The Scheduled Inspection Intervals Selected For The G200 Aircraft Are As Follows (See Figure 1)
The Scheduled Inspection Intervals Selected For The G200 Aircraft Are As Follows (See Figure 1)
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Program escalation is not allowed, the next due interval shall be at the scheduled time or
date as calculated from the due time of the last completed inspection, not from the point of
inspection completion.
Example: For A Checks that are accomplished between 450 to 550 hours,
the next A Check interval is at 1000 hours. Next compliance can occur
between 950 and 1050 hours.
-1 MONTH +1 -1 MONTH +1
MONTH DUE MONTH MONTH DUE MONTH
11 12 13 23 24 25
MONTH MONTH MONTH MONTH MONTH MONTH
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Flight hours and flight cycles are tracked from first flight. C Checks and calendar items (monthly
checks) are clocked from Entry Into Service (EIS) after completion of initial outfitting installation,
unless EIS exceeds 9 months from Certificate of Airworthiness. If EIS exceeds 9 months from
Certificate of Airworthiness, then C Checks and calendar items (monthly checks) are clocked from
the aircraft Certificate of Airworthiness date.
NOTE: Inspection intervals are defined as follows: A Check = 500 flight hours, C Check = 12
months. For multiple A and C tasks, use multiples of basic check intervals (i.e., 2A = 1000
flight hours, 3C = 36 months).
Inspection interval guidelines are as follows:
• Allowable windows do not apply to Airworthiness Limitations, Department of Transportation
(DOT), FAA or EASA regulations (i.e., air data systems and air traffic control transponder
checks shall be tested at the interval specified by applicable FARs or National Aviation
Authority requirements).
• Accomplishment of tasks beyond the established A or C Checks, including windows, are not
intended to be cumulative. The next due interval shall be at the scheduled time or date as
calculated from the due time of the last completed inspection, not from the point of inspection
completion.
When any inspection is accomplished early, prior to the beginning of the inspection
window (i.e., greater than the +/- 50 flight hours or +/- 1 month window), calculate the
next scheduled due time from the point of early inspection completion.
• For inspections with a reduced recurring interval (i.e., 10,000 initial / 2,000 recurring) the next
due inspection is dependent upon the initial inspection accomplishment. See Figure 2.
• Unless otherwise specified, allowable windows do not apply to intervals less than 500 hours
or 12 months.
• Unless otherwise specified, calendar month window is allowed for monthly checks. See
Figure 1. C Checks or monthly inspections may be accomplished on any day of the month in
which they are due.
• Unless otherwise specified, the 50 hour window is allowed for any hourly checks 500 hours or
greater. See Figure 1.
• An operator may desire to perform A or C interval tasks on a continuous or manufacturer
recommended maintenance program system (i.e., A or C interval tasks would be phased into
a number of individual packages). This is acceptable, provided the maximum interval between
successive tasks does not exceed that listed in this report. The individual tasks or phases
should not be so numerous as to preclude a substantive evaluation of the condition of the
entire aircraft.
• In-service utilization is expected to range from a low of 250 aircraft flight hours to a high of
1750 aircraft flight hours annually on individual aircraft. Consideration for operators whose
annual utilization places them in a low utilization category (less than 250 flight hours) has
been made outside of the MRB process and as a result calendar limits have been added to
certain maintenance tasks. These affected maintenance tasks have been incorporated into
AMM Chapter 5 as Manufacturer Recommended Inspection Program (MRIP) tasks.
Reference Manufacturers Recommended Inspection Program (MRIP) Tasks, 05-00-01, Time
Limits / Maintenance Checks (Post SB 200-05-280) for additional information.
Scheduled Maintenance Section - Subsections
• Recommended Scheduled Maintenance Tables
• Maintenance Review Board (MRB) Report
The recommended scheduled maintenance tables are provided for maintenance planning
purposes. It provides cross-references between the task description, the applicable Chapter /
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Section in the AMM, the Computerized Maintenance Program (CMP), the MRB Report and the
maintenance interval. The following tables contain all of the scheduled maintenance requirements
contained within the MRB Report plus Gulfstream recommended inspections. The general
maintenance program rules for the aircraft are all contained within the MRB report and are
applicable to the recommended scheduled maintenance table.
There are check and interval initial / repeat tables which have corresponding or equivalent
frequencies. Consult all scheduled maintenance tables for maintenance planning purposes.
Newly issued requirements and changes to existing requirements become effective as defined by
the new / changed information following the publication date of revision. Action is to be
accomplished at the earliest convenient time when maintenance is being accomplished in the same
area or no later than the next interval following the publication date of the revision unless otherwise
noted.
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12,000
0
3000 10,000 14,000
For initial compliance early at 3000 hours having 7000 hours remaining until the original
threshold interval, the next requirement is at the original 10,000 hours then recurring at
2000 hours.
12,500
0
8500 10,500 14,500
For initial compliance early at 8500 hours having less than 2000 hours remaining until the original
due time, the next requirement is at 10,500 hours and all subsequent requirements are
recurring at 2000 hours.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) interval.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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(1) If the following conditions are met in two consecutive measurements, the interval may be increased to 96 months, or remain at 96
months (if previous interval was 96 months):
• The pilot system and copilot system ∆Cp are within the permissible range for the respective system in order to meet RVSM
geometry requirements.
• The change ∆Cp value between consecutive measurements is less than ±0.0034 for the pilot system and ±0.0027 for the copilot
system, where the period between the two consecutive measurements is 12 months or more.
• The aircraft has accumulated at least 600 flight hours at the time of latest measurements.
(2) In case any of the conditions under Footnote (1) are not met, the interval must be decreased to 24 months, or remain 24 months (if
previous interval was 24 months.
(3) Following a significant structural repair in the RVSM critical static port region, the aircraft will have to accumulate 600 flight hours before
it can qualify for the 96 month inspection interval per Footnote (1).
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(1) The next due accomplishment shall be calculated from the APU hours of last accomplishment or since new. For aircraft past the APU
hour intervals at date of revision 19, accomplish at next 1A check.
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(1) The next due accomplishment shall be calculated from the APU hours of last accomplishment or since new. For aircraft past the APU
hour intervals at date of revision 19, accomplish at next 1A check.
(2) Escalations are not permitted which would exceed the Candidate CMR (CCMR) requirement.
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Table 26: Inspection and Restoration Schedule for ABS Main and Nose Wheels
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