Are Composite planes inspected the way we think they are?

Question

In other Q & A regarding composite parts on planes, it has been suggested that composite parts are inspected repetitively, rigorously, and in a timely manner, using sophisticated inspection methods such as ultrasound or infrared. In fact, this is not the case.

What is the standard method used by airline operators to inspect composite parts on a repetitive, ongoing basis and are the methods used effective in finding hidden damage within the composite?

Answer 1

Newer designs are designed to require only visual inspection (they can tolerate a lot of minor damage).  Older ones get ultrasound or xray inspection.

Answer 2

Recently the Transportation Safety Board of Canada, investigating the destruction of a rudder on an A310 aircraft flown by Air Transat, declared that the visual inspections used as the standard inspection method by airlines to be 'ineffective.'

In response, the visual inspection methods declared for years by Airbus to be adequate for use on composite materials--and used as the standard for all composites on aircraft--has now been tossed aside.  The European Aviation Safety Agency has issued Airworthiness Directive 2007-0266 that now demands ultrasound/infrared...but only on certain rudders on certain aircraft.  The FAA has also issued a Notice of Proposed Rulemaking with the same demands.  Damage is being found on rudders on a daily basis that was not found before.  Other parts made of composite are still only inspected visually to discover primary damage, including the A380 and it is planned for the787 and the A350 XWB.