Vélizy, January 31, – Messier-Bugatti-Dowty has delivered the first production-standard main landing gear shipset for the Airbus AM. File:AM landing gear Pjpg. From Wikimedia English: Landing gear system of the Airbus AM. Date, 20 Safran Landing Systems. Usage on . The AM is the most advanced, proven and certified airlifter available. This includes landing on frontline air bases, landing on (provisory) gras and sand.
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It was designed by Airbus Military now Airbus Defence and Space as a tactical airlifter with strategic capabilities to replace older transport aircraft, such as the Transall C and the Lockheed C Hercules. Along with the transport role, the AM can perform aerial refuelling and medical evacuation when fitted with appropriate equipment. The AM’s maiden flightoriginally planned fortook place on 11 December from SevilleSpain.
A total of AM aircraft had been ordered by eight nations by July The first aircraft was delivered to the French Air Force in August Since no existing turboprop engine in the western world was powerful enough to reach the projected cruise speed of Mach 0.
Following the withdrawal of Italy and revision of procurement totals the revised requirement was for aircraft, with first flight in and first delivery in On 28 AprilSouth Africa joined the partnership programme with the state-owned Denel Saab Aerostructures receiving a contract for fuselage components. Malaysia through CTRM is responsible for manufacturing composite aero components for the aircraft.
The AM is positioned as an intermediate size and range between the Lockheed C and the Boeing Ccarrying cargo too large or too heavy for the C while able to use rough landing strips.
On 9 JanuaryEADS announced that the first delivery was postponed from until at leastand indicated that it wanted to renegotiate “certain technical characteristics”.
On 12 Januarythe German newspaper Financial Times Deutschland reported that the AM was overweight by 12 tons and might not 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 the German Puma.
The programme was then at least three years behind schedule. The UK reduced its order from 25 to 22 aircraft and Germany from 60 to 53, decreasing the total order from to I have never landinf such a waste of public funds in the defence field since I have been involved in it these past 40 years. New flight tests are to be conducted later in a4000m validate the findings.
The issue involved a specific heat treatment process in manufacturing that adversely affected the strength of the ring gear; no other PGBs before or since were affected and the units involved either have been or are being kanding.
Airbus noted that “pending full replacement of the batch, any aircraft can continue to fly with no more than one affected propeller z400m box installed and is subject to continuing inspections. Only engines 1 and 3, which have propellers that rotate to the right, are affected. The European Aviation Safety Agency has issued an Airworthiness Directive mandating immediate on-wing inspection, followed by replacement if evidence of damage is found, or else return-to-service and continuing inspections.
On 13 MayAirbus confirmed a400, an unknown cracking behaviour that had already been identified during quality control checks in was found in an aluminium fuselage part of a French AM; the issue did not affect flight safety and repairs could be incorporated into regular maintenance and upgrade schedules.
A decision has been made to exclude the material from MSN70 onwards, an aircraft that will emerge from the production line in A retrospective process to remove the material from aircraft already in service is now being defined.
The swap could take up to seven months. He said “We underestimated the engine problems” and “Airbus had let itself be persuaded by some well-known European leaders into using an engine made by an inexperienced consortium. It noted that “Commercial negotiations with OCCAR and the nations are yet to take place with regard to the revised delivery schedule and its implications.
Before the first flight, the required airborne test time on the Europrop TP engine was gained using a Lockheed C testbed aircraft oanding, which first flew on 17 December In latesimulated icing tests were performed on the MSN1 flight test aircraft using devices installed on the leading edges of the wing.
By Aprila total of 1, flight hours over flights had been achieved.
File:AM landing gear Pjpg – Wikimedia Commons
During Maythe MSN2 flight test aircraft was due to spend a week conducting unpaved runway trials on a grass strip at Cottbus-Drewitz Airport in Germany. Airbus Military stated that it found the aircraft’s behaviour was “excellent”. The undamaged aircraft returned to Toulouse.
Major assemblies built at other facilities abroad were brought to the Seville facility by Airbus Beluga transporters. The first flight, originally scheduled for the first quarter ofwas postponed due to programme delays, schedule adjustments and financial pressures.
AM landing gear system | WordPress Aertec
EADS announced in January that development problems with the engines had resulted in a delay to the second quarter of before the first engine test flights on a C testbed aircraft. The first flight of the aircraft, previously scheduled for Julywas again postponed. On 12 Januaryserial production of the AM formally commenced. As well as monitoring progress in development and production, the PMT schedules on-site visits to the final assembly line in Seville, Spain, and other production gar.
The PMT’s first conclusions on gewr recovery include an observation that Airbus lacked an integrated approach to production, development and retrofits, treating these as separate programmes. On 9 Mayan AM crashed in Seville on its first production test flight.
As designed, the first warning of an engine data problem would occur when the plane was metres feet in the air; on the ground, there is no cockpit alert. On 11 JuneSpain’s Ministry of Defence announced that AM prototypes could restart test flights and confirmed that its specialist aerospace unit had met with Airbus to discuss flight permits, and that further permits relating to the programme could be granted in the coming days.
The revised standard includes the addition of cockpit armour and defensive aids system equipment, plus clearance for the Atlas to transfer and receive fuel in-flight. The Airbus AM increases 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 The aircraft is intended for use on short, soft landing strips and for long-range, cargo transport flights. It features a fly-by-wire flight control system gexr sidestick controllers and flight envelope protection.
Airbus A400M Atlas
Like other Airbus aircraft, the AM has a full glass cockpit. Most of the aircraft systems are loosely based on those of the Abut modified for the military mission. The hydraulic system has dual 3,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 A, there is no third hydraulic system. The dissimilar redundancy provides more protection against battle damage. The AM’s wings are primarily carbon fibre reinforced plastic. The pair of propellers on each wing of the AM turn in opposite directionswith 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 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 in the opposite direction; all four engines are identical and turn in the same direction. This eliminates the need to have two different “handed” engines on stock for the same aircraft, simplifying maintenance and supply costs.
This configuration, dubbed down between engines DBEallows 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. A forward-looking infrared enhanced vision system EVS camera provides an enhanced terrain view in low-visibility conditions.
The EVS imagery is displayed on the HUD for low altitude flying, demonstrating its value for flying tactical missions at night or in cloud. The AM has a removable refuelling probe mounted above the cockpit to allow the aircraft to receive fuel from drogue-equipped tankers. The AM features deployable baffles in front of the rear side doors, intended to give paratroops time to get clear of the aircraft before they are hit by the slipstream.
On 10 Septemberthe RAF was declared the AM fleet leader in terms of flying hours, with hours flown over sorties, achieved by a fleet of four aircraft. Glen Willcox of the RAF’s Heavy Aircraft Test Squadron confirmed that reliability levels were high for an aircraft so early in its career, and that night vision goggle trials, hot and cold soaking, noise characterization tests and the first tie-down schemes for cargo had already been completed.
In September and OctoberAMs from France, Germany and the UK participated in the disaster relief operations following Hurricane Irma in the Caribbean, delivering a Puma helicopter, food, water and other aid supply, and evacuating people stranded on the islands. On 7 Septemberthe French Air Force announced that they had logged 10, flying hours with their fleet of 14 AMs, mostly flying supply missions for Operation Barkhane.
Deliveries were expected from to In Julythe Chilean Air Force signed a Memorandum of understanding for three aircraft,  but no order has been placed; Chile began talks on buying the Brazilian Embraer KC In JanuaryIndonesia approved the acquisition of five AMs to boost the country’s military airlift capabilities and modernise the air force.
In Marchthe Indonesian Air Force and state entity Indonesia Trading Company ITC announced they were considering a4000m two AMs which would be crewed by the Indonesian Air Force and act in an air freight role helping to balance the prices of goods across the archipelago, they were interested in its ability to operate from rough landing strips where a normal air freighter could not and the possibility of industrial offsets. Once airborne, the crew contacted air traffic controllers just before the crash about a technical failure,   before colliding with an electricity pylon while attempting an emergency landing.
From Wikipedia, the free encyclopedia. Airbus celebrates as AM gets airborne”.
Archived from the original on 14 December Airbus Military6 July AM reborn as ‘Atlas’. The Vital Guide to Military Aircraft2nd ed.
Tracing the tangled roots. Flight International9—15 Novemberp. Wall Street Journal2 December Retrieved 9 May Retrieved 17 November — via www. Retrieved 17 November The End for the Airbus AM?
SWP Comments, 26 February DefenceWeb3 April The big money behind Airbus AM talks. Archived from the original on 12 March Archived 21 July at the Wayback Machine. Archived from the original on 28 April Retrieved 28 April Retrieved 3 April Archived from the original on 15 May Retrieved 12 July Archived from the original on 18 December Retrieved 28 September Airbus Military, 9 March