FLUG REVUE August 2005: A400M suppliers selected as work starts

August 2005

A400M PROGRESSES WELL

By Karl Schwarz

Signs of progress on the A400M programme are visible all over Europe. In Bremen, for example, a new, 10,600 sqm building has been specially built for the highly automated assebly of fuselage sections for the military airlifter. Meanwhile the EADS CASA plant in San Pablo near Seville celebrated the topping out of a 600,000 sqm final assembly facility, including flight test hangar, at the end of June. The first components are also already finished. In Varel, a bulkhead was milled from a 5.5 metre long aluminium block in January. Tusas Aerospace Industries (TAI) followed at the beginning of May with its first frame for the forward fuselage. The Turkish partner plans to commence assembly of its fuselage section in October, with a view to delivery to Bremen in February 2006.

A400M wing skin demoulding

Meanwhile the development teams are working on the final details of the A400M design. “Milestone 7”, the freezing of the full definition of the aircraft, will hopefully be achieved in October. Since the award of contract by the European procurement agency, the Organisation for Joint Armament Co-operation (OCCAR), on 27 May 2003, the engineers have optimised much of the detail of the cargo aircraft. One obvious change, for example, is the relocation of the in-flight refuelling probe to the left side, above the pilot's seat. The appearance of the main landing gear fairing has also changed noticeably.

The first time use of counter-rotating propellers on the two sides has had a huge impact. According to Airbus Military, this not only reduces any yawing in the event of an engine failure, but it also results in better airflow conditions over the wing. The horizontal and vertical tail units have been scaled down by eight and 17 percent respectively, while the flap system has also been simplified thanks to better lift values. All of these features have had a beneficial effect on the empty weight which, according to the manufacturer, is “under control”.

Just how closely the programme is proceeding according to plan will become apparent over the next few months as more and more components are produced. The first usable wing ribs are expected to be milled any day now. The first wing spar, constructed out of carbon reinforced composites, will follow in the fourth quarter of the year after a seven metre long test piece has been constructed already.

EuroProp International (EPI) has announced that the first full engine test of a complete TP400-D6 engine is to take place in September. Components like the intermediate pressure compressor from MTU or the engine control system are already on the test stand. Marshall Aerospace is in the process of converting a used C-130 Hercules earmarked for 15 months of flight testing commencing in mid-2006.

According to Airbus Military, around 4,000 people are currently working on the A400M with the various partner companies. The organisation is similar to that used on the A380, with a Central Programme Organisation (CPO) in Toulouse and six Aircraft Component Management Teams (ACMTs). To save time and costs, these are modelled on the competence centres that are familiar from Airbus's civil programmes.

Airbus UK's Filton plant near Bristol is responsible for the wing. The wings are the biggest ones to have been constructed from composites so far, requiring the procurement of new jigs.

The fuselage and empennage are being designed by the Bremen ACMT. The aim is to deliver a fully equipped component to Seville by Beluga cargo aircraft. Meanwhile the vertical fin is being produced in the Stade plant.

To deal with the integration of engine and eight-blade propeller, EADS CASA has set up a development team in Madrid. The first forged pieces for the mounting of the turboprop were tackled in February and March.

Although the A400M will initially be certificated by EASA to civil standards, it will naturally be fitted with numerous military systems, for example for electronic self-defence. Integration of these systems has been entrusted to EADS Defence Electronics in Ulm, where the definition of the system architecture was completed in December 2004. Development of the hardware and software with the first engineering computer models for mission systems and self-defence is now under way.

The general aircraft systems are being defined by the Toulouse ACMT and are to be procured from suppliers all over the world. Every avenue leads to the cockpit, of which a first digital mock-up has been created. “Aircraft -1”, the cockpit simulator, has also been available since December 2004. The design draws on civil Airbus types, with head-up displays (mounted on the ceiling) serving as the central flight management instruments. Steps have also been taken to ensure that lighting is compatible with the use of night vision goggles.

As far as Airbus Military is concerned, the 77-month A400M programme is on track. The plan is that the maiden flight will take place early in 2008, with first deliveries following in the autumn of 2009. 180 orders from the seven partner nations will then keep the production lines busy for many years. A first export customer has already been found: South Africa is to purchase eight aircraft from 2010. The salesmen now have their sights set on Malaysia, which could sign a purchase contract later this year. Australia, Canada and Norway all allowed their options to take part in the programme from the beginning on attractive terms to lapse at the end of last year, but Airbus still views them as potential customers in the long-term. Surprisingly, interest has recently been expressed by Chile, which could order three aircraft in the near future. Altogether, Toulouse is hoping in for 200 export orders.

From FLUG REVUE 8/2005

Last updated 15 July 2005

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