indeed, what works at one size doesnt work at another…..unless you change the gas your in!! effects are not scaleable.

Interesting, Broughton, Filton and all its many suppliers build wings for all Airbus aircraft, including the A400M, and in the near future the A350. There is no reason to assume that the next aircraft (wending its way through future projects right now) will not also have its wings built in the uk. Given the size of the investment being put into Filton, theres plenty more room for british engineering in Airbus for many years to come.

I am no politician (thank god!) but I wonder if this will just end up being the sale of a ‘name’ because, pretty much Airbus UK at one time was BAe Systems (and all the other names its been)

sad to see a colour scheme you have designed yourself, on a damaged aircraft.

You could try walking out to the main gate, this is basically alongside the runway. However, you will be on a very busy road. There is a layby/crashgate/access way on the other side of the road which is safer to use.

oh, i only work on wing structure………whilst the 350 also has a copper mesh, apparantly, that is not the only consideration required, there are minimum edge clearances needed, and consideration of material proximity…..

its a shame the enlightened few are shouted down by the ignorant majority over there….

I know of specific portable devices being developed in order to detect BVID and non-VID damage. These areas, for me, would be the main source of worry because you just dont know whats in the plate ( and we are talking values between 3 and 25mm thick carbon plates!).

as far as construction of the 787 fuselage sections go……i would expect it to be a tape laying process around a mold tool (either solid or a tool surface with internal support on a spindle, both could be heated), then autoclave. The tape will probably be laid at various angles and cured in an autoclave, with the tool in-situ throughout the process.

there are some great ways to fabricate carbon parts, but you find that many large scale companies assess them to be too risky from a cost, time and analysis (FE isn’t used as a stand alone analysis, there are loads of seperate tools for loads of seperate situations, at least within airbus) standpoint, so you usually end up with tape laying, and sheet forming operations, although it would seem that stringers can be roll formed.

coanda