Engine failure is not uncommon in airplanes and is no stranger to piston engine aircraft. These engines use one or more reciprocating pistons to convert pressure into a rotational motion and operate on the same basic principles as automobile engines. Piston engine aircraft utilize dual ignition systems to improve redundancy and air cooling to reduce weight. Despite this, these aircraft are susceptible to mechanical failure including spark failure, fuel issues, and airflow deficiencies.
Mechanical failures can be attributed to overheating, corrosion, or a lack of lubrication. An oil pump failure usually results in a seized piston, rendering the engine inoperable. Cracked cylinders, broken valves, and failed oil pans are typically caused by a combination of corrosion and overheating. Poor engine management is also a common reason for engine malfunctions. A cracked or broken propeller can deteriorate an engine over time and ruin the mounts holding the engine in place. Be sure to do regular maintenance checks on your aircraft to avoid mechanical failures.
Another common challenge that can occur with piston engine aircraft failure is a lack of spark. There are multiple reasons a spark plug might fail. One is due to lead fouling that accrues around the plug, leading to the deposit of metallic lead within the spark plug housing. Although each cylinder has two plugs, routine inspection is necessary to ensure that you aren’t running the engine on one plug. Spark plug cables are also prone to failure, especially if the plane operates in hotter climates.
Fuel issues also contribute to mechanical malfunctions. Contaminants in fuel, specifically water, can disrupt a successful flight. Water is denser than fuel and will be drawn to the engine quicker. Water that is dissolved in the fuel can also cause it to freeze. A fuel pump also has the possibility of failure; however, most aircraft have an electrical backup to circumvent this issue.
Piston engines can also fail due to a lack of air. Ice can impede the airflow in an aircraft, specifically if the intake filters freeze. Ice can also accumulate on the carburetor, blocking airflow to the engine as ice accumulates in the carb venturi. This problem is solved by adding engine heat to the frozen areas.
At Aerospace Aviation 360, owned and operated by ASAP Semiconductor, we can help you find all the engine parts for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@aerospace-aviation360.com or call us at +1-412-212-0606.
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Aircraft data plates are Federal Aviation Administration (FAA) approved identifications for an aircraft. The plates are often metal and are etched with vital registration information about the aircraft. It includes the date of manufacture, model number, serial number, and registration number. All aircraft— from military grade to amateur built— are required by the FAA to display a data plate.
Title 14 CFR Part 45 lists the identification and registration marking requirements for an aircraft. The FAA states that the plates must be secured to the exterior of the aircraft. It must be legible to someone on the ground and not placed in a location where it will be defaced or removed during normal service. The plate must also be attached to the aircraft in a way that will prevent it from being lost or destroyed in case of an accident. It cannot be placed on removable surfaces, such as the door, it has to be located on the fuselage.
Metal photo photosensitive anodized aluminum is the best option for data plates because they resist corrosion caused by extreme environmental conditions. They are durable, lightweight, and resistant to extreme temperatures, sunlight, chemicals, etc. These plates have proven to be durable for more than 20 years.
The aircraft data plate is required to obtain a standard airworthiness certificate. If the plate is lost, stolen, or damaged the operator should seek a replacement from the original manufacturer. If, for some reason, obtaining it through them is impossible, the operator should contact their local Flight Safety Standards District Office or Manufacturing Inspection District Office and they will assist them in finding an approved replacement. Ordering them online is risky due to the inability to prove that they were produced by the manufacturer or an FAA approved alternative source.
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You’d be hard-pressed to find someone who likes abrupt stops. It’s relatively normal on a bike, worrisome in a car, and just plain old dangerous on a plane. But, surprisingly, airplanes didn’t always have brakes. In the early days of aviation, when the Wright Brothers had just stunned the world with their first sustained flight in a heavier-than-air contraption, there were no brake systems; slower speeds and skidding to a gradual stop were the norm. Fortunately, that’s the no longer the case due to the advancements in aviation made during WWI.
In general, aircraft brake systems have mechanical and/or hydraulic linkages connected to the rudder pedals, allowing the pilot to control the brakes. Pushing the right rudder pedal activates the right main wheel brake, while the left rudder pedal activates the left main wheel brake. The entire process converts kinetic energy of motion into heat energy via friction. Common aircraft brakes include the single disc, floating disc, and fixed disc brakes.
- Single disc brakes are typically used on smaller, lighter aircraft. They work via applying friction by pressing wearable brake pads to both sides of the disc from a non-rotating caliper bolted to the landing gear axle flange.
- Floating disc brakes have their brake discs keyed to the wheel but are free to move laterally in the key slots, hence the name “floating”. When the brakes are applied, pistons are forced to move out from the outboard cylinders and their pucks contact the disc. This causes the disc to slide in the key slots, causing the inboard stationary pucks to also contact the disc, resulting in a fairly even distribution of friction on each side.
- Fixed disc brakes work similarly to the floating disc, but instead of being allowed to “float”, the disc is bolted rigidly to the wheel and instead the brake caliper and linings are allowed to “float”.
- Other brakes include dual-disc, multiple disc, segmented rotor, carbon brakes, expander tube brakes, etc.
Most brakes, like the ones described above, use hydraulic power to operate, so they require brake actuating systems to deliver the required hydraulic fluid pressure to the brake assemblies. There are three basic brake actuating systems: an independent system separate from the aircraft’s main hydraulic system; a booster system that uses the aircraft’s main hydraulic system when necessary; and a power brake system that uses only the aircraft’s main hydraulic system. While they vary from model to model, they all operate based on the same principles.
Emergency and anti-skid brakes are another common concept that we can’t imagine living without today but didn’t exist until recently. These are used as added assurance that an aircraft comes to a stop when need be. These generally come with their own backup power supply and actuating system.
And of course, for even more added safety, aircraft brake systems and assemblies are subject to rather frequent and rigorous inspection, maintenance, and repair schedules. Because brake assemblies are typically composed of many different rotables, consumables, and expendables, each with different lifespans, everything needs to be checked properly and on-time.
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Have you ever looked at a flight map and wondered why the route isn’t a straight shot? Well, there’s a very good explanation for this. It’s actually faster for aircraft to fly the great circle route than a straight-line route because of the circumference of the earth. The circumference of the earth is much greater at the equator than it is near the poles which effects flight patterns and routes. Maps are only two dimensional, but actual travel is three-dimensional; this leaves for a lot of confusion from passengers who can only see the map in front of them. Arc travel is the shortest path between two locations on a sphere, which is why airlines prefer this trajectory. This type of travel saves airlines money because it uses less fuel and because it’s less time an airline employee needs to be paid. Airlines are also able to sell more tickets when flights are shorter because customers prefer to get to their destination faster.
Maintenance can also cause a huge delay in aircraft travel. If a plane requires maintenance in between scheduled flight, it is important to make sure the work is done in a timely manner to prevent delays. Other factors that impact aircraft travel and speed include, maintenance issues, weather conditions, and the amount of aircraft flying in the air at any given time. Meteorological conditions such as strong winds from hurricanes, storms, and tornados could lead to flight re-routes, resulting in longer flights and strange flight patterns. Typically, there are over five thousand commercial aircraft flying at one time. The volume of aircraft in-flight can impact the route of travel as well as the time of travel. Air traffic control has to coordinate each and every one of them to make sure they’re all flying safely. Travel time can be increased based on flight patterns and airport strip landing availability— not every plane can take off or land at the same time. To ensure aircraft maintenance is completed in a timely matter, Aerospace Aviation 360 should be your first and only stop for all your aircraft spare parts.
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In the realm of aerospace and aviation, maintenance and repairs are crucial. Replacing one part can involve many tools. And considering the fast-paced and demanding nature of aerospace and aviation, it might be a good idea to at least get a grasp of the basics. Hammers, screwdrivers, pliers, punches, wrenches, and impact drivers are just a few of the hand tools you can expect to use as a mechanic or technician.
Occasionally it becomes necessary to use a hammer or a mallet to form soft metals and strike surfaces that are otherwise easily damaged. However, instead of using a metal hammer, technicians and mechanics will often use a soft-faced hammer or a mallet made of hickory, rawhide, or rubber. When choosing a hammer mallet, make the handle is tight and that the face is smooth and free of dents, chips, or gouges.
Screwdrivers only have one purpose, loosening or tightening a screw or screw head bolt. In the aerospace and aviation industry, screw heads and sizes vary so much on a single aircraft that many different types of screwdrivers may be necessary. And since using the wrong shape or size screwdriver can cause irreparable damage to the screw and the surrounding area, it becomes very important to not use the wrong one. Because having many different screwdrivers just creates unnecessary clutter, technicians and mechanics have the option of using a replaceable tip or “10 in 1” screwdrivers, ones that allow for quick changing and easy replacement of the tip.
Wrenches are another important tool, used to turn rotary fasteners such as nuts and bolts. Like screwdrivers, there are many different wrenches for the many different kinds of nuts and bolts an aircraft might use. And like screwdrivers, using the wrong wrench on the wrong nut or bolt can be disastrous. Wrenches can be open-end, box-end, socket, adjustable, ratcheting, or special.
At Aerospace Aviation 360, owned and operated by ASAP Semiconductor, we know how important it is for our customers to be able to deal with their MROs and AOGs quickly and efficiently. So, as a premier supplier of aerospace and aviation parts, we made sure that we have everything our customers need, from engine parts and avionics to the tools they’ll use on them. For more information, visit us at www.aerospace-aviation360.com or call us at +1-414-212-0606
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