News of transport and helicopters from Airbus

One of six H145Ms ordered by the Thai Navy during testing at the Airbus Helicopters plant in Donauwörth, Germany. Photo Pavel Bondarik

With the recent merger of all of the company's subsidiaries under the same Airbus brand, Airbus Defense & Space's media presentations of new programs and achievements have also been expanded this year to include issues related to military and armed helicopters.

According to Airbus, the value of the global arms market is currently around 400 billion euros. In the coming years, this value will grow by at least 2 percent annually. The United States has the largest market share, estimated at 165 billion; The countries of the Asia-Pacific region will annually spend about 115 billion euros on weapons, and the countries of Europe (excluding France, Germany, Spain and the UK) will spend at least 50 billion euros. Based on the above forecasts, the European manufacturer intends to actively promote its most important products - transport A400M, A330 MRTT and C295 and combat fighters Eurofighters. In the coming years, AD&S intends to focus on increasing production and sales using new technologies and solutions not only on the four platforms mentioned above, but also in other areas of activity. In the near future, the company intends to present a new development strategy, placing more emphasis on flexibility and the ability to quickly adapt to changing market conditions.

A400M is still maturing

At the beginning of 2016, it seemed that the problems with the initial development of mass production of Atlas were at least temporarily resolved. Unfortunately, this time the trouble came from an unexpected direction, because it seemed to be a proven drive. In the spring of this year, the crew of one of the "Atlas" of the Royal Air Force reported the failure of one of the TP400 engines in flight. Inspection of the drive showed damage to one of the gears of the gear that transmits power from the engine to the propeller. Inspection of subsequent units revealed a failure in the gearboxes of other aircraft, but it took place only in engines whose propellers rotate clockwise (No. 1 and No. 3). In cooperation with the gearbox manufacturer, the Italian company Avio, it was necessary to inspect the gearbox every 200 hours of engine operation. A targeted solution to the problem has already been developed and tested; after its implementation, transmission inspections will be carried out initially every 600 hours.

Potential engine failures are not the only problem - some A400Ms have been found to have cracks in several fuselage frames. The manufacturer reacted by changing the metal alloy from which these elements are made. On aircraft already in service, the frames will be replaced during scheduled technical inspections.

Despite the foregoing, the A400M is showing itself better and better as transport vehicles. The aircraft are valued by the air force, which uses them and regularly demonstrates their capabilities. Operational data showed that the aircraft with a load of 25 tons has a flight range of about 900 km more than required by the international consortium OCCAR, which ordered them a few years ago. An example of the new capabilities offered by the A400M is the transport of 13 tons of cargo from New Zealand to the McMurdo Antarctic base, possible within 13 hours, without refueling in Antarctica. Carrying the same cargo in a C-130 would require three flights, refuel after landing, and take much longer.

One of the important elements of the use of the A400M was the in-flight refueling of helicopters. The only helicopters in Europe with this capability are the EC725 Caracal used by the French Special Forces, so the French mainly want to use the A400M as a tanker. However, tests of the A400M conducted from the Caracala showed that the current length of the refueling line was not sufficient, as the helicopter's main rotor would be too close to the tail of the A400M. French aviation found a short-term solution to the problem of long-range helicopter operations - four American KC-130J tankers were ordered. However, Airbus does not give up and is looking for an effective technical solution. In order to avoid the use of a non-standard filling tank, in order to obtain a line 9-10 m longer, it is necessary to reduce its cross section. The new vehicles are already undergoing ground tests, and flight tests of the improved solution are scheduled for the end of 2016.