When do "new" aircraft become "old" aircraft?
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When do "new" aircraft become "old" aircraft?
Back when the B717s were introduced by Impulse (2001?), the Regulator agreed that these were "new" aircraft and as such didn't need LAME ramp inspections during a normal transit. We all know where that lead.
Ok, we are here now so when do those "new" aircraft become "old aircraft"? Old enough to need ramp inspections by LAMEs, given that at least one A320 on the register was built in 1993 and the newest that a B717 could be is 9 years old?
Wunwing
Ok, we are here now so when do those "new" aircraft become "old aircraft"? Old enough to need ramp inspections by LAMEs, given that at least one A320 on the register was built in 1993 and the newest that a B717 could be is 9 years old?
Wunwing
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Personally, I'd say just like a car, the moment it leaves the showroom.
Question strikes as a can of worms being warmed by an existing or impending regulatory blunder
Question strikes as a can of worms being warmed by an existing or impending regulatory blunder
I think you may be confusing old and new with age instead of maintenance design. Boeing trumpeted the B737NG as requiring less maintenance than the B737CL that it replaced.
LAME inspection during turns was outside the MM in most cases and in Aus and NZ LAME turn checks were the norm. In NZ LAME's were removed from the domestic line early 2000's.
I am not saying it is a good or bad move, but was the customer prepaired to pay a premium to have a LAME look over an aircraft every time it landed? The rise of the LCC answers that one.
LAME inspection during turns was outside the MM in most cases and in Aus and NZ LAME turn checks were the norm. In NZ LAME's were removed from the domestic line early 2000's.
I am not saying it is a good or bad move, but was the customer prepaired to pay a premium to have a LAME look over an aircraft every time it landed? The rise of the LCC answers that one.
