The NH90 is also too high to fit in a A400M, C-2, and C-130 as well. A five meter high helicopter won't fit in a A400M cargo bay which height is four meters. Why pick on the KC390? Its cargo bay dimensions are larger than a C-130J.
As for costs, a C-130J costs more, and the A-400M much, much more. As far as aircraft availability, surely two jet engines is easier to maintain and more sustainable than four props.
With respect to the C-390, to properly compare it, the comparison should be made to the C-130J or C-130XJ, or perhaps even the smaller C-27J and C-295.
The range, cargo dimensions and size/weight load-outs for the C-2, A-400M and C-17 all put them into strategic/heavylift.
Now so far, the information out for the C-390 are goals that Embraer have in terms of the aircraft's capabilities. Embraer might exceed those capabilities goals, but IMO it is more likely that the design will fall short, either having less range, less cargo capacity, a higher cost, or some combination of the above.
Except for the A-400M, the other designs are all already in service with various air forces, which means that actual performance capabilities are either know or can be readily found out. Also the maintenance requirements, support costs and the other associated information is available. Incidentally, prop engines are typically more fuel efficient than jet engines, which is amongst the reasons why the A-400M has props vs. the jet engines of the C-5 or C-17.
Now what needs to be determined is the NZDF/Gov't air transport requirements. Such a document is expected in 2015 (anyone know what its taking so bloody long?) but it is expected to require a mix of tactical and strategic lift. The C-390 as Embraer currently have it envisioned does not look like it would meet the strategic lift requirement, in terms of weight, range and volume carried in air lift.
As an example, an NH-90 could be carried aboard the A-400M, but the tail rotor and main rotor would need to be removed for transport. A NH-90 could only be carried aboard a C-390 if the thing was basically disassembled as the suggested internal volume of the C-390 cargo bay is ~3.45 m wide, but the hull of an NH-90 is 3.6 m wide and the height of the cargo bay is ~ 1 m too low.
One of the other outsized cargos which the NZDF likely wishes to be able to airlift is the NZLAV. If the C-390 does meet the weight spec (as seen with the A-400M, there is no guarantee of success here) then the Embraer aircraft might be able to transport the NZLAV. However, in order for it to do so successfully the C-390 floor strength needs to be sufficient for the stresses of something as heavy as the NZLAV (~22 tons). There is also the little matter of whether an NZLAV would fit. With a proposed cargo bay height of 2.9 m, that would leave 2.6 cm (yes centimetres) clearance between the top of an NZLAV and the cargo bay ceing. And this is also assuming that there any no other low spots which the NZLAV would encounter while being loaded into the cargo bay.
What this means is that the C-390, if it is flying when NZ begins its selection process, might be a candidate for a tactical airlifter. Given that NZ would likely need to start the selection process in 2015 if not sooner (i.e. before the report is released) I do not see the C-390 as being a viable candidate for the RNZAF as an airlifter. At some later date, if/when the C-390 has reached at least IOC with some other air arm, perhaps. Right now though, it is just not realistic IMO.
-Cheers
nfloorl:
