The latest "Aviation Week and Space Technology" issue published a very interesting letter from a reader. The reader refers to AA flight 587, and highlights some possible contradictions between certification temperatures, pressures and assumed g-loads for the composite vertical stabilizers, and actual 'real world' temperatures, altitudes, g-loads. He then questions design loads assumed (?) for the horizontal stabilizers. (How about engine pylons?)
The multiple, graphite (fiber)-epoxy layers must require a very unique approach in 'C' and 'D-Check' inspections, do they not?
Do all certification authorities (FAA/CAA/B**/DGAC...), especially in countries where such composite airframe components are fabricated (good pun?), assume that all questions about composite parts have been answered long ago, or are any remaining cert./testing questions moot and purely academic?
Do the A-300/310 rudders not have some "fly-by-wire" components, and are such inputs in the FDR data very easy to distinguish from pilot inputs?