ASAP Aerospace Aviation 360 Blog

Some customers of ASAP have asked if lubricants are necessary for connector processing parts. While they are not always essential, some connector sets do require them because they demand a much higher insertion and withdrawal force. With an increased insertion/withdrawal force, there is more unlikelihood that the pieces can get unmated. With a lubricant, you can reduce the coefficient and friction that comes with trying to un-mate connector parts. Some other advantages of using lubricant are that you can use it to seal plating pores and reduce contact wear.

Additionally, if you are interested in acquiring or working with a board to board connector set, you first have to consider the design of the set. You have to consider the insertion and withdrawal forces of the mated connectors. This should beg the question, how much force is required to plug the two connectors together, as well as the question on how much force is required to unplug them.

There are, however, some disadvantages to applying lubricant on the connector parts. Lubrication contamination is a dangerous disadvantage, even worse when it's in the lead region. If the connector processing is contaminated, that could lead to issues with the set’s functionality and lead to processing defects. Dust retention is another major disadvantage but one to be expected. Lube dust can accumulate on your parts, leading to more contamination.

And finally, the most obvious disadvantage is that when dealing with lube, it can get messy real quick. But no matter which lubricant you need, be it aircraft connector or lubrication connector, you can definitely fulfill your lubricant needs at ASAP. Aircraft connectors have a heavier insertion and withdrawal force, so a quality lubricant for that is absolutely necessary.

Fuel contamination is a potentially detrimental problem. Not only can it force your aircraft to stay grounded for an extended period of time, it can also take a huge bite out of your wallet. Microorganisms called microbes are the most common culprit in cases of fuel contamination. They feed on the hydrocarbons present in aircraft fuel storage tanks and grow in the water that accumulates. If these microbes are not attended to quickly, they will multiply quickly and create operational problems such as blocked pipes, valves, filters, and other fuel systems. Here are 5 indications of fuel contamination to beware of.

1. Faulty Readings of Fuel Quantity Indication System

Degraded or inaccurate fuel quantity readings are a telltale sign of microbes infiltrating your bearing fuel tank. The reason microbes cause these inaccuracies is because of the way fuel gauge systems operate. Fuel gauges used capacitance to measure, and microorganisms’ capacitance differs greatly from that of fuel.

2. Engine Fuel Filter Bypass

If an engine fuel filter is accumulating microbiological material at a steady rate, it will inevitably become clogged. First indication of a filter bypass will typically come during takeoff and climbing, when the engine power and fuel flow are at their highest.

3. Discoloration of Fuel

Regular examination of your aircraft’s fuel oil pan is an important aspect of aircraft maintenance. If you notice that your fuel is an unusual cover, it is likely a sign that it is contaminated.

4. Stains Inside the Tank

If you find stains or dark spots inside your fuel tank, this usually means that the fuel is heavily contaminated. In these cases, a biocide must be used to eliminate the microbes. Be sure to only used approved biocides, as some may cause corrosion of the tank. Stains will most commonly appear on the fuel tank’s floor, walls, and tubes.

5. Corrosion

Perhaps the easiest sign to see, corrosion of the tank, pipelines, or engine can be a sign of significant contamination, requiring immediate attention before it becomes a serious problem and affects functionality.

While any of these five signs will alert you to contamination, it's important to avoid getting to that point in the first place. Take care of your fuel just like any other aircraft parts with regular checkups and maintenance.

Aircraft maintenance is of the utmost importance to ensure the safety of the aircraft being used. Thus, an integral part of aircraft maintenance are the tools and equipment used to help maintain and support the aircraft. Aircraft tooling and equipment include maintenance access stands and platforms, tow bars, jacks, lifting equipment and engine tooling. In this blog, we will learn about the functions of aircraft tooling and equipment, and why they are essential to aircraft maintenance.

Maintenance access stands and platforms are one of the aircraft tooling parts that are central to aircraft maintenance. These access stands and platforms provide aircraft maintenance workers the reliability and durability necessary to work on aircraft fastener parts. This includes those needed to work on engines, landing gear, wheel wells, and aircraft entry. Engine access stands are designed for under and over cowling requirements specific to different aircraft. They can be designed with an adjustable scissor lift base to meet the height required to access outboard engines. Landing gear access stands are designed for landing gear and nose gear applications. The aviation wheel well is designed to allow maintenance access to the wheel well and cargo of a plane. Aircraft entry stands are designed to allow entry access to passengers on an aircraft plane.

Tow bars and jacks are another component of aircraft tooling necessary for maintenance work on aircrafts. Tow bars are used to help reposition aircraft in and out of hangars, as well as moving them around the airport tarmac, flight line, or maintenance area.  Jacks are a vital part of ground support maintenance as they help prop up the airplane during maintenance repair. Two of the most common jacks are axle jacks and tripod stands. Axle jacks are used when maintenance procedures are performed on the nose and/or main landing gear of an aircraft. Tripod jacks are typically used for routine maintenance on both the nose and fuselage of an aircraft.

Lifting equipment and engine tooling are additional aircraft tooling necessary for the maintenance of aircrafts. Lifting equipment is designed to help raise airplane parts for inspection during servicing. Engine instruments tooling are designed specifically for engine repair, and can be designed based on user requirements. The aircraft tooling and equipment discussed in this blog are essential to aircraft maintenance because they contribute towards the safety of aircrafts used for both public and private means. Tool control affects safety, thus having the right aircraft tooling parts is necessary to ensure proper maintenance of aircrafts.

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.