Professional Documents
Culture Documents
de cuatro caracteres alfanumricos que sirve para identificarlos alrededor del mundo. Dichos
cdigos son definidos por la Organizacin de Aviacin Civil Internacional y son usados para el
control del trfico areo y operaciones de aerolneas tales como la planificacin de vuelos. A
diferencia de los cdigos IATA que son del conocimiento pblico y general y son usados para
pizarras de aerolneas, reservas y equipajes, los cdigos OACI son usados adems para
identificar otras localizaciones como estaciones meteorolgicas o Centros de Control de rea.
Una lista de los aeropuertos, ordenados por cdigo OACI, estn disponibles a
continuacin.
Prefijos[editar]
Pas
Islas Salomn
AN
Nauru
AY
Groenlandia
BI
Islandia
BK
Kosovo
C - Canad
C
Canad
D - frica Occidental
DA
Argelia
DB
Benn
DF
Burkina Faso
DG
Ghana
DI
Costa de Marfil
DN
Nigeria
DR
Nger
DT
Tnez
DX
Togo
E - Norte de Europa
EB
Blgica
ED
Alemania
EE
Estonia
EF
Finlandia
EG
Reino Unido
EH
Pases Bajos
EI
Repblica de Irlanda
EK
Dinamarca
EL
Luxemburgo
EN
Noruega
EP
Polonia
ES
Suecia
ET
Alemania (militar)
EV
Letonia
EY
Lituania
F - Sur de frica
FA
Sudfrica
FB
Botsuana
FC
FD
Suazilandia
FE
Repblica Centroafricana
FG
Guinea Ecuatorial
FH
Isla Ascensin
FI
Mauricio
FJ
FK
Camern
FL
Zambia
FM
FN
Angola
FO
Gabn
FP
FQ
Mozambique
FS
Islas Seychelles
FT
Chad
FV
Zimbabue
FW
Malaui
FX
Lesoto
FY
Namibia
FZ
G - Nor-Occidente de frica
GA
Mal
GB
Gambia
GC
Islas Canarias
GE
Ceuta y Melilla
GF
Sierra Leona
GG
Guinea-Bissau
GL
Liberia
GM
Marruecos
GO
Senegal
GQ
Mauritania
GS
Shara Occidental
GU
Guinea
GV
Cabo Verde
H - Nor-Oriente de frica
HA
Etiopa
HB
Burundi
HC
Somalia
HD
HE
Egipto
HF
HH
Eritrea
HI
Repblica Dominicana
HK
Kenia
HL
Libia
HR
Ruanda
HS
Sudn
HT
Tanzania
HU
Uganda
Albania
LB
Bulgaria
LC
Chipre
LD
Croacia
LE
LF
LG
Grecia
LH
Hungra
LI
Italia
LJ
Eslovenia
LK
Repblica Checa
LL
Israel
LM
Malta
LN
Mnaco
LO
Austria
LP
LQ
Bosnia y Herzegovina
LR
Rumana
LS
Suiza
LT
Turqua
LU
Moldavia
LV
Franja de Gaza
LW
ARY Macedonia
LX
Gibraltar
LY
Serbia y Montenegro
LZ
Eslovaquia
MD
Repblica Dominicana
MG
Guatemala
MH
Honduras
MK
Jamaica
MM
Mxico
MN
Nicaragua
MP
Panam
MR
Costa Rica
MS
El Salvador
MT
Hait
MU
Cuba
MW
Islas Caimn
MY
Bahamas
MZ
Belice
N - Pacfico Sur
NC
Islas Cook
NF
Fiyi, Tonga
NG
NI
Niue
NL
Wallis y Futuna
NS
Samoa
NT
Polinesia Francesa
NV
Vanuatu
NW
Nueva Caledonia
NZ
Nueva Zelanda
Afghanistn
OB
Barin
OE
Arabia Saudita
OI
Irn
OJ
Jordania y Cisjordania
OK
Kuwait
OL
Lbano
OM
OO
Omn
OP
Pakistn
OR
Irak
OS
Siria
OT
Catar
OY
Yemen
Alaska solamente
PB
Islas Baker
PC
PF
PG
PH
Hawi solamente
PJ
Johnston Atoll
PK
Islas Marshall
PL
PM
Islas Midway
PO
PP
PT
PW
Isla Wake
Taiwn
RJ
RK
RO
RP
Filipinas
S - Sudamrica
SA
Argentina
SB
SC
Chile
SD
SE
Ecuador
SF
Islas Malvinas
SG
Paraguay
SK
Colombia
SL
Bolivia
SM
Surinam
SN
SO
Guayana Francesa
SP
Per
SS
SU
Uruguay
SV
Venezuela
SW
SY
Guyana
Antigua y Barbuda
TB
Barbados
TD
Dominica
TF
Guadalupe
TG
Granada
TI
TJ
Puerto Rico
TK
TL
Santa Luca
TN
TQ
Anguilla
TR
Montserrat
TT
Trinidad y Tobago
TU
TV
TX
Bermudas
UA
Kazajistn, Kirguistn
UB
Azerbaiyn
UG
Armenia, Georgia
UK
Ucrania
UM
Bielorrusia
UT
VC
Sri Lanka
VD
Camboya
VE
VG
Banglads
VH
Hong Kong
VI
VL
Laos
VM
Macao
VN
Nepal
VO
VQ
Butn
VR
Maldivas
VT
Tailandia
VV
Vietnam
VY
Birmania
WB
WI
WM
WP
Timor Oriental
WQ
WR
WS
Singapur
Y - Australia
Y
Australia
Z - Oriente de Asia (excepto Hong Kong, Japn, Macau, Corea del Sur y Taiwn)
Z
ZK
ZM
Mongolia
Vase tambin[editar]
http://es.wikipedia.org/wiki/C%C3%B3digo_de_aeropuertos_de_OACI
http://www.ehowenespanol.com/boletin-servicio-alerta-hechos_91882/
http://www.aerolegalservices.com/Articles/ServiceBulletins-Owner.shtml4
Servicio de boletin
If you own an aircraft, you no doubt have received a service bulletin from the manufacturer of
your aircraft or one of its components (e.g. the engine, avionics or accessories). Depending
upon the manufacturer, a service bulletin may also be called a mandatory service bulletin,
technical service bulletin, service letter or service instructions. Service bulletins are
automatically sent to the owner of an aircraft by the aircraft or component manufacturer.
However, aircraft owners should be aware that service bulletins are not automatically sent to
maintenance providers.
A service bulletin contains a recommendation from the manufacturer with which it believes the
aircraft owner should comply and that often reflects a safety of flight issue that the
manufacturer believes should be addressed within a certain time frame. It may result from an
improvement developed by the manufacturer. Or it may address a defect in its product or
published documentation.
The manufacturer responds to one of these situations by issuing a service bulletin that
recommends a certain type of inspection, replacing certain components, performing
maintenance in a specific manner or limiting operations under specified conditions. Sometimes,
compliance with a service bulletin may be triggered by the occurrence of a particular event (e.g.
the lapse of time or operation under certain types of conditions).
Although a service bulletin may be labeled or characterized by the manufacturer as
mandatory, it is important to know that compliance with a service bulletin is not specifically
required under the Federal Aviation Regulations (FARs) unless the service bulletin is
accompanied by or includes an Airworthiness Directive. Airworthiness directives affect safety of
flight and compliance is mandatory. However, a review of FAR Part 43, Appendix D, which
details the maintenance required in connection with an aircrafts annual or 100-hour inspection,
will confirm that an aircraft may be returned to service without complying with a manufacturers
service bulletin, except where an airworthiness directive is applicable.1
So, simply because the FARs do not specifically require an aircraft owner to comply with a
service bulletin does this mean an aircraft owner can ignore service bulletins? We know that an
aircraft owner will not invoke the wrath of the FAA if he or she does not comply with a service
bulletin (unless, of course, the service bulletin contains an AD). But does this mean that the
inaction will not come back to haunt him or her at some point in the future? Not necessarily.
We all want the aircraft we own and fly in to be safe. And we want other aircraft in the sky at the
same time as us to be safe as well. The manufacturer issues a service bulletin because it
believes compliance will make the aircraft or its components safer. (The manufacturer may also
be trying to limit its exposure to products liability, but that is a discussion for another day.)
However, for an aircraft owner, compliance with a service bulletin typically translates into higher
costs. Whether it is requiring replacement of a component or performance of a more elaborate
and detailed inspection, a service bulletins recommendation usually means that the aircraft
owner is paying more money in either parts or labor. As a result, some aircraft owners will defer
or reject compliance with a service bulletin to save money.
This is especially true if the aircraft owner believes that the aircraft is still safe without
compliance. After all, if a service bulletin does not contain an airworthiness directive, the FAA
apparently does not deem its recommendations to be necessary or mandatory. So why should
the aircraft owner? And why should the owner spend additional money for parts or maintenance
that may or may not actually make the aircraft safer?
The obvious answer is safety. But how will an aircraft owner know whether the service bulletin
really does address a safety of flight issue? Unless the aircraft owner is a maintenance
provider, he or she will only be able to make that determination by thoroughly discussing the
service bulletin and its requirements with a maintenance provider. If a service bulletin
addresses a safety of flight issue, compliance should be without question.
When safety of flight is not necessarily an issue, an aircraft owner may then want to perform a
cost benefit analysis to compare the cost of compliance (How much will the labor or parts
required by the service bulletin cost?) with the benefit obtained by complying with the service
bulletin (Will compliance enhance the safety or value of the aircraft or limit the aircraft owners
liability exposure to third-parties?). This analysis and the answers to these questions should
assist an aircraft owner in deciding whether he or she will comply with a particular service
bulletin.
At the end of the day, it is the aircraft owners responsibility to decide whether or not he or she
will comply with an applicable service bulletin. By talking with a knowledgeable maintenance
provider, an aircraft owner can understand not only the requirements of compliance, but also
the costs and benefits associated with compliance. Only then can an aircraft owner make an
informed decision as to what to do with a service bulletin.
1 Despite the absence of a specific requirement in the FARs stating that compliance with
service bulletins is mandatory, the FARs do generally require that an aircraft and its
components are maintained in accordance with the manufacturer's maintenance manual. Some
aircraft and component manufacturers have specified that their maintenance manuals include
all service bulletins, instructions etc. As a result, an ongoing debate exists as to whether the
manufacturers inclusion of service bulletins creates an obligation under the FARs to comply
with those service bulletins.
The information contained in this web-site is intended for the education and benefit of the Reigel
Law Firm, Ltd.'s clients and prospective clients. The information should not be relied upon as advice
to help you with your specific issue. Each case is unique and must be analyzed by an attorney
licensed to practice in your area with respect to the particular facts and applicable current law
before any advice can be given. Sending an e-mail to the Reigel Law Firm, Ltd. does not create an
attorney-client relationship. Advice will not be given by e-mail until an attorney-client relationship
has been established.
RVSM
Separacin vertical reducida mnima
La Separacin vertical reducida mnima (RVSM "Reduced Vertical Separation
Minimum") es un trmino usado en aviacin para denominar la separacin
vertical requerida entre dos aeronaves de 1000 pies (300 metros) entre niveles
de vuelo FL290 y FL410 (entre 29000 y 41000 pies). Esto permite un mayor uso
de un determinado espacio areo (espacio areo RVSM).
Introduccin[editar]
Hace tan solo unos aos, era impensable usar una separacin vertical entre
aeronaves de 1000 pies por encima de FL290. La poca fiabilidad de los
instrumentos de vuelo (avinica) no permita un vuelo seguro en esas alturas.
Gracias al avance de las tecnologas en los sistemas de computarizacin de
datos del aire (ADC "Air data computer") y en sistemas automticos de control,
pudo hacerse un paso enorme en la separacin de aeronaves. Este avance, fue
una muy poderosa herramienta para la gestin del trfico areo (ATM "Air
Traffic Management") ya que permita hasta duplicar la capacidad de una
regin determinada del espacio areo, sin comprometer la seguridad de las
aeronaves.
Especificaciones Mnimas de Navegacin[editar]
Para poder volar en un espacio areo RVSM, se requieren unos mnimos
indispensables a cumplir por aquella aeronave. Entre ellas destacan:
http://es.wikipedia.org/wiki/Separaci%C3%B3n_vertical_reducida_m
%C3%ADnima
http://www.aviacioncivil.gob.ec/