Originally Posted by
bravo24
And if it will make any of you feel better the technology of testing composites have moved far beyond the old quarter tap test. There are a lot of new testing techniques out there (digital radiography, shearography, microwaves, and thermography for example) that do an excellent job of detecting potential problems. This is a big improvement over aluminum where the first indication of a problem is often either a crack or corrosion.
Not true, at least, not true according to the latest
NTSB Safety Recommendation and AOT issued by Airbus in response to the Air Transat and Fed Ex tail/rudder disintegrations. They STILL advocate that the visual and coin tap is "good enough"...at least for the A300 and A310. That is what is so shocking...that Airbus can lose essentially four tails in a row on that aircraft type, yet still stand by the coin tap and visual test. (See the NTSB website if you wish to read the entire document, it was the Safety Recommendation that came out in May of 2006 on the Airbus 300/310).
The fact that a knowledgeable person like yourself seems to think otherwise is part of the problem...
**we assume** that the newest technology is being used...but, in fact, **it is not in all cases.** The A300 and A310 is a glaring case.
As far as aluminum goes, the eddy current electrical testing--a form of NDT--was instituted after the Ahola "convertable" room peel back on their 737, found to be corrosion and fatigue.
And, a "paper fix" on the A380 wing is what I was afraid of...and I share your concern on the pre-existing wings. Finally, more weight is part of the safety margin that Boeing has been willing--and is still willing--to "suffer" to make sure their aircraft don't fall apart in midair, like AA 587, AA903, Air Transat 961, etc.
Jetblaster