Airbus Military has given
 the assurance that the 
 excess weight on the A400M military transport aircraft is not an issue which is affecting its basic performance – and there will be further improvement with time.

The A400M is reportedly 12 t over its designed weight. 
“Weight is a constant battle on any aircraft. The important thing is the performance the aircraft can deliver,” says Airbus vice-president: A400M communications Barbara Kracht.

South Africa is a risk-shar-ing partner in the A400M programme, having ordered eight of the aircraft, and any delays affect local companies as well as the South African National Defence Force.

The South African companies involved in the programme are Denel Saab Aerostructures (DSA), Aerosud (both risk-sharing partners), Grintek and Omniples, with Armscor providing engineering services.

Kracht points out that the French Senate report on the A400M programme, including its problems (see Engineering News February 27, 2009) and which, reasonably enough, is available only in French, devoted only five lines (out of 95 pages) to the weight issue, and concluded that this “could degrade certain logistical functions of the aircraft” (Kracht’s translation, Campbell’s emphasis).

“The fact is that, from day one, the aircraft will deliver 
its basic performance,” she assures.

“The real problem is to have committed to a totally unrealistic timetable, to develop such a highly sophisticated military transport in just six-and-a-half years, when the average for such a product is 10 to 12 years.

“Also, the report clearly says that the first delivery is estimated to be at the end of 2012,” she adds, explaining that the date of 2014 mentioned in the report refers to when A400M production may be running at full capacity.

She highlights that the problems with the programme took up just five pages of the Senate report – “the first two refer to the delay, one describes the [full authority digital engine control – that is, the engine control hardware and software] issue, [and] the other two list some issues with some other avionics”.

Kracht stresses the support that the French Senate report gave the A400M. The report states that “the A400M programme is an essential link in the construction of European defence” and gives a number of reasons for supporting it, concluding that “in the interest of Europe, the authors of this report heartily wish that the parties come to an agreement to ensure the success of the programme very soon”.

At the beginning of March, Germany reaffirmed its com-
mitment to the A400M pro-gramme, although a Defence Ministry spokesperson stated that the country needed “clarity and transparency” on when it would receive the aircraft it had ordered. France had ordered 50 A400Ms, and Germany 60.

The South African companies involved in the A400M programme each have their own areas of responsibility, for the design and manufacture of specific structures and components for all A400Ms, not just those destined for this country.

Aerosud is mainly responsible for secondary structures. 
These are nose fuselage linings, cargo hold linings and cockpit linings, but the company is also making the cockpit rigid bulkhead, the wing tips and the nose fuselage galleys. The wing tips are quite important because they will contain elements of the aircraft’s defence aids sub-system.

DSA is responsible for the top shells for the centre fuselage section – these can be thought of as being equivalent to roof panels. 
The company is producing two top shells for each aircraft – one each in front of and behind the wing box, which joins the wing to the fuselage.

In addition, it is making very large wing/fuselage fairings, manufactured mainly from composite materials but including aluminium parts. 
Each such fairing is 15 m long, 7 m wide, and nearly 3 m high. DSA is also contributing the ribs and spars for the tail fin, and centre wing box structural components.

Grintek is providing life-time monitoring systems for the aircraft, and Omniples is producing satellite communi-cations antennas.

A total of 192 A400Ms have been ordered by nine countries. The other partners in the programme are Spain, which has 27 A400Ms on order, the UK (25), Turkey (10), Belgium (7), Malaysia (4) and Luxembourg (1).

Of these partners, observers believe that the UK is the one most likely to reduce or cancel its order for A400Ms as a result of the delays the programme is suffering, owing to its urgent need for new transport aircraft to support its combat operations in Afghanistan.

Instead, the country could acquire more Boeing C-17 Globemaster III and/or further Lockheed Martin C-130J Hercules aircraft – the British already operate six of the former and 22 of the latter. 
The A400Ms are meant to replace Britain’s 21 remaining earlier-generation C-130K Hercules, whose airframe life is coming to an end.

To subscribe to Engineering News's print magazine email subscriptions@creamermedia.co.za or buy now.