for flight test, Chief Test Pilot Ed Strongman strapped into the right seat as my instructor. He has been with the program since 2000 and flew the A400M on its first flight in December 2009. Experimental test pilot Malcolm Ridley rode along as safety pilot, accompanied by flight-test engineers Jean-Paul Lambert and Thierry Lewandowski.

MSN6 had a 177,250-lb. operating empty weight, about 850 lb. heavier than the baseline production aircraft. With an 882-lb. payload, the zero-fuel weight was 178,132 lb. Partially filled with 55,115 lb. of fuel, ramp weight was 233,247 lb. and computed takeoff weight was 232,365 lb. Maximum takeoff weight for military logistics missions can be as high as 310,851 lb.

We planned to use the TP400's full takeoff rating, 11,065 shp. from each engine (see sidebar, page 40). Based upon using flaps 1, roughly 10 deg., V speeds were 110 KIAS for the V1 takeoff decision speed, 122 KIAS for rotation and 129 KIAS for the V2 engine-inoperative takeoff safety speed. Flap retraction speed was 148 KIAS. V speeds and takeoff field length were computed using a laptop—on production aircraft, they will be calculated automatically by a flight management system (FMS) performance computation function. The FMS also will double-check aircraft weight and center-of-gravity to compute the horizontal stabilizer trim setting for takeoff.

Our flight plan called for departing from Runway 14R at Toulouse, then flying 9.3 nm. southeast to the Toulouse-Blagnac radio beacon. Next, we would descend to 500 ft. above ground level (AGL) and fly low level to Garonne intersection near Noe and then on to Cazeres in the foothills of the Pyrenees. Weather permitting, we then would fly low-level eastward along the foothills for about 20 mi., pull up to medium and high altitudes for handling and cruise performance checks, then return to Toulouse for pattern work.

The weather was almost ideal for a demonstration flight. There were plenty of cloud layers starting below 1,000 ft. and going all the way to 25,000 ft.-plus. This would enable us to evaluate the aircraft in the low-visibility conditions in which it is designed to operate.

Strongman used the checklist on the electronic centralized aircraft monitor display to complete the pre-start checks. Firing up the engines was easy. We turned on the fuel pumps, rotated the engine start knob and then toggled the engine master switch from off to feather. The full-authority digital engine controls handled all other starting functions, including malfunction protection.

During start, as each feathered prop began to accelerate to 180 rpm, vibration was palpable. But after the engines had stabilized and we moved the master switches from feather to run, vibration all but vanished as the props sped up to a 650 rpm ground idle.

Releasing the parking brake, idle thrust barely moved the aircraft. We had to advance the power levers to start taxiing, but once rolling the aircraft accelerated. Strongman suggested modulating the power levers for inboard Engines 2 and 3 from beta range or even partial reverse and back to ground idle to control taxi speed. The carbon brakes were smooth, as was the nosewheel steering.

We lined up on Runway 14R. When cleared for takeoff, we rapidly advanced the thrust levers from flight idle to the forward stops. The engines smoothly accelerated and the props stabilized at 860 rpm, producing moderate noise in the cockpit. I recommend active noise-attenuation headsets, but judge takeoff noise levels in the cockpit to be far below those encountered in a C-130 or most other turboprops.

With a 5.25:1 weight-to-power ratio, aircraft acceleration was brisk, but smooth. For rotation, we pulled back about halfway on the sidestick and released it when the nose came up to 20 deg. The fly-by-wire system's flightpath stability function maintained the commanded pitch and wings-level bank attitudes as the aircraft accelerated and we retracted landing gear and flaps.

As the altitude alert sounded, signaling our approach to the 3,000-ft. initial clearance altitude, we pulled the power levers back to the managed thrust detent, ceding control of the engines to the auto-throttle system, which slowed prop speed to 730 rpm and reduced power to about 9,460 shp for climb. The slower prop speed greatly reduced cockpit sound levels.

As with Airbus jetliners, the A400M's power levers are not back-driven. They remain frozen in position at the managed power detent. In my opinion, moving power levels provide flight crews with useful visual and tactile cues to the auto-throttle functioning.

We leveled off at 3,000 ft. and 250 KIAS and selected the engines' low noise-contour operating mode, reducing prop speed to 650 rpm to minimize aircraft sound profile over hostile territory. It also minimized the noise footprint over civilians in Toulouse.

Using the flightpath vector symbol on the head-up display (HUD) and taking advantage of the FBW flightpath stability function, it was easy to hand-fly the aircraft and maintain heading and altitude. Minor inputs to the side stick were all that was needed to make small corrections to the flightpath.

Nearing Toulouse-Blagnac, we found a hole in the clouds, banked sharply to the right, dived to 500 ft. AGL and accelerated to 280 KIAS as we headed for Garonne. There was plenty of low-altitude turbulence from a large storm in the vicinity, but the flightpath stability function made the aircraft easy to control.

Modifications to the civil Airbus FBW system make the A400M agile for such a large aircraft. Control response to vigorous sidestick inputs was crisp, but also well damped so there was no tendency to overshoot when the sidestick was released. Virtually no rudder inputs were needed to maintain balanced flight. The radio altimeter provided synthesized-voice call-outs of our height above ground, reducing the task of maintaining the desired 500 ft. AGL low-altitude cruise.

We switched on the forward-looking infrared enhanced vision system (EVS) camera to enhance our view of the terrain in the low-visibility conditions. Strongman held up a card in front of the left HUD to obscure my view of the outside world through the combiner glass. It was easy to use the EVS imagery on the HUD to fly at low altitude, demonstrating its value for flying tactical missions at night or in clouds.

Approaching Cazeres, the weather closed in, so we executed a maximum-performance climb by pushing the thrust levers forward to the stops and pitching up to 40 deg. Initial climb rate was in excess of 7,000 fpm and we quickly topped the low-level cloud layers.

We continued the climb at 230 KIAS to flight level (FL) 310 for cruise performance checks. At a weight of about 227,000 lb., the aircraft cruised easily at Mach 0.68 while burning 7,700 lb./hr. of fuel. In ISA-5C conditions, cruise was 394 KTAS. Accelerating to the aircraft's Mach 0.72 redline, fuel flow increased to 9,100 lb./hr. Cruise speed was 417 KTAS in ISA-5C.

Descending to 12,000-16,000 ft., we flew a series of standard maneuvers that yielded impressive results. At 280 KIAS, we could roll into a steep bank, pull all the way aft on the sidestick and the aircraft would smartly snap into a 3g turn with no threat of overstress, thanks to the FBW flight-envelope protection.

High angle-of-attack (AOA) behavior was similarly impressive. The fly-by-wire system is programmed to recognize the difference in wing performance due to the lift generated by prop wash. This could be seen during power-off and power-on maneuvers to “alpha max,” the maximum AOA allowed by the FBW system's normal control law. Alpha max is programmed to be just slightly below the stalling AOA. It provides high lift-coefficient wing performance at full aft stick and also full controllability.

Strongman demonstrated an additional layer of stall protection. With the auto-throttle armed, the system intervenes with “speed floor” protection by increasing thrust long before the aircraft approaches alpha max.

We then disabled the speed floor and explored aircraft handling at alpha max. At a weight of about 225,000 lb. and with flaps 4 selected, we pulled the thrust levers back to idle and maintained altitude, causing the aircraft to decelerate. With full aft stick, we reached alpha max at 98 KIAS. At that point, the FBW low-speed protection function eased the nose down. There was no wing roll-off or loss of control. Recovery was almost immediate when we lowered the nose and added thrust.

We then repeated the alpha max maneuver, this time after setting maximum climb power. We continued to increase nose attitude to slow the aircraft at about 1 kt./sec. with each engine producing about 7,900 shp. With the stick all the way aft, the aircraft decelerated to 78 KIAS before the FBW system eased the nose down at alpha max, again with no loss of control or composure.

The power-on approach to stall proved that the aircraft can be flown at 105-120 KIAS with flaps 4 for helicopter aerial refueling. We comfortably flew the aircraft at 110 KIAS at flaps 4 during the demo flight.

The fly-by-wire system also takes away most of the pilot workload associated with handling engine failures. At 13,000 ft., we set 100% power at 121 KIAS, pulled the outboard Engine 4 power lever to idle and watched as the FBW system compensated with aileron and rudder inputs to keep the aircraft in balanced flight. When both right Engines 3 and 4 were pulled back to idle and both left engines were at 100%, the FBW system maintained balanced flight. We needed only a slight left bank and nose-up attitude to climb the aircraft on heading at 121 KIAS and flaps 4.

After the air work, we returned to Toulouse for a normal, 3-deg. glidepath instrument landing system (ILS) approach to Runway 14R. Computed VREF landing speed for flaps 4 was 120 KIAS at a weight of about 222,000 lb. We added 5 kt. and bugged 125 kt. for the final approach speed.

Unlike a conventional Airbus, the A400M uses a decelerating speed schedule on final approach. The auto-throttle system does not completely slow the aircraft to VREF until it nears the threshold. The speed changes are not easy to notice because of the FBW's flightpath stability function.

We completed the first approach with a touch-and-go landing and turned onto a visual-flight-rules downwind pattern to the south. Just past abeam with the runway approach end, we turned a close-in base leg at 3,000 ft. AGL, 2,500 ft. above the airport. We extended the landing gear and flaps 4, maintaining altitude and 148 KIAS until we were 3 mi. from the threshold.

At that point, we reduced power, fully extended the speed brakes and began a 12-deg. plunge, simulating an assault landing. The aircraft was easy to control and the 3,000-ft./min. descent rate felt comfortable. At 500 ft. above the runway, we retracted the speedbrakes, increased thrust and transitioned to a normal 3-deg. ILS glidepath while slowing to 125 KIAS. We crossed the threshold at 60 ft. and began to pull back the thrust levers. Touching down just beyond the stripes, we flew the nose down to the runway, pulled back fully on the thrust levers and braked heavily. The aircraft stopped in about 1,600 ft. With practice, the landing roll could be shortened considerably.


For launch customers Belgium, France, Germany, Luxemburg, Spain, Turkey and the U.K., plus Malaysia, the A400M fills a niche below the C-17. As a strategic airlifter, it has more speed, range and payload than the C-130J, but less than the C-17. As a tactical airlifter, it has a steep-approach assault landing capability that no other Western heavy-lift transport can match. It can operate autonomously at austere airstrips with unimproved runways and unleveled ramps.

First delivery to the French air force is set for next month, to be used for military qualification. Two more are planned to be delivered to the French and one to Turkey by year-end. Production rates should increase in 2014 and beyond, depending upon European defense budget allocations. Longer term, because it is a European product with a European Aviation Safety Agency type certificate, the A400M could attract customers that do not want to buy U.S. or Russian products for political reasons.

The Atlas has some of the most capable avionics and flight controls ever fitted to a military transport. Its turboprop engines are unprecedented for their blend of power and fuel efficiency. This agile performer feels more nimble than older heavy-lift transports. But it is pricey. Divide the number of orders by the total investment and the unit price is a staggering $170 million-plus—almost twice the cost of a C-130J.

But even if the eight announced customers remain the sole users, the aircraft may yet prove its worth. With near-jetliner cruise speed, the A400M may be the fastest way to transport troops, arms, fuel and supplies to unimproved landing strips close to the front lines, and to rush casualties back to top-tier emergency medical facilities.

Fly along with Fred George in the A400M to see the transport's performance and features at ******/lJfeV
Airbus Military A400M-180
SPECIFICATIONS
Dimensions (ft./meters)
External
Overall Length 148/45.1
Wings pan 139.1/42.4
Overall Height 48.2/14.7
Cargo Compartment
Length 58.1/17.7
Height 12.6/3.85
Width (maximum) 15.1/4.6
Width (floor) 13.1/4.0
Seating 3 crew + 116 troops
Engine 4 x EPI TP400-D6
Output (ISA) 11,065 shp each
Characteristics
Wing Loading 130.4 lb./sq. ft.
Power Loading 7.02 lb./shp.
Noise (EPNdB) 96.9/91.8/102.5*
Weights (lb./kg.)
Max Ramp 311,732/141,401
Zero Fuel 254,850/115,599
Operating Weight Empty 176,400/80,015
Max Payload 78,450/35,585
Useful Load 135,332/61,386
Troop Payload — 116 @ 300 lb. 34,800/15,785
Max Fuel without cargo hold tanks 110,704/50,215
Payload with Max Fuel 24,628/11,171
Fuel with Max Payload 56,882/25,802
Fuel with Troop Payload 100,532/45,601
Limits
Mmo Mach 0.720
Vmo/Flight Level 300 kt./FL 245
Ceilings (ft./meters)
Certificated 31,000/9,449
Military Mission 37,000/11,278
All-Engine Service 37,000/11,278
Sea Level Cabin 19,400/5,913
Sources: Airbus Military, EASA and AW&ST

A400M Vs C17 Comparison

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Pictures Source https://www.facebook.com/media/set/?set=a.464155060358320.1073741851.128391897267973&type=1

http://www.aviationweek.com/Article.aspx?id=/article-xml/AW_06_10_2013_p38-584439.xml&p=6

They said they will upload A400m vs C130j comparision aswell
 
Beyond its potential as a multi role base platform to cover a number of new and existing mission requirements what is it that makes the A400 Atlas worth all the trouble, we know the C17/C130 combination would be easier as they are both available of the nice shelves of the US defence industry.

This is the crux of the argument for the A400; it has to offer more than just industrial or political benefits for it to be judged a success. Despite the numerous development problems we have to try and look at the aircraft and its specification in isolation, forget the political and industrial backdrop and ask ourselves if it is worth having.

To remind ourselves, the A400M Atlas is officially defined as;

A400M is planned to provide tactical and strategic mobility to all three Services. The required capabilities include: operations from airfields and semi-prepared rough landing areas in extreme climates and all weather conditions by day and night; carrying a variety of equipment including vehicles and troops over extended ranges; air dropping paratroops and equipment; and being unloaded with the minimum of ground handling equipment.

One of the taglines for the A400 is that it can ‘transport what the C130 cannot to places that the C17 can’t’ which neatly sums it up but misses many of the other advantages of the A400.

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Cargo Bay and Payload

The maximum payload of the A400M Atlas has yet to be fully released but the design objective is 37 tonnes compared with 19.1 tonnes for the C130J or 19.6 for the C130J-30 although the USAF C130 datasheet actually shows the normal maximum C130J payload as 15.422 tonnes and 16.329 tonnes for the J and J-30 models respectively.

The weight of a vehicle is usually readily available from open sources and equally the payload of the aircraft, so most high level analyses tend to start here.

However, there are many other factors that need to be taken into account; dimensions, weight distribution, uniformity of shape, securing practice and safety considerations all determine whether an aircraft can carry a vehicle, they will also need to undergo air carriage trials to confirm.

Despite this being the job of qualification and air despatch professionals we can still sneak a peek at those open source numbers and whilst accepting the unknown unknowns that only the professional will know, still get a reasonable idea of feasibility and come to reasonable conclusions.

We also have to be careful to understand what kind of weight we are quoting, is it kerb weight or gross vehicle weight. Kerb weight has a number of different definitions but generally is taken as including the vehicle, a single driver, fuel and fluids but excluding payload. The kerb weight plus maximum payload is often called the gross vehicle weight. For air carriage purposes a vehicle would generally be transported in as light a configuration as possible but if it needs to be ready shortly after it rolls off the ramp for tactical reasons then it might be required to have the full payload and therefore move over the limit for one aircraft or the other.

Equipment might also have its dimensions changed depending on the degree of readiness at the point of embarkation, radio antenna or bar armour could be fitted quickly after landing and some of the more modern vehicles are specifically designed with modular armour that can be removed for air carriage. The German Puma, for example, was specifically designed with A400M carriage in mind having modular armour that was built around the weight limitations, five A400M’s were designed to air transport four Pumas with their modular armour in the final aircraft.

One of the key factors of the sales pitch for the A400M Atlas is that equipment, plant and vehicles are getting bigger and heavier whilst the C130J isn’t. Airbus also makes the point that the A400M can deliver everything the C130J can into exactly the same austere locations but also a subset of the C17’s payload into locations it cannot.

The traditional hub and spoke model will use aircraft like large civilian transporters or C17’s deliver equipment into a Main Operating Base with tactical aircraft like C130J’s being used to fly it forward into Forward Operating Bases. I know the C17 can be used in extremis to fly direct into an austere forward location but as noted, this would need significant surface improvement if it were more than a one off and expensive maintenance activity after. This is a superb capability to have, no doubt, but not one to be used regularly.

With the turnaround speed, austere location capability and intermediate weight and volume capabilities the argument for the A400M is that in some scenarios, this hub and spoke arrangement can be collapsed. It is not claimed that it can do this with main battle tank class equipment but armoured vehicles of around 30 tonnes and other equipment, plant and vehicles that exceeds the 2.74m height and 3.12m width of the C130J.

The equipment and more importantly, combinations of equipment, that falls into this category is where the interesting analysis lies.

Something that always amuses when reading about the A400M is the notion that Airbus woke up one morning and picked the specifications out of their collective arses. The cargo bay is 3.85m high because that is what the launch customers wanted, not 3.86 or 10.54 but 3.85. The same is true for all the other characteristics, driven from user requirements that would have been the result of detailed and exhaustive operational analysis.

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Airbus A400M Atlas Cargo Dimensions
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Detractors of the A400M would do well to understand who it is they are aiming their criticism at!

So

When defining the payload characteristics of the A400M Atlas, Airbus Military and the launch customers looked at four sets of influencing factors;

The first is that equipment would grow in volume and weight beyond that of the C130 and thus decrease the proportion of inventory which could be airlifted into austere locations on a sustainable basis.

Second, users would want to realise the operational and economic benefit of collapsing the hub and spoke arrangement in some scenarios.

Third, the demand for delivering heavy and bulky equipment closer to the point of need would grow, especially for disaster response and humanitarian support, a key aspect of predicted future military operations.

Finally, carrying more for a given crew size within the constraints of the payload envelope would generate savings in people, the largest cost component.

Although Airbus Military and the launch customers could not have predicted the impact of the IED on vehicle design and the need to increase protection against a range of threats the A400M has benefited somewhat, call it hindsight or call it luck but their first influencing factor, this increase in size and weight, has been fully reflected by the reality of Afghanistan and Iraq. Additional bar armour adds weight and width/length whilst ECM and protected weapon stations, either manned or remote, adds height. For example, the BAE Haggluns BvS10 Viking is only 2.2m high in the fresh from the factory version but adding the Platt MR550 ring mount, air conditioning and ECM adds just under a metre in height, pushing it from C130 to A400M carriage.

Carrying More

The second factor informing the design of the A400M was the desire to carry a greater percentage of the overall inventory, not items that had seen size and weight growth but that were beyond the capabilities of the C130 or C160 in the first place.

Looking at singleton carriage, the following equipment cannot be carried on the C130J but by virtue of greater payload and a bigger cargo bay can be accommodated by the A400M Atlas;

Armoured Combat and Protected Mobility Vehicles

Non TES variants of the Warrior, FRES Scout and variants (initial estimate based on kerb weight), BvS10 Viking (TES), Warthog (TES), Mastiff, Ridgeback and variants, Wolfhound, CVR(T) Scimitar Mk2, Husky (TES)

Airbus A400M Atlas Cargo – Warrior
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Artillery

Royal Artillery Arthur locating radar, GMLRS including payload, GMLRS Recovery

Airbus A400M Atlas Cargo – GMLRS
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7Airbus A400M Atlas Payload – Truck and Light Gun
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Engineering and Logistics

4 Wheels: DAF 4 Tonne T45 Dropside, MAN SV Cargo Light (Medium Mobility HX60)

6 Wheels: MAN SV Cargo Medium (Medium Mobility HX58), MAN SV Unit Support Tanker (Improved Medium Mobility SX44), MAN SV Unit Support Tanker (Medium Mobility HX58), Bedford TM 6×6 14 Tonne cargo (legacy fleet), Volvo FL12 Cargo truck with Jib (legacy fleet), Foden Recovery Vehicle

8 Wheels: Alvis Unipower BR90 Bridging Vehicle, Alvis Unipower BR90 Automated Bridge Laying Equipment vehicle, Alvis Unipower Tank Bridge Transporter (without bridge set), MGB Pallet Set on FODEN DROPS, Foden DROPS Improved Medium Mobility, Leyland DROPS Medium Mobility, MAN SV Cargo Heavy Medium Mobility HX77 8×8, MAN SV Cargo Heavy Medium Mobility HX77 8×8 EPLS

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Tractor and Trailer: Seddon Atkinson 24.38 6×4 Tractor Unit Light Equipment Tractor, Foden 4380 MWAD 8×6 articulated 20,000L water tanker (Legacy fleet), Heavy Equipment Tractor 1070F (Oshkosh), Broshuis and King heavy trailers, 40 foot ISO container
7963531948 f078ab7a0b The Airbus A400M Atlas – Part 2 (What is So Good about It Anyway)

Airbus A400M Atlas Cargo – ISO Container
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Airbus A400M Atlas Payload – Semi Trailer and Tractor
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Engineering Plant: Dump Truck Med 6×6 A3-6RA – Foden (legacy fleet), Case 721 BXT Rough Terrain Forklift (legacy), Case 721 CXT Armoured Loader Wheeled (legacy), Caterpillar 972G Loader (Armoured), Ingersol Trailer Mounted Compressor, Iveco tracker 6×6 Volumetric Mixer Volumetric Mixer, Medium Crawler Tractor (MCT) Caterpillar D5N DZ10 Tracked DZ11, Drilling Machine Rotary Truck Mounted Well Drill, Comacchio MC 450 – Drill Rotary EOD, Terex AC35 – Medium Crane Truck MTD 20-30 Tonne, Iveco tracker 6×6 Truck Mounted Loader (TML), Iveco Tracker 6×6 Dump Truck Self Loading, Tractor Wheeled Medium and Rough Terrain Fork Lift, Bomag BW 177 DH-4 (Roller Motorised Smooth Drum), Excavator Crawler Mounted Medium (Volvo EC210), Excavator Wheeled Medium (Volvo EW180C)
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[Why India should Buy It ! ]
Surveillance and Communication

Falcon when mounted on MAN Support Vehicle

Aircraft and Aviation Support

Chinook (rear rotor disassembled), Apache Attack Helicopter (with stub wings and rotor head removed), Wildcat with only main rotor blades removed,
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This is not and exhaustive list but it should provide some insight into the potential transformative effects delivered by the A400M.

The core role of tactical air transport is to deliver and sustain land forces, if by concentrating our resources on legacy aircraft like the C130 we deny ourselves the ability to discharge that fundamental role fully.

The fundamental truth is this, plant and vehicles are getter bigger and the C130 cargo box isn’t

Although it is easy to concentrate on these singular large payloads, it is combination loads of vehicles, plant, pallets and people enabled by the 4m by 3.85m by 17m cargo box of the A400M that are interesting.

A great deal of military equipment is designed with the C17 cargo box dimensions in mind, especially its height under the wing of 3.76m. The A400M Atlas has a minimum height of 3.85m compared with 2.74m for the C130J. Height is often the critical limiting factor for air carriage and in the kit lists above it is height more often that rules out C130 carriage.

Width is 4m compared with 5.5m for the C17 and 3.12m for the C130J but width is less of an issue for vehicles and equipment. Only really large loads like helicopters or main battle tanks and their derivatives need this width although double row pallet carriage is supported by the C17’s width.

Even if you look at shifting some Land Rovers, a single A400 can move 6 plus trailers, 3 times a C130J.
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The C17 though can carry a whopping 18 463L pallets but this is reduced to 9 if one wants the seats folded down, which is exactly the same as the A400.

The C130J can carry six 463L military pallets but there are restrictions on dimensions and direction in order to maintain a safe exit path. The C130J-30 only carries one less pallet than the A400M but in order to do so, the seats have to be folded up and therefore, it is unable to carry personnel. The A400M on the other hand can carry the A400 can carry nine 463L pallets and 54 personnel at the same time
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Different aircraft have different ramp loading weights; the A400M for example can carry a 6 tonne bundle on the ramp, the C130J much less than this. This also impacts on the maximum weight that can be air dropped. Floor loading factors limit weight distribution and the overhang or ramp area can be used for outsize cargos like gun barrels on vehicles or crane jibs on construction plant, if the floor length would indicate a piece of equipment could not be carried it might still be possible by using the ramp void.

A 2010 trial included a Ridgeback and Panther and the report in Flight International made the point that the A400M could not only accommodate the TES versions of these two vehicles but also a couple of pallets on the ramp and 50 odd personnel seated.

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Some of the datasheet figures stand out, the C17 is stated as having a seating capacity of 102 against 128 for the C130J-30 or 116 for the A400M and yet the floor lengths are similar. The c130J-30 stretched variant has a longer fuselage and the same engines as the normal version but can carry 900kg greater payload.

The maximum payload figures might look impressive on one aircraft or the other but what does that do to the range?

Cargo hold heights are not uniform, the lowest point is usually under the wing area, whilst this will limit loads of a continuous height, some equipment might be shorter at one end that the other and so whilst the cargo hold dimension limit might preclude it, the actual situation might be different. The aircraft under consideration here are not uniform in width, the cargo bed will be narrower than the widest point so for vehicles and equipment that overhang above their wheelbase this might again change the carriage capability. Bar or slat armour will increase the width of a vehicle but not right down to the surface of the aircraft load bed and so this might be accommodated by the natural shape of the aircraft.

A larger height could allow loads to be carried on trailers or vehicles ready for drive away or simply to maximise volume. A good example is the Iveco Tracker 6×6 truck and JCB Telehandlers; these two generally go together with the telehandler being carried to site on the back of the Tracker. They are both individually transportable by C130J but not when the telehandler is secured onto the cargo load bed of the truck. In the A400 on the other hand, both can be carried together, thus minimising floor space used and maximising the volume of the aircraft whilst reducing handling at the destination.

Many modern vehicles in their Theatre Entry Specification (TES) have additional fittings such as remote weapon stations or ECM and communication ‘roof racks’ so the extra height would not normally find itself into the vehicle specification sheets. This extra height might tip it over from one aircraft to the next, the Panther being a good example. In the much rarer scenarios of vehicles needing to be ready (almost) to fight the moment they roll off the ramp this might be important but in other less dramatic scenarios it might simply reduce the overhead in putting the vehicles back together again after they have been broken down ready for transport. This might seem like a trivial saving in time but a) it is not and b) every person counts on operations as they have to be fed, protected and otherwise sustained at great cost.

What I am trying to get at here is that just looking at maximum payload, cargo bed width or numbers of pallets only gets you so far, these are important but have to be balanced against potential restrictions, range implications and how loads are mixed. The ability of aircraft A to carry equipment B is also not as simple as it may look because of non-uniform dimensions of both aircraft and equipment, variation in floor loading and other factors.

The loads and volumes would also then be used to establish likely scenarios and resultant plans, phasing equipment, vehicles, stores and personnel to a predetermined logistic plan for operation of one type or another, working out sustainment mission load patterns, where these loads would need to be delivered and how that would dictate plans.

It is very complex so comparing aircraft by cost per tonne or cost per meter cubed might be an interesting exercise, as is looking at equipment dimensions and seeing if they fit but there is more to it than that.

The RAF’s C130J’s use the Dash 4a Cargo Handling System from AAR Corp that is not the same as that on the older C130K’s that use the old Skydel system or the newer Enhanced Cargo Handling System (ECHS) fitted to most C130J’s. I read that the RAF C130’s were delivered without a cargo handling system and old ones fitted at Marshalls because LM would not sign off on the Skydel, ECHS was too expensive and Lockheed Martin’s construction quality was compromised by old jigs that meant the floor beams did not fit. Either way, we seem to have ended up with a mish-mash of systems that are ill suited to modern operations.

The UK versions of the A400M will be delivered without a roller/restraint system that would allow carriage of civilian 125 inch wide Unit Load Device pallets and underfloor winch to save money but will instead be strengthened to allow the Terrier armoured engineer vehicle to be carried. If one reads the NAO report the civilian pallet system was deleted to save a few million pounds and I hope that yet again, the cargo handling system on a new aircraft is not being de-specified in order to save tiny sums of money.

Airbus A400M Atlas Cargo Floorhttp://farm9.staticflickr.com/8304/7963524442_30d166b6d3.jpg[/IMG

Airbus A400M Atlas Crane System, not selected for the UK [IMG]http://farm9.staticflickr.com/8311/7963526380_4ce04e642d.jpg

I am already getting that sinking feeling despite the A400M’s AAR provided and PFM designed standard cargo handling system supposedly being very impressive.

The large wheel wells provide aerodynamic improvements that allow simultaneous paratroop and cargo despatch and create space inside which is used for equipment that might otherwise impinge on the cargo bay.

Air dropping of equipment and supplies is an interesting concept and one that has seen a resurgence in the last decade or so, especially for air despatch of supplies as opposed to personnel and vehicles.

I covered the subject in some detail a couple of years ago, click here, looking at that article it is probably due a refresh.

The A400M will be able to air drop single loads up to 16 tonnes and with the higher ramp loading limits and very carefully designed aerodynamics air despatch and dropping paratroopers should be a very strong point for the A400M. The challenge will be to manage trials, certification and getting around to actually replacing some of the ancient platforms and associated equipment still in service.

By keeping the C130 and not moving on, we are tacitly accepting that more and more of the types of equipment that used to go in the back of a Hercules now need to go via C17. This would be fair enough if we had loads of C17’s which were cheap to operate, low maintenance and able to repeatedly operate from austere locations, but it does not and cannot.

Performance

With a maximum altitude of 40,000 feet and cruise speed up to Mach 0.72 the A400M Atlas can fly in regular civilian airspace.
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Testing is confirming that the aircraft has excellent aerodynamic performance and very stable in normal flight but extremely agile for such a large aircraft. It has been noted that this aerodynamic stability and clean air flow over the rear of the aircraft will allow some interesting thoughts on payload delivery to develop, launching UAV’s and cruise missiles looks less like a load of nonsense now!

In addition to the excellent handling characteristics and speed it is range that the A400M Atlas is quite impressive.


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The map below shows the range of the A400M from Brize Norton; 3,300km at 37 tonnes, 4,500km at 30 tonnes, 6,400 at 20 tonnes and 8,700km ferry range.
 
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Read ! Whats your point ? MTA and A400M are different technology all together . Indian Airforce know more than us ! Yet they want to buy A400M .

Compare : Maximum load is expected to be 18-20t, and range at maximum load is published as 2,000 km/ 1,242 miles. At more normal load-outs of around 12t, range is expected to be 4,700 km/ 2,920 miles. It’s designed for an in-flight refueling probe and system, but that’s considered an optional item for customers.


MTA cargo dimensions are listed as 14m long x 3.45m high x 3.4m wide, giving the pressurized cargo compartment a cross-section that’s the same as the larger 4-engine IL-76MD. The cargo hold is being sized to carry up to 140 troops in ferry mode, 90 paratroops for combat deployment, or 70 (crowded) medical evacuation patients.
 
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Airbus deliveres the first of 10 A400M to Turkish Air Force (HVKK)

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Three decades in the making, the multinational Airbus Military A400M Atlas is the first new military airlifter to be developed in Europe since the Transall C-160 twin-turboprop in the early 1960s. The completion of basic development and impending first delivery means Europe has its own heavy-lift transport and customers have an alternative to U.S. and Russian aircraft.

With more than $30 billion invested in development and production, the partner nations have high expectations for the aircraft. Aviation Week was given the opportunity to fly the A400M and assess whether it delivers on the promises made by Airbus Military or is the overpriced political compromise some of its critics allege.

The A400M is sized between the smaller Lockheed Martin C-130J and considerably larger Boeing C-17. It is the most advanced and powerful turboprop ever built in the West, with full, three-axis fly-by-wire (FBW) flight controls and the ability to operate from short, soft runways.

The international military airlifter has been a long time coming. The concept was first proposed in 1982, and European requirements were established in 1996. In 1999, Airbus Military was formed to manage the A400M program, signing a fixed-price contract for development and production. First delivery was planned for 2009, but development delays forced renegotiation of the contract and the first A400M will now be delivered to the French air force by July.

The A400M received European type certification in March and will enter service with an initial operational capability for logistic missions. Airbus Military is continuing development of military-specific capabilities. The first of these “standard operational capability” releases is planned for year-end, and by the close of 2014 the Atlas is planned to have full aerial-delivery and self-defense as well as aerial-refueling tanker capability.

Airbus Military says A400M can carry a 33-ton payload 2,450 nm and its maximum 40-ton payload 1,780 nm. Normal cruise speed is Mach 0.68, equivalent to 390-kt. true airspeed (KTAS) in ISA conditions at 37,000 ft., the maximum normal cruising altitude for military operations. At average mission weights, the aircraft also will cruise at its maximum operating Mach 0.72 at 31,000 ft., equivalent to 422 KTAS. A typical payload might be 116 paratroops or 66 medevac patients. The A400M also can carry up to nine 463L cargo pallets, two Eurocopter Tiger attack helicopters or three armored personnel carriers.

An optional inflight-refueling package allows the Atlas to refuel helicopters at 105 kt. indicated airspace (KIAS) and fighters at up to 300 kt. Two wing stations can be fitted with 2,650-lb./min. hose-and-drogue pods. A pallet-mounted 4,000-lb./min. hose-drum unit also can be attached to the rear cargo ramp to refuel a third aircraft. With two optional cargo-bay tanks increasing capacity by more than 25,000 lb., total fuel transfer capability is 99,000 lb. at 250 nm. and almost 51,000 lb at 1,250 nm.

The conventional metallic fuselage is pressurized to 7.8 psi and can maintain a sea level cabin to 19,400 ft., and an 8,000-ft. cabin altitude to 37,000 ft. The cargo-bay floor has a track-and-roller system to facilitate loading and unloading. The carbon-fiber wing has a supercritical airfoil with a 15-deg. sweep at quarter chord. The T-tail empennage, also primarily composite, was chosen to keep the horizontal stabilizer above the wing wake.

Most Airbus aircraft systems are loosely based on those of the A380, but modified for the military mission. The hydraulic system has to two 3,000-psi channels powering the primary and secondary flight-control actuators, landing gear, wheel brakes, cargo door and optional hose-and-drogue refueling system. As with the A380, there is no third hydraulic system. Instead, there are two electrical systems. One is a set of dual-channel electrically powered hydraulic actuators, the other an array of electrically/hydraulically powered hybrid actuators. The dissimilar redundancy provides more protection against battle damage.

The landing gear has 14 wheels for low surface loading on soft runways. There are three independent main-gear struts in tandem on each side and, when parked, these can be adjusted individually to level the aircraft on uneven ground or make it “kneel” to facilitate on- and off-loading.

Aviation Week visited Airbus's main plant in Toulouse to fly the A400M. When I belted into the left seat of MSN6 manufacturer's serial No. MSN6, the final preproduction aircraft used for flight test, Chief Test Pilot Ed Strongman strapped into the right seat as my instructor. He has been with the program since 2000 and flew the A400M on its first flight in December 2009. Experimental test pilot Malcolm Ridley rode along as safety pilot, accompanied by flight-test engineers Jean-Paul Lambert and Thierry Lewandowski.

MSN6 had a 177,250-lb. operating empty weight, about 850 lb. heavier than the baseline production aircraft. With an 882-lb. payload, the zero-fuel weight was 178,132 lb. Partially filled with 55,115 lb. of fuel, ramp weight was 233,247 lb. and computed takeoff weight was 232,365 lb. Maximum takeoff weight for military logistics missions can be as high as 310,851 lb.

We planned to use the TP400's full takeoff rating, 11,065 shp. from each engine (see sidebar, page 40). Based upon using flaps 1, roughly 10 deg., V speeds were 110 KIAS for the V1 takeoff decision speed, 122 KIAS for rotation and 129 KIAS for the V2 engine-inoperative takeoff safety speed. Flap retraction speed was 148 KIAS. V speeds and takeoff field length were computed using a laptop—on production aircraft, they will be calculated automatically by a flight management system (FMS) performance computation function. The FMS also will double-check aircraft weight and center-of-gravity to compute the horizontal stabilizer trim setting for takeoff.

Our flight plan called for departing from Runway 14R at Toulouse, then flying 9.3 nm. southeast to the Toulouse-Blagnac radio beacon. Next, we would descend to 500 ft. above ground level (AGL) and fly low level to Garonne intersection near Noe and then on to Cazeres in the foothills of the Pyrenees. Weather permitting, we then would fly low-level eastward along the foothills for about 20 mi., pull up to medium and high altitudes for handling and cruise performance checks, then return to Toulouse for pattern work.

The weather was almost ideal for a demonstration flight. There were plenty of cloud layers starting below 1,000 ft. and going all the way to 25,000 ft.-plus. This would enable us to evaluate the aircraft in the low-visibility conditions in which it is designed to operate.

Strongman used the checklist on the electronic centralized aircraft monitor display to complete the pre-start checks. Firing up the engines was easy. We turned on the fuel pumps, rotated the engine start knob and then toggled the engine master switch from off to feather. The full-authority digital engine controls handled all other starting functions, including malfunction protection.

During start, as each feathered prop began to accelerate to 180 rpm, vibration was palpable. But after the engines had stabilized and we moved the master switches from feather to run, vibration all but vanished as the props sped up to a 650 rpm ground idle.

Releasing the parking brake, idle thrust barely moved the aircraft. We had to advance the power levers to start taxiing, but once rolling the aircraft accelerated. Strongman suggested modulating the power levers for inboard Engines 2 and 3 from beta range or even partial reverse and back to ground idle to control taxi speed. The carbon brakes were smooth, as was the nosewheel steering.

We lined up on Runway 14R. When cleared for takeoff, we rapidly advanced the thrust levers from flight idle to the forward stops. The engines smoothly accelerated and the props stabilized at 860 rpm, producing moderate noise in the cockpit. I recommend active noise-attenuation headsets, but judge takeoff noise levels in the cockpit to be far below those encountered in a C-130 or most other turboprops.

With a 5.25:1 weight-to-power ratio, aircraft acceleration was brisk, but smooth. For rotation, we pulled back about halfway on the sidestick and released it when the nose came up to 20 deg. The fly-by-wire system's flightpath stability function maintained the commanded pitch and wings-level bank attitudes as the aircraft accelerated and we retracted landing gear and flaps.

As the altitude alert sounded, signaling our approach to the 3,000-ft. initial clearance altitude, we pulled the power levers back to the managed thrust detent, ceding control of the engines to the auto-throttle system, which slowed prop speed to 730 rpm and reduced power to about 9,460 shp for climb. The slower prop speed greatly reduced cockpit sound levels.

As with Airbus jetliners, the A400M's power levers are not back-driven. They remain frozen in position at the managed power detent. In my opinion, moving power levels provide flight crews with useful visual and tactile cues to the auto-throttle functioning.

We leveled off at 3,000 ft. and 250 KIAS and selected the engines' low noise-contour operating mode, reducing prop speed to 650 rpm to minimize aircraft sound profile over hostile territory. It also minimized the noise footprint over civilians in Toulouse.

Using the flightpath vector symbol on the head-up display (HUD) and taking advantage of the FBW flightpath stability function, it was easy to hand-fly the aircraft and maintain heading and altitude. Minor inputs to the side stick were all that was needed to make small corrections to the flightpath.

Nearing Toulouse-Blagnac, we found a hole in the clouds, banked sharply to the right, dived to 500 ft. AGL and accelerated to 280 KIAS as we headed for Garonne. There was plenty of low-altitude turbulence from a large storm in the vicinity, but the flightpath stability function made the aircraft easy to control.

Modifications to the civil Airbus FBW system make the A400M agile for such a large aircraft. Control response to vigorous sidestick inputs was crisp, but also well damped so there was no tendency to overshoot when the sidestick was released. Virtually no rudder inputs were needed to maintain balanced flight. The radio altimeter provided synthesized-voice call-outs of our height above ground, reducing the task of maintaining the desired 500 ft. AGL low-altitude cruise.

We switched on the forward-looking infrared enhanced vision system (EVS) camera to enhance our view of the terrain in the low-visibility conditions. Strongman held up a card in front of the left HUD to obscure my view of the outside world through the combiner glass. It was easy to use the EVS imagery on the HUD to fly at low altitude, demonstrating its value for flying tactical missions at night or in clouds.

Approaching Cazeres, the weather closed in, so we executed a maximum-performance climb by pushing the thrust levers forward to the stops and pitching up to 40 deg. Initial climb rate was in excess of 7,000 fpm and we quickly topped the low-level cloud layers.

We continued the climb at 230 KIAS to flight level (FL) 310 for cruise performance checks. At a weight of about 227,000 lb., the aircraft cruised easily at Mach 0.68 while burning 7,700 lb./hr. of fuel. In ISA-5C conditions, cruise was 394 KTAS. Accelerating to the aircraft's Mach 0.72 redline, fuel flow increased to 9,100 lb./hr. Cruise speed was 417 KTAS in ISA-5C.

Descending to 12,000-16,000 ft., we flew a series of standard maneuvers that yielded impressive results. At 280 KIAS, we could roll into a steep bank, pull all the way aft on the sidestick and the aircraft would smartly snap into a 3g turn with no threat of overstress, thanks to the FBW flight-envelope protection.

High angle-of-attack (AOA) behavior was similarly impressive. The fly-by-wire system is programmed to recognize the difference in wing performance due to the lift generated by prop wash. This could be seen during power-off and power-on maneuvers to “alpha max,” the maximum AOA allowed by the FBW system's normal control law. Alpha max is programmed to be just slightly below the stalling AOA. It provides high lift-coefficient wing performance at full aft stick and also full controllability.

Strongman demonstrated an additional layer of stall protection. With the auto-throttle armed, the system intervenes with “speed floor” protection by increasing thrust long before the aircraft approaches alpha max.

We then disabled the speed floor and explored aircraft handling at alpha max. At a weight of about 225,000 lb. and with flaps 4 selected, we pulled the thrust levers back to idle and maintained altitude, causing the aircraft to decelerate. With full aft stick, we reached alpha max at 98 KIAS. At that point, the FBW low-speed protection function eased the nose down. There was no wing roll-off or loss of control. Recovery was almost immediate when we lowered the nose and added thrust.

We then repeated the alpha max maneuver, this time after setting maximum climb power. We continued to increase nose attitude to slow the aircraft at about 1 kt./sec. with each engine producing about 7,900 shp. With the stick all the way aft, the aircraft decelerated to 78 KIAS before the FBW system eased the nose down at alpha max, again with no loss of control or composure.

The power-on approach to stall proved that the aircraft can be flown at 105-120 KIAS with flaps 4 for helicopter aerial refueling. We comfortably flew the aircraft at 110 KIAS at flaps 4 during the demo flight.

The fly-by-wire system also takes away most of the pilot workload associated with handling engine failures. At 13,000 ft., we set 100% power at 121 KIAS, pulled the outboard Engine 4 power lever to idle and watched as the FBW system compensated with aileron and rudder inputs to keep the aircraft in balanced flight. When both right Engines 3 and 4 were pulled back to idle and both left engines were at 100%, the FBW system maintained balanced flight. We needed only a slight left bank and nose-up attitude to climb the aircraft on heading at 121 KIAS and flaps 4.

After the air work, we returned to Toulouse for a normal, 3-deg. glidepath instrument landing system (ILS) approach to Runway 14R. Computed VREF landing speed for flaps 4 was 120 KIAS at a weight of about 222,000 lb. We added 5 kt. and bugged 125 kt. for the final approach speed.

Unlike a conventional Airbus, the A400M uses a decelerating speed schedule on final approach. The auto-throttle system does not completely slow the aircraft to VREF until it nears the threshold. The speed changes are not easy to notice because of the FBW's flightpath stability function.

We completed the first approach with a touch-and-go landing and turned onto a visual-flight-rules downwind pattern to the south. Just past abeam with the runway approach end, we turned a close-in base leg at 3,000 ft. AGL, 2,500 ft. above the airport. We extended the landing gear and flaps 4, maintaining altitude and 148 KIAS until we were 3 mi. from the threshold.

At that point, we reduced power, fully extended the speed brakes and began a 12-deg. plunge, simulating an assault landing. The aircraft was easy to control and the 3,000-ft./min. descent rate felt comfortable. At 500 ft. above the runway, we retracted the speedbrakes, increased thrust and transitioned to a normal 3-deg. ILS glidepath while slowing to 125 KIAS. We crossed the threshold at 60 ft. and began to pull back the thrust levers. Touching down just beyond the stripes, we flew the nose down to the runway, pulled back fully on the thrust levers and braked heavily. The aircraft stopped in about 1,600 ft. With practice, the landing roll could be shortened considerably.


For launch customers Belgium, France, Germany, Luxemburg, Spain, Turkey and the U.K., plus Malaysia, the A400M fills a niche below the C-17. As a strategic airlifter, it has more speed, range and payload than the C-130J, but less than the C-17. As a tactical airlifter, it has a steep-approach assault landing capability that no other Western heavy-lift transport can match. It can operate autonomously at austere airstrips with unimproved runways and unleveled ramps.

First delivery to the French air force is set for next month, to be used for military qualification. Two more are planned to be delivered to the French and one to Turkey by year-end. Production rates should increase in 2014 and beyond, depending upon European defense budget allocations. Longer term, because it is a European product with a European Aviation Safety Agency type certificate, the A400M could attract customers that do not want to buy U.S. or Russian products for political reasons.

The Atlas has some of the most capable avionics and flight controls ever fitted to a military transport. Its turboprop engines are unprecedented for their blend of power and fuel efficiency. This agile performer feels more nimble than older heavy-lift transports. But it is pricey. Divide the number of orders by the total investment and the unit price is a staggering $170 million-plus—almost twice the cost of a C-130J.

But even if the eight announced customers remain the sole users, the aircraft may yet prove its worth. With near-jetliner cruise speed, the A400M may be the fastest way to transport troops, arms, fuel and supplies to unimproved landing strips close to the front lines, and to rush casualties back to top-tier emergency medical facilities.

Fly along with Fred George in the A400M to see the transport's performance and features at ******/lJfeV
Airbus Military A400M-180
SPECIFICATIONS
Dimensions (ft./meters)
External
Overall Length 148/45.1
Wings pan 139.1/42.4
Overall Height 48.2/14.7
Cargo Compartment
Length 58.1/17.7
Height 12.6/3.85
Width (maximum) 15.1/4.6
Width (floor) 13.1/4.0
Seating 3 crew + 116 troops
Engine 4 x EPI TP400-D6
Output (ISA) 11,065 shp each
Characteristics
Wing Loading 130.4 lb./sq. ft.
Power Loading 7.02 lb./shp.
Noise (EPNdB) 96.9/91.8/102.5*
Weights (lb./kg.)
Max Ramp 311,732/141,401
Zero Fuel 254,850/115,599
Operating Weight Empty 176,400/80,015
Max Payload 78,450/35,585
Useful Load 135,332/61,386
Troop Payload — 116 @ 300 lb. 34,800/15,785
Max Fuel without cargo hold tanks 110,704/50,215
Payload with Max Fuel 24,628/11,171
Fuel with Max Payload 56,882/25,802
Fuel with Troop Payload 100,532/45,601
Limits
Mmo Mach 0.720
Vmo/Flight Level 300 kt./FL 245
Ceilings (ft./meters)
Certificated 31,000/9,449
Military Mission 37,000/11,278
All-Engine Service 37,000/11,278
Sea Level Cabin 19,400/5,913
Sources: Airbus Military, EASA and AW&ST

A400M Vs C17 Comparison

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Pictures Source https://www.facebook.com/media/set/?set=a.464155060358320.1073741851.128391897267973&type=1

Pilot Report Proves A400M

They said they will upload A400m vs C130j comparision aswell

Dear All,
I am 100% sure that IAF will going to place an order for both the aircraft other than the already ordered 12 C-130Js for Special Ops.

IAF transport fleet will soon look like:
12 C-130Js for Special Ops
20 C-130Js Transport
20 A-400Ms Transport
30 C-17 Transport
 
Dear All,
I am 100% sure that IAF will going to place an order for both the aircraft other than the already ordered 12 C-130Js for Special Ops.

IAF transport fleet will soon look like:
12 C-130Js for Special Ops
20 C-130Js Transport
20 A-400Ms Transport
30 C-17 Transport

Nice guess but A400M is not in the purchase plan.

It will only complicate our problems of logistics. We are already acquiring the HAL/IL-214 for our medium transport requirements which is in C-130 (not J) category.

There is no aircraft of A400M category that needs replacement as of yet.

1- IL-76 replaced by C-17
2- An-32 replaced by HAL/IL-214
3- C-130J special addition to the fleet.


It is an excellent aircraft but it just doesn't seem to fit our requirement as of now.
 
Nice guess but A400M is not in the purchase plan.

It will only complicate our problems of logistics. We are already acquiring the HAL/IL-214 for our medium transport requirements which is in C-130 (not J) category.

There is no aircraft of A400M category that needs replacement as of yet.

1- IL-76 replaced by C-17
2- An-32 replaced by HAL/IL-214
3- C-130J special addition to the fleet.


It is an excellent aircraft but it just doesn't seem to fit our requirement as of now.

Wait and see! it will be much more than the numbers I quoted.....
 
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