Today, we have performed the first flight of a new prototype of the C295

Today, we have performed the first flight of a new prototype of the C295. An aircraft that since 1997 when we made the first flight, has been in constant evolution of each and every one of its systems and capabilities.

?But what does this new prototype have? Just a new hydraulically assisted flight control system, apparently nothing innovative, but you never have to stay on the surface, and now let me explain. But first let's see where we come from:

? In 1983 we flew the CN235, with completely conventional flight controls (the force that the pilot makes in the cockpit controls, is transmitted by mechanisms and mechanical cables to the control surfaces. It did not have any type of assistance, except the servos, somewhat intelligent by following a non-linear law, seeking help, where it was needed in the VMC, and always maintaining the balance between reduction of forces and absence of instabilities in the entire envelope).

? In 1997 we flew the C295 with a 40% increase in weight and a 60% increase in power. Quite a challenge because the reversible mechanical controls were maintained. For which a number of incredibly intelligent solutions were introduced: Up-spring in negative g's manoeuvres, Bob-weight, Rudder booster in case of engine failure, Autotrim with changes in power, speed or engine failure, Rudder travel variable control depending on the flight phase. Nothing innovative either, but all put together, it resulted in an incredible, safe, cheap and reliable airplane.

And what would happen now if you wanted to increase a little more weight and power, because the answer is very easy, you cannot with mechanical controls, the C295 reached the limit. So if we don't want the future to be black, we have to keep trying.

And among the possible solutions, two have been chosen for its development:

? On the one hand, Fly-by-wire controls, an electrical signal based on the demand made in the cockpit by the pilot goes to a control unit that sends a hydraulic actuation to an actuator that places the surface in that position. With easy and COTS solutions, to result in a product not very expensive.

? On the other hand, the EMAs electro-mechanical actuators have been explored, and for this reason, although not in the main controls, they have been introduced in the new system of tabs on the flaps.

The number of hydraulic power sources that feed the actuators has been determined based on the critical combinations that were set, so that no single failure is critical and that any possibility of critical failures has a probability <10e-9. Of course, it has been sought that, complying with the CS-25 requirements, there are not many redundant systems that are not required by these CS-25 standards, and at the same time seeking that the Flight Qualities of the C295 are maintained, they are never degrade, and if possible be improved. In short, something that being cheap, is completely safe.

So, 3 independent hydraulic systems have been put in place.

An electrical system that isolates itself in the event of failure of both engines to provide hydraulic power at least longer than what the basic aircraft gave to the basic systems.

Before this first flight we had an engineering simulator, which we had already verified in previous phases that it was a faithful reproducer of flight qualities (remember that our Flight Physics department has a C295 aircraft model, which has been demonstrated in many situations it responds perfectly to the actual behaviour of the plane).

In this simulator all the failures have been practiced ad nauseam, the interim procedures that have been done for this version have been perfected, and the Handing Qualities conditions requested to be carried out in flight have been flown.

A Ground Test team has verified all the systems and subjected them to all possible stress to ensure their integrity, and with whom we have shared many days in the aircraft, to better understand the system.

How can I not say that although all the crews that Airbus Military has are exceptional, in this flight we have had a very expert and well-connected team: Alfonso de Castro and Jesús Ruiz as pilots (almost nothing), and Pedro Javier Martin from Test Flight Engineer (Spectacular and essential), I have also flown as Flight Test Engineer, and of course a telemetry room with all the specialists willing to solve the problems that we could have.

Of course, previously the great FTI team has had to give up their lives to fulfil all the requirements initially requested, and those ordered the day before the flight.

And let's not forget that all this has been done on a platform, a green plane, which is the P1 of the C295, and that it was the aircraft serial number 15 of the CN235, so the problems of putting it into flight have been innumerable, but for that was the EDV and Flight Line ground team.

Thanks to the above we have taken off, made the flight and even landed, today on the 25th of January.

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