TuneRepair Your Aircrafts with Genuine Honeywell Aerospace Parts

Honeywell aerospace parts are the most reliable options when it comes to tuning/ replacement/repairing work in the aviation sector. They are rightly approved by the Federal Aviation Administration (FAA), an operating mode of the U.S. Department of Transportation. This means they are just suitable for installation into type certificated aircrafts. These parts have really stood up to the name of their parent brand the Honeywell Aerospace.Honeywell Aerospace is a reliable name in the international aviation arena. It has catered to various industries sectors that include those for integrated avionics, engines, systems and service solutions for aircraft manufacturers, airlines, business and general aviation, military, space and airport operations. The Honeywell aerospace parts are products from the original manufacturers and hence quality is guaranteed. Hence, you can rest assured that the parts would operate as intended in an aircraft environment. Honeywell aerospace parts fully adheres to the FAA regulations that state, "it is the responsibility of the person installing the parts on an aircraft to insure the parts meet appropriate airworthiness standards."These parts fulfill the norms laid down by FAA regarding parameters for a wide range of environmental conditions like heat, temperature, altitude, vibration, etc. These parts range from those for engines, to landing gear parts, environmental system components, and many avionics. These parts can be relied on as they are tested with real aircrafts.The process is a complicated. The first step is to confirm to meet the designed requirements set down by an FAA official. The next step involves installing and testing the parts in accordance with a FAA-approved test plan. If the test is accomplished successfully, then it gets an appropriate approval letter which says that, "the part is eligible for installation under PMA for the specific airplane type in which it was tested."All honeywell aerospace parts go through these stringent tests and have cleared FAA approval. This is to ensure ultimate safety of lives and property while in air. However, it is to be mentioned that an approved part is eligible for installation in any aircraft as long as the operating environment of the part in the aircraft is only within the desired criteria.Apart from getting the Honeywell aerospace parts from its original manufacturer, it is today also possible to get them from an authorized electronic component distributor. However, be very careful before buying from one; just make sure that they are fully experienced and are reliable.

Online Aerospace parts supplier for Aircraft Maintenance

Sourcing parts through Aerospace parts supplier can be easy if you know the specific brand for which you are looking out. There are several brands present in the market which can provide you high end output when it comes to airplane maintenance, the question here is would you like to purchase one through the internet? Technology is developing day by day and these brands are sourcing their sales though online websites. Every brand present in the industry has a website today which can be used for purchasing machinery. The intrusion of middle men has been eradicated and the common man enjoys profits. Middle costs are absent because the link has been removed, customers can buy products directly through the supplier and gain maximum benefits. Internet ensures you get the right product for the right cost. Since it is a direct purchase you can view the products as per your needs, inventory and catalogue options are present that can come handy. Pictorial representation of parts is done which can give you an easy access for buying the required part. Lycoming aircraft parts are one of the preferred brands in the list of aircraft machinery. This is one brand which is present from years in the market and has provided high end quality parts for aircrafts. You can trust this brand blindly when it comes to durability and stability as they are made from top notch quality materials. Maintenance of these parts is also less when compared to other brands, on an average most of the parts are covered under warranty. Before you select Lycoming aircraft parts you might have to search for specific part number which they manufacture. Every aircraft consists of different parts which are required for the main functioning. They have their catalogue ready which can give you the best support when it comes to online buying, you can refer this catalogue service when you have multiple purchases on standby. Most online Aerospace parts supplier also provides delivery and financing options. You need not waste time and money for arranging the transportation of purchased goods; even tracking options are provided which let you know the latest update about the dispatch. Several payment methods are also given where you save finances in the long run, this entirely reduces operation costs. Buying through a genuine Aerospace parts supplier will offer you assistance in the long run. A genuine supplier is anytime preferred than a fake one which can cause several problems regarding quality and durability in the long run. Lycoming Aviation Parts are manufactured according to high end quality parameters; you can blindly trust this brand without any problems.

Die Casting Aluminum and Its Significance in Aerospace Industry

Die Casting Aluminum and Its Significance in Aerospace Industry

Die Casting Aluminum products are of great use in various industry sectors and more so in the aerospace industry where precision and high quality products is of utmost importance. These products are used in building both small as well as the major components in the aviation industry. Further, Aluminum Casting parts are used both in the commercial as well as pivotal military sector (in fighter planes etc). The reason for this is simple - they are cost-effective solutions and offer great results.

Apart from being cost effective, the components made from die casting aluminum are additionally prepared to endure harsh weather conditions and increased damages. Another most important reason for using aluminum products in aircraft is that the metal is comparatively cheaper than other metals that are die casted. Moreover, aluminum has the potential to gel with other metals in order to offer durability and much flexible.

With aluminum casted products, you do not have to compromise on the quality yet can them at much cheaper production cost. In addition, all the standards that have been set for using of metal components, aluminum satisfy the need to the utmost. Hence, they are certified safe for use in planes, cost effective and have all the qualities that are required for flying crafts, so Casting Aluminum is on the rise like never before. In addition, the best thing about an aluminum die cast part is that its weight is favorable for the aircraft operations.

So, how exactly is Casting Aluminum done and what are the processes involved? Well, the answer is simple. Aluminum alloy is first forced into a high-grade steel tool at high speed and pressure in a high temperature. This results in superior quality products that are extremely light and thin walled ideal for use as aircraft components.

It is to be mentioned here that Aluminum Casting is a complex method. Only a really experienced and high skilled team of engineers can ensure that the components come with high volumes or with better tolerances and surface finish. In fact, this type of pressure casting is far more popular than gravity die casting or sand casting. This is because the need for machining in this method whether for aluminum or Zinc Casting is very low due to the close casting tolerances. Though the tooling costs in Casting Aluminum or rather any metal are considerably higher than the other two methods yet, the mechanical properties achieved thus are far better in terms of functionality.

Overview of Groundbreaking Light Aircraft Manufacturer Grob Aerospace

Overview of Groundbreaking Light Aircraft Manufacturer Grob Aerospace

With popular models of aircraft to their credit like the Grob G 103 Twin Astir sailplane and Grob G109B motor glider, Grob Aerospace is a popular German-based aircraft manufacturer with nearly four decades of aviation experience.

Grob doesn't turn out luxury private jets or huge jumbo liners like other companies, but they have been ahead of the game for a while. They first started using the strong and lightweight carbon fiber reinforced polymer way back in the 1970s, when other companies were still using inferior materials that added weight, drag and price to their aircraft.

The Grob line started back in 1926, when Ernst Grob first started producing internal combustion engines and other parts for the automobile industry. Ernst's son, Dr. Burkhart Grob, wanted to follow in his father's footsteps in terms of manufacturing. However, the world was going in a new direction. Air travel was becoming popular and the rush was on to personalize it.

Burkhart founded Grob Aerospace in 1971 and started to become involved in various forms of motorized gliders. Schempp-Hirth contracted Grob to build the Standard Cirrus, and with Burkhart's expertise as a glider pilot, the company successfully completed the construction and delivery of over 200 gliders from 1971 to 1975.

To that date, Grob had constructed inexpensive gliders for the competitive market. In 1974, they decided that it was far more lucrative to go with building for the club market. Their first big project in this new market was the successful G-102 Astir, soon followed by the G-103 two-seater. By 1978, Grob again wanted to expand its horizons.

In 1981, the first ever all-composite motor glider was certified, the G-109. They continued to produce similar models of aircraft in the years to come, including the G-115 in 1987 and even more risqué high-altitude models like the G-520, which established and broke multiple world records for its class.

By the 1990s, Grob Aerospace had a working formula and a large market to compete in. However, in 1996, Grob decided to get away from the glider world altogether. The company was attempting to set its sights solely on powered aircraft models. These would be more costly to build, but they would also bring in more money.

The design and testing phase for their powered line took nearly a decade. In 2005, the first flight of the Grob G-180 SPn took off, but before it could really be picked up as an effective aircraft, the second prototype crashed in Germany in 2006, killing the plane's pilot.

After the crash, it was increasingly difficult to find investors to back Grob in their production of light-jet aircraft. The company filed for insolvency in 2008, releasing most of its employees and failing to finish the Learjet 85 model they had been contracted to build.

H3 Aerospace purchased Grob Aerospace in 2009 and renamed the company Grob Aircraft. They hit the ground running and their small aircraft production immediately picked back up.

Vertical Take-Off Super Fighter: British Aerospace Sea Harrier and AV-8B Harrier II Plus

Vertical Take-Off Super Fighter: British Aerospace Sea Harrier and AV-8B Harrier II Plus

The Harrier is internationally recognised as the predominant vertical short take-off and landing military fighter aircraft in the world. The aircraft's ability to vertically take-off and land, as well as transition to high speed flight make it a potent and versatile weapon with unmatched capabilities in military aerospace. The latest British and American variants have been fitted with advanced radar giving them formidable beyond visual range functions.

Originally developed by British Aerospace (Hawker Siddeley) in the 1950's the first of many prototypes flew in the 1960's. At first the aircraft was not taken seriously but the British Sea Harrier FRS.Mk1 which is informally referred to as the Jump Jet proved to be a very effective and capable aircraft during the Falklands conflict in 1982. The Harrier design is commonly used from aircraft carriers.

Historically it was developed with the intention of having the British RAF deploy it close to the Soviet Union, where its VTOL capabilities would have made it able to operate from make shift facilities such as parking lots or forest clearings and where it would have been less vulnerable to attack. The American AV-8B Harrier showed both its effectiveness and shortcomings during the Gulf War in 1992 and inspired the greatly improved Harrier II plus. The Sea Harrier is a naval strike/air defense fighter. The AV-8B and BAE Harrier II are the US and British variants respectively of the second generation Harrier aircraft.

The Harrier operates from land and sea bases and can carry an array of weapons from conventional missiles and bombs to nuclear ordinance. With an endurance of over 3 hours and a maximum cruise speed of 1065 km/h the Harrier can be deployed very quickly and deliver a punishing array of weapons with precision, in forward flight or in a hover. The primary operators of the newest variants of the harrier are the US Marine Corps and the British Navy. India operates the British FRS.Mk1 version from two of their carriers and Italy and Spain operate the American AV-8B Harrier II plus version primarily in an air defence role.

With more than forty years in service the Harrier has proven itself on the battlefield and has paved the way for its successor to continue the impressive role of the vstol fighter. Known as the Joint Strike Fighter the F-35 lightening has been developed by a consortium of countries to fulfill a number of roles. At least one of the three variants has advanced vstol capabilities and incorporates stealth technology and advanced avionic and weapons systems. The Harrier has shown the world how effective and useful a vstol fighter aircraft can be for military operations and the F-35 lightening will continue its legacy well into the future.

Aircraft Rivets and Aerospace Fasteners

Aircraft Rivets and Aerospace Fasteners

Aircraft rivets

The two major types of rivets used in aircraft are the common solid shank rivets, which must be driven using an air-driven gun and bucking bar; and special (blind) rivets, which are installed with special installation tools. Solid shank rivets are used widely during assembly and repair work. They are identified by the material of which they are made, the head type, size of shank, and temper condition.

The material used for the majority of solid shank rivets is aluminum alloy. The strength and temper conditions of aluminum alloy rivets are identified by digits and letters similar to those used to identify sheet stock. The 1100, 2017-T, 2024-T, 2117-T, and 5056 rivets are the six grades usually available. AN-type aircraft solid rivets can be identified by code markings on the rivet heads. A rivet made of 1100 material is designated as an "A" rivet, and has no head marking. The 2017-T alloy rivet is designated as a "D" rivet and has a raised teat on the head. Two dashes on a head indicate a 2024-T alloy designated as a "DD" rivet. The 2117-T rivet is designated as an "AD" rivet, and has a dimple on the head.

A "B" designation is given to a rivet of 5056 material and is marked with a raised cross on the head. Each type of rivet is identified by a part number to allow the user to select the correct rivet. The numbers are in series and each series represents a particular type of head.

Countersunk head rivets are used where a smooth finish is desired. The 100-degree countersunk head has been adopted as the standard in the United States. The universal head rivet (AN470) has been adopted as the standard for protruding-head rivets, and may be used as a replacement for the roundhead, flathead, and brazier head rivet. These rivets can also be purchased in half sizes by designating a "0.5" after the main length.

Replace rivets with those of the same size and strength whenever possible. If the rivet hole becomes enlarged, deformed, or otherwise damaged; drill or ream the hole for the next larger size rivet. Rivets may not be replaced by a type having lower strength properties, unless the lower strength is adequately compensated by an increase in size or a greater number of rivets. It is acceptable to replace 2017 rivets of 3/16 inch diameter or less, and 2024 rivets of 5/32 inch diameter or less with 2117 rivets for general repairs, pro vided the replacement rivets are 1/32 inch greater in diameter than the rivets they replace.

Rivet edge distance is defined as the distance from the centre of the hole to the nearest edge of the sheet. Rivet spacing is the distance from the centre of the rivet hole to the centre of the adjacent hole. Unless structural deficiencies are suspected, the spacing and edge distance should duplicate those of the original aircraft structure. If structural deficiencies are suspected, the following may be used in determining minimum edge distance and rivet spacing. Special fasteners may require an FAA field approval.

Blind rivets are used under certain conditions when there is access to only one side of the structure. Typically, the locking characteristics of a blind rivet are not as good as a driven rivet. Therefore, blind rivets are usually not used when driven rivets can be installed.

The 2117 rivets may be driven in the condition received, but 2017 rivets above 3/16 inch in diameter and all 2024 rivets are to be kept packed in dry ice or refrigerated in the "quenched" condition until driven, or be re heat treated just prior to driving, as they would otherwise be too hard for satisfactory riveting.

Aerospace fasteners, special fasteners and blind fasteners.

When solid shank rivets are impractical to use, then special fasteners are used. Special fastening systems used for aircraft construction and repair are divided into two types, special and blind fasteners. Special fasteners are sometimes designed for a specific purpose in an aircraft structure. The name "special fasteners" refers to its job requirement and the tooling needed for installation. They are used in fluid-tight areas, on aircraft in air intake areas where rivet parts may be ingested by the engine, on aircraft control surfaces, hinges, hinge brack ets, flight control actuating systems, wing attachment fittings, landing gear fittings, on floats or amphibian hulls below the water level, or other heavily-stressed locations on the aircraft. For metal repairs to the airframe, the use of blind rivets must be specifically authorized by the airframe manufacturer or approved by a representative of the FAA.

Self plugging friction-lock cherry rivets. This patented rivet may be installed when there is access to only one side of the structure. The blind head is formed by pulling the tapered stem into the hollow shank. This swells the shank and clamps the skins tightly together. When the shank is fully upset, the stem pulls in two. The stem does not fracture flush with the head and must be trimmed and filed flush for the installation to be complete. Because of the friction-locking stem, these rivets are very sensitive to vibrations. Inspection is visual, with a loose rivet standing out in the standard "smoking rivet" pattern. Removal consists of punching out the friction locked stem and then treating it like any other rivet. Mechanical-lock rivets have a device on the puller or head which locks the centre stem into place when installed. Many friction-lock rivet centre stems fall out due to vibrations; this in turn, greatly reduces its shear strength. The mechanical-lock rivet was developed to prevent that problem. Various manufacturers make mechanical-lock fasteners such as: Bulbed Cherrylock, CherryMax, Olympic-Loks, and Huck-Loks.

Aerospace Aluminium Alloys in Aircraft Skins

Aerospace Aluminium Alloys in Aircraft Skins

High strength aluminium alloys.

The origin of aluminium alloys in aircraft construction started with the first practical all-metal aircraft in 1915 made by Junkers in Germany, of materials said to be `iron and steel'. Steel presented the advantages of a high modulus of elasticity, high proof stress and high tensile strength. Unfortunately these were accompanied by a high specific gravity, almost three times that of the aluminium alloys and about ten times that of plywood. Aircraft designers during the 1930s were therefore forced to use steel in its thinnest forms. To ensure stability against buckling of the thin plate, intricate shapes for spar sections were devised.

In 1909 Alfred Wilm, in Germany, accidentally discovered that an aluminium alloy containing 3.5 per cent copper, 0.5 per cent magnesium and silicon and iron, as unintended impurities, spontaneously hardened after quenching from about 480°C. The patent rights of this material were acquired by Durener Metallwerke who marketed the alloy under the name Duralumin. For half a century this alloy has been used in the wrought heat-treated, naturally aged condition. The improvements in these properties produced by artificial ageing at a raised temperature of, for example, 175°C, were not exploited in the aircraft industry until about 1934.

In addition to the development of duralumin (first used as a main structural material by Junkers in 1917) three other causes contributed to the replacement of steel by aluminium alloys. These were a better understanding of the process of heat treatment, the introduction of extrusions in a wide range of sections and the use of pure aluminium cladding to provide greater resistance to corrosion. By 1938, three groups of aluminium alloys dominated the field of aircraft construction and, in fact, they retain their importance to the present day. The groups are separated by virtue of their chemical composition, to which they owe their capacity for strengthening under heat treatment.

The first group is contained under the general name duralumin having a typical composition of: 4 per cent copper, 0.5 per cent magnesium, 0.5 per cent manganese, 0.3 per cent silicon, 0.2 per cent iron, with the remainder aluminium. The naturally aged version was covered by Air Ministry Specification DTD 18 issued in 1924, while artificially aged duralumin came under Specification DTD 111 in 1929. DTD 111 provided for slight reductions in 0.1 per cent proof stress and tensile strength.

The second group of aluminium alloys differs from duralumin chiefly by the introduction of 1 to 2 per cent of nickel, a high content of magnesium and possible variations in the amounts of copper, silicon and iron. `Y' alloy, the oldest member of the group, has a typical composition of. 4 per cent copper, 2 per cent nickel, 1.5 cent magnesium, the remainder being aluminium and was covered by Specification DTD 58A issued in 1927. Its most important property was its retention of strength at high temperatures, which meant that it was a particularly suitable material for aero engine pistons. Its use in airframe construction has been of a limited nature only. Research by Rolls-Royce and development by High Duty Alloys Ltd produced the `RR' series of alloys. Based on Y alloy, the RR alloys had some of the nickel replaced by iron and the copper reduced. One of the earliest of these alloys, RR56 had approximately half of the 2 per cent nickel replaced by iron, the copper content reduced from 4 to 2 per cent, and was used for forgings and extrusions in aero engines and airframes.

The third and latest group depends upon the inclusion of zinc and magnesium and their high strength. Covered by Specification DTD 363 issued in 1937, these alloys had a nominal composition: 2.5 per cent copper, 5 per cent zinc, 3 per cent magnesium and up to 1 per cent nickel. In modern versions of this alloy nickel has been eliminated and provision made for the addition of chromium and further amounts of manganese.

Aircraft structural aluminium.

Of the three basic structural materials, namely wood, steel and aluminium alloy, only wood is no longer of significance except in laminates for non-structural bulkheads, floorings and furnishings. Most modern aircraft still rely on modified forms of the high strength aerospace aluminium alloys which were introduced during the early part of the 20th century. Steels are used where high strength, high stiffness and wear resistance are required. Other materials, such as titanium and fibre-reinforced composites first used about 1950, are finding expanding uses in airframe construction.

Aerospace CAD - CAM Design

Aerospace CAD - CAM Design

The Aerospace, Aircraft and Airline industries face enormous challenges: mission critical products, limited physical prototyping, complex engineering, and widespread loss of engineering knowledge as experts retire, amongst others.

3d CAD/CAM design software has been a trusted partner to aerospace for the last 50 years. Benefits are clear when it comes to accurately and reliably simulating large, complex, dynamic systems that are mission critical, sharing the expertise of engineering staff.

In the sphere of aircraft interior models, aerospace CAD/CAM design simulates composites modelling, failure analysis and materials management. Applications are as diverse as prototype seat foams composite component models.

Growing demands and PQR (Price, Quality & Response time) objectives, mean OEMs have to augment capacity on design and engineering solutions on Aircraft cabin interior design and reconfiguration and conversions. Design engineering, tooling and production facilities are a valuable resource.

Error-free production and reduced 'time to market' to stay ahead of competitors calls for processes that deliver high-quality products within compressed development schedules at very low costs. CAD/CAM design has emerged as critical for manufacturers. Right from the stage of conceiving of the idea to designing the product with aesthetic appeal to developing the product level drawings and lastly to the validation/analysis stage, CAD/CAM design plays an important role.

CAD/CAM applications lie at the core of today's product development and product lifecycle. Their sophistication and multifold capabilities empower engineers with better visualization and data handling tools necessary to create efficient products.

A combination of High-calibre engineering talent, customized specifications, established methodologies and tools, infrastructure and secure data environment enables the entire project cycle from designing, development and testing of projects and total life-cycle support for both onsite and international projects.

The benefits are reduced time to market, simplification of manufacture, faster throughput, enhanced usability, increased durability, higher quality and greater product differentiation, higher perceived value, increased market share, increased margins.

Advanced Animation For Aircraft and Aerospace Advancement

Advanced Animation For Aircraft and Aerospace Advancement

There are more than a bundle of job openings for those who have a good working knowledge of advanced animation, and despite what you might think companies whether in entertainment, video games, concept renderings or educational training are all doing well in the recession. Dream Works has been posting consecutive profits and has been hiring for advanced animation artists. It's an excellent career path, but let's discuss the future needs of a esoteric niche within the field of animation shall we?

Concept animation is a very powerful tool to get an idea across, and it is as if those who are making the decisions need to see the concept to have buy-in. A company that can produce quality renderings in full video 3D, if believable are much more likely to get funding, or win a contract. Over the last couple of years, there has not been one major aerospace company that has sold to the Department of Defense an air based weapons system that did not put forth a world class animated video.

Check the records yourself; if you have such a presentation ready to go, you are much more likely to win the bid, in fact sometimes getting funding for concepts is more about who has the best video presentation than who has the best lobbyists with the highest lunch budgets for key members of the Armed Services Committee.

Look, here is the deal if you want to win, you have to convince and you better have a first class demonstration video to prove you are serious. If not, stay at home on the porch, as this game is for the big dogs and they love to run. Advanced Animation for Aircraft and Aerospace Advancement is no longer part of the future, it's part of the present, so please consider this.

Aircraft and Aerospace Aluminum Alloys

Aircraft and Aerospace Aluminum Alloys

Pure aluminum and pure magnesium are completely unsuitable as structural materials for airframes, because they have very low strength. However, when alloyed (chemically mixed) with each other or with other metals, their strength is vastly improved, and they form the most widely used group of airframe materials. Alloying metals include zinc, copper, manganese, silicon and lithium, and may be used singly or in combination.

There are very many different variations, each having different properties and so suited to different uses. Magnesium alloys are very prone to attack by sea water, and their use in carrier-based aircraft is generally avoided. Aluminum alloys, although denser than magnesium alloys, are much less prone to chemical attack, and are cheaper, so are more widely used. 2024 alloy, known as duralumin, consists of 93.5 percent aluminum, 4.4 percent copper, 1.5 percent manganese and 0.6 per cent magnesium, and is the most widely used of all materials in aircraft structures. Aluminum alloys are more prone to corrosion than pure aluminum, so pure aluminum is often rolled onto the surfaces of its alloys to form a protective layer. The process is known as cladding, and sheets of alloy treated like this are known as clad sheets or Al-clad. Another common means of protecting aluminum alloys is anodising - conversion of the surface layer to a form which is more corrosion-resistant by an electro-chemical process. Aluminum-lithium alloys are superior to aluminum-zinc and aluminum-copper alloys in strength and stiffness, so can be used to save weight. Their use is limited because they are around three times as expensive.

An interesting property which certain aluminum alloys share with titanium is that they can be super-plastically formed (SPF). When the material is heated to a certain temperature, far below its melting point, it is capable of being stretched by several times its own length without tearing or local thinning. It can then be deformed, using an inert gas such as argon, to fill a mould and take its shape exactly, with no spring-back when the pressure is released. There are various techniques based on this property, which can be used to make extremely complicated shapes accurately and with minimum weight. The high initial cost of tooling means SPF is limited to certain high-cost items, and it is not yet suited to mass production. Items such as pressure vessels, small tanks and reservoirs may be made using this technique.

Advantages of aluminum and magnesium alloys

1. High strength-to-weight ratios
2. A wide range of different alloys, to suit a range of different uses
3. Low density, so greater bulk for same weight means they can be used in a greater thickness than denser materials, and thus are less prone to local buckling; this applies to magnesium alloys even more than aluminum alloys
4. Available in many standard forms - sheet, plate, tube, bar, extrusions
5. Aluminum alloys are easy to work after simple heat treatment
6. Can be super-plastically formed (certain aluminum alloys only)

Disadvantages

1. Prone to corrosion, so need protective finishes, particularly magnesium alloys
2. Many alloys have limited strength, especially at elevated temperatures
3. Magnesium alloys have low strength (but high strength-to-weight ratio)
4. No fatigue limit (see section on fatigue later in this chapter)