The consideration that composite part failure can occurs without warnings is right and this is one of the reasons because of the P180 Avanti/Avanti II airframe consists in aluminum alloy in all structural parts. The “reverse” manufacturing way used by Piaggio Aero in order to reduce aerodynamic drag allow to the twin engine turboprop aircraft to have a very clean external surfaces, as a lot of people erroneously think that is a composite aircraft.
The airframe consists of 90% percent aluminium alloy and 10% composite construction, as shown in the figure below.

Airframe characteristics:

The Avanti II’s aluminum fuselage is circular in cross section and tapers both fore and aft.
The high-aspect-ratio main wing is constructed of aluminum alloy. The wing main box is a working skin type (wing panels and spars are machined, stiffeners are integral) with two main spars. The wing has a third spar running from the nacelle to the fuselage centreline. Connected to the main box are an aluminium leading edge and aluminium and composite trailing edges.
The forward wing is an all aluminium alloy unit. The wing main box is a working skin type (wing panels and spars are machined, stiffeners are integral) with two main spars, like the main wing, and is attached to the lower fuselage at four points. The aluminium alloy leading edge, contains an electrically-activated de-icing blanket. Single-slotted forward wing flaps are full-depth honeycomb aluminium parts.

The engineer’s objective was to concentrate the primary stress from the wing, landing gear and aft pressurization bulkhead on the “structural core” of the aircraft. This allowed a noticeable weight saving in that area since the same structure supports different loads at different times.
Composite materials were used only where they really made sense; in areas requiring maximum stiffness with minimum weight, such as the horizontal stabilizer, and also in areas with intricate compound curves such as the engine nacelles.

The post by Mr Kenavo talks about multiple cracks all over fuselage, this is totally wrong, that “cracks” are only painting defects:

• P180 pressurised fuselage is metallic.
• Fleet cumulating service hours are close to 500.000 / 20 years and no fatigue cracks have been reported in service.
• full scale fatigue test demonstrated 5 times x 15.000 hours on a single fuselage test article, without cracks.
• composite on P180 primary structure is limited to horizontal stabiliser, and engine nacelle and radome.
• up to P180 Serial Number 1035 Vertical Fin and aft fuselage – unpressurised- were made in carbon. No major trouble has been experienced, except some minor corrosion event on secondary metallic parts of the assembly. Now those components are metallic, essentially for industrial reason.