Aviation Naval Warfare Land Systems Small Arms Space By Flag By Year By Tag

Embraer C-390 Millennium (KC-390)

2019 MODERN AIRCRAFT

History

In response to the sudden need for a modern, medium-sized transport system by the global military, expected over the next decade, Embraer began privately developing a new twin-engine jet-powered transport vehicle, incompatible with the ancient and ubiquitous Lockheed German C-130 "Hercules". The effort, dubbed "KC-390," is expected to be one of the company's most ambitious since it began operations in 1969, especially for its intended overseas destination. Like the American C-130 before it, the KC-390 (later renamed the "C-390") was designed to be a generalist, attracting the interest of a variety of potential suitors around the world - many of whom were driven by the aging C-130 series - Retaining the origins of the 1950s design plan - moving to a more modern mid-travel solution.

Embraer Marketing's new C-390 is less expensive to maintain and operate than the C-130 system currently in use.

The Embraer Group (once a government organization) was initially heavily supported by government contracts, which helped to significantly expand its experience in military procurement. In the 1980s, the company expanded to include some successful airliners that were sold and profitable abroad and helped cement the Embraer name globally. Over time, many components are produced locally, helping to minimize reliance on foreign suppliers and further strengthening Embraer's production line. Embraer then became a private company through a sale in 1994, which included interests in well-known companies such as EADS, Thales and Dassault Aviation.

Since its rebirth, the company has maintained a strong position in both the local and overseas aviation markets.

The C-390 is a twin-engine high-wing monoplane. Its configuration follows the usual layout of the Lockheed C-130 and the upcoming Airbus A400M Grizzly, etc., although its engine schematic shows 2 x IAE V2500-E5 turbofan jets, making it a more powerful transport platform . Each engine has up to 29,000 pounds of thrust, a top speed of 850 km/h, and a service ceiling of 36,000 feet.

This range extends to 3,250 nautical miles - approximately from the southern tip of Argentina to the southern edge of Canada (ferry range). Its transport function dictates two design qualities - a high-mounted engine to avoid ground movement, and a tail-mounted cargo area with a raised rear wing that allows unobstructed access to the cargo area.

The cargo compartment is 17.75 meters long, 3.45 meters wide and 2.9 meters high, and can transport 84 medical stretchers (with staff), 84 passengers (with special seats installed), and 64 paratroopers (full). towing mission equipment) and military vehicles such as the HMMWV ("Hummer"). At least 2 of these vehicles can fit into the designated cargo area.

The interior layout is modular from the start, allowing it to carry tons of cargo pallets, not people. The minimum operator of the aircraft is two pilots and a flight engineer.

The cockpit is located at the front of the fuselage, with a clear view of the nose and each engine nacelle (the nose assembly is intentionally shortened and sloped down). The wings are significantly swept back, while the tail has a traditional "T" shape with a high horizontal plane. The cockpit features a dual HUD configuration with dual control systems for two pilots. A real-time digital mission system is built into the capabilities of the C-390, as is GPS navigation.

Flight controls are aided by a digital fly-by-wire (FbW) system.

In April 2009, Embraer received $1. $5 billion to build two working prototypes, the first of which is scheduled for completion in 2014. The Brazilian Air Force was, of course, the aircraft's initial customer, with an initial order for 28 aircraft announced in July 2010.

In June 2012, Boeing also announced a partnership with Embraer to support further development of the platform, which means a possible worldwide sale of the C-390. Regardless, this partnership greatly expands the aircraft's market appeal and will accelerate overall growth through Boeing's expertise.

In return, Boeing will strengthen its presence in the growing Brazil/South America market (after opening a local office in Sao Paulo in 2011) and apparently wants to sell its F/A-18E/F Super Hornet to Brazil's sale of the Air Force is meeting its "F-2X" fighter competition, which requires modern fighter jets. In addition to the obvious U.S. involvement, the C-390 also includes components from a variety of external suppliers, from Argentina, the Czech Republic, France, and Israel.

Other major U.S. contributors listed are L-3 Communications and Rockwell Collins.

For interested militaries, the C-390 is intended to be used as the primary medium transport aircraft, although it will also be available in a variant configuration for in-flight refueling. Additionally, the C-390's design includes features that allow it to be refueled in the air, giving it an impressive longevity.

The purpose of the C-390 was to expand beyond military transport, and a civilian cargo program was developed. The tug will be a "stretched" hull version of the military form, with side-mounted cargo doors.

So far, possible names such as Argentina, Brazil, Chile, France, Portugal and Sweden have been mentioned when procuring new aircraft. France has made it clear that it will buy C-390s in bulk if its Dassault Rafale multirole fighter is selected for the aforementioned F-2X fighter competition. However, the U.S. government has approved technical assistance to Brazil, which undoubtedly gives Boeing an advantage. So of course politics plays a role in these things. If the C-390 program comes to fruition, it is bound to threaten the C-130's clout on the global stage.

However, it will face stiff competition from upcoming designs such as the Airbus A400M 'Atlas' and despite setbacks, it has finally entered a limited delivery range to its various local and global customers.