dont forget, a delaminating failure doesnt mean the part can no longer carry its full flight load. an area of delimitation is no different to an area on sheetmetal components joined together, the area between the fasteners can be considered as delamination.. dont forget the basic principles behind composites, fibres take tension loads, resin matrix carries the compression load, so a small delamination in a part under tension will not lower its load bearing capacity unless the fibres themselves are broken, Black hawk rotor blades are still serviceable with a surprisingly large size delamination area allowance before requiring repair. so a secion of composite fusealage, would carry a majority of its loads under tension from pressurisation, and shear from flight loads from aerodynamic forces. so a sizeable delam will not reduce its load carrying capabilities significantly, unless of course the resin matrix was cracked and allowed ingress of water.. Quite a few resin systems are designed to be quite flexable when cured. just look at the Karuga variable camber LE slats on the 747! (the white ones) they are 6 ply thick fibreglass panels, nothing more, the shape when deployed is created by the frame behind that bends the panel into its curve when deployed. when retracted, they lie flat. even the classic 747s have them. ahh the joy of a fatigue free component..