Each year, approximately 600 to 700 commercial aircraft are retired worldwide, which contributes to the thousands stored in aviation boneyards in regions such as North America, Europe, and Asia. Passenger air traffic is projected to more than double by 2050 compared to 2019 levels, according to forecasts. Although recycling companies claim they can recover valuable materials from these aircraft, they are not expected to keep pace with retirement volumes.

A critical development overlooked in projections is the increasing use of composite structures in aircraft. Some models now feature composite usage exceeding half of their total weight. Current recycling strategies are designed primarily for aluminium or other metals, and no technology presently exists at a scale suitable for composite recycling in aviation. At present, the only end-of-life option for composite waste is landfilling. This non-recyclability suggests existing methods will become even more inadequate.

Structural reuse offers an alternative by reintegrating materials into the market with their mechanical properties preserved. While recycling breaks materials into basic components, structural reuse reintroduces high-performance materials into the economy with their qualities maintained. This enables quicker and more effective value retention. Although several methods are being explored, no standardised approach exists.

Research in this thesis revealed that many structural reuse models are either material-specific or insufficiently tested. The most prominent method, CATSS, initially developed for wind turbine blades, has shown promising scalability. Due to ongoing advances in composite aircraft, this method may be critical for sustainable aviation.

This thesis examined the CATSS method’s performance for aircraft aluminium alloys. Empirical data were collected to assess its applicability in industries. Concepts were developed using CATSS’s inverse selection strategy, which displayed to a product category that is suitable for structural reuse. Material compatibility was also evaluated.

The final product met or exceeded existing standards and proposed a strategy in which structurally reused materials could substitute raw materials. The CATSS method’s limitations were identified, which may reinforce the adaptability of the method for wider structural reuse applications. These limitations, observed during the employment for aviation cases, enabled the generalisation of key challenges and proposals for targeted improvements.

A growing concern is the future management of composite aircraft waste. As the current fleet of composite aircraft retires, recycling challenges will intensify. Existing strategies cannot manage large scale composite waste, and without intervention, significant volumes of non-recyclable material could accumulate. Expanding CATSS to include composite aircraft could provide a viable path toward a more sustainable aviation industry.