An overview of fatigue in aircraft structures

Abstract From safe‐life to fail‐safe and damage‐tolerance approaches, the last one emerged as the main design philosophy for aerostructures, allowing weight savings and at the same time increasing reliability and structural integrity in the presence of damages which may have occurred during the manufacturing process or during service. The application of damage‐tolerance philosophy requires extensive know‐how of the fatigue and fracture properties, corrosion strength, potential failure modes and non‐destructive inspection techniques, particularly minimum detectable defect and inspection intervals. To face scatter in material properties, conservative approaches considering the worst scenario or statistical methods dealing with the variability of material have been employed in the fatigue assessment of structures. The fatigue life estimation can display substantial variability, illustrating the need for a probabilistic assessment in practical applications. As an example, the variation in the fatigue life for the common scenario of a through crack in an Al alloy plate was evaluated taking into account scatter of properties. The 2010 FAA rule establishing a limit of validity (LOV) puts a bound in the indefinite operational life allowed for by earlier regulations. This requirement, together with the diminishing role of aluminium in airframes, will certainly shape the directions of fatigue, fracture and damage mechanics research in years to come, expanding the knowledge base upon which substantiation of LOV values is made, and ensuring safety under sustainable conditions.