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Old May 1st, 2012, 01:25 AM   #3801
Chipo
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Cuantos ciclos aguanta el fuselaje de un MD-80?
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Old May 1st, 2012, 02:53 AM   #3802
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Quote:
Originally Posted by halon View Post
estoy confundido con algo a que te refiere con la solvencia economica, para cualquier imprevisto que le ocurra ala compania en el territorio que esta vaya a volar.

yo tengo entendido que para volar a US lo que las lineas extranjeras tienen que tener son los seguros al dia , seguro de desastre........

o es que el avion tenia tanto ciclo ya que las aseguradora no lo querian asegurar?? ese avion era solo para volarse en los paises del tercer mundo. por los ciclos que tenia.
el dot en estados unidos exige lo que se llama un bond las lineas aparte del seguro del avion, estos es como una autoridad economica que se usa para cualquier evento menos accidentes para eso es el seguro del avion
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Old May 1st, 2012, 02:54 AM   #3803
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Originally Posted by Chipo View Post
Cuantos ciclos aguanta el fuselaje de un MD-80?
segun tengo entendido el fuselaje del avion viene para 60,000 ciclos no estoy seguro pero averiguare esa informacion
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Old May 1st, 2012, 02:56 AM   #3804
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Originally Posted by Danfer21 View Post
BUeno muy de acuerdo con lo que dicen ambos, pero segun me habian dicho el IDAC no le habia dado permiso al MD para volar todabia, por eso no realizaron el vuelo a MIA...tengo entendido qie fue por algo de papeleo entre la parte venezolana y los administradores aqui.


Pero bien, solo queda recordar a PWD y ese bello livery el cual lo veremos por buen tiempo parado en AILA segun veo.
es parte del papeleo si pero mas tanto fue que el proceso quedo por mitad
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Old May 1st, 2012, 03:40 AM   #3805
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encontre esto para que se informen de la vida util de los aviones disfruten

DSO Cycles (Design Service Objective) - Not limited to with prescribed service checks and increased inspection frequency.

Boeing:

707 20,000
727 60,000
737 75,000 Classics
737 75,000 NG
747 20,000
757 50,000
767 50,000
777 40,000

Per Boeing - "Structure is designed to exceed the DSO with modest increase in maintenance costs"

In Service and Test Fatigue Figures:

707 50,000
727 170,000
737 150,000 Classics
737 225,000 NG
747 60,000 (744)
757 100,000
767 100,000
777 120,000

Mcdonnell Douglas DSO:

DC-9 40,000
MD-80 50,000
MD-90 60,000
MD-11 20,000

Airbus LCF:

A300 48,000
A300 B4 40,000
A300 B42 34,000
A300 B46 30,000
A310-200 40,000
A310-300 35,000
A319 48,000
A320 48,000
A321 48,000
A330 40,000
A340 20,000


For the DC-9 series including the MD-80 and MD-90 the major fatigue life cycle figure has been demonstrated at no less than 208,000 cycles.
Mr. Douglas company did indeed produce some of the worlds most durable aircraft
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Old May 1st, 2012, 04:08 AM   #3806
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Buenisima info Capitan
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Old May 1st, 2012, 02:02 PM   #3807
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se le hace tambien un chequeo completo donde se le cambian partes y se refuerzan algunas areas y pues se hace como quien dice el avion de nuevo pero cuesta practicamente igual que uno nuevo y el avion vuelve a decir a cero horas, mejor lo desechan y se compran un nuevo o uno con ciclos de sobras para volar par de años, a menos que quieras por algun motivo no economico mantener el avion vivo, pues lo haces, el Let HI761 de Aerodomca le hicieron el año pasado uno.

gracias por la info capitan 727, buena saber cuantos ciclos aguantan las aeronaves.
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Old May 1st, 2012, 05:47 PM   #3808
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Gracias por la info C727!!!!

La verdad que los B777 aguante pela :120,000 ciclos!!!!
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Old May 1st, 2012, 09:48 PM   #3809
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Quote:
Originally Posted by capitan727 View Post
encontre esto para que se informen de la vida util de los aviones disfruten

DSO Cycles (Design Service Objective) - Not limited to with prescribed service checks and increased inspection frequency.

Boeing:

707 20,000
727 60,000
737 75,000 Classics
737 75,000 NG
747 20,000
757 50,000
767 50,000
777 40,000

Per Boeing - "Structure is designed to exceed the DSO with modest increase in maintenance costs"

In Service and Test Fatigue Figures:

707 50,000
727 170,000
737 150,000 Classics
737 225,000 NG
747 60,000 (744)
757 100,000
767 100,000
777 120,000

Mcdonnell Douglas DSO:

DC-9 40,000
MD-80 50,000
MD-90 60,000
MD-11 20,000

Airbus LCF:

A300 48,000
A300 B4 40,000
A300 B42 34,000
A300 B46 30,000
A310-200 40,000
A310-300 35,000
A319 48,000
A320 48,000
A321 48,000
A330 40,000
A340 20,000


For the DC-9 series including the MD-80 and MD-90 the major fatigue life cycle figure has been demonstrated at no less than 208,000 cycles.
Mr. Douglas company did indeed produce some of the worlds most durable aircraft

eso son los D check pero antes de eso tambin se hace el C- check....pero lo mas curioso para mi es la cantidad de ciclo que se le pueden hacer a los boieng comparado con los airbus.
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Old May 1st, 2012, 11:50 PM   #3810
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negativo halon esos son los tiempos de vida del fuselaje los chekeos ya ahora mismo el termino de chekeo D no existe se remplazo con el termino chekeo C+4 (cada 4 chekeo C equivale a un chekeo D).
te dejo esto para que veas como se mantienen los aviones

Aircraft maintenance checks


From Wikipedia, the free encyclopedia

(Redirected from A Check)

Jump to: navigation, search


Aircraft maintenance checks are periodic inspections that have to be done on all commercial/civil aircraft after a certain amount of time or usage - the military aircraft normally follow specific maintenance programmes which may be or not similar to the commercial/civil operators. Airlines and other commercial operators of large or turbine-powered aircraft follow a continuous inspection program approved by the Federal Aviation Administration (FAA) in the United States[1], or by other airworthiness authorities such as Transport Canada or the European Aviation Safety Agency (EASA). Under FAA oversight, each operator prepares a Continuous Airworthiness Maintenance Program (CAMP) under its Operations Specifications or "OpSpecs".[2] The CAMP includes both routine and detailed inspections. Airlines and airworthiness authorities casually refer to the detailed inspections as "checks", commonly one of the following: A check, B check, C check, or D check. A and B checks are lighter checks, while C and D are considered heavier checks.





Contents
[hide] 1 A Check
2 B Check
3 C Check
4 D Check
5 Maintenance Review Board
6 References
7 External links


[edit] A Check

This is performed approximately every 500 - 800 flight hours. It is usually done overnight at an airport gate. The actual occurrence of this check varies by aircraft type, the cycle count (takeoff and landing is considered an aircraft "cycle"), or the number of hours flown since the last check. The occurrence can be delayed by the airline if certain predetermined conditions are met.

[edit] B Check

This is performed approximately every 3-6 months. It is usually done in 1-3 days at an airport hangar. A similar occurrence schedule applies to the B check as to the A check. B checks may be incorporated into successive A checks, ie: A-1 through A-10 complete all the B check items.

[edit] C Check

This is performed approximately every 15–21 months or a specific amount of actual Flight Hours (FH) as defined by the manufacturer. This maintenance check is more extensive than a B Check, as pretty much the whole aircraft is inspected. This check puts the aircraft out of service and until it is completed, the aircraft must not leave the maintenance site. It also requires more space than A and B Checks - usually a hangar at a maintenance base. The time needed to complete such a check is generally 1-2 weeks. The schedule of occurrence has many factors and components as has been described, and thus varies by aircraft category and type.

[edit] D Check

This is - by far - the most comprehensive and demanding check for an airplane. It is also known as a Heavy Maintenance Visit (HMV). This check occurs approximately every 5–6 years. It is a check that, more or less, takes the entire airplane apart for inspection and overhaul. Also if required the paint can be removed for further inspection on the fuselage metal skin. Such a check can generally take from 3 weeks to 2 months, depending on the aircraft and number of technicians involved (it is not uncommon to have as many as 100 technicians working on a Boeing 747 at the same time). It also requires the most space of all maintenance checks, and as such must be performed at a suitable maintenance base.

Because of the nature and the cost of such a check, most airlines - especially those with a large fleet - have to plan D Checks for their aircraft years in advance. Often, older aircraft being phased out of a particular airline's fleet are stored or scrapped upon reaching their next D Check, due to the high costs involved in it in comparison to the aircraft's value. Many Maintenance, Repair and Overhaul (MRO) shops state that it is virtually impossible to perform a D Check profitably at a shop located within the United States. As such, only few of these shops offer D checks.[citation needed]

[edit] Maintenance Review Board

Initial aircraft maintenance requirements are proposed in a Maintenance Review Board (MRB)[3] report based on Air Transport Association (ATA) publication MSG-3.

Modern transport category airplanes with MSG-3 derived maintenance programs employ usage parameters for each maintenance requirement such as flight hours, calendar time, or flight cycles. Maintenance intervals based on usage parameters allow more flexibility in scheduling the maintenance program to optimize aircraft utilization and minimize aircraft downtime.
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Old May 2nd, 2012, 04:08 AM   #3811
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Quote:
Originally Posted by capitan727 View Post
negativo halon esos son los tiempos de vida del fuselaje los chekeos ya ahora mismo el termino de chekeo D no existe se remplazo con el termino chekeo C+4 (cada 4 chekeo C equivale a un chekeo D).
te dejo esto para que veas como se mantienen los aviones

Aircraft maintenance checks


From Wikipedia, the free encyclopedia

(Redirected from A Check)

Jump to: navigation, search


Aircraft maintenance checks are periodic inspections that have to be done on all commercial/civil aircraft after a certain amount of time or usage - the military aircraft normally follow specific maintenance programmes which may be or not similar to the commercial/civil operators. Airlines and other commercial operators of large or turbine-powered aircraft follow a continuous inspection program approved by the Federal Aviation Administration (FAA) in the United States[1], or by other airworthiness authorities such as Transport Canada or the European Aviation Safety Agency (EASA). Under FAA oversight, each operator prepares a Continuous Airworthiness Maintenance Program (CAMP) under its Operations Specifications or "OpSpecs".[2] The CAMP includes both routine and detailed inspections. Airlines and airworthiness authorities casually refer to the detailed inspections as "checks", commonly one of the following: A check, B check, C check, or D check. A and B checks are lighter checks, while C and D are considered heavier checks.





Contents
[hide] 1 A Check
2 B Check
3 C Check
4 D Check
5 Maintenance Review Board
6 References
7 External links


[edit] A Check

This is performed approximately every 500 - 800 flight hours. It is usually done overnight at an airport gate. The actual occurrence of this check varies by aircraft type, the cycle count (takeoff and landing is considered an aircraft "cycle"), or the number of hours flown since the last check. The occurrence can be delayed by the airline if certain predetermined conditions are met.

[edit] B Check

This is performed approximately every 3-6 months. It is usually done in 1-3 days at an airport hangar. A similar occurrence schedule applies to the B check as to the A check. B checks may be incorporated into successive A checks, ie: A-1 through A-10 complete all the B check items.

[edit] C Check

This is performed approximately every 15–21 months or a specific amount of actual Flight Hours (FH) as defined by the manufacturer. This maintenance check is more extensive than a B Check, as pretty much the whole aircraft is inspected. This check puts the aircraft out of service and until it is completed, the aircraft must not leave the maintenance site. It also requires more space than A and B Checks - usually a hangar at a maintenance base. The time needed to complete such a check is generally 1-2 weeks. The schedule of occurrence has many factors and components as has been described, and thus varies by aircraft category and type.

[edit] D Check

This is - by far - the most comprehensive and demanding check for an airplane. It is also known as a Heavy Maintenance Visit (HMV). This check occurs approximately every 5–6 years. It is a check that, more or less, takes the entire airplane apart for inspection and overhaul. Also if required the paint can be removed for further inspection on the fuselage metal skin. Such a check can generally take from 3 weeks to 2 months, depending on the aircraft and number of technicians involved (it is not uncommon to have as many as 100 technicians working on a Boeing 747 at the same time). It also requires the most space of all maintenance checks, and as such must be performed at a suitable maintenance base.

Because of the nature and the cost of such a check, most airlines - especially those with a large fleet - have to plan D Checks for their aircraft years in advance. Often, older aircraft being phased out of a particular airline's fleet are stored or scrapped upon reaching their next D Check, due to the high costs involved in it in comparison to the aircraft's value. Many Maintenance, Repair and Overhaul (MRO) shops state that it is virtually impossible to perform a D Check profitably at a shop located within the United States. As such, only few of these shops offer D checks.[citation needed]

[edit] Maintenance Review Board

Initial aircraft maintenance requirements are proposed in a Maintenance Review Board (MRB)[3] report based on Air Transport Association (ATA) publication MSG-3.

Modern transport category airplanes with MSG-3 derived maintenance programs employ usage parameters for each maintenance requirement such as flight hours, calendar time, or flight cycles. Maintenance intervals based on usage parameters allow more flexibility in scheduling the maintenance program to optimize aircraft utilization and minimize aircraft downtime.
capitan estoy perdido... tu dice negativo pero lo que yo dije tu lo estas afirmando abajo........yo se que estan los chequeo A,B,C y D .....es mejor comprar un avion nuevo antes de hacer el D check..........

o tu te refieres a los cycle entre boeing y airbus....
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Old May 2nd, 2012, 04:17 AM   #3812
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lo que pasa halon como compañia puedo hacer todos los chequeos d que yo quiera pero llega un momento que ese chequeo vale mas que lo que la compañia le puede sacar economicamente al avion, mira los A300 de american por lo menos le habrian hecho dos 2 antes de tomar la decicion de sacarlo
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Old May 2nd, 2012, 04:19 AM   #3813
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Quote:
Originally Posted by halon View Post
capitan estoy perdido... tu dice negativo pero lo que yo dije tu lo estas afirmando abajo........yo se que estan los chequeo A,B,C y D .....es mejor comprar un avion nuevo antes de hacer el D check..........

o tu te refieres a los cycle entre boeing y airbus....
si antes de los D tienes los C pero lo que puse es para que vean que es una combinacion de ciclos, horas de vuelos y otros factores afectan el chequeo
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Old May 2nd, 2012, 04:22 AM   #3814
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Quote:
Originally Posted by capitan727 View Post
si antes de los D tienes los C pero lo que puse es para que vean que es una combinacion de ciclos, horas de vuelos y otros factores afectan el chequeo
aqui en AE tambien se le hace otro chequeo a los ATR ....que son los PS1 y PS2....el PS1 es cosmetico y el PS2 es a los aviones que son Partially overwater y los que son Full overwater.

Alos ATR no se le va hacer los D check.....se van para carga.
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Old May 2nd, 2012, 04:29 AM   #3815
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como dice el escrito que es lo que mande el fabricante del avion y el dueño
por eso que los cambios de flotas lo hace mas el factor economico.
IT'S ABOUT THE MONEY!!!!!
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Old May 15th, 2012, 07:42 AM   #3816
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SDQ - 14 de mayo 2012 - PAWA

Lo que queda....





















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Old May 15th, 2012, 04:30 PM   #3817
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que verdadera pena, ver ambos DC9 juntos en tierra..
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Old May 15th, 2012, 04:53 PM   #3818
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Que malo por PAWAD....Donde esta el MD?

PD: Ese jet venezolano no fue uno que tuvo un percance hace un tiempo?
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Old May 15th, 2012, 04:55 PM   #3819
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Quote:
Originally Posted by Chipo View Post
Que malo por PAWAD....Donde esta el MD?

PD: Ese jet venezolano no fue uno que tuvo un percance hace un tiempo?
El MD esta en la rampa de carga.

Sobre lo del Jet, no sabia nada de eso.
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Old May 15th, 2012, 04:56 PM   #3820
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correcto Chipo, ese jet es del ex duenio de PWD, Simeon Garcia.

sobre el MD, pues sigue cojiendo sol en la rampa cargo.

Declaraciones del Presidente de la ANP aseguran que PWD volvera a volar pronto, pero algo nuevo , ATR42, y pues retomaran el MD-82, antes pues tendrian que saniar las deudas.

Ruta ;Aguadilla

Last edited by Danfer21; May 15th, 2012 at 05:14 PM.
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