AAA (Advanced Amphibious Aircraft)

In numbers  Through the lens  Video

During the 1980s, Aeritalia and Dornier, cooperated in order to develop a multi-role airplane, until 1996. The project was named “AAA”, from the starting letters of the “Advanced Amphibious Aircraft”. It was meant to be used in roles as firefighting, sea surveillance, pollution tracking, search and rescue etc. The use of one aircraft for so many purposes, according to the manufacturers would offer a lot of advantages and mainly would be more economic. The funding would be covered by the two corporations and European funding though the “Eureka” program.

The developing firms stated that if there would be results in the talks with other firms, like the Greek EAB, the Yugoslavian Soko, the Danish Per Udsen, and also Westland, Aerospatiale, Dassault and CASA, the project would start to be more closely studied, since there where some problems in various parts of it, like the hydroskis, the hull designing etc. 

Two basic designs where proposed, one with 2 engines of 2.700 hp and one with three of 1.400 hp (with the third being placed on the tail), but both with a transporting capability of 8.000 kg. The wing span would be 33 m, the length at 23 m. Maximum take off weight would be 23 tn for land take off and 19,4 tn for sea take off. The take off distance about 840 m and from sea about 600m. Climbing ratio was calculated at 7.5 m/sec, while the cruising speed at 400 km/h at 3.050 m height and the range at about 2.000 km with a cargo of 4 tn.

The hull would sustain a stormy sea and could operate with waves of up to 1,5 m, at a speed of 140 klm/h, storing water in 4 tanks of 2.000 lbr. This would give the aircraft the ability of operating almost around the year (except 7 days) at the Baltic Sea, while at the Mediterranean Sea it would stayed anchored about 73 days per year, as was reported by the 2 corporations.Part of the construction would be from composite materials with anti-corrosion cover and endurance for sea waves impact.

It would be equipped with advanced electronics like infrared sensors for heat spots detection and sensors for the sea state.

In a firefighting role it would carry 8 tn of water or retardant liquid, which is about 35% more than Canadair and would drop about 29 tn per hour in contrast of the 19 tn of Canadair, while it would also operate at a sea state of “4”. 

Official Journal of the European Community 29.10.90 / Num. C272/14
Written Inquiry numb 242/90 by Mr. Vincenzo Mattina (S) To the European Community Comission (14 February 1990) (90/C272/14)
Topic: Civil defense and forest fire protection

A market research showed that the main factors of success for a craft like this, are the increased cruising speed, the greater transporting capability, the maneuverability, the advanced electronics, the more economical turboprop engines and the ability to operate at a heavy sea, in contrast to its major opponent, the Canadair.

It was estimated that in a firefighting mission it could drop 160 tn of water, in a scenario of water loading-fire point-water loading distance of 45 klm and the distance of the fire from the airbase would be 90 klm.

It would drop also 7 tn of antifouling αντιρυπαντικού chemicals at a range of 540 klm from its base.

Surveillance missions could last up to 10 hrs. As a transporter it could carry 33 passengers or a payload up to 2.400 klm.

Its main opponent, Canadair, declares that its plane would be cheaper, given the development cost for a brand new plane, especially in a market of about 200 aircrafts over the next 20 years.

Ultimately, the project was not realized, hence the past tense of the article! At some point, there was even a question made in the European Parliament about its destiny. 

AAA (Advanced Amphibious Aircraft).

The reasons for its rejection were rather of economical nature, while, in general, projects with many corporations involved, are also hard to manage and coordinate. So, the Canadair remained for many years without any rivals, especially in firefighting missions. 

Three-view drawing

Technical specifications