Um teste realizado hoje, em um A380, acabou resultando em uma rachadura da asa, entre as duas turbinas.
A EADS, fabricante do modelo, minimizou os resultados.
Mesmo assim a ação na bolsa despencou mais de 11%.
Asa do Airbus A380 racha durante teste
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Asa do Airbus A380 racha durante teste
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Asa do A-380 quebra durante testes na França
Um problema na durabilidade das asas do avião gigante A380 pode comprometer o lançamento da aeronave pela Airbus. Durante testes de durabilidade no hangar da empresa em Toulouse, na França, a asa rachou.
Segundo a edição online da revista Flight International, a Airbus tem realizado testes com a asa desde 2004. O modelo foi aprovado sob condições normais de carga, mas para receber o certificado de segurança da agência européia EASA, a asa precisa ser capaz de suportar até 50% mais que o peso máximo permitido em condições normais de vôo.
Segundo os engenheiros da Airbus, a rachadura aconteceu quando a asa carregava algo entre 45% e 50% acima do limite máximo. A empresa, no entanto, afirma que o problema não afetará o lançamento do superavião, capaz de transportar até 800 passageiros.
O vice-presidente de engenharia da Airbus, Alain Garcia, diz que a falha coloca as asas do A380 dentro do limite de 3% de tolerância permitidos pela EASA. "A estrutura foi testada e já provou que pode operar normalmente nas condições de vôo. Não faremos grandes modificações no modelo daqui para a frente", diz.
Fonte: Invertia
Um problema na durabilidade das asas do avião gigante A380 pode comprometer o lançamento da aeronave pela Airbus. Durante testes de durabilidade no hangar da empresa em Toulouse, na França, a asa rachou.
Segundo a edição online da revista Flight International, a Airbus tem realizado testes com a asa desde 2004. O modelo foi aprovado sob condições normais de carga, mas para receber o certificado de segurança da agência européia EASA, a asa precisa ser capaz de suportar até 50% mais que o peso máximo permitido em condições normais de vôo.
Segundo os engenheiros da Airbus, a rachadura aconteceu quando a asa carregava algo entre 45% e 50% acima do limite máximo. A empresa, no entanto, afirma que o problema não afetará o lançamento do superavião, capaz de transportar até 800 passageiros.
O vice-presidente de engenharia da Airbus, Alain Garcia, diz que a falha coloca as asas do A380 dentro do limite de 3% de tolerância permitidos pela EASA. "A estrutura foi testada e já provou que pode operar normalmente nas condições de vôo. Não faremos grandes modificações no modelo daqui para a frente", diz.
Fonte: Invertia
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Aqui a notícia mais completa, porém em inglês:
The wing of the Airbus A380 static test specimen suffered a structural failure below the ultimate load target during trials in Toulouse earlier this week, but Airbus is confident that it will not need to modify production aircraft.
The airframer has been running load trials on a full scale A380 static test specimen in Toulouse since late 2004 (pictured below). After completing “limit load” tests (ie the maximum loads likely to experienced by the aircraft during normal service), progressively greater loads have been applied to the specimen towards the required 1.5 times the limit load. Engineers develop finite element models (FEM) to calculate the load requirements.
“The failure occurred last Tuesday between 1.45 and 1.5 times the limit load at a point between the inboard and outboard engines,” says Airbus executive vice president engineering Alain Garcia. “This is within 3% of the 1.5 target, which shows the accuracy of the FEM.” He adds that the ultimate load trial is an “extremely severe test during which a wing deflection of 7.4m (24.3ft) was recorded”.
The European Aviation Safety Agency (EASA) says that the maximum loading conditions are defined in the A380 certification basis. “The aircraft structure is analysed and tested to demonstrate that the structure can withstand the maximum loads, including a factor of safety of 1.5. This process is ongoing and will be completed before type certification.”
However Garcia says that the failure of the wing below the 1.5 target will require “essentially no modifications” to production aircraft: “This static test airframe has the first set of wings built, and we have refined the structural design for subsequent aircraft due to increased weights etc. We will use this calibration of the FEM to prove the adequacy of the structure on production aircraft.”
EASA says that it is aware of the structural failure but "cannot make a statement about the specific failure as it has not been officially briefed by Airbus on what the cause was, and the certification process is ongoing".
Garcia says that the FEM calculations had already established that the A380’s wing had “no margin at ultimate load. We had a weight saving programme and ‘played the game’ to achieve ultimate load.” However in earlier briefings, Airbus structural engineers had stated that it planned to carry out “a residual strength and margin research test” in 2006 after completing ultimate load trials.
The results gleaned from the static testing will be extrapolated for the future aircraft developments over the next 40 to 50 years says Garcia. “It is normal to refine and strengthen the structure of new heavier or longer range variants,” he says.
Fonte: Flight International
The wing of the Airbus A380 static test specimen suffered a structural failure below the ultimate load target during trials in Toulouse earlier this week, but Airbus is confident that it will not need to modify production aircraft.
The airframer has been running load trials on a full scale A380 static test specimen in Toulouse since late 2004 (pictured below). After completing “limit load” tests (ie the maximum loads likely to experienced by the aircraft during normal service), progressively greater loads have been applied to the specimen towards the required 1.5 times the limit load. Engineers develop finite element models (FEM) to calculate the load requirements.
“The failure occurred last Tuesday between 1.45 and 1.5 times the limit load at a point between the inboard and outboard engines,” says Airbus executive vice president engineering Alain Garcia. “This is within 3% of the 1.5 target, which shows the accuracy of the FEM.” He adds that the ultimate load trial is an “extremely severe test during which a wing deflection of 7.4m (24.3ft) was recorded”.
The European Aviation Safety Agency (EASA) says that the maximum loading conditions are defined in the A380 certification basis. “The aircraft structure is analysed and tested to demonstrate that the structure can withstand the maximum loads, including a factor of safety of 1.5. This process is ongoing and will be completed before type certification.”
However Garcia says that the failure of the wing below the 1.5 target will require “essentially no modifications” to production aircraft: “This static test airframe has the first set of wings built, and we have refined the structural design for subsequent aircraft due to increased weights etc. We will use this calibration of the FEM to prove the adequacy of the structure on production aircraft.”
EASA says that it is aware of the structural failure but "cannot make a statement about the specific failure as it has not been officially briefed by Airbus on what the cause was, and the certification process is ongoing".
Garcia says that the FEM calculations had already established that the A380’s wing had “no margin at ultimate load. We had a weight saving programme and ‘played the game’ to achieve ultimate load.” However in earlier briefings, Airbus structural engineers had stated that it planned to carry out “a residual strength and margin research test” in 2006 after completing ultimate load trials.
The results gleaned from the static testing will be extrapolated for the future aircraft developments over the next 40 to 50 years says Garcia. “It is normal to refine and strengthen the structure of new heavier or longer range variants,” he says.
Fonte: Flight International
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