A Sample Feature From Aviation News

AIRBUS A400M – Europe’s unbuilt freighter

At the time of writing Airbus Military still plan to produce the A400M airlifter, despite German government procrastination. Known previously as the Future Large Aircraft (FLA), the design has been around since the mid-1980s and is still supposedly vital for European defence needs, yet it remains a paper ’plane. The Editor reviews the programme and its current position, relative to other transport aircraft.

Design for the Airbus A400M military transport is underway with wind tunnel models tested (below) as far back as 1997. The production aircraft appears likely to emerge very similar to the realistic images, such as the one above, released by the partner nations. (Photos, Airbus).

GERMANY’S current economic problems and its costly commitments to other state programmes are the principal causes for the present stagnation on the Airbus A400M project. Restricted by Eurozone rules on how much the Government can spend, a decision by Berlin on the strategic freighter was recently deferred once again, as Chancellor Gerhard Schroeder’s newly-re-elected government embarked on a wide-ranging review of all the options, including cutting the number of A400Ms required for the Luftwaffe to 60. Many observers viewed the original requirement for 73 as being on the high side, replacing as they will the 88 or so C.160 Transalls which are smaller, slower and of shorter range.

If the Bundestag decides that fewer aircraft will be bought, a series of problems arise. For example, Germany will be faced with having to compensate fellow partners in the project, as they face increasing unit costs, something agreed in the Memorandum of Understanding signed in January 2002. Secondly, workshare allocations will have to be reconsidered; the original figure of 73 having ensured that the largest element of the construction programme would have taken place in the Federal Republic. Most significantly, a substantial cut-back in the total production run, or a further delay of the in-service date, could well lead to the total collapse of the project.

From Euroflag to FLA

Co-operative studies for a new transport aircraft for European air forces were initiated in 1985 when the Independent European Programme Group (IEPG) singled out a number of weapon systems common to several European countries which could be developed in co-operative programmes. One was a replacement for the Lockheed

C-130 Hercules and C.160 Transall. Seven countries, Belgium, France, Germany, Italy, Spain, Turkey, and the UK participated in a study for the definition of a common requirement. In the UK, British Aerospace invested its own technology and R&D funds in the programme, although in 1989 Britain reverted to ‘observer’ status only because of a shortage in government R&D funding, while Portugal officially requested entry into the programme.

The overall requirement emerged in May 1991 as the FLA Outline European Staff Target (OEST) stating the need for an aircraft with a 32-tonne payload carried in a 4m-wide cargo hold, a 700km/h cruise speed and a range of between 4,000 and 5,000km. It would have a modern glass cockpit for the two crew while a third member would be the loadmaster. Short field performance was to be the equal of the present types in service but with heavier payloads. Ground manoeuvring on soft surfaces would match the Transall, considered the best in this area, and it would be powered by four high by-pass turbofans. All the major items of military ground equipment in service or under development would be capable of carriage in the hold (apart from main battle tanks), including helicopters such as the Super Puma, NH90, Apache, etc. Variants were envisaged for the important strategic as well as tactical tanking roles and another would be adapted for maritime reconnaissance. Clearly, commonality of design bringing reduced operating and support costs would add weight to the need for air forces to reduce ever-expanding budgets.

Euroflag or European Future Large Aircraft Group, was established with a base in Rome to work out the multi-national pre-feasibility studies and comprised initially Aérospatiale, Alenia, BAe, Casa and Deutsche Airbus, later encompassing FLABEL of Belgium, OGMA of Portugal and TAI of Turkey. The organisation responded to the FLA OEST and received a boost in 1991 when the Western European Union concluded that a fleet of FLAs should form the core of Europe’s future military air transport capability. A promising future but easier said than done.

Early indications showed that an initial production run of at least 300 aircraft was likely with entry into service planned for 2003 and full operational capability in 2004/2005. Production would be under a single phase commercial approach along the lines so successfully undertaken by the Airbus consortium with contracts based on a basic transport aircraft specification with contractual documents covering price, deliveries, optional equipment and performance guarantees.

As the governments discussed the options and the programme began to come together, Lockheed moved to offer present and future operators of the Hercules an updated version designated C-130J. This had, on paper, much to commend it - improved performance, Allison AE2100D3 engines driving composite multi-bladed propellers, a two-crew cockpit with digital avionics, etc - but in retaining the basic fuselage cross-section and overall design, it failed to meet the needs of the European requirement for a larger, longer-range aircraft. Boeing too made offers of C-17 Globemaster IIIs, but these were too big and too expensive. As Nino d’Angelo, chairman of Euroflag, said in June 1993, ‘...why should Europe spend our valuable financial resources across the Atlantic when we ourselves can design and build a better aircraft?’

Above: Workshare split of the A400M with the UK once again leading the Airbus wing development.

Below: Fuse-lage cross-sections of the three types of transport aircraft in service (C-17, C.160 and C-130J) compared with the A400M using a Super Puma as an example of a typical load. (Drgs, Airbus).

For the rest of this article please see the Janaury issue.