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par Beochien Jeu 26 Jan 2012 - 12:18Bonjour !
Ca s'affine encore un peu chez FlightGlobal , selon David Kaminski-Morrow !
On reste sur la version de Ben Sandilands, avec des précisions !
On a boulonné comme des mules à Broughton, pour ratrapper qq différences de niveau entre la peau, et nervures et en forçant sur les equerres !
C'est la part qui devrait s'arranger facilement ...
Il faudra quand même ratrapper les différences de niveau ... ou caler chaque équerre F du "Jour" rencontré !
Le bon point, si l'on peut dire, est que les pépins sont plutôt localisés, et ne concernent pas l'ensemble de l'aile !
Evitant le schéma catastrophe du remplacement de milliers d'équerres !
Bon, Airbus n'est pas encore prêt pour donner le "Timing" pour ses prochaines actions, il faut leur laisser un peu de temps ...
----------- De Flight Global, un extrait et le lien -----------------
http://www.flightglobal.com/news/articles/three-factors-conspiring-to-stress-a380-wing-components-367394/
The airframer said the choice of alloy - designated 7449 - combined with a fastener interference-fitting process appeared to be generating the first type of crack in the feet. But a second type of crack - which EASA described as "more significant" - was also being created during the pull-down of wing skins, in the area of a butt-strap joint used between different lower skin panels.
In the region of rib 26 and stringer 21, larger-than-expected gaps - some 1.5-2mm rather than 0.5mm - between the sections involved in the pull-down had resulted in stresses being induced, leading eventually to cracking under the wear of normal airline operations.
Airbus executive vice-president for programmes Tom Williams said the interim fix being carried out on affected aircraft naturally relieved these stresses, and eliminated the problem.
"We have enough ribs and feet [to conduct the repairs]," he said. Williams added that a permanent solution would look at changing the alloy - although this would require thicker rib-feet and add some 89kg in weight - and amending the pull-down process.
"It's not a materials quality issue. It's not a production issue. It's the combination of both," said Airbus.
While 67 A380s have been delivered, some of the in-service fleet will be checked during routine maintenance visits before reaching the cycle threshold set by EASA.
"It has been determined that the [new type of] cracks may develop on other aeroplanes after a period of time in service," the directive states. The inspections are an "interim" measure, it adds, and further mandatory actions "might be considered".
JPRS
Ca s'affine encore un peu chez FlightGlobal , selon David Kaminski-Morrow !
On reste sur la version de Ben Sandilands, avec des précisions !
On a boulonné comme des mules à Broughton, pour ratrapper qq différences de niveau entre la peau, et nervures et en forçant sur les equerres !
C'est la part qui devrait s'arranger facilement ...
Il faudra quand même ratrapper les différences de niveau ... ou caler chaque équerre F du "Jour" rencontré !
Le bon point, si l'on peut dire, est que les pépins sont plutôt localisés, et ne concernent pas l'ensemble de l'aile !
Evitant le schéma catastrophe du remplacement de milliers d'équerres !
Bon, Airbus n'est pas encore prêt pour donner le "Timing" pour ses prochaines actions, il faut leur laisser un peu de temps ...
----------- De Flight Global, un extrait et le lien -----------------
http://www.flightglobal.com/news/articles/three-factors-conspiring-to-stress-a380-wing-components-367394/
The airframer said the choice of alloy - designated 7449 - combined with a fastener interference-fitting process appeared to be generating the first type of crack in the feet. But a second type of crack - which EASA described as "more significant" - was also being created during the pull-down of wing skins, in the area of a butt-strap joint used between different lower skin panels.
In the region of rib 26 and stringer 21, larger-than-expected gaps - some 1.5-2mm rather than 0.5mm - between the sections involved in the pull-down had resulted in stresses being induced, leading eventually to cracking under the wear of normal airline operations.
Airbus executive vice-president for programmes Tom Williams said the interim fix being carried out on affected aircraft naturally relieved these stresses, and eliminated the problem.
"We have enough ribs and feet [to conduct the repairs]," he said. Williams added that a permanent solution would look at changing the alloy - although this would require thicker rib-feet and add some 89kg in weight - and amending the pull-down process.
"It's not a materials quality issue. It's not a production issue. It's the combination of both," said Airbus.
While 67 A380s have been delivered, some of the in-service fleet will be checked during routine maintenance visits before reaching the cycle threshold set by EASA.
"It has been determined that the [new type of] cracks may develop on other aeroplanes after a period of time in service," the directive states. The inspections are an "interim" measure, it adds, and further mandatory actions "might be considered".
JPRS
