The A400M is being developed to meet a shortfall in strategic airlift among EU states and to replace the C-130 Hercules and the C-160 Transall. Originally known as the Future Large Aircraft (FLA), the A400M will be powered by four TP400-D6 turboprop engines and will have a longer range and bigger payload than rival aircraft like the C-130 Hercules. The aircraft will be capable of carrying up to 25 tonnes in the air cargo role or up to 120 paratroopers. For medical evacuation (Medevac) operations, it will be able to carry up to 66 stretchers plus up to 25 medical staff. It will also be capable of Air-to-Air Refuelling (AAR) using two wing-mounted pods equipped with a drogue system as well as a centre-line hose drum unit. The aircraft will normally have three aircrew, comprising a pilot, co-pilot and a loadmaster.

Photo: © Airbus Military

Airbus Military Sociedad Limitada (AMSL) is responsible for the development and production of the aircraft. It is owned by Airbus (69.44%), EADS Casa (20.56%), Turkish Aerospace Industries (TAI) (5.56%) and Belgium's Flabel Corporation (4.44%). Flabel is composed of Belgium's leading aerospace companies -- Sabca, Sonaca, Asco Industries, Barco Avionics and Sabca Limburg.

The development and construction of the A400M is involving more than 50 companies and employing more than 3,000 people. Fuselage assembly is being undertaken by Airbus Deutschland at Bremen with Italy's Alenia building the aft fuselage. The tail section is being constructed at Hamburg and Stade in Germany, and EADS Casa at Tablada in Spain. EADS Military Air Systems (MAS) at Augsburg is supplying the aircraft's cargo doors. The nose fuselage section is being constructed by Airbus France at Méaulte and St Nazaire. Airbus UK at Filton has developed the A400M wings and is supplying the aircraft's composite wing boxes, constructed out of carbon-fibre reinforced plastic material (CRFP). The UK's GKN Aerospace is supplying wing spars. Other major companies providing parts of the A400M include Flabel (flight surfaces), Safran Group’s Messier-Bugatti and Messier-Dowty (landing gear, wheels and brakes), TAI (fuselage parts), Saab Aerostructures (crew access door), Thales (avionics, flight management system) and Northrop Grumman (AN/APN-241E colour weather/navigation radar).

Europrop International (EPI) is responsible for managing the development of the 11,000shp (8,250 kW) three-shaft TP400-D6 turboprop engine. EPI comprises the UK’s Rolls-Royce (28%), Germany’s MTU Aero Engines (28%), France’s Snecma (28%) and Spain’s Industria de Turbo Propulsores (ITP) (16%). Workshare is based on each country's procurement of the A400M with Snecma responsible for 32%, Rolls-Royce 25%, MTU 22% and ITP 21%.

	Photo: Europrop International

Snecma's workshare includes powerplant installation, engine testing as well as the manufacture of the engine's combustor and high-pressure (HP) turbine. Snecma has sub-contracted other Safran Group companies like Hispano-Suiza (accessory gearbox and components), Sagem Défense Sécurité (inertial navigation system), Sofrance (fuel and oil filters) and the Belgium-based Techspace Aero (lubrication systems) to undertake some of its share of work on the TP400.

Rolls-Royce is responsible for engine integration and the manufacture of the HP compressor, low-pressure (LP) shaft, intermediate casing and bearing support structure with work undertaken in the UK and Germany. Snecma, MTU and Hispano-Suiza have developed the engine's Full Authority Digital Engine Control (FADEC) system (developed with BAE Systems). IPT is responsible for the LP turbine, test equipment and exhaust nozzle, working with Turkey's Tusas Engine Industries (TEI). EPI has subcontracted Italy's Avio to provide the power gearbox. MTU's workshare includes the intermediate-pressure (IP) spool (includes the IP compressor and turbine) and the company's Ludwigsfelde facility will undertake final assembly of the engine, which will be fitted with an eight-blade composite FH386 propeller supplied by France’s Ratier-Figeac.

The first TP400 engine to be test flown by an aircraft is due to take place in the first quarter of 2008 when the UK's Marshall Aerospace will use a modified C-130 Hercules. The engine was delivered to Marshall Aerospace in November 2007. It is estimated that more than 760 engines will be delivered to the air forces of the project partners.

A total of 180 aircraft have been ordered by Belgium (7), France (50), Germany (60), Luxembourg (1), Spain (27), Turkey (10) and the UK (25). Belgium will operate Luxembourg’s single aircraft. The A400M now has orders outside Europe, comprising Malaysia (4) and South Africa (8), bringing the total order book to 192 aircraft.

Italy and Portugal were originally partners in the project but withdrew over costs. Italy had planned to order 44 aircraft but pulled out in 2001, instead procuring a combined total of 37 C-130J/J-30 Hercules and C-27J Spartan transport aircraft in 2002. Portugal planned to order three aircraft with deliveries in 2016, but withdrew in 2003, instead announcing plans to acquire six new C-130J Hercules to replace the Portuguese Air Force's ageing C-130H/H-30 fleet. The order did not materialise in the end. The Portuguese government has since indicated that it may procure some A400Ms in the future, but may in the meantime upgrade its current Hercules fleet. Chile also placed an order for three aircraft, but this has reportedly been cancelled following the country's decision to defer procurement.

South Africa and Malaysia joined the project in 2005. South Africa's Denel Aviation is responsible for building fuselage parts, including the aircraft's composite wing-fuselage fairing, while Aerosud has been tasked with design and the development of parts of the cockpit, wing and fuselage. Composites Technology Research Malaysia (CTRM) has been sub-contracted by Sonaca to build parts, including the main landing gear doors.

Photo: © Airbus Military

Full assembly of test and production models will take place at EADS Casa's newly-constructed facility at San Pablo in Seville with five models planned to be used for flight testing. The first test flight had originally been planned for late 2007, but a static model for testing (A/C 5000) was assembled by EADS Casa at Getafe near Madrid in July 2007 with the first flying prototype (MSN001) leaving the Final Assembly Line (FAL) jigs in January 2008 with its maiden flight due in July 2008. Deliveries were due to begin in late 2009 beginning with the French Air Force (Armée de L’Air), but EADS confirmed in October 2007 that these will be delayed until 2010/11 due to problems with the TP400's development. Full deliveries are expected to be completed by about 2017.

Data

Specifications
Overall length: 45.1 m
Wing span: 42.4 m
Overall height: 14.7 m

Weights
Max take-off weight: 136.5 tonnes (300,982 lb)
Max landing weight: 120 tonnes (264,600 lb)
Max payload: 37 tonnes (81,585 lb)
Max internal fuel: 46.7 tonnes (102,974 lb)

Performance
Powerplant: 4 x 11,000 shp (8,250 kW) EPI TP400-D6(8) turboprop engines
Max speed: 300 knots (560 km/h)
Range with max payload: 3,300 km
Range with 30 tonnes payload: 4,800 km
Max operating altitude: 11,300 m (37,000 ft)

Crew: 3-4 + 116 troops or up to 66 stretchers and 25 medical personnel
Status: undergoing development; on order for: Belgium (7), France (50), Germany (60), Luxembourg (1), Spain (27), Turkey (10), the UK (25), Malaysia (4), South Africa (8).

A400M main workshare

* Part of the Fabel Corporation.

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