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59-580: Transall ( Transport Allianz ) was a consortium created to design and manufacture the Transall C-160 military transport aircraft . Established in 1959, the company was initially a joint venture between Nord Aviation of France and Weser Flugzeugbau (WFB) and Hamburger Flugzeugbau (HFB) of Germany. It was later operated by French aerospace company Aérospatiale and German aircraft manufacturers Vereinigte Flugtechnische Werke (VFW) and Messerschmitt-Bölkow-Blohm (MBB). Production of its sole product,

118-506: A final conversion, two aircraft were furnished for SIGINT electronic surveillance, designated C-160G Gabriel , replacing the Noratlases that had been in this role previously. In routine operations, the C-160Gs would often supplement France's Boeing E-3 Sentry AWACS aircraft. In 1991, a SIGINT-equipped C-160G was deployed as part of France's contribution to Coalition forces during and after

177-413: A part of Airbus . On 6 June 1968, Messerschmitt AG merged with the small civil engineering and civil aviation firm Bölkow , becoming Messerschmitt-Bölkow. The following May, the firm acquired Hamburger Flugzeugbau (HFB), which had originated as a branch of Blohm+Voss . To reflect the latter's acquisition, the company changed its name to Messerschmitt-Bölkow-Blohm (MBB). Upon its formation, 51% of

236-406: A previous arrangement in which Noratlases for German service had been built under license by Weser Flugzeugbau , France and Germany signed an agreement for the development of a Noratlas successor on 28 November 1957. The Italian government also became involved in the project early on to meet their own requirements, however Italy's participation in the fledgling program was soon terminated in favour of

295-577: A range of 1,720 kilometres (930 nmi; 1,070 mi) or a load of 8,000 kg (18,000 lb) over a range of 4,540 km (2,450 nmi; 2,820 mi) and be able to operate out of semi-prepared airstrips. One prototype was built by each of the production partners, with the first (built by Nord) flying on 25 February 1963, with the VFW and HFB-built prototypes following on 25 May 1963 and 19 February 1964. These were followed by six pre-production examples, stretched by 51 centimetres (20 in) compared with

354-768: A regular detachment of C-160s was also dispatched in support of the multinational International Security Assistance Force presence in the Afghanistan . Both French and German C-160s were used in supporting Operation Serval , the French-led intervention in the Northern Mali conflict . For either humanitarian or military purposes, C-160s have conducted extensive operations in a number of nations, including Mauritania , Niger , Chad , Ethiopia , Bosnia , and Lebanon . Starting in 1984 onwards, German airframes underwent LEDA I and LEDA II life extension measures, which were focused on

413-490: A reputation for reliability and safety, MBB, along with one of its major shareholders , Boeing Vertol , began studying options during the 1970s for producing an enlarged version to accompany the Bo 105. However, Boeing withdrew from the venture, leading to MBB search for another partner; this was found in the form of Japanese company Kawasaki Heavy Industries . On 25 February 1977, MBB and Kawasaki signed an agreement to cooperate on

472-613: A single assembly line in Toulouse . Changes from earlier aircraft include the cargo loading door on the port side of the fuselage being replaced by provision for additional fuel tanks in the wing centre section, as well as the installation of updated and improved avionics. During 1981, the first of these second generation C-160s made its first flight. Aircraft produced in this batch included 29 for France (an additional four non-standard aircraft were constructed for special missions), and six for Indonesia. This aeronautical company–related article

531-600: A single assembly line in Toulouse . The cargo loading door on the port side of the fuselage was replaced by provision for additional fuel tanks in the wing centre section. When fitted these tanks increased fuel capacity from 19,000 litres (4,190 imp gal) to 28,000 litres (6,170 imp gal). The aircraft were also fitted with updated avionics. The first second generation C-160 took flight in 1981. Aircraft produced in this batch included 29 for France (an additional four non-standard aircraft were constructed for special missions), and 6 for Indonesia. The Transall C-160

590-474: Is a stub . You can help Misplaced Pages by expanding it . Transall C-160 The C-160 remains in service more than 60 years after the type's first flight in 1963. It has provided logistical support to overseas operations and has served in specialist roles such as an aerial refueling tanker, electronic intelligence gathering, and as a communications platform. The C-160 is replaced in French and German service by

649-399: Is a twin-engine tactical transport featuring a cargo hold, a rear-access ramp beneath an upswept tail, a high-mounted wing and turboprop engines. The C-160 is designed to perform cargo and troop transport duties, aerial delivery of supplies and equipment and is designed to be compatible with international railway loading gauges to simplify cargo logistics and loading. In flight the cargo area

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708-471: Is powered by a pair of Rolls-Royce Tyne turboprop engines, which drive a pair of four-bladed Dowty Rotol propellers. Advantages of the twin-engine configuration over four include reduced unit and production cost, lower weight and fuel consumption, simplified design and reliability. Each engine is equipped with an auxiliary generator system, providing the aircraft with both electricity and hydraulic pressure. An auxiliary power unit ( General Electric CJ610 )

767-451: Is pressurised and kept at a constant temperature by integrated air conditioning systems. Additionally, the landing gear can be partially retracted while on the ground. This lowers the C-160, making it easier to move vehicles into the hold as they don't need to climb a ramp. One aspect of the C-160 that made the type well suited to tactical operations is its short airfield performance, including

826-405: Is used to power the aircraft while on the ground, and for rare use in mid-air emergencies. An updated second generation of the C-160 was produced during the 1980s. Amongst changes made, the new variant was equipped with additional fuel tankage, aerial refuelling probes and enhanced avionics. While there were considerable changes to instrumentation, including the navigational and autopilot systems,

885-525: The Airbus A400M Atlas , and a small number of Lockheed-Martin C-130J Super Hercules operated in a multinational unit. In the late 1950s, a requirement arose to replace the piston-engined Nord Noratlas transports operated by the air forces of both France ( Armée de l'Air ) and Germany ( Luftwaffe ). Keen to encourage industrial co-operation between the two countries, as had happened under

944-693: The Eurocopter EC135 during the early 1990s which, like its Bo 105 ancestor, achieved similar commercial success. Perhaps the most important partnership that MBB was involved in was the Airbus A300 . On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to start development of the A300. At this point, the A300 was only the second major joint aircraft programme in Europe,

1003-588: The French Air Force , and nine C-160Z s for the South African Air Force . Four C-160Fs were converted to C-160P air mail transport aircraft, and were operated by Air France . Production continued until October 1972. In July 1977, France placed an order for 25 aircraft to be built to an improved standard. Production work for the new variant was split 50-50 between Aérospatiale (the successor to Nord) and MBB (which had absorbed VFW and HFB), with

1062-487: The French Postal Service . Production continued until October 1972. In July 1977, France placed an order for 25 C-160 aircraft, which were built to an improved standard. Production work for this batch was split 50-50 between French aerospace company Aérospatiale (the successor to Nord) and Germany aviation firm Messerschmitt-Bölkow-Blohm (MBB) (which had absorbed VFW and HFB), while all aircraft were completed at

1121-493: The Gulf War to support a no-fly zone and embargoing of Iraq . C-160s were in continuous use to support French bases in sub-Saharan Africa; the tanker variants also proved valuable in supporting African operations. The C-160 fleet was the staple of the French military airlift capability for many years, supplemented by small numbers of McDonnell Douglas DC-8s , CASA/IPTN CN-235 and Lockheed C-130 Hercules as of 1990. During

1180-569: The South African Border War during the late 1980s, the South African Air Force's C-160s were vital for deploying and supplying troops in the border region and into positions in southern Angola due to the otherwise-impassable terrain. The importance of airpower in the war led to a great deal of the fighting being centred upon remote airstrips, both sides trying to gain or deny the same advantageous positions and place stress upon

1239-690: The Airbus A300, the world's first twin-engine widebody airliner. The project intended to produce an aircraft that was smaller, lighter, and more economical than its three-engine American rivals, the McDonnell Douglas DC-10 and the Lockheed L-1011 TriStar . Shortly after the Paris Air Show agreement, it was decided that, to provide effective management of responsibilities, a Groupement d'intérêt économique would be established, allowing

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1298-546: The American company Chrysler Corporation , the aerospace division was renamed DaimlerChrysler Aerospace AG on 7 November 1998. As part of the prevailing trend of European defense consolidation of the late 1990s saw DASA being merged with Aerospatiale-Matra of France and Construcciones Aeronáuticas SA (CASA) of Spain to form the European Aeronautic Defence and Space Company (EADS) during 2000. The former assets of

1357-485: The Bo 105C, was developed, this model quickly superseded the Bo 105A. Following its introduction to service in 1970, the Bo 105 quickly proved to be a commercial success. Production continued until 2001; by the end of production, 1,406 rotorcraft had been manufactured and delivered to operators in 55 nations worldwide. It served as the basis for several derivatives, such as the MBB/Kawasaki BK 117 . Having established

1416-409: The Bo 108 was originally intended to be a technology demonstrator, combining attributes of the successful Bo 105 with new advances and an aerodynamically streamlined design. Technologies included the first full-authority digital engine controls ( FADEC ) on a helicopter, a hingeless main rotor, and the adoption of a new transmission. First flown on 17 October 1988, a production version was introduced as

1475-625: The C-160, was terminated in 1985. The three later companies merged to form the multinational aerospace company EADS, which subsequently rebranded itself the Airbus Group . During the late 1950s, a requirement arose to replace the piston-engined Nord Noratlas transports operated by the French Air Force and the German Air Force . In the postwar era, many politicians in both countries were keen to encourage industrial co-operation between France and Germany; examples of this had already occurred in

1534-450: The F and NG aircraft operated in French air forces have been converted to the last upgraded C-160R standard. Last aircraft retired in May 2022. Data from Jane's All The World's Aircraft 1982–83 General characteristics Performance Aircraft of comparable role, configuration, and era Related lists Messerschmitt-B%C3%B6lkow-Blohm Messerschmitt-Bölkow-Blohm (MBB)

1593-600: The French Air Force introduced the C-160G Gabriel variant, a SIGINT aircraft easily to distinguish because of the antennas fitted to the aircraft. Until the early 2000s, also the C-160H Astarte was used, while Astarté (Avion Station Relais de Transmissions Exceptionelles), meaning "airborne relay station for special transmissions", was used for communication with submerged French nuclear submarines. Since 1999, all

1652-411: The French Air Force ordered an updated version designated C-160NG , for Nouvelle Génération ("New Generation"). From 1981, 29 of these aircraft were delivered, half of them configured as tanker aircraft for aerial refuelling . Another four were configured as C-160H Astarté TACAMO aircraft for communication with submerged submarines , a vital component of France's nuclear deterrent system. In

1711-625: The French Defence Ministry announced a modernisation of the C-160 fleet, enabling it to continue in service until 2018 if required. In late 2011, it was announced that Germany's Transall fleet had accumulated a combined total of one million flight hours. As of 2012 , the global C-160 fleet was approaching the end of its service life; all South African C-160s have already been retired, while the Turkish Air Force continued to operate 20 aircraft obtained from Germany ( C-160T ). To replace

1770-568: The South African aircraft were all built by Nord. From 1981 on, some new C-160 reached the wings of Armee de l'Air. The now C-160NG (Nouvelle Generation, New Generation) called aircraft has a fifth fuel tank in the middle of the wing above the fuselage, a refueling probe while the left side cargo door was removed. Some first-production series C-160F were fitted with the NG-versions changes and renamed C-160R (Renové). Beside these changes, in 1989,

1829-584: The Transall's self-protection suite. The last German Transall wing was disbanded in December 2021. The initial production run of 169 aircraft were built by the three companies in France and Germany; Nord built 56 aircraft, VFW built 57 aircraft and HFB/MBB 56 (HFB became part of Messerchmitt-Bolkow-Blohm in 1969 during the production run). All three production lines produced a mixture of aircraft for France and Germany but

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1888-521: The Transall, the German, French and South African Air Forces ordered 60, 50 and eight Airbus A400Ms , respectively; the South African order was later cancelled. In 2015, it was announced that the retirement of Germany's Transall fleet had been pushed back from 2018 to 2021 due to delays with the Airbus A400M; until 2021, a decreasing number of aircraft shall remain in service to perform missions that require

1947-569: The Turkish armed forces in 1971, these aircraft provided great amount of lift during the operation. In April 1976, the French Air Force used 12 C-160s in support of Operation Verveine , airlifting Moroccan troops and equipment to Zaïre during a border conflict with Angola . In May 1978, several C-160s dropped paratroopers of the French Foreign Legion during the Battle of Kolwezi . In 1977,

2006-433: The ability to perform steep descents of up to 20 degrees and perform landings on airstrips as short as 400 meters. In the airlift role, a later production C-160 could carry up to 8.5 tons across a distance of 5,000 kilometers, and take off from airstrips as short as 700 meters. Dependent upon aircraft configuration, a single aircraft could airdrop as many as 88 paratroopers or transport up to 93 equipped troops. The C-160

2065-603: The aircraft manufacturing sector, such as a previous arrangement in which Noratlases for the German Air Force had been produced under license by German aircraft manufacturer Weser Flugzeugbau . On 28 November 1957, representatives from both France and Germany signed an agreement calling for the joint development of a successor to the Noratlas. The Italian government also became involved in the project early on to meet their own air force's requirements; however, Italy's participation in

2124-506: The aircraft's operating lifespan up to and if necessary beyond 55 years to 2018. In 2003–2004, Germany signed separate contracts with Terma A/S and Northrop Grumman to upgrade the aircraft's electronic warfare self-protection and missile approach warning systems . In July 1974, the Turkish Air Force used 7 C-160Ds during the invasion of Cyprus , to transport troops, drop paratroopers and carry supplies. Having entered service with

2183-414: The centre fuselage and horizontal tail, and HFB the forward and rear fuselage. The aircraft's tail fin was to be built by Dornier . Three production lines were set up to assemble these components at each of the three main partners. The first production airframes were delivered to France and Germany from 1967. The first batch included 110 C-160D s for the German Air Force ( Luftwaffe ), 50 C-160F s for

2242-565: The design of which was headed by German engineer Ludwig Bölkow , made use of a revolutionary hingeless main rotor composed of fibreglass . On 13 October 1970, the German Civil Aviation Authority certified the Bo 105; initial deliveries for the first customers, ADAC Air Rescue and the Bavarian State Police , took place shortly thereafter. During 1972, an improved version of the rotorcraft with more powerful engines,

2301-450: The development and manufacture of various aircraft during its existence. Among its best-known products were the MBB Bo 105 light twin-engine helicopter and its enlarged derivative, the MBB/Kawasaki BK 117 . MBB was also a key early partner on the Airbus A300 , a wide-body twin-jet airliner ; the company's involvement in the A300's development and production led to it forming a key component of

2360-594: The development of a new rotorcraft. Under the terms of this agreement, the two corporations merged their previously separate projects to produce twin-engined general purpose helicopters, these being the Bo 107 by MBB and the KH-7 from Kawasaki. Separate elements were assigned to each company; MBB were responsible for developing the rotors (these were based on the rigid rotor system previously used on MBB's Bo 105 ), tailboom, flight controls and hydraulic system while Kawasaki undertook

2419-478: The development of the landing gear , airframe , main transmission, electrical system and other minor components. Each company established its own final assembly line for the type, on which they produced the rotorcraft to meet demands within their respective local markets. An even more advanced derivative of the Bo 105, initially designated by MBB as the Bo 108 began development during the 1970s. The company developed it in partnership with France's Aérospatiale ;

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2478-639: The first being the Anglo-French Concorde . Under the terms of the memorandum, Britain and France were each to receive a 37.5 per cent work share on the project, while Germany received a 25 per cent share. France's Sud Aviation was recognized as the lead company for A300, while Hawker Siddeley was selected as the British partner company. On 29 May 1969, during the Paris Air Show , French transport minister Jean Chamant and German economics minister Karl Schiller signed an agreement officially launching

2537-458: The first production airframes were delivered to France and Germany. The first batch included 110 C-160Ds for the German Air Force ( Luftwaffe ), 50 C-160Fs for the French Air Force , and nine C-160Zs for the South African Air Force . Four C-160Fs were subsequently converted to the C-160P air mail transport aircraft configuration, and were operated by the national flag carrier Air France on behalf of

2596-494: The fledgling program was soon terminated in favour of the smaller and locally-built Fiat G.222 instead. In January 1959, a consortium, named the "Transporter-Allianz" or Transall , was formally established to develop and produce this new transport aircraft; its initial membership comprised the French aircraft manufacturer Nord Aviation and the German companies Weser Flugzeugbau (which became Vereinigte Flugtechnische Werke (VFW) in 1964) and Hamburger Flugzeugbau (HFB). Each of

2655-441: The merger of the aircraft manufacturers Focke-Wulf , Focke-Achgelis , and Weserflug . During the following year, MBB acquired the astronautics company Entwicklungsring Nord (ERNO; to reflect this change, the company was rebranded as MBB-ERNO . In 1989, MBB was taken over by Deutsche Aerospace AG (DASA), which was renamed "Daimler-Benz Aerospace" in 1995. Following the 1998 merger of the German industrial group Daimler Benz and

2714-477: The multinational Airbus consortium. It was also involved in numerous experimental aircraft programmes, such as the MBB Lampyridae , an aborted stealth aircraft . The ownership and assets of MBB changed drastically throughout its roughly two decades of existence. The company was bought by Deutsche Aerospace AG (DASA) in 1989; following several mergers and restructures, the assets of what was MBB presently form

2773-586: The newly formed company. On 15 March 1974, type certificates were granted for the A300 from both German and French authorities, clearing the way for its entry into revenue service. Ten years after the official launch of the A300, the company had achieved a 26 per cent market share in terms of dollar value, enabling Airbus Industries to proceed with the development of its second aircraft, the Airbus A310 . During 1981, MBB acquired rival company Vereinigte Flugtechnische Werke (VFW), which itself had been formed via

2832-430: The number of orders placed. While Nord produced both the wings and engine nacelles, VFW manufactured the centre fuselage and horizontal tail, and HFB constructed the forward and rear fuselage; the aircraft's tail fin was also built by Dornier . Three separate assembly lines were established, where the sections produced by each of the three main partner companies were brought together to form complete aircraft. During 1967,

2891-592: The opposing force's logistical efforts. In one particular mission, a C-160 was used to move a captured SA-8 from Angola to South Africa. The C-160 was chosen for this task over the C-130 because of its larger cargo hold and its ability to lower its hull while on the ground, which facilitated the loading of the heavy vehicle. The C-160 has been a prominent component of several other international efforts. Germany's C-160 fleet has been used to support peacekeeping efforts in Sudan ,

2950-445: The production partners was responsible for the construction of a single prototype; the first (built by Nord) performed its maiden flight on 25 May 1963, while the VFW and HFB-built prototypes followed on 25 May 1963 and 19 February 1964 respectively. These prototypes were followed by six pre-production examples, which made their first flights between 1965 and 1966; these aircraft were stretched by 51 centimetres (20 in) compared with

3009-433: The prototypes, which flew between 1965 and 1966. Production orders were delayed by attempts by Lockheed to sell its C-130 Hercules transport to Germany; these attempts were rebuffed, and a contract was signed for 160 C-160s (110 for Germany and 50 for France) on 24 September 1964. Manufacturing work was split between Germany and France in line with the number of orders placed; Nord built the wings and engine nacelles, VFW

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3068-443: The prototypes. Production orders were delayed by the unsuccessful efforts of American defence company Lockheed to sell its C-130 Hercules transport to the German Air Force as an alternative to the C-160. On 24 September 1964, a formal production contract was signed, ordered a combined lot of 160 C-160s (110 for Germany and 50 for France). Workshare on the type's manufacture was divided between Germany and France broadly in line with

3127-451: The second generation C-160 retained the original operating characteristics to simplify crew transfers between types. The second generation C-160s were also designed for potential adaptation to other roles such as maritime patrol and aerial fire fighting. The C-160 proved to be a versatile aircraft, leading to a long operational service life. Between its introduction and 1999, approximately 2000 modifications and upgrades were incorporated upon

3186-585: The shares in MBB was owned by the Blohm family, Willy Messerschmitt and Ludwig Bölkow ; 22.07% was owned by the German State of Hamburg , 17.05% by the state of Bavaria , 7.16% by Thyssen AG , 7.16% by Siemens AG , 7.13% by Allianz Versicherungs-AG , 7.13% by Robert Bosch GmbH and 6.15% by Friedrich Krupp GmbH . Perhaps the most successful product produced primarily by MBB was the Bo 105 helicopter. This rotorcraft,

3245-484: The smaller and locally-built Fiat G.222 . The consortium, "Transporter-Allianz" or Transall, was formed in January 1959 between the French company Nord Aviation and the German companies Weser Flugzeugbau (which became Vereinigte Flugtechnische Werke (VFW) in 1964) and Hamburger Flugzeugbau (HFB) to design and build the new transport. The new aircraft was required to carry a 16,000 kilograms (35,000 lb) cargo over

3304-547: The type, split 60/40 between the structure and equipment respectively. Many changes were made over time in regards to the aircraft's avionics, incorporating new features such as GPS and laser inertial navigation systems, modern autopilot and crew management systems. Other improvements and additions to the type include kevlar armour, electronic warfare management systems, chaff/flare dispensers, missile approach warning systems and TCAS collision warning system. Extensive efforts have been made by both France and Germany to extend

3363-464: The various partners to work together on the project while remaining separate business entities; this would be the origins of the Airbus Group. On 18 December 1970, Airbus Industrie was formally established following an agreement between Aérospatiale (the newly merged Sud Aviation and Nord Aviation ) of France and the antecedents to Deutsche Aerospace of Germany, each receiving a 50 per cent stake in

3422-518: The wings. Subsequent programs carried out in the 1990s, such as LEDA III, concentrated on the whole structure of the aircraft; raising the airframe life from 8,000 flights to 12,000 flights, and introducing new avionics systems such as a self-defence system and a replacement flight management system. From 1994 to 1999, all French C-160s underwent an avionics upgrade and the addition of new anti-missile countermeasures. The C-160Fs and NGs so updated were redesignated C-160R ( Renové —"renovated"). In 2009,

3481-465: Was a West German aerospace manufacturer . It was formed during the late 1960s as the result of efforts to consolidate the West German aerospace industry; aircraft manufacturer Messerschmitt AG merged with the civil engineering and aviation firm Bölkow in 1968, while rival aircraft manufacturer Hamburger Flugzeugbau was acquired by the company in the following year. The company was responsible for

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