Again while we wait a little history on our sensors. A fair...

Again while we wait a little history on our sensors. A fair while ago an aviation engineer on the board of SMN told me
of a problem Airbus had regarding the certification of their new outer skin on the fuselage of the A380. It was a laminated sheet of aluminium and fibreglass and they called it “glare”. They were about to supply this aircraft to customers but were held up by final certification of this glare. The standard method was to run a sample on a loading test bed and run for so many cycles, then stopped and checked for cracks with NDT none found so run for the next cycles. The process of many stop starts meant they would not meet the time line so what to do. They opted to use CVM on the sample and if a cracked began to develop it would stop the test else it just keep running it till end of the full test cycle, a big success I was told.
If Boeing want to find a low loading crack on a section of structure fine copy the Airbus solution, using our sensors of course. If after many years they may get a result and as with Airbuses experience it will be shut down if a crack develops and they can be happy they did it. As of now get on with installing sensors as asked by airlines.