ASAP Aerospace Aviation 360 Blog

Safety is the highest concern in the aviation industry, with every rule, law, and procedure motivated by the desire to increase protections for the passengers and crew of every flight. Given the inherent risks of flight, adherence to these standards must be unrelenting and absolute. 

Historically, the process for improving safety has been reactionary. Authorities have had to wait for accidents, investigate them to determine the cause, and then make changes to avoid it from happening again in the future. This can solve one or two problems at a time, but it often fails to address less obvious contributing factors, and it is of little consolation to those that have lost loved ones. Thankfully, new flight safety equipment that take a more preventative approach are becoming more commonplace. 

Safety management systems (SMS) are a core concept in the aviation industry, recognized by both the FAA and ICAO. This structured approach to managing and improving safety has been put in place at airports classified as: 

• A small, medium, or large hub airport in the National Plan of Integrated Airport Systems.
• Identified by the U.S. Customs and Border Protection as a port of entry, designated international airport, landing rights airport, or user fee airport.
• Identified as having more than 100,000 total annual operations.

Safety management systems are divided into four components:

• Safety policy: establishing senior management’s commitment to improving safety standards, and defining the methods, processes, and organizational structures needed to meet safety goals.
• Safety risk management: Determines the need for and adequacy of new or revise risk controls based on assessment of acceptable risk.
• Safety assurance: evaluates the continued effectiveness of implemented risk control strategies, and supports the identification of new hazards.
• Safety promotion: includes training, communication, and other actions to create a positive safety culture within the airport’s workforce.

There are numerous safety tools and equipment used to manage and improve safety in the aviation industry, such as training videos, risk management methodologies, document management software, learning systems, training article libraries, and survey tools. Operators and employees need to be trained in using the right tools for the right jobs. 

Modern aircraft are made of numerous metal components, and those components obviously need to be held together. The body panels must be attached to the skeleton, the wings to the fuselage connector, and so on. There are several different methods for holding metal parts together, such as riveting, bolting, brazing, and welding. The purpose of all of these processes is to produce a union that is as strong as the parts that are joined.

Aluminum and its alloys, the primary materials for aircraft construction, are difficult to solder. To make a good union and a strong joint, aluminum components can either be welded, bolted, or riveted together. Riveting fulfills the requirements of strength and neatness and is far easier to do than welding. Therefore, riveting is the most common method for fastening aluminum alloys in aircraft construction and repair.

A rivet is a mechanical fastener used to hold two or more metal sheets, plates, or pieces of metal together. A head is formed on one end when the rivet is manufactured, while the rest of the rivet is known as the shank. During the riveting process, the shank of the rivet is placed through matched holes in two pieces of material, and the tip is then upset to form a second head to clamp the two pieces securely together. This typically takes the form of a pneumatically driven rivet gun hammering one end while a tool called a bucking bar holds the other end in place. The end result is a second head called a shop head.

The shop head functions just like how a nut does for a bolt and holds the pieces of metal together between it and the manufacturer’s head. Rivets are generally used to hold rib sections in place, join spar sections, secure fittings to parts of the aircraft among other usages. There are two main kinds of rivets used in an aircraft- solid shank type, which needs to be operated by using a bucking bar and another is special blind rivets, which are used where it is impossible to use a bucking bar.

Solid shank rivets are identified by the material they are made from; their head type, size of shank, and temper condition. They are almost always made from aluminum alloy, strengthened and tempered to different specifications dependent on their usage, but alternative metals like copper can be used as well. However, it is important to not mix metals in riveting, such as using a copper rivet on aluminum structure. This is because all metals possess a small electrical potential, and when dissimilar metals are in contact with each other in the presence of moisture, a small electrical current flows between them. This creates chemical byproducts and causes the metals to deteriorate.

At Aerospace Aviation 360, owned and operated by ASAP Semiconductor, we can help you find all the rivets 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.

Fiber optic cables are fundamentally similar to electrical cables but transmit light rather than electricity. Between their unique construction and methods of transmitting information, they have numerous advantages over conventional copper cable. First, optic fiber cables have much greater bandwidth than copper cables. Copper was originally designed for voice transmission, and thus has a limited bandwidth. Fiber optic cables, on the other hand, were created with modern information technology in mind, and can carry more data than copper cables for the same diameter of cable. Within optic fiber cable families, single-mode fiber delivers twice the throughput of multimode fiber.

Fiber optic cables can carry signals much farther than the 328-foot limitation of copper cables. Som Gbps single-mode fiber cables can carry signals almost 25 miles, but the effective distances depend on types of cable, wavelength, and the network. Reliability is also a massive advantage for optic fiber cables. Fiber is immune to temperature changes, severe weather, and moisture, all of which hamper the connectivity of copper cable. Because fiber transmits light and not electric current, it is not affected by electromagnetic interference that can interrupt data transmission.

Fiber optic cables are also much faster than copper. Fiber optic signals travel at speeds only 31% slower than the speed of light itself, far faster than Cat5 or Cat6 copper cables, and suffer from less signal degradation compared to copper cables. Size is also an advantage in favor of fiber optic cables. Compared to copper cables, fiber optic cables are thinner and lighter in weight, can withstand more pull pressure than copper, and is less prone to damage and breakage.

Lastly, fiber optic cable is more future-ready than copper cables. Media converters make it possible to incorporate fiber into existing networks, with converters extending UTP Ethernet connectors over fiber optic cables. Modular patch panel solutions can integrate equipment with 10 Gb, 40 Gb, and 100/120 Gb speeds to meet current needs, as well as be ready for future needs. Fiber optic cables also have a lower total cost of ownership compared to copper cables. Fiber optic cables often have a higher initial cost, but their durability and reliability mean they cost less to maintain and replace over their lifetime of usage. As fiber optic cables become more popular and manufacturing techniques improve, prices are likely to drop as well.

Bearings are, by definition, parts of a machine that bear friction between a rotating part and its housing. Ball bearings are the most common type of bearing, and as their name implies, use bearings to maintain the separation between the inner races. Ball bearings are most often used between cantilever and rotary shafts to transfer axial or radial load and need to be retained in all three directions (radial, axial, and circumferential) in relation to their housings and shafts. In this blog, we’ll use some examples of bearings in machinery, and their retaining methods to explain how they work.

In an idler pulley, which regulates the idler in an automobile engine, the pulley is mounted with a cantilever pin, while a bearing retaining collar is used to fix the idler pulley bearing. A washer between the bearing and the collar provides access to the collar’s tightening screw. The washer’s outer diameter needs to match the outer diameter of the bearing’s access ring.

Multiple retaining methods can be used in conjunction with one another. Bearings mounted on two t-shaped bearing holders have three retaining methods placed upon them. First, a metal washer is used on the tightening side of the cantilever pin, holding it against the inner ring of a radial bearing. Secondly, a bearing spacer is placed between the link arm and a bearing to support the link’s rotation motion. Finally, a bearing on the opposite end is fixed to the cantilever pin shaft by its inner ring with a bearing end cap.

Rotating shafts are retained by bearing holder sets and bearing nuts by anti-loosening set screws or bearing lock nuts. Loosening the bearing nut is prevented by using a set screw and a set piece made of copper. The copper set piece is first inserted into a screw hole, and the screw is tightened to crush the soft copper alloy on the soft thread to prevent the bearing nut from loosening. Bearing holding pins, also called bearing shaft screws, can also be used. A bearing pin holds against the inner ring’s outer diameter from the end side, and a collar from the inside is pressed against the inner ring’s outer diameter to fix the bearing to the shaft.

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.

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.

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.

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.

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

Aerospace, aircraft, and aeronautics are industries that are inherently innovative, pioneering new technologies and streamlining production constantly. On that note, there are still many ways these industries can optimize but probably have yet to think of. Valley Box Co. from San Diego, CA compiled a list of a few such ways.

But also cause a lot of physical strain on the worker. Instead of using various aircraft tooling equipment to position landing gear by hand, using one ergonomic tooling positioner with built-in assistance would take the strain off workers. By fitting the equipment to the task and the user, industries can lower accident rates and workers compensation rates. Implementing multi-tool systems could also help, as combining two or more functions into one tool makes it easier to streamline work.

Another area that frequently hinders aerospace industry manufacturers is the clutter. Aircraft and general electric tooling parts and equipment can be numerous; when they clutter the floors and other work areas, they can cause workers undue strain and affect productivity. But using things such as in-house build stands and stackable sub-assembly tooling fixtures to declutter and utilize vertical airspace can ameliorate these issues.

Industries like aerospace face unique challenges as they try to pioneer new technologies and streamline pre-existing ones. However, if they do not do simple things such tailor their tooling equipment to the task and proactively try to maintain workspaces, then they cannot streamline production or protect their bottom dollar.

Aerospace Aviation 360, owned and operated by ASAP Semiconductor, should always be your first and only stop for all your hard to find aerospace parts. Aerospace Aviation 360 is your premier online distributor of whether new, old or hard to find, they can help you locate aircraft tooling parts and general electric tooling parts. Aerospace Aviation 360 has a wide selection of parts to choose from and is fully equipped with a friendly staff, so you can always find what you’re looking for, at all hours of the day.  If you’re interested in obtaining a quote, contact us at sales@aerospace-aviation360.com or call us at +1-412-212-0606.