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A recent audit of an operator by a CASA airworthiness inspector
revealed poor record keeping by previous owners of an aerobatic
aircraft. Many aerobatic types have a dened useful life of airframe
structure. This can be established at certication, but more often
than not occurs later in the types life when feedback from in-service
experience can rene the initial limits. This aircraft had a determined
safe life for the airframe, but unfortunately the current operator was
unable to substantiate the aerobatic usage of the airframe throughout
its life. The only responsible course of action for CASA to take because
of this was to determine a conservative percentage of the total airframe
hours that would have likely been used up in aerobatic manoeuvres.
Following this calculation, the aircraft was grounded.
So the moral of the story is: if you are purchasing an aerobatic aircraft,
make sure you do your homework on the type. Check the type
certicate data sheet and CASA airworthiness
directives for a mandated life. Make sure
that you are given the complete history of
the aircraft so that you can substantiate the
useful remaining life on the airframe. This
will prevent your newly-acquired toy from
becoming a garden ornament.
What does the life limitation
mean?
The life limitation is an engineering estimate
of the useful life of a structure. The life
limit takes into account the variability of
manufacture, materials and usage, and is
H
i
g
h

Darren Morris is a CASA structures specialist with
an interest in aircraft corrosion and fatigue issues.
He looks at aerobatics and the need for additional
record-keeping because of airframe fatigue.
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an estimate of the safe life of the aircraft or
component. Below the life limit, the likelihood
of structural failure is very remote. Beyond that
limit a failure becomes increasingly likely.
Where can I nd the life
limitation?
The life limitation may be stated by the
manufacturer in the airworthiness limitations
section of the aircraft maintenance manual.
These limitations are also mentioned in the
aircraft type certicate data sheet (TCDS).
Additional limitations can be mandated
through an airworthiness directive(AD).
Many aircraft types have life limitations due to
structural fatigue. Some examples are:
Victa Airtourers have a requirement to replace
wing and tailplane structure after 17,200
hours time in service. This life limitation is
based on measured stress and loads data.
Avions Mudry Cap10 aircraft have had
a limitation placed on the ight envelope
(g restrictions) following wing in-ight structural
failures. It was determined that the existing
inspection service bulletin was ineffective in
detecting damage to the wings structure.
Avions Pierre Robins (R2000 series) once
had an AD which placed a retirement life
on the wing spar structure of 3300 hrs. This
was later replaced by an inspection routine
allowing the continued operation of the
aircraft. This damage tolerance approach
was based on further fatigue analysis of the
design and involves disassembly of the wings from the fuselage and
inspecting the structure in known fatigue-susceptible sites.
Every ight can damage the structure a small amount as the forces
of ight and landing loads are reacted
by the structure. This structural damage
is cumulative, and naturally, aerobatics
accelerates the rate of accumulation of
damage. Whilst some older airframes
are tted with fatigue meters to measure
the actual g loads experienced in-ight
(accelerometers), other airframes will
rely on detailed record keeping to track
parameters used in the calculation of
fatigue. These parameters may include
aerobatic hours, positioning time, aircraft
weight etc. The parameters required will
be specied in the life limitation. It would
be a good idea to maintain a ight log for
aerobatic airframes such as that shown in
the table below, so that you can demonstrate to CASA that the airframe
fatigue is being managed:
Aircraft Type / Model:
Aircraft Serial Number:
Re Regi gist sttttrra ra ra ra rati ti ti tion on oon: :
Dat Dat atee Det Detail ailss Tac Tacho/ ho/
VDO Start
TTacho/ ho/ ho/ /VDO VDO VD
Finish
Hrs Hrs Hrs AAer A o H Hrs rs rs Tot Tot Tot t ot o al aa
Time
Please note: this is an example only. Make sure you refer to the specic
life limitation for your aircraft type for which parameters you should
record.
Can anything be done about a life-expired airframe?
After reaching the safe-life, the structure can only remain usable
by replacing critical parts, or adopting a sophisticated maintenance
program. This maintenance program ensures the detection and repair
of corrosion, fatigue cracking and other damage before such damage
degrades structural strength below an acceptable limit.
Who can develop the sophisticated maintenance
program required for a life extension?
You should ask the aircraft manufacturer, or an aeronautical engineer
skilled and experienced in damage tolerance. This is specialised work
which involves knowledge of crack propagation, growth rates and
methods of inspecting aircraft structures.
Ti
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Victa Airtourer, pic courtesy: Mark Pracy