Airliner life/cycles
Joined: Aug 2005
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From: SEA (or better PAE)
Hello.
The numbers are scattered for your question. It can go as low as 15,000 GAG cycles (GAG = Ground-Air-Ground) for a business jet through 25,000 for a regional jet, through 50,000 for a 757 type. So, as you can see it is all over.
It is highly dependent on typical flight profile (designed), a real flight profile and so many smaller things that these are just general numbers.
Of course, there is a lot of variance in these numbers depending on the application. The above number are for transport a/c not military.
As for the references I guess Google is the word.
Cheers
The numbers are scattered for your question. It can go as low as 15,000 GAG cycles (GAG = Ground-Air-Ground) for a business jet through 25,000 for a regional jet, through 50,000 for a 757 type. So, as you can see it is all over.
It is highly dependent on typical flight profile (designed), a real flight profile and so many smaller things that these are just general numbers.
Of course, there is a lot of variance in these numbers depending on the application. The above number are for transport a/c not military.
As for the references I guess Google is the word.
Cheers
Joined: Aug 2005
Posts: 216
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From: SEA (or better PAE)
SMOC, as GR says it is up to you and your bean counters how long you want to fly it (see B52).
As for 47 the DSO (design service objective) is 20,000 cycles. Now since you've mentioned it was a short hopper (ANA) this might change a few thing since a flight profile for that model was quite different then for the regular fleet.
Cheers
As for 47 the DSO (design service objective) is 20,000 cycles. Now since you've mentioned it was a short hopper (ANA) this might change a few thing since a flight profile for that model was quite different then for the regular fleet.
Cheers
Last edited by Grunf; 24th August 2006 at 20:16.
Joined: Sep 2002
Posts: 187
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From: Europe
cornwallis,
you´ll find the design service goals in the ALI (airworthiness limitation items) documentation of the airplane type, for instance in the MRBR (maintenance review board report).
A340 classics, depending on the weight variant, have a DSG of 80.000FH / 20.000FC (A340-600 100.000FH / 16.000FC), if I remember correctly. Airbus just started to extend the DSG of the classics, such as they have done on A300s.
regards,
j. v.
you´ll find the design service goals in the ALI (airworthiness limitation items) documentation of the airplane type, for instance in the MRBR (maintenance review board report).
A340 classics, depending on the weight variant, have a DSG of 80.000FH / 20.000FC (A340-600 100.000FH / 16.000FC), if I remember correctly. Airbus just started to extend the DSG of the classics, such as they have done on A300s.
regards,
j. v.
Joined: Jan 2006
Posts: 454
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From: Georgia, USA
The FAA on April 18, 2006 posted an NPRM in the Federal Register with a list of proposed Life Cycle for all airliners. You can find it by doing a Goggle search for "NPRM Airliner Life Cycles Federal Register April 18, 2006. The NPRM comment period was just extended for 90 days.
By the way a A-300 service goal is 48,000 cycles a 757 is 50,000 cycles and the 747 is 20,000 cycles. All these can be increased but it requires manfactures provide addition inspections and modifications that must be incorporated.
There is a web site that provides details on the work required to extend the A-300's life to 60,000 cycles it is:
www.galaxyscientific.com/agingaircraft/pdfs/5b/5b3d.pdf[/url]
By the way a A-300 service goal is 48,000 cycles a 757 is 50,000 cycles and the 747 is 20,000 cycles. All these can be increased but it requires manfactures provide addition inspections and modifications that must be incorporated.
There is a web site that provides details on the work required to extend the A-300's life to 60,000 cycles it is:
www.galaxyscientific.com/agingaircraft/pdfs/5b/5b3d.pdf[/url]
Joined: Aug 2005
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From: SEA (or better PAE)
If my memory serves me well L1011 was a hopper, quite a short one.
Its flight profile was for short hops, about 3 hrs, average, I think with a very high cycle rate (maybe even > 100,000).
Cheers
Its flight profile was for short hops, about 3 hrs, average, I think with a very high cycle rate (maybe even > 100,000).
Cheers
Joined: Aug 2005
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From: fairly close to the colonial capitol
Airbus, Boeing and McD DSO/LCF Figures
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 - many of which are still lumbering safely about today.
Anyone care to post actual Tri-Star figures ? My memory agrees with you all that the Tri-Star was indeed a high cycle machine as can be the A300 series with proper maintenance and care.
Cheers !
Edited for mystery spelling error
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 - many of which are still lumbering safely about today.
Anyone care to post actual Tri-Star figures ? My memory agrees with you all that the Tri-Star was indeed a high cycle machine as can be the A300 series with proper maintenance and care.
Cheers !
Edited for mystery spelling error
Last edited by vapilot2004; 26th August 2006 at 06:22.
Joined: Jan 2006
Posts: 454
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From: Georgia, USA
L-1011 design life goal is 36.000 flights, one half of the 72,000 test cycles put on the fatigue test airframe. The highest cycle L-1011 had 37,709 cycles. The highest cycle L-1011 still registered has 30,758 cycles.
Joined: Jan 2006
Posts: 454
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From: Georgia, USA
Originally Posted by vapilot2004
Thanks Glhcarl !
Wasn't the BAC One Eleven also a very high cycle machine ?
Wasn't the BAC One Eleven also a very high cycle machine ?
Joined: Feb 2005
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From: flyover country USA
JL were operating the DC-10-40 on domestic routes - probably < 1 hr. avg. JL & NH both operate(d) 747SR's on similar routes. Very high cycle count, but at light weight and (in some cases) derated engines.
Joined: Apr 2003
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From: North of CDG
I remember reading recently that the ATR 42/72 may see its number of cycles increased from 75,000 to 105,000 if the manufacturer gets approval. That would mean ATRs being around for quite a while!
Cheers
Cheers
Joined: Jan 2006
Posts: 454
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From: Georgia, USA
The NPRM only applies to aircraft with a MTGW of 75,000 pounds or more. The ATR 42/72 don't make the grade.
