Airbus A400M

The most common source of aircraft vibration is the result of imbalance between the propeller
and drive train. The vibration created due to the imbalance can effect a wide range of aircraft
systems, such as:

• [Vous devez être inscrit et connecté pour voir cette image]
  
• avionics, radio and indicator failure
  
• alternator or generator failure, attachment bracket cracks, thrown drive belts
  
• vacuum pump failure
  
• wiring harness failure, chafing, terminal end work hardening failure
  
• fuel control failure
  
• leaky oil coolers, cracked weldement areas
  
• cracked or broken exhaust components, heat muffs
  
• cracked or broken carburetor air box
  
• baffle, cowl and sheet metal cracks
  
• broken or cracked engine/turbocharger mounts
  

Dynamic propeller balancing is the process whereby an electronic balancing computer system and sensors are used to measure the vibration produced by the aircraft propeller and powerplant. Small trim balance weights are added to the propeller/crankshaft assembly to correct for errors in mass distribution and thus reduce the measured vibration due to mass imbalance to the lowest level practical. avionics, radio and indicator failure

The dynamic propeller balancing procedure can be done on any aircraft in a flight-ready state.

A small vibration sensor (accelerometer) is attached to the engine in a location where vibration due to mass imbalance is at the maximum--at the crankcase spine as close as possible to the propeller flange. A small tachometer pickup (photo-tach) is also mounted to the cowl or engine to produce a propeller tach signal. The engine is operated and the vibration and tach signals are processed by the balancing computer. The balancing computer measures the vibration level (magnitude) produced by the accelerometer which corresponds to the amount of mass imbalance which exists. The balancing computer also provides a "phase angle" which corresponds to the location of the mass imbalance on the propeller disk. The vibration and phase angle are used to compute a balance solution (weight amount and location). Once the prescribed weights are attached to the spinner bulkhead and the engine is run again, the computer "learns" the reaction to the weight and location of the trial weights installed and recomputes on each additional run process until the measured imbalance is found to be at an acceptable level. The entire process usually takes 3-5 runs and an average of 3-5 hours.

My aircraft runs fine. Why should I have my propeller dynamically balanced?
The average aircraft which has not had a dynamic prop balance has a vibration level due to propeller mass imbalance of about .45 inches per second velocity (IN/S). This level is over four times higher than what is considered to be an acceptable vibration level for propellers and represents a significantly higher level of wear and fatigue on engine components, accessories, airframe structure, avionics and electrical components than recommended. This average level can be noticeable to pilots and occupants, however, we often say that vibration is like cholesterol. Its accumulation creeps up on you without your noticing. As it increases gradually, our bodies become accustomed to it and its increase becomes rather unnoticeable. As with cholesterol, it is advisable to have a “check-up” to see what your actual vibration level is at. We recommend having a “check-up” at least every 500 hours of flight.

What level of propeller vibration is acceptable?
In most cases, the vibration level due to mass imbalance can be brought down to a value under .10 inches per second (IPS) very easily. In a Dynamic Solution Systems study, the average level seen post-propeller balance was .039 IPS, however, our average is less than .024 IPS! Propeller mass imbalance dominates the vibration levels in a normally operating combustion engine. We do have the technology, however, to single out the engine combustion rate vibration values by cylinder to help determine the health of your engine.

Won't having my propeller dynamically balanced "mask" other problems?
No. An engine with internal or external problems which result in unusual vibrations will not respond to prop balancing in the same way that an engine which only suffers from mass imbalance will. Evaluating ALL of the vibration data obtained helps us determine whether vibration is due to a propeller/engine mass imbalance or if there are other problems causing excess vibration.

If I have a new or overhauled propeller, is there any reason to have it checked?
When a prop balance is performed by the manufacturer or overhaul shop, it is a static (NOT MOVING) balance, or "bubble balance," on the propeller only. Dynamic balancing is performed on the entire rotating assembly (engine, propeller, spinner, extension, etc.) in its normal operating configuration while the engine is running. Constant speed propeller blades are centrifugally loaded and seated in the hub only under operating conditions. The result is a true balance under all operating conditions. We recommend that at least 5 hours of time are on a new or overhauled propeller before dynamically balancing to allow for grease leveling, seating of bearings, shim wear, etc., to occur.

Since I have a geared engine, is there any reason to have a dynamic balance performed?
Geared engines have a greater need of dynamic propeller balance because the propeller mass is greater compared to the reduction gear box mass. Studies done by the U.S. Navy indicate that dynamic propeller balancing on turboprop aircraft results in 100% increase in TBO of reduction gear boxes.

When should I have the prop rebalanced?
We recommend checking the dynamic balance at the next annual or 100 hour TIS (Time In Service) to indicate the wear/imbalance pattern over time of your prop/engine system. (This would be the optimal solution.) Also, if a large nick is reworked or the prop is removed and reinstalled for any reason, the dynamic balance should be re-checked as the location movement on the crankshaft flange can cause an imbalance level in excess of .3 IPS. We recommend that a dynamic balance check be performed at least every 500 hours maximum TIS.

"Question for you" :
Would you put tires on your car or truck without having a dynamic balance (spin balance) performed? Well, the propeller on your aircraft weighs as much or more than a car tire and can produce much higher vibration levels and is directly mounted to your engine. Why wouldn't you have the propeller dynamically balanced?

"There's been a lot of controversy about the A400M programme and talk of delays," said Simon Henley, president of the Airbus Military transport's powerplant supplier, at a low-key ceremony marking handover of the first production-standard TP400-D6. "But actually, we should stay in mind that this has been a very rapid development for a military engine,

.......particularly one that breaks as many new milestones as this one has - the first engine designed for civil certification but specifically for a military aircraft."

A measure for what counts as "rapid development" in the military powerplants milieu is provided by a line in EPI's corporate literature, which notes that the TP400-D6 "enters service just 10 years after the engine was selected".

The serenity that prevails now contrasts sharply with the programme tumult of 2009, beginning in January when airframer parent EADS called for contract renegotiations and confirmed a major schedule slip, in which issues with the full-authority digital engine control were a factor.

At year-end, the partner nations remained in deadlock, even with flight testing under way.

EVENTUAL AGREEMENTS

In March 2010, EADS confirmed that agreement to amend the A400M deal had been reached with the customers, namely - in descending order of units in the backlog - Germany (53), France (50), Spain (27), the UK (22), Turkey (10), Belgium (seven), lone international buyer Malaysia (four) and Luxembourg (one).

However, it was not until May 2011 that Airbus and the EPI consortium - comprising MTU Aero Engines (which holds a 28% stake), Rolls-Royce (28%), Snecma (28%) and ITP (16%) - signed an amended contract to resolve issues linked to the A400M's delay. Days later, civil certification of the TP400-D6 by the European Aviation Safety Agency was confirmed.

What Henley terms "the Western world's largest-ever turboprop engine", rated at 11,000shp, was "tailored exactly for the A400M mission requirements", but the decision to pursue civil certification reflects a decision to adopt the principles of a commercial programme.

"We've allowed the component technology to be based on the best in-service commercial and military practice," says Henley, citing the particular importance of "commercial design aspects". The engine's three-shaft architecture is "very well proven both in the civil world and... in military engines in the past", argues Henley.

Priority was also attached to life-cycle maintenance costs, reflected in modular design, efforts to optimise temperatures and engine health monitoring capabilities intended to allow on-condition support from an early stage.

"We've designed it for a civil-standard life, with all of the commercial reliability and availability aspects you'd design, but in a military environment," he says.

But even after civil certification was secured in May 2011, EPI would still have obstacles to surmount as the year wore on. An in-flight shutdown in June led to redesign of the engine's idler gear, while the inlet vane was tweaked after the discovery of high-pressure compressor blade fatigue.

Still, EPI's engine type had racked up more than 10,000 flight-test hours and 20,000 running hours by the time it handed over the first service-bound TP400-D6 engines, which will equip A400Ms to be operated by the French air force from early next year. A total of 28 flight-test engines had been handed over to Airbus Military, which operates the A400M final assembly line in Seville, Spain.

In January, EPI was able to supply to Airbus the engine reports required to support the ­efforts to get the aircraft certificated. "We've completed the main aircraft certification tests from the engine point of view," says Henley. "We've covered the flight envelope, and we've done a significant amount of testing with one engine shut down to ensure that the aircraft handling capability with the three engines is as it should be.

We've conducted cold-weather trials down to -25˚C, we've done hot-weather trials up to ISA (international standard atmosphere) plus 25, and we've conducted high-altitude testing in South America - all of which have shown very few problems other than the ones you would normally expect out of a flight-test programme."

Work will be undertaken later this year to complete a "qualification piece" required to gain military certification.

In the course of bringing the TP400-D6 to series production, assembly was consolidated at MTU Aero Engines' Munich facility and pass-off testing at MTU's site in Ludwigsfelde, near Berlin. Prior to consolidation, 20 flight-test engines had been assembled at Ludwigsfelde.

TP400-D6 TIMELINE

• 2002 Europrop International established
  
• 2003 EPI selected by Airbus Military to power A400M; consortium opens Madrid liaison office
  
• 2004 Preliminary design review; first intermediate pressure compressor test
  
• 2005 Critical design review; first control monitoring system test; first ground test
  
• 2006 First engine test with propellor; first series of altitude tests
  
• 2007 First engine to test in Seville; ­delivery of flying testbed engine
  
• 2008 Delivery of first engines to Airbus Military; first flight test
  
• 2009 Ground test hours pass 2,500; maximum power reached on flying testbed's second flight; first flight of A400M undertaken
  
• 2010 4,000 flight-test hours reached; certification testing completed
  
• 2011 Engine certificated by European Aviation Safety Agency
  
• 2012 First production engines delivered; flight-test hours pass 10,000

"This is very definitely a European collaborative programme, and has set out to make sure we learned some of the lessons from previous European collaborative programmes," says Henley. "We try very hard - in fact, we insist on - no duplication between the partners." EPI puts Snecma's workshare at 32%, Rolls-Royce's at 25%, MTU's at 22% and ITP's at 21%. The French partner handles the hot section - the combustor and high-pressure turbine - while its German counterpart supplies the intermediate-pressure compressor, turbine and shaft, plus the engine protection and monitoring unit and engine control software. UK-based Rolls-Royce is responsible for the high-pressure compressor, low-pressure shaft, intermediate casing, air and oil systems, and overall engine performance; and Spain's ITP for the low-pressure turbine and exhaust casing. The gearbox is subcontracted to Italy-based Avio.

Having the TP400-D6 line at Munich was seen as a route to greater efficiency for MTU, which could move manpower between different lines - commercial and military - in line with surges and drop-offs. MTU boasts of its "vast experience" in military engine assembly at Munich, citing involvement in the Eurojet consortium, which builds EJ200 powerplants for the Eurofighter Typhoon.

Twelve engines bound for French air force A400Ms are to have reached Airbus by year-end, plus two spares, and ramp-up plans provide for annual production to reach a peak of 120 in 2015. EPI aims to reduce the time to assemble and test a TP400-D6 from an initial 60 days to 30 days.

The engine is flat-rated at 10,000shp (7,460kW) at sea level, and has an uprated take-off capability of 11,000shp for hot and high conditions. "The SFC (specific fuel consumption) today, on delivery, is better than spec, and the initial margin in terms of turbine gas temperature is comparable with other modern turboprops," says Henley. "The engine is outstanding in its responsiveness... meeting all the certification and spec requirements with margin."

Having delivered the first set of four engines, EPI is committed to delivering another two sets by year-end. In the meantime, more flight testing, include hot-weather trials, will be conducted ahead of the A400M's entry into service, for which a final software release also is due later this year, bringing maintenance capabilities within the package.

Talks on maintenance arrangements have been initiated with A400M launch customer the French air force - with Airbus as lead negotiator and EPI as a subcontractor - and MTU chief Egon Behle stresses the importance of success in this area. "For MTU, and of course also for our partner companies in their respective countries, it is now important to secure the in-service support contracts," he said at the handover event. He also acknowledged MTU's expectation that the share of business accounted for by military revenues will decline from 15%. "Because of this more limited future of military business, I'm quite happy that we have the opportunity today to celebrate an event that is connected with our military business," said Behle.

Under the maintenance concept pitched to the French, EPI envisions the customer conducting first-line maintenance of the aircraft and second-line maintenance, at a Bordeaux facility. "So, they will do the strip of engines to module level, rebuild of engines using new modules, and then pass-off testing," says Henley, adding that items below module level would be returned to the manufacturers for repair and overhaul. When it comes to engine-maintenance deals, EPI has a natural lead negotiator for each of the four biggest A400M customers: the constituent engine maker located in that nation. For customers such as the Turkish air force - due to receive the third A400M, after France has taken two - EPI as a group can handle talks.

Henley's faith in the TP400-D6 programme is evident when he asserts: "This programme continues to break new ground and it rewrites the manual for large turboprops." And it is with confidence that he looks to the future. "The next stage for EPI, beyond service entry, is support of export campaigns," he says.

Untangling the roots of today's TP400-D6 turboprop is almost as difficult as sourcing the DNA of the airframe. Although originally configured with turboprops in its initial FIMA study configurations, the notion of turbofans emerged strongly in the early FLA/Euroflag days in 1991.

By 1992 the FLA was firmly embracing studies of an "off-the-shelf" turbofan in the 18,000lb (80kN) thrust range, including a version of the BMW Rolls-Royce BR700 designated the RB583-04.

Oui. Mais tant de scribouillards et Agités anti-RR ne le savent pas ; ils ne l'ont jamais su ! Mais ils pontifient sur le sujet ! On est très raisonnable, .... en leur permettant une liberté d'expressions, dans laquelle ils démontrent qu'ils ont 'tout faux' , n'est-ce pas ? !

By the time of the 1993 Paris air show it emerged that Euroflag was even the target for a proposed multi-national 12,000-20,000lb turbofan concept dubbed Project Blue. The original team included General Electric, Snecma, MTU and Pratt & Whitney, the latter two eventually pushing the project into reality as the much-altered [Vous devez être inscrit et connecté pour voir ce lien] turbofan.

Arguing against the cost and tactical unsuitability of turbofans, planners within the FLA project continued to push for turboprops to stay part of the study. By early 1994 the focus was divided between turbofan and turboprop options, though the requirement for the latter was sketched out to be 9,000-12,000shp (6,700-8,900kW), a power range that straddles the engine eventually selected for the [Vous devez être inscrit et connecté pour voir ce lien].

Many of today's EPI partners were by then also beginning to position themselves for the programme, with BMW Rolls-Royce having teamed with [Vous devez être inscrit et connecté pour voir ce lien], Ratier-Figeac, ZF Luftfarhttechnik and Dowty Aerospace..

At the same time other contenders were emerging, including Allison Engines' AE2100 turboprop and the ZMKB/Progress D-27 propfan in development for the [Vous devez être inscrit et connecté pour voir ce lien] - an aircraft that would itself almost kill the FLA before it ever got going.

By the end of April 1994, the turboprop protagonists seized the day with two main groups emerging to compete for the prize. The first, led by BMW Rolls-Royce, continued to offer a version of the BR700, while Snecma, MTU and FiatAvio joined forces to submit an advanced turboprop based on the core of the M88-2 engine developed for the [Vous devez être inscrit et connecté pour voir ce lien] fighter. The argument by both was that turboprops would ultimately be cheaper and more rugged than turbofans in the rough field environment. It also appeared that a turboprop was more suitable to performing the very steep tactical approach required for any C-130 replacement.

By the end of 1994 the problems still rumbled along, this time with the then-chairman of Snecma, Bernard Dufour, questioning the turboprop decision as "inappropriate". Instead, to the shock of many, Dufour advocated a twin-engined turbofan-powered FLA based on a proposed 43,000lb-thrust version of the [Vous devez être inscrit et connecté pour voir ce lien]. However, the then-French defence minister Francois Leotard reaffirmed the commitment to the turboprop selection, and Snecma returned to the fray with details of its proposed M88-2 derivative, now called the M138. .

From 1995, the engine effort stabilised, with only the entry of AlliedSignal (later Honeywell) with a proposed AS812 turboprop variant of the TFE1042 turbofan, to distract the studies of the two main teams. In February 2000, Snecma, MTU, FiatAvio and ITP of Spain formally established Turboprop International (TIP), to develop the M138 for what had now become the A400M.

Although the team, based in Munich, was fully established and was competing against the BR700-TP then being proposed by BMW Rolls-Royce, the political need for a pan-European solution remained. .

In September that year (2000), the newly expanded TPI , also including Belgium's Techspace Aero, signed a memorandum of agreement to submit a joint powerplant proposal for the A400M. At the same time, the separate bids from TPI and the original BR700-TP bid by R-R remained valid. .

Situation baroque, lourde et compliquée que l'on semble adorer en Europe Continentale !

• ".....when, within only months, APA admitted that preliminary figures showed the modified M88-based engine would not meet the A400M's weight or specific fuel consumption targets".
  

The event led to a frantic year in 2002 as AMC re-opened the competition and the APA team hastily went back to the drawing board. In the meantime FiatAvio and Techspace Aero pulled out of APA, the former because of Italy's decision to bale out of the A400M programme. Pratt & Whitney Canada, sensing an opportunity, entered the fray with a 16,000shp-rated turboprop based on its [Vous devez être inscrit et connecté pour voir ce lien]gas generator called the PW180, .

Oui ! Et le désordre qui s'en est suivi n'a rien à voir avec RR & / ou SNECMA ! Il n'a pas grand-chose à voir, non plus avec le moteur ! Il a surtout à voir avec les inepties d'Airbus Military, à l'époque, avec les aspects de "work-share politique", et avec le "trop de politique dans le cockpit" ! :roll: ;)

Engine issues have again curtailed the participation of the Airbus Military A400M in the flying display of a major air show after the manufacturer announced the type would only be shown on the static park at the Farnborough air show, which starts on 9 July.

"The decision to have the aircraft on static display only is based on engine issues that happened last week which need further investigation," says Airbus Military.

Instead, it will show the first production representative example, MSN6.

Last year the airframer was forced to pull out of the flying display at the Paris air show after a flight-test problem in one of its Europrop International TP400-D6 turboprop engines halted all non-essential flights.

Flight testing continues at an "aggressive pace", it adds. "It is beginning to show the level of technical maturity required at first delivery, and we are pleased with the overall performance of the aircraft.

"Despite some engine maturity challenges, we are confident that we will find the right solutions and provide our customers with an aircraft that fully meets or exceeds the expectations."

At the end of June, the A400M had completed 1,180 flights, accumulating 3,535h since its first flight in December 2009.

Après le Bourget en 2011, Farnborough risque également d’être un rendez-vous manqué pour l’A400M. Airbus Military a confirmé ce matin que l’avion ne serait pas présenté en vol lors du salon aéronautique qui se tiendra la semaine prochaine en Grande-Bretagne. "Grizzly 5", le cinquième prototype, sera uniquement présent sur l’exposition statique.

Comme l’an dernier à Paris, c’est un problème dans le boîtier réducteur de puissance (ou PGB pour Propeller Gearbox) qui est en cause.

Par mesure de précaution, le constructeur préfère pour le moment restreindre les vols de démonstration à basse altitude de son avion.

Pour autant, l’A400M devrait réaliser quelques passages bas en formation avec un C-17 et MRTT de la RA lors du Royal International Air Tattoo qui aura lieu ce week end à Fairford. Durant la manifestation, le quadrimoteur à hélices sera officiellement baptisé "Atlas".

C’est la troisième fois en un an qu’une avarie survient sur la PGB. En juin 2011, un problème de résonance avait entraîné la casse d’un pignon sur l’un des avions d’essais, et l’A400M n’avait pas pu faire de démonstration en vol au Bourget. Au printemps dernier, c’est de nouveau un problème sur ce boîtier réducteur qui avait entraîné l’immobilisation de "Grizzly 4" pendant près d’une semaine à Oman.

La semaine dernière, c’est un problème de pollution (présence de débris métalliques) dans le circuit d’huile de la PGB qui a été détecté.

Cette toute récente avarie a conduit à stopper temporairement les essais de "route proving" démarrés au début du mois de juin. Pour le moment, 160 des 300 heures de ces essais été réalisées. La conclusion de ceux-ci permettra à Airbus d’obtenir le certificat de type (TC) de l’A400M des mains de l’AESA.

C’est l’industriel italien Avio qui a conçu le boîtier réducteur du turbopropulseur TP400. Ce dernier, bien que certifié par l’AESA, n’a visiblement pas le niveau de maturité technique souhaité. C’est l’une des conclusions d’un rapport publié ce matin par la commission des affaires étrangères et de défense du Sénat.

"Il subsiste toujours aujourd’hui des incidents qu’il convient maintenant de traiter définitivement et de façon d’autant plus urgente que des échéances clés du programme se rapprochent (certifications civile et militaire). "Ce point doit demeurer sous étroite surveillance", ont noté les rapporteurs, estimant néanmoins que les avaries du TP400 ne sont pas de source à empêcher une première livraison à l’armée de l’Air entre janvier et mars 2013.

Le Sénat dresse un bilan globalement positif du programme, à l’exception de la mise en place du soutien : "la satisfaction légitime que l’on peut tirer de la livraison imminente des appareils contraste avec les inquiétudes que l’on peut avoir quant à la mise en place d’un soutien commun". Les rapportent (Sevrien , ... le 06 / 07 /2012 : "rapporteurs") regrettent notamment que les nations européennes ne mènent pas ensemble et en même temps les négociations sur le soutien de leurs avions avec Airbus Military. De même, le fait qu’aucun pot commun de pièces de rechange ne soit mis en place au niveau de l’Europe est vivement critiqué.

Plus de détails sur ce rapport intitulé "A400M : tout simplement le meilleur" dans notre numéro 2320, à paraître le 6 juillet 2012.

Airbus on Friday announced [Vous devez être inscrit et connecté pour voir ce lien], saying delivery of the aircraft to its first customer would be pushed back from the first quarter of 2013 to the second quarter.

A spokesman for Airbus Military, part of the [Vous devez être inscrit et connecté pour voir ce lien] group, said it was not clear yet whether the delay would result in financial penalties.

The A400M development programme has been the subject of significant cost overruns and delays in the past, which have hit Airbus’ earnings.

The latest A400M setback is focused on its engines. Metallic chips were found in the oil system of one of the engines on a test aircraft.

Airbus Military said the problem was caused by a crack on a cover plate inside the engine’s gearbox.

Europrop International, a consortium that is manufacturing the engines, is replacing this cover plate on several gearboxes.

The work means that civil certification of the A400M, and confirmation of its military initial operating capability, have been pushed into the first quarter of next year. This in turn means delivery of the initial aircraft to the French air force, the first customer, has been delayed until the second quarter.

Simon Henley, president of Europrop International, said: “We are working very hard to reduce the lead-time on these (cover plate) replacements to allow Airbus Military to resume the flight test as soon as possible.”

The Europrop International consortium includes Rolls-Royce, [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien].

Airbus Military is sticking to its target to deliver four A400Ms to customers next year, including three for the French air force.

Airbus Military has slipped its delivery schedule for Europe's first [Vous devez être inscrit et connecté pour voir ce lien] transport, with the French air force now expected to receive aircraft MSN7 during the second quarter of 2013. It had been contractually due to hand over the aircraft by 31 March 2013.

Engine supplier Europrop International (EPI) has identified the cause of a problem with a TP400-D6 turboprop which halted a vital programme of function and reliability (F&R) testing with development aircraft MSN6 shortly before July's Farnborough air show. Intended to accumulate data through 300h of intensive flight operations, the process was halted after 160 aircraft flight hours, due to the detection of metallic chips in the oil system of one engines.

"EPI's investigations have demonstrated that the failure does not impact the engines' full capabilities and that the chip detection was provoked by a crack of a cover plate," says Airbus Military, describing the component as "a mechanical piece isolating elements within the propeller gear box."

"The MSN6 engines as well as all series production engines have been sent back to EPI for replacement of this cover plate," the airframer says. Once approved by the European Aviation Safety Agency and installed, this will enable it to resume the F&R process.

"We are working very hard to reduce the lead-time on these replacements to allow Airbus Military to resume the flight test (programme) as soon as possible and continue the series production as planned," says EPI president Simon Henley.

While the French air force's first aircraft will be delayed, its manufacturer says it remains on track to hand over a total of four A400Ms next year: three for France and a first example for Turkey. This will follow the type's expected receipt of full civil type certification and initial operating capability status in the first quarter of 2013.

Airbus Military says its fleet of "Grizzly" development aircraft has so far amassed more than 3,700h during almost 1,250 flights. This marks a roughly 300h increase since its most recent figures, released in mid-June.

The company has, meanwhile, yet to disclose when it expects to perform the first flight of aircraft MSN7 from Seville, Spain. A previously-planned target date of 23 August was dropped as a result of the TP400 engine issue.

Airbus Military reconfirms A400M production output for 2013

Airbus Military has today reconfirmed that it will deliver the first four new generation A400M airlifters to customers in 2013 as planned, following the development of solutions to the recent engine issue, which prevented the A400M from participating in the Farnborough Air Show flying display.

As communicated, we recently had an engine issue on MSN6, the first production representative development aircraft. After receiving the Restricted Type Certificate (RTC) from the European Aviation Safety Agency (EASA) last April, representing a big milestone and achievement in the programme, MSN6 started performing the 300 hour Function and Reliability (F&R) testing required for the award of the full Type Certificate (TC). Tests had to be suspended after 160 hours of F&R flying because of the repeated detection of metallic chips in the oil system of one of the engines.

Airbus Military has supported the engine manufacturer Europrop International (EPI) in its investigations of the root cause and fixes. EPI’s investigations have demonstrated that the failure does not impact the engines’ full capabilities and that the chip detection was provoked by a crack of a cover plate, a mechanical piece isolating elements within the Propeller Gear Box (PGB). As a responsibility of EPI, they have already made a new design available, which is currently in the validation process.

Consequently, the MSN6 engines as well as all series production engines have been sent back to EPI for replacement of this cover plate.he lead-time of the cover plate replacement in order to resume the F&R flying as soon as possible. F&R activity will be able to restart when MSN6 is fitted with the modified engines and upon agreement with EASA of a new F&R plan.

As a consequence, the civil Type Certification and military Initial Operating Capability (IOC) will now move into the first quarter of next year, followed by first delivery to the French Air Force (MSN7) in the second quarter of 2013. Despite this we maintain the overall delivery plan of four aircraft in 2013. There is a slight impact on the delivery of the second French aircraft (MSN8) while MSN9 (the first Turkish aircraft) and MSN10 (the third for France) will remain on schedule with delivery before the end of 2013. Other deliveries in 2014 and beyond continue as planned.

EPI President Simon Henley said: “We are working very hard to reduce the lead-time on these replacements to allow Airbus Military to resume the flight test as soon as possible and continue the series production as planned”.

Flight testing outside the F&R programme is progressing well, focusing primarily on military capabilities and systems, and the Grizzly development aircraft fleet has now completed more than 3,700 hours in nearly 1,250 flights.

Industrially, the first three customer aircraft are now in the final assembly process in Seville and a further ten aircraft are in various stages of production with long-lead items launched up to MSN23 and advancing according to plan.

About the A400M
The A400M is an all-new military airlifter designed to meet the needs of the world's Armed Forces in the 21st Century. Thanks to its most advanced technologies, it is able to fly higher, faster and further, while retaining high maneuverability, low speed, and short, soft and rough airfield capabilities. It combines both tactical and strategic/logistic missions. With its cargo hold specifically designed to carry the outsize equipment needed today for both military and humanitarian disaster relief missions, it can bring this material quickly and directly to where it is most needed. Conceived to be highly reliable, dependable, and with a great survivability, the multipurpose A400M can do more with less, implying smaller fleets and less investment from the operator. The A400M is the most cost efficient and versatile airlifter ever conceived and absolutely unique in its capabilities.

Jeannot a écrit:Mais... les essais ne sont-ils âs faits pour découvrir ces petits "loups" ?

Jeannot a écrit:Voici le communiqué officiel d'Airbus Military sur le sujet

Airbus Military reconfirms A400M production output for 2013

Airbus Military has today reconfirmed that it will deliver the first four new generation A400M airlifters to customers in 2013 as planned, following the development of solutions to the recent engine issue, which prevented the A400M from participating in the Farnborough Air Show flying display.

As communicated, we recently had an engine issue on MSN6, the first production representative development aircraft. After receiving the Restricted Type Certificate (RTC) from the European Aviation Safety Agency (EASA) last April, representing a big milestone and achievement in the programme, MSN6 started performing the 300 hour Function and Reliability (F&R) testing required for the award of the full Type Certificate (TC). Tests had to be suspended after 160 hours of F&R flying because of the repeated detection of metallic chips in the oil system of one of the engines.

Airbus Military has supported the engine manufacturer Europrop International (EPI) in its investigations of the root cause and fixes.

EPI’s investigations have demonstrated (Sevrien : mot très important ; le plus important dans ce contexte ; rien à voir avec la gravité du problème du GE90, ci-dessus, quand il s'agissait de copeaux de métal du moteur -- pièces 'clé' mouvantes du TGB -- et / ou du moteur -- lui-même dans son articulation avec le moteur, cocktail qui a nécessité "re-design" et renfort) that the failure does not impact the engines’ full capabilities and that the chip detection was provoked by a crack of a cover plate, a mechanical piece isolating elements within the Propeller Gear Box (PGB). As a responsibility of EPI, they have already made a new design available, which is currently in the validation process.

Consequently, the MSN6 engines as well as all series production engines have been sent back to EPI for replacement of this cover plate. (Sevrien : rectification d'un coquille dans le texte d'origine d'Airbus : "And focus xill be on the reduction of t")he lead-time of the cover plate replacement in order to resume the F&R flying as soon as possible. F&R activity will be able to restart when MSN6 is fitted with the modified engines and upon agreement with EASA of a new F&R plan.

As a consequence, the civil Type Certification and military Initial Operating Capability (IOC) will now move into the first quarter of next year, followed by first delivery to the French Air Force (MSN7) in the second quarter of 2013. Despite this we maintain the overall delivery plan of four aircraft in 2013. There is a slight impact on the delivery of the second French aircraft (MSN8) while MSN9 (the first Turkish aircraft) and MSN10 (the third for France) will remain on schedule with delivery before the end of 2013. Other deliveries in 2014 and beyond continue as planned.
EPI President Simon Henley said: “We are working very hard to reduce the lead-time on these replacements to allow Airbus Military to resume the flight test as soon as possible and continue the series production as planned”.

Flight testing outside the F&R programme is progressing well, focusing primarily on military capabilities and systems, and the Grizzly development aircraft fleet has now completed more than 3,700 hours in nearly 1,250 flights.

Industrially, the first three customer aircraft are now in the final assembly process in Seville and a further ten aircraft are in various stages of production with long-lead items launched up to MSN23 and advancing according to plan.

About the A400M
The A400M is an all-new military airlifter designed to meet the needs of the world's Armed Forces in the 21st Century. Thanks to its most advanced technologies, it is able to fly higher, faster and further, while retaining high maneuverability, low speed, and short, soft and rough airfield capabilities. It combines both tactical and strategic/logistic missions. With its cargo hold specifically designed to carry the outsize equipment needed today for both military and humanitarian disaster relief missions, it can bring this material quickly and directly to where it is most needed. Conceived to be highly reliable, dependable, and with a great survivability, the multipurpose A400M can do more with less, implying smaller fleets and less investment from the operator. The A400M is the most cost efficient and versatile airlifter ever conceived and absolutely unique in its capabilities.

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A400M simulates refuelling from C-160 Transall

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Airbus Military has successfully performed simulated air-to-air refuelling (AAR) of the new generation A400M airlifter from a C-160 Transall tanker of the French Air Force. The two aircraft conducted 20 "dry contacts", in which no fuel is passed, including one lasting 12 minutes - representative of a normal refuelling operation. It is expected that "wet contacts" will take place in the first quarter of next year. The A400M has now successfully performed refuelling contacts with a VC10 of the Royal Air Force, the C-160, and an Airbus Military A330 MRTT new generation tanker/transport. The photo above shows the A400M refuelling from the C-160 in the latest trials

A400M completes critical flight-test phase


On track for full certification and first delivery.

Airbus Military has successfully completed the 300 hours of Function & Reliability (F&R) flight-testing of the A400M new generation airlifter which is a key requirement prior to full certification.

Data from the F&R programme, which was performed entirely using the first production-representative aircraft – MSN6 / Grizzly 5 – is now being examined by the civil and military certification authorities for the A400M – respectively EASA and a committee appointed by OCCAR.

Having received the restricted Type Certification begin May this year, this phase of the flight test programme was the last major requirement prior to full Type Certification. It is expected that the aircraft will receive the full civil Type Certificate and military Initial Operating Capability in the first quarter of next year subject to the approval of the relevant authorities. First delivery to the French Air Force, of MSN7, is planned for the second quarter, and a total of four aircraft will be delivered during the year in line with the schedule.

The F&R testing was completed in just 32 days, during which the aircraft made 52 flights and visited 10 different airfields. The exercise is intended to examine the aircraft´s behavior in conditions representative of normal in-service experience, including both routine and simulated abnormal operations in a wide range of weather and locations. It helps minimize the risk to operational crews, particularly on new aircraft entering service, of malfunctions and failures that increase pilot workload.

This intensive testing demonstrated the excellent reliability of the A400M and its systems as well as its TP400 engines even under an exceptionally demanding schedule.

Airbus Military Head of Flight and Integration Tests Fernando Alonso said: “During this F&R campaign the A400M has really been put through its paces. It has flown an average of two flights and 15 flight hours per day over a 26 day timeframe with only 6 days devoted to routine maintenance activities.The crews have been greatly impressed with the performance of the on-board systems and engines, and we are confident that we have a sound basis for completing the civil and military certification in the next couple of months.”

Experimental Test Pilot Hugues Van Der Stichel, who captained the flight, said after landing:

“The performance of the aircraft was as expected and we had a very smooth flight, confirming the great handling capabilities of the aircraft. The result of this first flight gives us full confidence for the on-time delivery to the French Air Force”.