Paris 2013.-

On the eve of the types’ first delivery to the French Air Force, Airbus Military took aviation and defence media onboard its new A400M transport aircraft for a flight. TIM ROBINSON gives his impressions of the aircraft in action.

Although it was not the first time a member of the press had flown onboard the A400M – it was a significant opportunity for a number of specialist aviation journalists to experience the ‘Atlas’ – as it will known in service. So what was it like?.

The first thing that strikes you is the noise levels. Although it is by no means silent or has airliner-levels of sound, the cabin bay noise on the ground and in flight is remarkable compared to other military transport aircraft or helicopters where hand signals or the intercom are the only way of communicating. Here a non-shouted conversation can easily be held (see our video interview below). And in fact, some journalists found that with the APU running on the ground, it was even difficult to know when the main engines had started, until the aircraft rolled forward. Cabin noise, is of course, massively increased on take-off with the four TP400 engines at full power giving strong accelerations. However once in the cruise, the noise levels drop back to normal again allowed passengers to converse. What is remarkable is that this is achieved without any active noise reduction (Airbus Military found it wasn’t needed). And even more remarkable is that the 11,000shp TP400 engine is the West’s most powerful turboprop. In comparison, the contra-rotating 14,000 NK-12 turboprops that power the Russian Tu-95 Bear bomber are so deafening they can even reportedly be heard by Western fighter pilots sent to intercept and shadow Bears. So why does this matter on military troop transport? Simply put, the more fresh and rested troops are before they are put into battle, the better. Lower noise levels also mean less fatigue and discomfort for the aircrew.

The second main impression is that of space. Airbus class the A400M as a Strat/Tac airlifter falling in between the size, capabilities (and cost) of the C-130 and C-17. The cavernous cargo hold can hold 116 troops or carry 37 tonnes, including heavy vehicles and equipment like Humvees, AH-64s, MRAPs and even a Chinook helicopter.

Quizzing the Airbus Military loadmaster (ex-RAF aircrew) on the demo flight I asked what was the single best thing about the Atlas. He mentioned without hesitation it was the space. In the C-130 he explained, pallets took up the full width of the cargo bay, essentially confining any passengers to one part of the aircraft. In the A400M the extra cargo width (13ft) allows passengers and loadmaster to move down the cargo bay, adjust the load, or even have seats along the sides. This adds a whole lot more flexibility and options to carrying loads.

He also pointed out the impressive automated air drop system for cargo. This can be set by the loadmaster so that the roller locks disengage only when a certain strain is put on them – ie when the extraction parachute deploys fully.

The drop-down troop seats too are extremely well designed. For these Airbus Military took on board design suggestions from Europe’s airborne forces. The seat incorporates a four-point harness and a ‘pocket’ at the back to accommodate a parachute. Perhaps cleverly of all, the troop seat also includes ‘head rest’ netting to the sides than can function as a pillow on long flights – a simple yet comfortable feature that shames most low-cost airline seats.

Finally a visit to the cockpit showed off the next generation of military flight decks. Airbus Military has used its experience from the civil airliner world to create a two-pilot glass cockpit for this 21^st century airliner – essentially compressing an A380s avionics into a smaller space, whilst adding a new level of military functionality and code on top. Notable are the dual HUDs as well as the colour displays, but also the cargo bay cameras. Automation in the cockpit also allows the two-crew to configure and operate the pod air-refuelling system themselves – even down to specifying the amount of fuel to be offloaded to receiver aircraft.

Handling too is reported to be a generation beyond legacy airlifters. According to feedback from ex-RAF pilots it is midway between a Hawk and a Tucano in handling – not bad for a four-engined giant. The FBW system allows great precision in flying, while it is double the manoeuvrability of an Airbus airliner. Said one test pilot “it has the best flight laws of any Airbus, its like A380 but with a military spec on top of it.” He also noted that while the classic C-130 Hercules transport holds special affection for many pilots, in reality, its handling left much to be desired – with a wallowing Dutch roll. However pilots learned to compensate for this over time. In comparison, the A400M can be flown precisely at low-level with its side-sticks, making for a much more modern interface between man and machine.



It has been a long time coming, but the A400M is nearly here. It has had a difficult gestation through European politics and even technical snags with the new powerplant. However it now brings a capability to air forces that remedies some of the limitations of the previous generation of airlifters, which were built around moving the military equipment of the 1950s – the Landrover, jeep and Bell-47. Moreover, its flight-deck and FBW system incorporate decades of Airbus’s civil airliner experience to produce a next-generation working environment for pilots and loadmasters. Two A400Ms will be on display at the Paris Air Show this year – one flying and one static – be sure to check them out.