Transall C-160

The Transall C-160 (often C.160 or simply Transall) is a military

C-160
transport aircraft, designed and produced as a joint venture between
France and Germany. Transall is an abbreviation of the specially
formed consortium Transporter Allianz, comprising the companies of
MBB, Aerospatiale and VFW-Fokker.[1] It was initially developed to
meet the requirements for a modern cargo aircraft for the French and
German Air Forces; export sales were also made to South Africa and
to Turkey, as well as a small number to civilian operators.

The C-160 proved to be a long-lasting design, remaining in service

more than 50 years after the type's first flight in 1963. It has provided
logistical support to a number of overseas operations and deployments;
and has also served in specialist roles such as an aerial refueling C-160 of the German Air Force
tanker, electronic intelligence and communications platform. The C- Role Transport aircraft
160 will be replaced in French and German service by the Airbus
National origin France/Germany
A400M Atlas.[2]
Manufacturer Transall
First flight 25 February 1963
Introduction 1967
Contents Retired South Africa 1997
1 Development Status Active service
1.1 Origins
1.2 Production
Primary users German Air Force
French Air Force
2 Design
2.1 Overview
Turkish Air Force
2.2 Upgrades and improvements Produced 19651985
3 Operational history Number built 214
4 Variants
4.1 First-generation production
4.2 Second-generation production
5 Operators
5.1 Military operators
5.2 Civil operators
6 Accidents and incidents
7 Specifications (C-160)
8 See also
9 References
9.1 Notes
9.2 Citations
9.3 Bibliography
10 External links

Development
Origins
In the late 1950s, a requirement arose to replace thepiston-engined Nord Noratlas transports operated by both the air forces of France
(Arme de l'Air) and Germany (Luftwaffe). Keen to encourage industrial co-operation between the two countries, as had happened
under 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 fledging program was
Fiat G.222.[3]
soon terminated in favour of a smaller and entirely domestically-built aircraft, the

A 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.[3][4] The new aircraft was required to carry a 16,000 kilograms (35,000 lb)
cargo over 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.[5] One prototype was built by each of the production partners, with
the first (built by Nord) flying on 25 May 1963, with the VFW and HFB-built prototypes following on 25 May 1963 and 19 February
1964.[6] These were followed by six pre-production examples, stretched by 51 centimetres (20 in) compared with the prototypes,
which flew between 1965 and 1966.[7]

Production
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. The manufacturing
work-share was split between Germany and France in line with the number of orders placed; Nord built the wings and engine
nacelles, VFW the centre fuselage and horizontal tail, and HFB the forward and rear fuselage. The aircraft's tailfin was to be built by
Dornier. Three production lines were set up to assemble these components, one run by Nord, and the other two by VFW and
HFB.[4][7]

The first production airframes were delivered to France and Germany from 1967.[7] 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 converted to C-160P air mail transport aircraft, and were operated by Air France.[8] Production continued until October
1972.[4] Britain expressed interest in both procuring and manufacturing C-160s; while talks took place between Transall, the British
[9]
Aircraft Corporation, and the British Government, the C-130 was opted for instead.

In July 1977, France placed an order for 25 aircraft to be built to an updated standard.[10] The production workload for the new
aircraft was split 50-50 between Arospatiale (the successor to Nord) and MBB (which had absorbed VFW and HFB), with a single
assembly line in Toulouse. The new version lost the cargo loading door on the port side of the fuselage, but gained 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.[11] The first second generation C-160 took flight in
1981.[12] Aircraft produced in this batch included 29 for France (an additional four non-standard aircraft were constructed for special
missions), and 6 for Indonesia.[13]

Design

Overview
The Transall C-160 is a twin-engine tactical transport; featuring a large-volume cargo hold, a rear-access ramp underneath an
upswept tail, a high-mounted wing and turboprop engines. As designed, the C-160 can perform cargo and troop transport duties,
aerial delivery of supplies and equipment, operate directly from frontline positions, and evacuate casualties.[3] The fuselage cross-
section had been designed to be compatible with international railway loading gauges to ease cargo logistics and the loading
process;[6] in flight the cargo area is pressurised and kept ata constant temperature by integrated air conditioning systems.
[14]
One aspect of the C-160 that made the type well suited to tactical operations was the
type's short airfield performance; including the ability to perform steep descents of
up to 20 degrees and perform landings on airstrips as short as 400 meters.[15] 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.[16] Dependent
upon aircraft configuration, a single aircraft could airdrop as many as 88
paratroopers or transport up to 93 equipped troops.[17]

The C-160 is powered by a pair of two Rolls-Royce Tyne turboprop engines, which C-160 on a rough landing strip, 1985
drives a pair of four-bladed Dowty Rotol propellers.[6] The advantages of the twin-
engine configuration include reduced unit and production cost, lower weight and
fuel consumption, simplifying aircraft design and reliability. Each engine is
equipped with an auxiliary generator system, providing the aircraft with both
electricity and hydraulic pressure;[18] an auxiliary power unit is used to power the
gencies.[19]
aircraft while on the ground, and for rare use in mid-air emer

Upgrades and improvements

An updated second generation of the C-160 was produced during the 1980s. The auxiliary power unit and port-
Amongst changes made, the second generation was equipped with additional fuel side main landing gear of aLuftwaffe
tankage, aerial refuelling probes, and avionics improvements.[12] While there were C-160, 2008
considerably changes to aspects of the cockpit, such as the navigational and
autopilot systems, the second generation C-160 was intentionally designed with
identical operating characteristics in order for crews to be interchangeable between older and newer aircraft without difficulty. The
second generation C-160s were also designed for potential adaption to perform other roles such as maritime patrol and aerial fire
fighting.[20]

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 the type, split 60/40 between the structure and equipment
respectively.[21] Many changes were made over time in regards to the aircraft's
avionics: particular attention was paid in Luftwaffe refurbishments to the navigation
and flight control systems, onboard data management computers and radar system,
incorporating new features such as GPS and laser inertial navigation systems,
A German Air Force Transall at ILA
modern autopilot and crew management systems, and a greater degree of cockpit
2016
integration.[22]

Other improvements and additions to the type include protective kevlar armouring,
electronic warfare management systems, chaff/flare dispensers, missile approach warning systems, TCAS collision warning system,
new internal intercom and re-wiring.[22] Extensive efforts have been made by both France and Germany to extend the aircraft's
operating lifespan up to and if necessary beyond 55 years to 2018.[23] For example, in 20032004, 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.[24][25]

Operational history
In April 1976, the French Air Force used 12 C-160s in support of Operation Verveine, airlifting Moroccan troops and equipment to
Zare during a border conflict with Angola.[26] In May 1978, several C-160s dropped paratroopers of the French Foreign Legion
during the Battle of Kolwezi.[26]
In 1977, the French Air Force ordered an updated version designated C-160NG, for
Nouvelle Gnration ("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 Astart TACAMO aircraft for communication with
submerged submarines, a vital component of France'snuclear deterrent system.[12]

In a final conversion, two aircraft were furnished for SIGINT electronic

A C-160 performing a steep descent
surveillance, designated C-160G Gabriel, replacing the Noratlases that had been in prior to landing, 2005
this role previously.[N 1] In routine operations, the C-160Gs would often supplement
France's Boeing E-3 Sentry AWACS aircraft.[27] In 1991, a SIGNIT-equipped C-
160G was deployed as part of France's contribution to Coalition forces during and after the Gulf War to support a no-fly zone and
embargoing of Iraq.[27]

C-160s were in continuous use to support French bases in sub-Saharan Africa; the
tanker variants also proved valuable in supporting African operations.[28] 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 Herculesas of 1990.[16]

During 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
A pair of French Air Force C-160s and into positions in southern Angola due to the otherwise-impassable terrain. The
flying overhead, 2006 importance of air power in the war led to a great deal of the fighting being centered
upon remote airstrips, both sides trying to gain or deny the same advantageous
forts.[29]
positions and place stress upon the opposing force's logistical ef

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,[30] a regular detachment of C-160s was also dispatched in support of the multinational International
Security Assistance Force presence in the Afghanistan.[31] Both French and German C-160s were used in supporting Operation
Serval, the French-led intervention in the Northern Mali conflict.[32][33] For either humanitarian or military purposes, C-160s have
conducted extensive operations in a number of nations, includingMauritania, Niger, Chad, Ethiopia, Bosnia, and Lebanon.[34]

Starting in 1984 onwards, German airframes underwent LEDA I[N 2] and LEDA II
life extension measures, which were focused on 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.[35]

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 A Wiesel combat vehicle being
were redesignated C-160R (Renov"renovated"). In 2009, the French Defence loaded into a C-160 via the rear
Ministry announced a modernisation of the C-160 fleet, enabling it to continue in ramp, 2010

service until 2018 if required.[36]

In late 2011, it was announced that Germany's Transall fleet had accumulated a combined total of one million flight hours.[37] 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 GermanyC-160T).
( To replace the Transall, the German, French and
South African Air Forces ordered 60, 50 and eightAirbus A400Ms, respectively;[38] the South African order was later cancelled.[39]
In 2015, it was announced that the retirement of Germany's rTansall 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 the Transall's
self-protection suite.[40][41]

Variants
Prototypes
Three prototypes were built, one by each production
company.[26]

V1 was built by Nord Aviation at Bourges, France and first flew on 25

February 1963.[26]
V2 was built by VFW at Lemwerder, Germany and first flew on 25 May
1963[26] A French Air Force Transall C-160R
V3 was built by HFB at Hamburg-Finkenwerder and first flew on 19 in 2013.
February 1964.[26]

Pre-production
C-160A
Six pre-production aircraft were built for Franco-German trials.[26][42]
Proposed versions
C-160C
Proposed commercial derivative, including a stretched 150-passenger version.[42]

First-generation production
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).[26]
All three production lines produced a mixture of aircraft for France and Germany
[26]
but the South African aircraft were all built by Nord.

C-160D
Production aircraft for the West German Air Force; 110
were built.[26] Twenty of these aircraft were delivered to Turkish Air Force Transall C-160D
Turkish Air Force in 1971 as C-160T. A few of the lands at RIAT 2008. This is the
remaining German C-160 were fitted with the self- support aircraft for theTurkish Stars
protection suite called ESS. aerobatic team
C-160F
Production aircraft for the French Air Force; 50 were
built.[26]
C-160P
Conversion of four C-160Fs for use by the French Postal Service.[26]
C-160Z
Production aircraft for the South African Air Force; nine were built.[26]

Second-generation production
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 (Renov).

Beside these changes, French Air Force introduced the C-160G Gabriel, a version for electronic reconnaissance, easily to distinguish
because of the antennas fitted to the aircraft.
Until the early 2000s, also the C-160H Astarte was used, while Astart (Avion Station Relais de Transmissions Exceptionelles),
meaning "airborne relay station for special transmissions", was used for communication with submer
ged French nuclear submarines.

Operators

Military operators

France

French Air Force 78

50 C-160F (+ 3 pre-production aircraft) :

61e (61st) Escadre de Transport at Orlans Bricy Air Base(the

wing used a centralised aircraft maintenance system and the
Transalls did not carry individual squadron markings)

Escadron de transport 1/61Touraine was the first French

squadron which operated the C-160F , from November 1967 to
2012. Now has received its first A-400Ms ; Fly-by of German Air Force Transall
Escadron de transport 2/61Franche-Comt operated the C- 51+08
160F from August 1969 to 1988. Now uses theC-130H
Hercules ;
Escadron de transport 3/61Poitou has been operating the C-
160F since October 1970, and still has some aging planes, due
to delays in the development program of the newAirbus A-400M
transport aircraft.
25 C-160NG :

64e (64th) Escadre de Transport at vreux-Fauville Air Base

Escadron de transport 1/64Barn, has been operating its

aircraft since December 1981 ; A Transall of the German Air Force
performing a cargo drop
Escadron de transport 2/64Anjou, has been operating its
aircraft since April 1982 ;
Two of these NG variant aircraft have been transformed into the
electronic warfare variant C-160G "Gabriel", used in the "Escadron
lectronique aroport 1/54Dunkerque" (Electronic Warfare
Squadron) ;
Four NGs have been converted into the C-160H communications
relay variant, in use in the "Escadron avion 1/59Bigorre"
(Chteaudun Air Base) between 1988 and 2001. They are now
retired and used as spare parts providers ;
Between 1973 and 1985, four C-160F have been converted to a C-
160P variant, which was used by theAropostale company. They
are now retired and used as wreckages for firemen training.

Since 1999, all the F and NG aircraft operated in French air forces have been
converted to the last upgraded C-160R standard.

Germany

German Air Force (Luftwaffe) 40

Air Transport Wing 61 at Landsberg-Lech Air Base

Air Transport Wing 62 at Wunstorf Air Base
Air Transport Wing 63 at Hohn Air Base German paratroopers deploying from
an inflight C-160
Turkey

Turkish Air Force 20 former West German Air Force C-160Ds delivered in 1971
 221 Filo at Erkilet

South Africa

South African Air Force Nine new C-160Z delivered in 1969 and 1970, all except one scrapped, the survivor is now
at the South African Air Force Museum[43]

28 Squadron SAAF at Waterkloof

Civil operators

Gabon
[26]
Air Affaires Gabon a former prototype modified to C-160G standard was sold to Gabon in July 1976.

Indonesia

Manunggal Air Service

France

Air France on behalf of French Postal Service

Switzerland

Balair a pre-production aircraft was leased in 1976 to the International Red Cross Committee and operated for
them by Balair.[26]

Accidents and incidents

9 February 1975 (Luftwaffe 50+63 (c/n 85)) While en route to a NATO base on Crete, a German Air Force C-160
[44]
entered a heavy storm, causing it to crash into a mountain. All 42 people on board were killed.
11 May 1990 During a routine flight fromWunstorf a German C-160 of Air Transport Squadron 62 crashed into a
hillside near Lohr during bad weather. The ten crew on board were all killed.[45]
22 October 1995 A German C-160 crashed during a landing in theAzores when it collided with a telegraph pole; all
seven crew on board were killed.[46]
15 June 2001 A C-160 being operated byManunggal Air Servicesexperienced engine problems and performed an
emergency landing in Indonesia; during the forced landing the C-160 ran off the runway, one of the 16 passengers
on board was killed.[47]

Specifications (C-160)
Data from Jane's All The World's Aircraft 1982-83[48]

General characteristics

Crew: Threetwo pilots, flight engineer

Capacity:

93 troops or
6188 paratroops or
62 stretchers
cargo compartment: length 17.20 m (56.43 ft);
width 3.15 m (10.33 ft); height 2.98 m (9.78 ft)[49]
Payload: 16,000 kg (35,275 lb)
Length: 32.40 m (106 ft 3 in)
Wingspan: 40.00 m (131 ft 3 in)
 Height: 11.65 m (38 ft 2 in)
Wing area: 160.0 m (1,722 ft)
Empty weight: 29,000 kg (63,935 lb)
Max. takeoff weight: 51,000 kg (112,435 lb)
Powerplant: 2 Rolls-Royce Tyne RTy.20 Mk 22 turboprop, 4,549 kW
(6,100 ehp) each
Performance

Never exceed speed: 593 km/h (320 knots, 368 mph) Transall C-160NG, escadron Anjou,
Maximum speed: 513 km/h (277 knots, 319 mph) at 4,875 m (16,000 ft) French Air Force
Stall speed: 177 km/h (95 knots, 110 mph) flaps down
Range: 1,853 km (1,000 nmi, 1,151 mi) with 16,000 kg (35,274 lb)
payload, 30 min reserves External video
Ferry range: 8,858 km (4,780 nmi, 5,504 mi)
C-160 landing on an autobahn
Service ceiling: 8,230 m (27,000 ft)
Rate of climb: 6.6 m/s (1,300 ft/min) SAAF C-160 display flight
Wing loading: 319 kg/m (65.3 lb/ft)
Power/mass: 0.18 kW/kg (0.11 hp/lb)

See also
Aircraft of comparable role, configuration and era

Lockheed C-130 Hercules, 70t MTOW

Antonov An-12, 61t MTOW
Shaanxi Y-8, 61t MTOW
Kawasaki C-1, 45t MTOW

Related lists

List of military aircraft of France

List of military aircraft of Germany
List of aircraft of the South African Air Force
List of military transport aircraft

References

Notes
1. The C-160G was designed to, while flying at altitudes between 7,000 and 10,000 meters, intercept communications
[27]
and radar emissions within a radius of 800 kilometres.
2. LEDA is a German acronym forLebensdauerverlngernde Manahme, translating to 'life extension measures'.[13]

Citations
1. Aircraft, compared and contrasted (p.145)
2. Hewson, R. The Vital Guide to Military Aircraft2nd edition. London: Airlife Publishing Ltd., 2001.
3. Wilson Flight International 25 April 1968, p. 614.
4. Pletschacher Air International June 1981, p. 286.
5. Wilson Flight International 25 April 1968, pp. 614615.
6. Wilson Flight International 25 April 1968, p. 615.
7. Wilson Flight International 25 April 1968, p. 616.
 8. Pletschacher Air International June 1981, p. 289.
9. Wilson Flight International 25 April 1968, p. 617.
10. Pletschacher Air International June 1981, p. 285.
11. Pletschacher Air International June 1981, pp. 286287.
12. Chant 1987, p. 472.
13. Blumschein 1999, p. A26-2.
14. Wache 2004, p. 100.
15. "Transall - Strategy behind a tactical aircraft"(http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%200063.
html) Flight International, 1979.
16. Rouvez, Coco and Paddack 1994, pp. 96-97.
17. Rouvez, Coco and Paddack 1994, p. 96.
18. Wache 2004, p. 96.
19. Wache 2004, p. 97.
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21. Blumschein 1999, p. A26-4.
22. Blumschein 1999, p. A26-4-5.
23. Blumschein 1999, p. A26-1-3.
24. "Terma Signs $16 Million Contract With EADSFor C-160 EW/Protection Suites.(Brief Article)"(http://www.highbeam.
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Associated Press, 26
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=nav%7Chead) defensenews.com, 7 February 2013.
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35. Blumschein 1999, p. A26-1.
36. Mackenzie, Christina. "France to Upgrade C-160 Transalls." (http://www.aviationweek.com/Blogs.aspx?plckBlogId=B
log:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckPostId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post:80ce
d091-1687-473c-b667-90b2fb50f4f4)Aviation Week, 5 June 2009.
37. Timo Braam, Alexander Brutigam."Transall C-160 erfliegt eine Millionste Flugstunde." (http://www.luftwaffe.de/porta
l/a/luftwaffe/!ut/p/c4/NYqxDsIwDAX_yE4XCmykZWBgYYGymdaqLCVOFQyVEB9PMvBOuuUe3rGg9JaZTJJSwBsO
o-wfK4QVjCkCiz4h0ofwWs8Tw5iUrdpYTYrnTJYyLClbqOWVcykgEw6u6b3buP-a7_bcdf64a9v-5C-4xHj4AUlKNFY!/)
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dLDdQ0kDolsRYFo5trTZJw-GxC95I08zDJ1YSrcGThJwo4gOHMZxfG8QNMnt4R2L6aPBcdh3e239yMObkpFlcklDtm
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45. Ungemach, Johannes."Transall-Absturz vor 20 Jahren: Es war furchtbar". (http://www.mainpost.de/regional/main-s
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Armored Forces in Past Military Operations. Rand Corporation, 2008.ISBN 0-8330-4413-3.
Pletschacher, Peter. "Transall Resurgent". Air International, Vol. 20 No. 6, June 1981.ISSN 0306-5634. pp. 284
289.
Taylor, John W. R. Jane's All The World's Aircraft 1982-83. London: Jane's Yearbooks, 1982. ISBN 0-7106-0748-2.
Rouvez, Alain and Michael Coco, Jean-Paul Paddack.Disconsolate Empires: French, British and Belgian Military
Involvement in Post - Colonial Sub - Saharan Africa
. University Press of America, 1994.ISBN 0-8191-9643-6.
Wache, Siegfried. Transall C-160 D . In: F-40 Flugzeuge der Bundeswehr. Buchholz, 2004. ISBN 3-9357-6147-3.
Wilson, Michael. ""Transall C-160: An exercise in multi-national transport design". Flight International, Vol. 93, No.
3085, 25 April 1968. pp. 614620.

External links
Official Luftwaffe site
SAAF-Museums - C-160Z

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