At the time we still had the excuse to learn the trade

We have the same story as with the Concorde, whose agenda had taken a year's delay of wiring problems. At the time, we still had the excuse to learn the trade. There, this is no longer the case. We still have 30 years of experience behind us! "For the leader of top level who lived a large part of European aviation history of the post-war period, the failures experienced by the Airbus A380 program should never take such proportions if there had been abuses at all levels in recent years. Some, but among the most critical of the system at the time, come even to mourn today the mode of operation of which was originally an economic interest grouping (EIG), bringing together French, Germans, British and Spanish where political influence was, paradoxically, less important they.

For many, the source of evil is the resumption of the Aerospatiale by Matra and marriage to parity with the Germans of Deutsche Aerospace to create EADS. Industry, and with them a whole generation of French engineers of the weapons, then left the place to the financial. "We went to a logic of financial markets and capital gains", bluntly summarizes a former manager. "The complexity of the A380 programme has been underestimated from the outset." The largest aircraft previously manufactured by Airbus was 270 tonnes at takeoff. There, it is passed to 550 tonnes! This device has huge problems of mass, requiring innovations in many areas. Contrary to what has been said, this program is not part of the continuity of the previous ones, but it represents a real break. Should be more humble on the subject, take margins of safety, start by launching a prototype and not start the production in series. "In the euphoria of his new title of number one world of aviation, the aircraft manufacturer has seen too much. Toulouse no doubt sinned by arrogance. To luxuriate potential buyers, Airbus has also left them a little too much initiative by controlling the changes they imposed, adding to the complexity of the A380.

Is are grafted for problems with a system of double - "reporting" related to the partnership of EADS on a "paperwork no name". From the perspective of savings, the idea, good on paper, centralize purchasing proved counterproductive, while the link with subcontractors must be as short as possible, not what would be to adopt the changes along the way. The virtues of the so-called integrated organization in which each plant is expected to deliver finite of the apparatus for a final Assembly showed their limits as the site in Toulouse found himself compelled to change on the spot the mistakes made elsewhere. Hence the current congestion.

It also appears that, at the time of the Division of tasks, the Germans had more than their lot on the program, while Aeronautics and space are not their areas of excellence as the mechanical, automotive, etc. The experience of Deutsche Aerospace integration of Fokker was not successful, leading to the disappearance of the Dutch manufacturer. While it is impossible to know the exact reasons for the successive delays in production, in detail, the rumour evokes the mismanagement of the problems of the aircraft by Airbus Hamburg plant wiring. If, in the strategy, each was free, initially, to choose its computer systems in the area, harmonization is quickly imposed over the years. There, it appears that the Germans intended to change everything, without that person hinders them in their enthusiasm. Their method would have failed and some still wonder if they have solved their problems. The announced recruitment of 600 people on the site does not to reassure.

All these critics refer to the operational responsibilities of Noël Forgeard, before been appointed Co-Chairman of EADS, held the handle at Airbus for several years, particularly in the phase of launch of the A380. He is accused of not having enough put hands in the greasy, the most severe accusing him of having spent more time in ministerial in the factories of the group. After the latest developments, many believe, in any case, that the current team may be one of the resumption in hand in the aircraft manufacturer. While the most radical advocates a bursting of EADS in independent companies (Airbus, Eurocopter, etc.), others questioned the margins of manoeuvre of a "providential Savior", which he calls or Louis Gallois, the current boss of the SNCF, which was chaired by the past to the fortunes of aerospace, where it is appreciate Germans.

There, they say, a single count, that is the hands-free for at least two years to achieve a flat general release and return to a normal industrial process. This means, no doubt, put new parentheses program time to put an end to the current morass... This means also put order in the House, even to separate some French officials or Germans having failed without that this becomes a national of both sides of the Rhine drama, as is currently the case. The idea, which appears to hold the rope on the Franco-German group officials, to integrate Airbus in its parent is the last thing to do, whereas there is no structure or specific jurisdiction at the level of EADS to manage this type of problems in their eyes. It seems, in the light of the statements of each and of others, that this pessimism is not shared by politicians on both sides of the Rhine as both by the principal shareholders of the group... The resolution of the crisis first assumes that each hear on the correct diagnosis.