European airliner manufacturer Airbus is modifying the production process for the wings of its A380 Superjumbo airliner. This is to eliminate the recently discovered problem of two types of cracks in noncritical wing components.

“Both types of cracks have been traced to the application of the material used in the manufacture of this part of the aircraft,” explains Airbus Southern Africa spokesperson Linden Birns. “It’s not a materials quality issue, but rather is related to the way in which the material is used, combined with the way parts are assembled in that specific area of the aircraft. The production process is being modified to eliminate such cracking in the future.”

Both types of cracks have been found on L-shaped brackets, inside the wing, which are used to attach the skin of the wing to the ribs inside the wing. These brackets are known either as rib-skin attachments or wing-rib feet. So far, these cracks have been found on only a limited number of the brackets, and cracked brackets have been found on only two A380s.

“[The cracks] do not affect the safe operation of the aircraft,” he assures. “Although they are not critical parts, safety is our overriding priority and if there is a crack, we fix it. This is standard industry practice for all aircraft – even if a part is not critical. It is important to note that the A380 is safe to fly. Neither Airbus nor the airworthiness authorities would allow it to operate otherwise.”

The European Aviation Safety Agency (EASA) has issued an airworthiness directive (AD) for the A380, which requires an inspection and repair procedure for certain designated A380s. In total, 21 A380s are covered by the EASA AD. These aircraft will be inspected and, if any cracks are found, repaired. (To date, Airbus has delivered 58 of the Superjumbos to seven airlines, with another 11 airlines having the plane on order; the A380 first entered service in 2007. The issue of the cracks “hasn’t impacted on marketing”, affirms Birns.)

“ADs are part of the normal procedures in place in the industry,” he points out. “They prescribe the actions of the inspections, how often they need to be performed and details of the repair. The EASA is Airbus’s primary airworthiness authority. We welcome the EASA’s AD, which mandates Airbus’s own communication to [A380] operators. We are liaising closely with all A380 operators and customers as part of how we are addressing this issue. The discovery and addressing of this issue demon- strate that the safety system – constant dialogue, sharing of information and cooperation between airlines, regulators and manufacturers – is working.”

Meanwhile, in Australia, the chairperson of the not-for-profit Safeskies Australia, which organises the biennial international Safeskies aviation safety conference in the Australian capital of Canberra, has accused the leaders of the Australian Licensed Aircraft Engineers Association (ALAEA) of “crying wolf” over the A380. Leaders of the ALAEA told the Australian media that Airbus’s response to the A380 wing bracket cracks amounted to a “band-aid fix”.

David Forsyth, in a letter to The Age newspaper, wrote: “I doubt that the ALAEA union, which made the comments, is technically trained or qualified to argue against Airbus structural design engineers about cracks in their aircraft. Airbus will investigate these cracks and promulgate an inspection programme agreed by the safety regulators. This ‘band aid’ call by the ALAEA seems to be linked to its push for A380 heavy maintenance to be carried out in Australia . . . Using safety as a weapon in [industrial relations] disputes, without reasonable grounds, is like the boy who cried wolf . . . Surely it is time for the ALAEA membership to speak out and tell its union leadership to act professionally, and stop crying wolf.”

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