Exclusive: Airbus develops new A400M electronic warfare variant to challenge US dominance in airborne jamming
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At the 2025 Paris Air Show, Airbus Defence and Space presented its most recent roadmap for transforming the A400M into a platform capable of executing stand-off electronic warfare (EW) missions. In parallel, Airbus reaffirmed that the A400M is being considered for additional mission profiles, such as acting as a drone carrier, contributing to the Future Combat Air System (FCAS) architecture through broadband satellite and cloud-based battlefield connectivity, and operating with roll-on/roll-off firefighting kits capable of delivering 20,000 liters of water per drop. Furthermore, discussions are progressing within the French Air and Space Force regarding a possible strike variant capable of deploying short-range missiles or guided bombs from the cargo hold or wing pylons.Follow Army Recognition on Google News at this link
An electronic warfare (EW) variant of the A400M would not only supplement NATO’s spectrum dominance efforts but also enable smaller air forces to field cost-effective jamming capabilities without investing in dedicated EW fleets. (Picture source: Airbus)
While the aircraft already features a range of defensive countermeasures such as radar warning receivers, chaff and flare dispensers, and structural design elements optimized for survivability, a significant upgrade is underway with the integration of Directed Infrared Counter Measures (DIRCM) systems. Airbus has been awarded a contract by the German procurement agency BAAINBw to install DIRCM systems, supplied by Elbit Systems, on 23 A400M aircraft operated by the Luftwaffe. These systems are engineered to protect the aircraft against infrared-guided missiles by detecting and neutralizing incoming threats with directed laser beams. Airbus is currently conducting trials in Seville, Spain, and certification is expected by summer 2025. Installation will be carried out at Airbus facilities in Manching (Germany), Getafe and Seville (Spain), and will continue through 2032, coordinated with the aircraft’s scheduled maintenance intervals. These upgraded aircraft will support tactical operations and medical evacuations in high-threat environments, complementing the logistical variant of the A400M, which handles strategic airlift tasks such as transporting armored vehicles, helicopters, and engineering equipment.
Airbus has stated that the A400M is technically suited to serve as a stand-off jammer operating outside of contested airspace while delivering jamming effects at a distance. This role requires the integration of multiple antennas, and the A400M offers sufficient structural volume to accommodate them. Its four TP400-D6 engines provide electrical output that meets the power demands of onboard jamming systems. Unlike traditional EW platforms converted from smaller jets or surveillance aircraft, the A400M benefits from its large refueling capacity, allowing it to operate for extended durations at a safe distance from the front line. Airbus is currently studying the installation of podded jamming systems or integrated conformal antennas, and is evaluating both fixed and roll-on/roll-off EW mission packages. The company considers these upgrades part of a broader vision to expand the A400M’s multi-mission capability portfolio, as this EW variant would not only supplement NATO’s spectrum dominance efforts but also enable smaller air forces to field cost-effective jamming capabilities without investing in dedicated EW fleets.
The A400M Atlas is a four-engine turboprop military aircraft developed by Airbus Defence and Space, positioned between the Lockheed C-130 and the Boeing C-17. Designed to perform both tactical and strategic transport missions, it has the capacity to carry up to 37 tonnes of cargo, such as heavy vehicles, helicopters, or humanitarian equipment. The A400M, which can operate from short or semi-prepared airstrips, has a maximum speed close to Mach 0.72 and an unrefueled range exceeding 3,300 kilometers when fully loaded. First flown in December 2009, it entered service in 2013. As of January 2025, 130 aircraft have been delivered. Primary users include the German Air Force, French Air and Space Force, Royal Air Force, and Spanish Air and Space Force. The aircraft is certified for aerial refueling missions and can function as a medical evacuation platform. While originally designed as a replacement for the C-130 Hercules and C-160 Transall, its current development path includes upgrades for increased connectivity, payload flexibility, and multi-role applications such as drone launch, fire suppression, and precision strike missions.
The adaptation of military transport aircraft for electronic warfare purposes dates back to the Cold War, when the endurance, payload, and electrical generation capacity of large airframes were leveraged for electromagnetic operations. In the United States, the EC-130H Compass Call entered service in 1983. It was developed from the C-130 Hercules and equipped with onboard jammers to disrupt enemy communications and command-and-control networks. In the Soviet Union, the Yakovlev Yak-28PP Brewer-E was introduced in the 1970s as the first dedicated ECM platform. It was a conversion of the Yak-28 bomber that carried large internal jammers in place of its bomb load, along with external antenna arrays and chaff dispensers. Japan also converted its Kawasaki C-1 transport into the EC-1 for EW training and signals intelligence. The purpose of these conversions was to provide persistent jamming coverage, radar spoofing, and electromagnetic support in coordinated operations. They were deployed in scenarios requiring sustained EW presence, particularly in conjunction with strike aircraft and SEAD packages. Europe has also explored fitting tactical transports like the C‑27J with EW modules, though no units have yet entered service.
Modifying a transport aircraft for EW operations typically involves the integration of various antennas on the fuselage, tail, or wingtips; internal reconfiguration of the cargo bay into workstations for EW operators; and upgrades to onboard electrical systems to support high-power electronic systems. Depending on the platform, external conformal pods, fairings, or radomes may be added to house specific jamming or ELINT components. Power systems may be reinforced with additional generators or battery backups. Defensive systems such as radar warning receivers, chaff and flare dispensers, and directional infrared countermeasures may also be integrated. The aircraft’s endurance and air-to-air refueling capabilities allow it to remain on station for extended durations. These features enable transport-based EW aircraft to serve in roles such as stand-off radar jamming, communications disruption, electronic support measures, and airborne command and relay. The A400M’s physical size, power generation, and modular mission architecture are compatible with these requirements, allowing for the integration of EW packages without structural overhauls.
Globally, several transport-derived EW aircraft have been operational or proposed. The EC-130H Compass Call remains in U.S. Air Force service, with seven aircraft operational out of 14 built. Its successor, the EA-37B Compass Call, based on the Gulfstream G550, is being delivered and incorporates a new SABER mission system and modular jamming suites. Italy has approved the acquisition of two mission systems to integrate with its own G550 platforms. In Russia, the Yak-28PP served until the early 1990s and was superseded by EW-capable fighter derivatives. China operates multiple Y-9DZ and Y-9G variants derived from the Shaanxi Y-9, featuring dorsal radomes, side antenna arrays, and jamming or ELINT systems. Japan continues to operate the EC-1 but has hinted at modifying its modern C‑2 to field stand-off jamming capabilities, though this remains in the planning stages. The Ukrainian-Saudi AN-132ISR program, intended to include an EW variant, was canceled in 2019. Europe has not yet fielded a dedicated EW transport aircraft, although studies exist for such roles within the context of PESCO and FCAS. If Airbus proceeds with the A400M EW conversion, it would represent the first large-scale European adaptation of a tactical transport aircraft for electronic warfare missions, using an already-operational platform shared by multiple NATO member states.
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At the 2025 Paris Air Show, Airbus Defence and Space presented its most recent roadmap for transforming the A400M into a platform capable of executing stand-off electronic warfare (EW) missions. In parallel, Airbus reaffirmed that the A400M is being considered for additional mission profiles, such as acting as a drone carrier, contributing to the Future Combat Air System (FCAS) architecture through broadband satellite and cloud-based battlefield connectivity, and operating with roll-on/roll-off firefighting kits capable of delivering 20,000 liters of water per drop. Furthermore, discussions are progressing within the French Air and Space Force regarding a possible strike variant capable of deploying short-range missiles or guided bombs from the cargo hold or wing pylons.
Follow Army Recognition on Google News at this link
An electronic warfare (EW) variant of the A400M would not only supplement NATO’s spectrum dominance efforts but also enable smaller air forces to field cost-effective jamming capabilities without investing in dedicated EW fleets. (Picture source: Airbus)
While the aircraft already features a range of defensive countermeasures such as radar warning receivers, chaff and flare dispensers, and structural design elements optimized for survivability, a significant upgrade is underway with the integration of Directed Infrared Counter Measures (DIRCM) systems. Airbus has been awarded a contract by the German procurement agency BAAINBw to install DIRCM systems, supplied by Elbit Systems, on 23 A400M aircraft operated by the Luftwaffe. These systems are engineered to protect the aircraft against infrared-guided missiles by detecting and neutralizing incoming threats with directed laser beams. Airbus is currently conducting trials in Seville, Spain, and certification is expected by summer 2025. Installation will be carried out at Airbus facilities in Manching (Germany), Getafe and Seville (Spain), and will continue through 2032, coordinated with the aircraft’s scheduled maintenance intervals. These upgraded aircraft will support tactical operations and medical evacuations in high-threat environments, complementing the logistical variant of the A400M, which handles strategic airlift tasks such as transporting armored vehicles, helicopters, and engineering equipment.
Airbus has stated that the A400M is technically suited to serve as a stand-off jammer operating outside of contested airspace while delivering jamming effects at a distance. This role requires the integration of multiple antennas, and the A400M offers sufficient structural volume to accommodate them. Its four TP400-D6 engines provide electrical output that meets the power demands of onboard jamming systems. Unlike traditional EW platforms converted from smaller jets or surveillance aircraft, the A400M benefits from its large refueling capacity, allowing it to operate for extended durations at a safe distance from the front line. Airbus is currently studying the installation of podded jamming systems or integrated conformal antennas, and is evaluating both fixed and roll-on/roll-off EW mission packages. The company considers these upgrades part of a broader vision to expand the A400M’s multi-mission capability portfolio, as this EW variant would not only supplement NATO’s spectrum dominance efforts but also enable smaller air forces to field cost-effective jamming capabilities without investing in dedicated EW fleets.
The A400M Atlas is a four-engine turboprop military aircraft developed by Airbus Defence and Space, positioned between the Lockheed C-130 and the Boeing C-17. Designed to perform both tactical and strategic transport missions, it has the capacity to carry up to 37 tonnes of cargo, such as heavy vehicles, helicopters, or humanitarian equipment. The A400M, which can operate from short or semi-prepared airstrips, has a maximum speed close to Mach 0.72 and an unrefueled range exceeding 3,300 kilometers when fully loaded. First flown in December 2009, it entered service in 2013. As of January 2025, 130 aircraft have been delivered. Primary users include the German Air Force, French Air and Space Force, Royal Air Force, and Spanish Air and Space Force. The aircraft is certified for aerial refueling missions and can function as a medical evacuation platform. While originally designed as a replacement for the C-130 Hercules and C-160 Transall, its current development path includes upgrades for increased connectivity, payload flexibility, and multi-role applications such as drone launch, fire suppression, and precision strike missions.
The adaptation of military transport aircraft for electronic warfare purposes dates back to the Cold War, when the endurance, payload, and electrical generation capacity of large airframes were leveraged for electromagnetic operations. In the United States, the EC-130H Compass Call entered service in 1983. It was developed from the C-130 Hercules and equipped with onboard jammers to disrupt enemy communications and command-and-control networks. In the Soviet Union, the Yakovlev Yak-28PP Brewer-E was introduced in the 1970s as the first dedicated ECM platform. It was a conversion of the Yak-28 bomber that carried large internal jammers in place of its bomb load, along with external antenna arrays and chaff dispensers. Japan also converted its Kawasaki C-1 transport into the EC-1 for EW training and signals intelligence. The purpose of these conversions was to provide persistent jamming coverage, radar spoofing, and electromagnetic support in coordinated operations. They were deployed in scenarios requiring sustained EW presence, particularly in conjunction with strike aircraft and SEAD packages. Europe has also explored fitting tactical transports like the C‑27J with EW modules, though no units have yet entered service.
Modifying a transport aircraft for EW operations typically involves the integration of various antennas on the fuselage, tail, or wingtips; internal reconfiguration of the cargo bay into workstations for EW operators; and upgrades to onboard electrical systems to support high-power electronic systems. Depending on the platform, external conformal pods, fairings, or radomes may be added to house specific jamming or ELINT components. Power systems may be reinforced with additional generators or battery backups. Defensive systems such as radar warning receivers, chaff and flare dispensers, and directional infrared countermeasures may also be integrated. The aircraft’s endurance and air-to-air refueling capabilities allow it to remain on station for extended durations. These features enable transport-based EW aircraft to serve in roles such as stand-off radar jamming, communications disruption, electronic support measures, and airborne command and relay. The A400M’s physical size, power generation, and modular mission architecture are compatible with these requirements, allowing for the integration of EW packages without structural overhauls.
Globally, several transport-derived EW aircraft have been operational or proposed. The EC-130H Compass Call remains in U.S. Air Force service, with seven aircraft operational out of 14 built. Its successor, the EA-37B Compass Call, based on the Gulfstream G550, is being delivered and incorporates a new SABER mission system and modular jamming suites. Italy has approved the acquisition of two mission systems to integrate with its own G550 platforms. In Russia, the Yak-28PP served until the early 1990s and was superseded by EW-capable fighter derivatives. China operates multiple Y-9DZ and Y-9G variants derived from the Shaanxi Y-9, featuring dorsal radomes, side antenna arrays, and jamming or ELINT systems. Japan continues to operate the EC-1 but has hinted at modifying its modern C‑2 to field stand-off jamming capabilities, though this remains in the planning stages. The Ukrainian-Saudi AN-132ISR program, intended to include an EW variant, was canceled in 2019. Europe has not yet fielded a dedicated EW transport aircraft, although studies exist for such roles within the context of PESCO and FCAS. If Airbus proceeds with the A400M EW conversion, it would represent the first large-scale European adaptation of a tactical transport aircraft for electronic warfare missions, using an already-operational platform shared by multiple NATO member states.
