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- 07/01/2012, 14:42 #21
- 08/01/2012, 16:12 #22
No se han encontrado grietas en los A380 de LH.
FRANKFURT -(MarketWatch)- German flagship airline Deutsche Lufthansa AG said Friday it hasn't found cracks in the Airbus A380 aircraft, unlike some Asian airlines that fly the world's largest passenger jet.
European commercial aircraft builder Airbus, a unit of European Aeronautic Defence & Space Co. , or EADS, has informed airlines operating its A380 super jumbos to check for small cracks in wing rib-skin attachments, but said the "minor" cracks are "non-critical" and don't constitute a safety issue.
Singapore Airlines Ltd. , which operates 14 Airbus A380s and has five more on order, found some cracks on two of the aircraft and carried out repairs. The cracks were first discovered on a Qantas Airways Ltd. A380, which is undergoing repairs in Singapore.
Lufthansa currently operates eight A380s, while it has ordered for another nine super jumbos, two of which are to be delivered this year.
- 08/01/2012, 18:04 #23
Gracias por las aclaraciones de mis temores en los CRJ.
Aunque suponía que con los TMA de las compañías españolas estamos en buenas manos.
Hoy soñé con aviones
que nublaban el día
- 19/01/2012, 20:54 #24
Las causas de las fisuras en las alas estarían debidas a esfuerzos que no habían sido previstos durante la fabricación del ala.
Airbus traces A380 wing cracks to manufacturing process
Airbus has traced the source of the cracking in A380 wing structures to unexpected additional stresses imparted by the manufacturing process, and is confident that its original flight loading calculations for the type are accurate.
The airframer is in the process of changing the manufacturing process and has developed a fix for affected aircraft, as the European Aviation Safety Agency prepares to instruct operators to conduct precautionary inspections.
But Airbus emphasises that the cracking problem - while needing to be addressed, to avoid longer-term issues - is not a safety risk in the short- to medium-term.
The cracks were originally discovered in the rib feet of the Qantas A380 which suffered an uncontained engine failure in November 2010, and has since been under repair in Singapore.
Airbus carries out A380 wing manufacture at the UK plant in Broughton, before transferring the wings to the Toulouse final assembly line. An Airbus wing specialist on the A380 said the airframer's investigations indicated that parts were being stressed at some point during the manufacturing process, which involves drawing the wing skin over the built-up rib and spar assembly before attaching it.
"It's possible to get standing stresses that hadn't been expected," said the specialist, which translated into additional loading during flight. Airbus has already conducted verification flights to measure actual loading, and found that its original design calculations are correct.
"We've confirmed that ordinary flight loads are exactly as predicted," the specialist said, and added that the components' design would remain "completely unchanged". But the airframer said it was changing the build process, to ensure that wing assembly does not generate unforeseen stresses.
Rib feet are L-shaped brackets, about 9in (23cm) tall, which connect the wing skin to composite rib structures. There are some 30-40 on each rib spanning the wing.
While the Qantas aircraft sustained extensive wing damage during the engine failure, engineers carried out an intensive inspection to establish whether there was evidence of damage which could not be attributed to the event.
This inspection revealed faint hairline cracks in the area where the rib foot is attached to the wing skin, running from the bolt-hole to the edge of the foot. He said a "few" of these feet were affected, located about halfway along the span of the wing.
The Qantas aircraft is one of the early airframes, MSN14, and the finding prompted precautionary checks on other initial-production A380s.
Nine aircraft have been inspected. Checks on another A380, during a 2C maintenance visit earlier this month, found cracks on a rib foot, in a different position. An immediate remedial solution involves replacing the affected rib feet and dropping a new section into its place.
While Airbus insists that the cracks are "nothing of concern", and would only need to be addressed over a period of years rather than urgently, it expects EASA to release an airworthiness directive instructing operators to carry out inspections - although the precise extent of these has yet to be disclosed.
"In the long term it would have to be fixed, but in the short term it's not a problem," the specialist pointed out.
Airbus said it is confident that the crack problems, originally only noticed as a consequence of the Qantas repair, would easily have been detected during a later heavy check, even if it had not been identified during earlier routine maintenance.
- 21/01/2012, 01:33 #25
EASA AIRWORTHINESS DIRECTIVE FOR A380
EASA Airworthiness Directives Publishing Tool
Following an unscheduled internal inspection of an A380 wing, some rib feet
have been found with cracks originating from the rib to skin panel attachment
holes (Type 1 cracks according to Airbus All Operator Telex (AOT)
Further to this finding, inspections were carried out on a number of other
aeroplanes where further cracks have been found. During one of those
inspections, a new form of rib foot cracking originating from the forward and aft
edges of the vertical web of the rib feet has been identified (Type 2 cracks
according to Airbus AOT terminology). The new form of cracking is more
significant than the original rib foot hole cracking. It has been determined that
the Type 2 cracks may develop on other aeroplanes after a period of time in
This condition, if not detected and corrected, could potentially affect the
structural integrity of the aeroplane.
For the reasons described above, this AD requires a Detailed Visual Inspection
(DVI) of certain wing rib feet. This AD also requires reporting the inspection
results to Airbus.
Required as indicated, unless already accomplished:
(1) Within the compliance time defined in Table 1 of this AD, as applicable,
depending on the number of flight cycles (FC) accumulated by the
aeroplane at the effective date of this AD, accomplish a DVI of the Left
Hand and Right Hand wing in accordance with the instructions of Airbus
"Nadie está obligado a leer. Si no te interesa, no pierdas el tiempo.
Y si lees... pues allá tú, luego no digas que no te avisé."
Si no te gusta lo que escribo o cómo lo escribo:
(a) Acéptame, tal como soy. - (b) Añádeme a tu lista de ignorados, tal como soy.
Cualquiera de esas dos formas harán que deje de molestarte mi presencia.
- 21/01/2012, 23:26 #26rotulcenterGuest
mi opinión es esta El A380 desde que realizo su primer vuelo comercial el 25 de octubre del 2007 tiene al rededor de 23 reportes de seguridad. (Son mas pero después del 23 me fastidie de contar). Entre los que se encuentran:Humo en la cabina, como el del AF-346 el pasado jueves sobre el Atlántico. Fallas hidráulicas, fallas eléctricas, errores de indicaciones y problemas con los motores Trent 900 entre otros. (El yukazo de los koreanos del motor no entra aqui). A pesar de que los pedidos han ido en aumento es una peeeeeeeeeeesima propaganda para la compania y para el proyecto A350 principal competidor del 787 !!. Da la sensación de que el avión les quedo grande. En resumidas cuentas el "Avión mas grande del mundo" no tiene el récord de seguridad ni de un Tupolev Ruso
- 21/01/2012, 23:59 #27
- 29 ago, 09
- 22/01/2012, 00:04 #28rotulcenterGuest
- 22/01/2012, 00:48 #29
- 29 jun, 09
los muertos a sus espaldas se cuentan por millares
- 22/01/2012, 01:22 #30rotulcenterGuest
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