Originally Posted by FastDEW

But the 380 is a turd and it is FUGLY to boot.

Originally Posted by xtreme

Airbus' future is however dependant on what they find out with the AF 447 crash. If they do have a serious design flaw with the vertical stab, this is going to be tough for airbus to recover from.

Originally Posted by Carl Spackler

The loss of a vertical stabilizer alone does not make an aircraft crash. Jack Northrop's flying wing from the 1940's is proof that you don't need a vertical fin.

It was probably a chain of presently unknown events that led to the inflight break up of the aircraft.

Carl

Originally Posted by Carl Spackler

Man is THAT ever correct. I taxied past one the other day in Narita. It showed me why that airplane is never photographed directly from the side. It is one ugly airplane.

I told my F/O that if the 380 were a date, you'd be hoping that her daddy was a billionaire.

Carl

Originally Posted by Carl Spackler

I told my F/O that if the 380 were a date, you'd be hoping that her daddy was a billionaire.

Carl

Originally Posted by Carl Spackler

The loss of a vertical stabilizer alone does not make an aircraft crash. Jack Northrop's flying wing from the 1940's is proof that you don't need a vertical fin.

It was probably a chain of presently unknown events that led to the inflight break up of the aircraft.

Carl

Originally Posted by dba74

AA 587 from JFK?

Originally Posted by alvrb211

There's no question that composites can be problematic. Does the B787 come with ultrasound equipment?

Al

Originally Posted by flightblogger

PARIS -- With 787 first flight targeted for the end of this month, Boeing and GE Sensing & Inspection Technologies are looking ahead to the entry into service of the first majority composite airliner with Bondtracer, a tool enabling ramp and flightline crews to evaluate damage to composite structure.

GE partnered with Boeing to build on the US airframer's Ramp Damage Checker for inspecting composite structure in the event that it is struck by ground handling equipment, as often happens during the normal course of airline operations.

The Bondtracer is designed for use on the 787, but can also be used for any aircraft with composite structure and will accommodate the Airbus A350 XWB in the future.

Damage to carbon fibre is often difficult to determine because the surface often reflects no visible harm. However, beneath the skin of the aircraft sub-surface delamination of the fibre can be difficult to see with the naked eye and can undermine aircraft structural integrity if left unaddressed.

"Carbon fibre composites require different processes for evaluating impact and performing non-destructive inspection," says Thierry Laffont, Aerospace Segment Manager at GE Sensing & Inspection Technologies.

"Our goal with Bondtracer is to provide ramp crews with a simple device to quickly determine when more extensive inspection is required. The solution allows airlines to ensure safety while increasing efficiency and productivity," Laffont adds.

Boeing received US Federal Aviation Administration approval for the 787's maintenance plan in December 2008.

GE likens Bondracer to a common stud-finder, with a green light indicating consistent undamaged thickness and a red light indicated an unanticipated change in thickness. The tool is designed for ramp personnel with no non-destructive training or certification.

The 787 will enter service with Japan's All Nippon Airways in the first quarter of 2010.