Showing posts with label Military. Show all posts
Showing posts with label Military. Show all posts

Wednesday, March 1, 2023

Aircraft Spoilers

Aircraft Spoilers

Aircraft Spoilers - The next stop for the spoiler is one of two CNC machines, supplied by CMS (Zogno, Italy), where the outside profile of the spoiler is trimmed and holes are drilled for assembly. Boyd notes that the trim operation and hold-drilling performed here varies by spoiler type, and like everywhere else along this production line, machine operation is guided by the MES.

Aircraft wings are a feat of modern engineering. Without them, flight simply couldn’t take place. There are actually many parts to a wing. Different aircraft have different shapes and styles of the wing, but the general principle is the same. Today we will talk you through parts of a wing and give a detailed explanation of some technical terms too!

Aircraft Spoilers

Premium Photo | An Airplane Window View Of Wing And Flaps After Landing.

Spirit worked quickly to turn the Airbus spoiler design into a manufacturing demonstrator that, ultimately, would successfully prove the concept. With a demonstrator in hand, what followed then was not only development of a high-rate, high-efficiency RTM process, but of a composites manufacturing concept that is emblematic of Spirit’s solutions-focused approach in particular, and commercial aerospace’s path forward in general.

Into The Press Demolding

Step 9. After the top half of the spoiler mold is secured to the bottom half, the entire tool is transferred to one of seven Coexpair RTM presses that Spirit has installed. The resin injected is Hexcel’s RTM6 single-component epoxy. Source | CW

A fully assembled mold is now ready for the RTM process. Through the MES the mold is transferred along a metallic conveyor out of the cleanroom, through a red retractable door, and toward the RTM presses. The conveyor system is designed such that the MES can decide which mold will go to which press, and then automatically route it there. Inside a large, fenced enclosure, Spirit has installed seven RTM presses, supplied by Coexpair (Namur, Belgium). Next to each press is a resin pump system, also supplied by Coexpair. The mold travels along the conveyor and directly into the open press.

Fabrication of an A320 spoiler starts in a 1000-square-meter, Class 9 cleanroom that, at full rate, will be staffed each shift with six operators managing four processes: cutting, kitting, preforming and preform assembly. Operators are primarily responsible for moving material from one station to the next, and for assembly of preforms into the mold.

If you have ever sat over a wing during a flight, you’ll have noticed a fair amount of movement of different panels and parts of the wing. Each of these moving parts has a name and performs a specific function. They are called flight control surfaces.

What Are Those Things On The Aircraft Wing? - Youtube

Hands-Free Cutting Kitting Preforming

Ailerons move up and down to change the chord line at the end of each wing. When the cord line is altered, this changes the airflow going over the wing. When an aileron is up, its corresponding wing is pulled down.

However difficult the short-term outlook is and might be for the aerospace industry, the almost 8 billion people who call Earth home will not remain grounded forever, which means commercial air travel will return. Which means that the dynamics and forces governing the aerospace supply chain will return in some form or another. Estimates, as of this writing in mid-May, suggest a 3-5-year recovery for passenger air travel, with demand for single-aisle aircraft leading twin-aisle aircraft design.

Taylor Boyd, R&D manager in Prestwick, led the team that spent the last three years on Spirit’s effort to turn the company’s RTM manufacturing concept into reality. It became his team’s job to acquire, develop and assemble all of the hardware, software and operators who would work in concert to convert raw material on the front end to fully assembled, tested and painted spoilers on the back end. Boyd says the effort was demanding but rewarding, and a departure from the norm for the Prestwick facility — particularly the integration of automation.

The term speed brake is used interchangeably by some with spoilers, but they are different devices. A brake is a device used to add parasite drag–it doesn’t affect the lift made by the wing very much.

Flight Control Surfaces

The mold leaves the RTM press on the same conveyor on which it was delivered, but now is routed by the MES to the next enclosure, where mold lid separation is performed and the spoiler continues to cool to room temperature. Next stop is the demolding area, where the now cooled spoiler is removed from the mold and mandrels are separated. Molds are prepared for cleaning; mandrels are loaded onto one of several turntables that stores each mandrel vertically. Boyd says these were designed to allow operators to easily access each mandrel in a configuration that maximizes storage efficiency.

When the pilot activates the spoilers, the plates flip up into the air stream. The flow over the wing is disturbed by the spoiler, the drag of the wing is increased, and the lift is decreased. Spoilers can be used to "dump" lift and make the airplane descend; or they can be used to slow the airplane down as it prepares to land. When the airplane lands on the runway, the pilot usually brings up the spoilers to kill the lift, keep the plane on the ground, and make the brakes work more efficiently. The friction force between the tires and the runway depends on the "normal" force, which is the weight minus the lift. The lower the lift, the better the brakes work. The additional drag of the spoilers also slows the plane down.

An Airplane Window View Of Wing And Flaps After Landing. Landing Aircraft  At The Airport. Braking Of The Aircraft On The Runway, Wing Of The Plane Is  Stock Photo - Alamy

What the Right Honourable Sturgeon and few people in attendance at that ribbon-cutting could anticipate was the tumult and chaos about to be visited upon the global economy by the coronavirus pandemic. Indeed, on that Feb. 28, the commercial aerospace industry was still a few weeks away from a nearly total collapse in passenger air travel, and the attendant plunge in demand for new aircraft that would follow — not to mention aircraft already in service.

Indeed, at full rate production, this line will produce primary aerospace structures at a pace — with quality and consistency — heretofore unseen in aerocomposites manufacturing. At a rate of 65 shipsets per month, which would include Airbus’s new A321XLR, the Spirit line will produce almost 6,500 spoilers a year. At a theoretical rate of 100 shipsets per month, that number jumps to 10,000.

The Future The Elephant In The Room

The wing spar is crucial to the structural integrity of the wing. You normally won’t see the spar, as it forms the internal ‘backbone’ of an airplane wing. They are usually extremely strong, and in some cases, are designed to flex to allow for a smoother ride in turbulence.

On the figure, the airplane's right wing spoiler is deployed, while the left wing spoiler is stored flat against the wing surface (as viewed from the rear of the airplane). The flow over the right wing will be disturbed by the spoiler, the drag of this wing will be increased, and the lift will decrease relative to the left wing. The lift force (F) is applied at the center of pressure of the segment of the wing containing the spoiler. This location is some distance (L) from the aircraft center of gravity which creates a torque

Moreover, this is a product and manufacturing line that is destined to live on beyond the A320 and beyond the spoiler structure itself. Airbus’ Latto, at that Feb. 28 ceremony, said that Airbus’s and Spirit’s work re-imagining and industrializing the A320 spoiler has given the product new life: “We have future-proofed this spoiler to give us flexibility for its use in other future programs.” Airbus’ Smith notes that the work to industrialize and automate the RTM spoiler is the first of many key steps to come. “The spoiler offers a relatively simple structure to prove the concepts and benefits for more complex and demanding structures, such as re-thinking of wing tips devices, wing skins and high-curvature fairings. In a high-rate, low-cost environment — in aerospace terms — the more integration and modular assemblies we can do, the better.”

Once Airbus made the decision to update the spoilers, conducted the trade studies and subsequent materials and process (M&P) development, it then needed a partner to develop the manufacturing processes to fabricate them. For this Airbus, in mid-2017, turned to one of its longtime suppliers, Spirit AeroSystems (Wichita, Kan., U.S.). More specifically, it turned to Spirit AeroSystems (Europe), the company’s R&D and manufacturing campus in Prestwick, U.K., located on the western coast of Scotland about 75 miles southwest of Edinburgh. The sprawling Prestwick campus, adjacent to the Glasgow Prestwick Airport, was founded in 1935 as Scottish Aviation Ltd., and later became BAE Systems Aerostructures. Spirit then acquired the facilities in 2006.

Esc Pause Deploys Spoilers And Full Flaps While In Flight - Aircraft &  Systems - Microsoft Flight Simulator Forums

Enter Spirit Aerosystems

You can download your own copy of this simulator for use off line. The program is provided as Spoilrol.zip. You must save this file on your hard drive and "Extract" the necessary files from Spoilrol.zip. Click on "Rolsview.html" to launch your browser and load the program.

Imagine designing an airliner that needs to operate over a wide variety of airspeeds safely. The plane will need to handle well during departures and approaches, flying somewhere around 150 knots. It will also need to fly well when operating at altitude at over 500 knots. The flight controls are going to need to change a little for the different operating envelopes.

Step 8. An operator stands at a workbench before the lower half of an A320 spoiler RTM mold, prior to lower skin, spars and upper skin preform loading. Each spoiler variation has three aluminum molds. Source | CW

Boyd says preform assembly and mold loading represents the most labor-intensive step in a spoiler manufacturing line that uses remarkably little labor at all. Here, operators collect upper skin, lower skin and spar preforms sent from the warehouse by the MES and deliver them to one of two assembly stations. Each station consists of a metallic table, arrayed with fixtures and clamps. On this table and into the fixtures operators place a series of black aluminum mandrels that, when assembled together, will hold and position spar preforms inside the spoiler. Once the mandrels are assembled, they are then transferred to a mandrel cassette, a red metallic frame that holds the mandrels in their assembled configuration, but presents them on edge. This allows the operator to easily and quickly install preforms and adjust their position on each mandrel.

How Do Airplane Spoilers Work?

You can download your own copy of this simulator for use off line. The program is provided as Spoil.zip. You must save this file on your hard drive and "Extract" the necessary files from Spoil.zip. Click on "Spoilview.html" to launch your browser and load the program.

On the other hand, a spoiler is designed to stall a specific part of the wing, thereby significantly reducing the lift it makes. It adds drag too, but it primarily dumps lift. Since it does disrupt lift and create drag, a normal spoiler might be considered both a lift spoiler and a drag-producing brake.

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The MES is a product of ThyssenKrupp (Essen, Germany), the systems integrator that provided some of the manufacturing hardware and material handling equipment Spirit uses. Boyd says the software is off-the-shelf from ThyssenKrupp, but it’s been customized for the spoiler production line to provide Industry 4.0 capability. The MES was written not just to track material status and manufacturing progress throughout the plant, but to guide and prompt operator activity through every step — when to move material from point to point, when to load machines, when to unload machines, etc. “We don’t want an operator to make a move here unless the MES says to make a move,” Boyd notes. Moreover, he says, MES provides full data traceability, which allows Spirit to capture and see full M&P information, from the raw material as it comes in the door to the finished spoiler as it goes out the door.

Spoilers are devices on the wing that “spoil,” or reduce, the lift being made. They can be used in several ways, both in flight and on the ground. Flight spoilers add drag to help slow the plane down during flight, and ground spoilers are used during landing to help stop the plane.

What Are Slats?

Slats are also high lift devices. But, unlike flaps, they are located on the leading edge of the aircraft wing. Like flaps, slats move symmetrically and allow the aircraft to fly slower. Not all aircraft have slats, and you’ll usually find them on larger commercial aircraft.

Ground spoilers solve this problem by disrupting the wing’s lift so severely that the weight is transferred quickly to the wheels and brakes. They work in concert with the plane’s wheel brakes and engine thrust reversers to stop the plane.

Aleks is a Boldmethod co-founder and technical director. He's worked in safety and operations in the airline industry, and was a flight instructor and course manager for the University of North Dakota. You can reach him at aleks@boldmethod.com.

From a Spirit AeroSystems perspective, the spoiler production line demonstrates not just the cost-effectiveness of new technology, but how composites can be matured and leveraged for application in next-generation aircraft. And the Prestwick campus in particular is banking on out-of-autoclave (OOA) M&P as a significant competitive advantage in the aerocomposites supply chain. “This program is clearly a significant milestone in our out-of-autoclave journey,” Spirit’s Sean Black says. “But it was enabled by several things that are critical to the company going forward: automation, software, support from academia and government support.”

The Plane Lands On The Airfield. Spoilers And Flaps Trailing Edge When  Landing Stock Image - Image Of Land, Landing: 173224891

Alex Udris

Once Spirit was selected as the manufacturing partner, Black says, “Spirit embarked on the journey of full process optimization of the RTM spoiler design.” This included another trade study and, ultimately, design optimization. The design and manufacturing factors to be considered for the spoiler are considerable: Large mechanical loads, cantilevered structure, drop-in replacement, dimensional conformance, cost-effectiveness, high-rate manufacture, sustainability. Spirit took six months and conducted its own trade study, evaluating metal and composite options, including a variety of composites manufacturing processes — in and out of autoclave. “This project had high visibility and focus within the Airbus system,” Pinner notes. “We took a focused, end-to-end, design-to-cost approach.”

Ian Latto, project leader spoilers for Airbus at the company’s Bristol, U.K., location, says the spoilers on the A320 are one of the few wing components that had not needed to be redesigned since the plane’s 1987 debut. However, as Airbus considered higher build rates for the A320 family, a redesign of the spoilers was necessary to realize the cost and rate capabilities of new tech- nologies. Further, as Airbus looked to the future, it knew it had to migrate spoiler manufacture away from hand layup and toward “a highly automated, low-variation, high-quality manufacturing process,” says Latto.

Flaps often have several different settings. These settings can be altered based on the phase of flight and desired flight characteristics. The larger stages of flap, often called ‘drag flap,’ are used to slow the aircraft down to final approach speed.

Back on the tables, as plies are cut, the ABB robot places them on a stacking station at the end of the row of tables. Here, a video camera performs a quick inspection of each ply. The plies are then sorted and kitted according to their end use — skins, spars, ribs — and then spot welded together, activating a binder in the NCF. Complete kits are next moved by the ABB robot to a stacking plate, which is, basically, a steel tray. On this tray is a QR code that specifies the type of kit it holds, whether upper skin, lower skin, spar or rib. The QR code is scanned by the robot, which logs the kit with a manufacturing execution system (MES), the software that drives the entire spoiler production line

How Flaps Work

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Aircraft Propeller

Aircraft Propeller

Aircraft Propeller - The drawings and specifications, and a listing of those drawings and specifications. They are necessary to define the configuration and the design feature of the product shown to comply with the applicable type certification basis and environmental protection requirements.

Exposition. The organization must supply a Production Organization Exposition (POE) (Part 21A.143), a document similar to the DOA Handbook we have previously mentioned. The document provides a general description of the organization and its scope of work, titles, and names of managers with their duties and responsibilities, a list of certifying staff, a description of the Quality System, inherent procedures, and so on.

Aircraft Propeller

File:engine And Propellers Of Aircraft Close Up.jpg - Wikimedia Commons

As the name suggests, the blade pitch or angle of a controllable-pitch propeller can be changed during flight while the aircraft propeller is still running. This means that the blade angle of the propeller can be changed to meet flight conditions.

Type Certificate Tc

This scenario is remedied by installing a counter-rotating8 engine/propeller combination (see Figure 15-20). "This provides balanced thrust during T-O and climb and eliminates the 'critical engine' factor in single-engine flight." [7] The primary drawback is that it is more expensive to produce, as logistically it must feature two engines and propellers that are dissimilar because they rotate in the opposite direction.

An operation of such an aircraft results in greater expenses as engine parts are not interchangeable. This can pose a peculiar situation to an operator, who might have parts for the left engine on hand, while none are in stock for a failed right engine.

Such scenarios should not be overlooked when selecting an engine configuration as this could severely impact the finances of an operator. Instead, the designer should size the control system and surfaces to handle the critical engine.

We manufacture a complete line of aviation propellers. These include fixed pitch wood propellers for antique, light sport and experimental aircraft. Aluminum propellers for general aviation aircraft such as Cessna and Piper along with experimental aircraft such as Van's RV and Glassairs.

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Composite ground adjustable propellers for light sport aircraft using Rotax, Jabiru, Continental and Lycoming engines. Banking towards the functional engine establishes a turning tendency that reduces the need for rudder deflection. Increasing banking may even eliminate the need for rudder input, but usually at the cost of an already impaired performance.

There is a limit to how much banking is practical. Too large and the rate-of-climb suffers. It may prevent the aircraft from maintaining altitude. As a rule of thumb, to achieve the maximum rate-of-climb in the OEI configuration (VYSE) a bank angle of 2° is recommended if the noncritical engine fails, and 3° if the critical engine fails.

2021 Propeller Buyer's Guide - Kitplanes

A bank angle in excess of 5° results in rate-of-descent (loss of altitude) for underpowered twins. Once the manufacturer of a civilian (i.e. non-military) aircraft, engine, or propeller has demonstrated that their product meets or exceeds the current airworthiness standards set by its regulatory agency, it is awarded a TC by publishing a type certificate data sheet (TCDS

). The TCDS is a document that contains important information about operating limitations, applicable regulations, and other restrictions. This means the aircraft is now "officially defined" by the TC. TCDS for all civilian aircraft can be viewed on the FAA website [13].

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Secure .gov websites use HTTPS A lock (LockA locked padlock) or https:// means you've safely connected to the .gov website. Share sensitive information only on official, secure websites. Normalization of thrust and power: Since engine thrust or power depends on altitude, a proper comparison requires a transfer of all altitude characteristics to S-L.

This can be accomplished for piston-engine power using the Gagg-Ferrar model, presented in Equation (7-16). For gas turbines the method of Mattingly et al., presented in Section 7.2, The properties of selected engine types, can be used.

Alternatively, if the airplane is powered with a gas turbine, the designer may have access to an "engine deck" which is software written by the engine manufacturer that allows the thrust (or SHP) at a given altitude, airspeed, and other operational parameters

to be extracted. Using such software, the designer should make sure the engine can generate the required thrust or SHP in the corresponding conditions. The device that converts rotational energy generated by the engine or any other mechanical source into propulsive force is called a propeller.

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Propellers are an essential part of the aircraft as without them an airplane cannot fly. Latches lock the aircraft's propeller in the low blade angle as it slows down at engine shutdown. Latches can be external or internal and are located inside the propeller hub.

Centrifugal force holds the latches off their seat during a normal flight to ensure that they don't stop the blades from feathering. Under procedures agreed with its competent authority for production, for an aircraft it has produced and when the production organization itself is controlling under its POA the configuration of the aircraft and is attesting conformity with the design conditions approved for the flight, issue a permit to fly

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in accordance with 21A.711(c) including approval of the flight conditions in accordance with 21A.710(b).7 General remarks. We can make the same considerations for POA that we made for DOA in Chapter 5. Also, in POA, there is a true leap of quality, leading to a condition of self-control for the organization, with advantages for safety and authority efficiency.

Figure 15-18. Asymmetric disc loading on a twin-engine aircraft in cruise (left) and in case of an engine failure (right). The rudder must be trimmed at a significantly higher deflection than for the normal operation, in addition to the recommended practice of "banking into the good engine" (see Figure 15-19 and text).

Fixed-Pitch

As previously mentioned in describing AC 21-23B, the TC validation is a rather complex process, sometimes more difficult than the original type certification itself. Of course, the process can be simplified when two authorities have acquired sufficient experience as regards importing/exporting, but above all if the personnel are well aware of the philosophy of bilateral agreements.

A case in point is the constraint diagrams seen in Figure 3-2 and Figure 3-3 for Example 3-1, developed in conjunction with the constraint curves superimposed on the design space. The fact is that some are plotted at S-L conditions, while others represent higher altitudes.

Consider the curve representing the service ceiling in Figure 3-3. At W/S = 30 lbf/ft² this requirement calls for approximately 160 BHP at 20000 ft. The point is that, using the Gagg and Ferrar model, this means the engine must be capable of producing at least 340 BHP at S-L at that wing loading.

Therefore, we say that the higher horsepower number (340 BHP) has been normalized to S-L conditions. Note that Figure 3-4 shows all the requirements presented in the example normalized in this fashion. A manager accountable to the authority.

Certification Basis

He or she should be responsible for the organization's activities on these matters and has the corporate authority for ensuring that all production work is carried out to the required standards. The authority may be delegated in writing to another manager of the organization.

The holder or licensee of a U.S. type certificate for that product furnishes with each such aircraft engine or propeller imported into the United States, an export airworthiness approval issued in accordance with the provisions of that agreement certifying that the individual aircraft engine or propeller:

Props Comparison

With reference to the AC 21-23B, we will quote as a matter of clarity some points relating to the FAA's technical involvement in the validation of imported (in the United States) products and inherent changes. This involvement, of which it is important to be aware because it is also related to European exports to the United States, consists of the following:

To establish the US type certification basis and the means of compliance for the product under application by determining the US airworthiness and environmental standards that would be applied to a similar product if it were to be produced in the United States.

Aerial Target Recognition

When the engine rpm decreases below the specific value of the governor (for which the governor is set), then the governor causes the pitch-changing mechanism of the propeller to decrease the angle of the blade. This decreases the load on the engine thereby increasing the rpm.

In this manner, the governor tends to keep rpm constant. These propellers are designed to provide the best efficiency at forwarding speeds. They fit a specific set of conditions of both engine and airplane speed. Any change in those conditions reduces both the propeller and engine efficiency.

Fixed-pitch propellers are used on airplanes of low speed, power, altitude, or range. The pitch-changing mechanism of a constant-speed propeller uses a piston and cylinder arrangement and is operated hydraulically using oil pressure. Either cylinder will move over a piston or the piston will move in a stationary cylinder.

The piston's linear motion is converted into rotary motion by different kinds of mechanical linkages to change the propeller's blade angle. Gears may be used for the mechanical connection - the pitch-changing mechanism responsible for turning each blade's butt.

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A bearing is mounted on each blade that allows them to rotate to change the blade angle. The effect of loss of engine power on the performance of a small generic twin is illustrated in Figure 15-21.

The figure shows that in normal operation, the aircraft climbs 1396 fpm at S-L and offers a maximum speed of 170 KCAS. Losing an engine drops this to 232 fpm and 118 KCAS, respectively. The analysis assumes a drag increase associated with maintaining a straight heading with OEI by adding 50 drag-counts (ΔCD OEI) to the original CDmin.

Ah-545|Airmaster Propellers

This assumes the airplane being flown cross-controlled in a yawed configuration. It is disconcerting that the low rate-of-climb limits room for mistakes. An inexperienced or frantic pilot may easily maneuver the airplane off the peak conditions, causing it to lose altitude.

The Competent Authority requires the POE to be an accurate definition and description of the production organization. The document does not require approval in itself, but it will be considered as such by virtue of the approval of the organization.

The aim is to have the organization able to produce, in conformity with the applicable design, products, parts, and appliances in condition for safe operation. 4 To ensure the above, the Quality Assurance Function has to perform planned, continuing, and systematic evaluations

or audits of factors that affect the conformity and safe operation. For example, if the speed of the engine increases, an overspeed condition will occur and the propeller will need to slow down. The governor automatically increases the propeller's blade angle until the desired rpm has been established.

Good constant-speed propellers respond to small variations to ensure that a constant engine rpm is maintained throughout the flight. The Quality System must include an Independent Quality Assurance Function to monitor compliance with, and adequacy of, the documented procedures of the Quality System.

"Independent" is related to the lines of reporting, authority, and access within the organization, and assumes an ability to work without technical reliance on the monitored functions. Constant-speed propellers speed up when the airplane dives and slows down when it climbs due to the changing load on the engine.

To ensure that the propeller provides an efficient flight, the pilot tries to keep the speed as constant as possible. The mechanism that allows a constant-speed propeller to work is known as propeller governor. A propeller governor senses the aircraft engine's speed and changes the blade angle of the propeller to maintain a specific rpm regardless of the aircraft's operational conditions.

Wooden fixed propellers or wooden propellers are hardly found in today's aircraft, but they were widely used before the introduction of metal propellers. These propellers were built layer by layer with specially prepared wood. Black walnut wood, sugar maple wood, yellow birch wood, and black cherry wood were most commonly used in the making of these now vintage wooden propellers.

Antonov An-22 - The Biggest Propeller Plane In The World - Landing And  Departure (4K) - Youtube

The FAA may issue a type certificate for a product that is manufactured in a foreign country or jurisdiction with which the United States has an agreement for the acceptance of these products for export and import and that is to be imported into the United States if:

The applicant shall justify (21.A.131) that an approval under Subpart G is appropriate for the purpose of showing conformity with a specific design (approved or to be approved); and have ensured satisfactory coordination between production and design through an appropriate arrangement with the holder or applicant of an approval of that specific design.

One of the problems encountered at this stage of the design is that the geometry of the airplane is largely unknown. For that reason, one does not know important parameters such as CDmin, CDTO, CLTO, and k.

To resolve this issue, the designer must look at existing aircraft in the same class as the one being designed and try to estimate them. Table 3-1 is intended to give the designer a range of typical values, instead of such a study.

Also, consider Table 15-18, which lists CDmin for a number of selected aircraft. The first metal propellers were used in the aircraft for military operations during 1940. These propellers were made using incredibly strong and durable aluminum alloy.

The metal material used in the making of these propellers was treated to enhance its properties and make it less prone to warping from damage due to heat or cold. Today, it is hard to find an aircraft propeller made of anything but metal.

Where standard parts, materials, processes or services are included in the applicable design data (see guidance on applicable design data in GM 21.A.131) their standards should be controlled by the POA holder in a manner which is satisfactory for the final use

of the item on the product, part or appliance.

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Aircraft Rentals

Aircraft Rentals

Aircraft Rentals - Overnight cross countries are allowed but are limited to a maximum of 3 days and 2 nights. All flight plans are reviewed and approved by Chandler Air Service before departure and pilots are required to check in at each overnight location.

Chandler Air Service has a variety of different aircraft available for rent. We will try to keep you in the same aircraft you have requested, however it is most likely that you will need to get checked out and fly in more than one aircraft while you are here.

Aircraft Rentals

Rentals - Tsa Flight Training

Regular rental rates and instruction rates apply to all check-out flights. Almost all aircraft are equipped with Garmin GPS, 2 or 4 place intercoms, and a standard instrument panel. In order to rent aircraft at Chandler Air Service you must have a U.S.

Private Pilot certificate with a single engine land rating. To obtain a U.S. Pilot certificate issued and based on a current and valid foreign pilot certificate and medical you must start the application process before you come to the United States.

Converting your license requires a letter of authenticity (allow 6-8 weeks for processing). Chandler Air Service has a standard procedure for checking out pilots to rent for the purpose of time building. The result of this procedure is to prepare the pilot to confidently and safely build the desired flight time as well as meet the requirements of the US Flight Review, Chandler Air Service rental requirements, and mountain flying training.

Only Chandler Air Service instructors can instruct in our aircraft and as a result you cannot give or receive instruction for foreign pilots while renting these airplanes. It is OK when maintaining instrument proficiency to take a safety pilot but we need to be advised of your intention.

Aircraft Rentals — Conley's Flight School

Please review our payment policies. Chandler Air Service requires a deposit for flight training programs that will be applied to your training upon your arrival. A deposit on the account is required prior to setting the schedule and to reserve your selected dates.

This deposit can be by any of the payment means accepted and add-on discounts apply. All deposits will be applied to the pilot's flight account and can be used upon arrival. This overview is designed to help prepare you for the time building process and provide the information necessary to make your decision.

We want to help make it as easy as possible and help you along the way to accomplish your time building goals. With a little more research, you will be ready to select your dates, give a deposit, and start flying!

We look forward to helping you with your time building needs! Customers are responsible for making their own transportation arrangements. Taxi cab or Super Shuttle Company transportation to or from the Phoenix airport will cost an average of $40 per trip.

Rental car reservations can be picked up at the Phoenix airport upon arrival or made later at the local Chandler locations. Most rental car companies require you to be 25 years old to rent. Ride share companies like Uber and Lyft have become increasingly popular in the local area.

Plane Rental — Fly Maui

Due to the distance between Chandler Airport and local hotels, shopping, and area attractions, some form of transportation is necessary. There is no reasonable form of public transportation in the area, however Chandler Air Service offers bicycles for customers to rent for $15 per week.

Chandler Air Service has had the privilege and opportunity to provide aircraft rental for the purpose of time building to pilots from all over the world. We have numerous pilots come every year to build flight time and we are happy to be able to provide this service.

Coming to Chandler to do your time building is a big decision and there is a lot of information to provide, we have put together this overview to cover all the major aspects and help prepare you for a safe fun flying experience.

Note: Add-on percentages do NOT apply to payments made by credit card. Add on will NOT be given if your account has a negative balance. In the event of a refund, no portion of the add-on is refunded.

SkyWarrior makes its diverse fleet available for current pilots who wish to rent aircraft. If you would like to rent our airplanes, please call our main office to schedule an aircraft rental checkout with one of our instructors.

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All SkyWarrior aircraft are available for local rentals (take off and land at Pensacola International Airport), Pilots who wish to rent for cross country travel must be checked out in the appropriate aircraft, due to our rigorous training schedule, only some of our aircraft are

available for day or overnight cross countries. This check out usually consists of 6 dual flight hours and 4 ground hours. This is based on individual skill and may require more or less flight and ground instruction time depending on experience, total time and if you have ever flown in the US.

We place a large emphasis on cross country preparation and mountain training to prepare you for your time building. All prices are based on the dual hourly rate of the selected aircraft and instructor rate. Check current rental rates

Upon your arrival and during the initial check-out period it will also be necessary to go to the FAA Flight Standards District Office (FSDO) in Scottsdale, Arizona to get your US Pilot certificate issued based on your foreign license (if you do not already

have a US pilot license). You should schedule the appointment before your arrival and inform Chandler Air Service of the date and time of your appointment so we can schedule around your check-out flights. The checkout process does not always have to be completed in the first few days.

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First and most important we prepare you to safely navigate and fly in the local area and for shorter trips before the mountain training takes place. We always recommend at least one day to adjust after your arrival to Chandler before flying.

This allows for delays in arrival, jet lag, and getting adjusted to your accommodations. For the most part Time Building in our aircraft follows the same requirements as listed above. Typically time building in the aircraft involves a crew of two both of whom are logging Pilot In Command Time, usually as part of our Rotor Transition Program or Student Time Building for the Commercial Certificate flight time requirements.

With serious time builders and students we will consider a much wider distance than that of the local practice areas. Chandler Air Service wants you to have a safe experience building the flight time you need as well as visiting some of the most diverse places in the southwest United States.

This overview will give you the information you need to start the process and prepare you for your visit. We have been helping pilots with their time building needs year after year and are happy to be able to provide this service.

All flights local and cross country will be reviewed and approved by Chandler Air Service prior to departure. Chandler Air Service has the right to deny any flight due to safety, weather, or any other outstanding circumstances.

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Once checked out there is an uncountable number of airports both local and cross country to fly to. With a little flight planning you will be able to fly to a different airport every day and see some of the most diverse terrain in the southern US.

Chandler Air Service provides 100LL aviation fuel and oil for all our rental aircraft and it is included in the aircraft rental rate for no additional charge. All aircraft are kept fueled to the tabs and will be topped off at the pilot's request before any cross country flights.

Chandler Air Service will reimburse for fuel and oil purchased at other airports at the Chandler Air Service company rate (not retail). The pilot is responsible for buying the fuel, the difference in fuel cost, and the credit will be applied to the pilots Chandler Air Service flight account upon return and receipt.

Chandler Air Service has minimum fuel requirements and fuel must be purchased on longer flights away from Chandler Airport. We have a full maintenance facility on site and our aircraft undergo regular scheduled maintenance. In the event that the aircraft you are scheduled in needs maintenance for any reason we will work with you to get checked out in a different aircraft so you can continue with your time building as efficiently as possible.

Likewise, if any maintenance issues should arise, we will do our part to take care of them as quickly as possible. Since a large majority of Arizona airports are located in mountainous terrain, Chandler Air Service requires a mountain training checkout.

This is combined with our initial checkout and must be done in order to fly in to any high elevation airports. Any previous mountain training will be reviewed by Chandler Air Service before waiving the check-out.

Once you arrive at Chandler Air Service payment must be made at the completion of each lesson. Customers who choose electronic transfer should be made aware that during the transaction waiting time Chandler Air Service will not extend any credit.

Please make your arrangements before arrival or pay as you go. Flying at night requires a separate night check-out and only if there is no restriction on your foreign pilot certificate. Pilots who do not already hold a night rating can only fly dual with a Chandler Air Service instructor at night.

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Aircraft Sprice

Aircraft Sprice

Aircraft Sprice - With the advent of World War II, spruce became even more popular. Manufacturers used the material in the construction of a large number of aircraft. Wooden spars were fabricated from spruce in many airplanes along with ribs and other structural parts. Because of the high demand for both aircraft production and for spruce to be used as a major material in manufacturing parts, forests of this popular wood were rapidly depleted. The use of Sitka Spruce was carried into post-war construction in many aircraft. The maintenance and restoration process of existing aircraft required a large supply of wood. Wood was a popular choice for aircraft construction because of its advantageous strength to weight ratio, workability, abundance, and low cost. The largest plane ever constructed - the Spruce Goose - is largely comprised of spruce. During this time in aviation history spruce was cheaper than aluminum or steel.

With six engines, the Scaled Composites Model 351 Stratolaunch is a double fuselage unit and has the largest wingspan of any aircraft in history, measuring 117 m (384 ft). Like the Spruce Goose, the program has also been met with several challenges. More recently, a test flight was abandoned after unexpected results.

Aircraft Sprice

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The aircraft would hold the wingspan record until the recent history when the double-Boeing 747 fuselage Stratolaunch took to the skies - channeling the inner spirit of the Spruce Goose. Moreover, When it comes to everyday aviation, the An-225 ruled when it came to size until it was destroyed this year following the invasion of Ukraine.

Why Did It Only Fly Once?

The use of Sitka spruce is certainly not limited to aircraft construction. As a matter of fact, the aircraft industry uses a very small percentage of the total spruce that is milled. The majority of spruce harvested is used for ladders, house construction, masts of sailboats, barrels, cabinets, sounding boards for organs and pianos, and other uses. The building and restoration of sport aircraft is a very insignificant market for the wood industry. To further complicate the issue, several forests of spruce are protected from cutting by environmental issues such as preserving the spotted owl.

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The sale of spruce is a nightmare for a supply company. The price they pay for shipments of spruce is very high. In addition, they have high costs in preparing the wood for shipment. The wood is very easily damaged when working with it or storing it. And finally, at least 40% of the wood they receive cannot be used for spar material. That means they must either cut the wood into smaller pieces to be sold as capstrips and longerons or burn them in their fireplace. Cutting the wood into smaller pieces is labor intensive. Even with the high price you will pay for a spruce spar the aircraft company is not making money. I was in that business for over 17 years and can personally attest to that fact.

Inspecting Wood For Aircraft Use If I cannot obtain spruce or any other wood that is certified for use on aircraft how do I know I have the correct quality? The answer is you don’t. You must find someone familiar with inspecting wood or learn more about it yourself. Now, there is certainly a difference between production aircraft and experimental aircraft concerning legalities. There is, however, no difference in concerns for high quality.

In the next issue I will outline the proper procedure for identifying and inspecting wood for use in aircraft. This will help you familiarize yourself enough with the major defects to be able to identify them and know that the wood you are using is safe. I will be quoting largely from Mil-Spec-6073, a document that can be purchased through Aircraft Spruce & Specialty. The Forest Products Laboratory also has a wealth of information concerning wood in general. They have been very helpful to the EAA and to custom builders in general. Aviation Information Services (infoserv@eaa.org) at EAA Headquarters also has a lot of good information regarding aircraft wood.

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Why Was It Built?

Alas, the aircraft would take so long to design and build (thanks to Howard Hughes’ perfectionism) that Kaiser would abandon the project. Hughes would continue the project in his absence and rename it the H-4 Hercules. The military downscaled the project at the end of the war and reduced the program to a single prototype.

Western hemlock has been used in the construction of aircraft for a number of years. The popular Pietenpol airplane used Western hemlock in constructing spars for a number of years. The strength properties slightly exceed spruce and the wood may be used as a direct substitute for spruce. FAA Advisory Circular 43-13 notes that it is less uniform in texture than spruce.

Nonetheless, From the Spruce Goose to the 747 Stratolaunch, these juggernauts will always turn heads when spotted. The H-4 Hercules may not have seen much action, but it's an example of the pioneering nature that is embedded in the aviation industry.

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Worlds Largest Wingspan

"The Hercules was a monumental undertaking. It is the largest aircraft ever built. It is over five stories tall with a wingspan longer than a football field. That's more than a city block. Now, I put the sweat of my life into this thing. I have my reputation all rolled up in it, and I have stated several times that if it's a failure, I'll probably leave this country and never come back. And I mean it." - Howard Hughes speaking to the Senate War Investigating Committee in 1947.

In this and subsequent articles, I will discuss the types of wood that can be used in aircraft construction, how to inspect the wood properly to ensure it is safe to use, tools needed for woodworking, plywood and glues, basics of aircraft woodworking, and how to inspect wood in a completed aircraft.

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Alternatives to Spruce If Sitka spruce is so difficult to obtain why not find alternatives? A valid question and certainly a number of alternatives to spruce do exist. First of all, let’s look at what type of wood can be used to replace spruce within an aircraft structure. Understand that written information regarding the use of wood in aircraft is limited. The primary source of information for the builder may be obtained from FAA Advisory Circular 43-13, Government Bulletin ANC-19, and from a copy of Mil-Spec-6073. Advisory Circular 43-13 lists a number of different types of wood that may be used in an aircraft structure. Some of these are Douglas Fir, Noble Fir, Western Hemlock, White Pine, White Cedar, and Yellow Poplar. I will discuss the ones that are the most readily available - Douglas Fir, White Pine, and Western Hemlock.

Construction finished at the cost of $23 million ($306 million today) in 1947 (World War Two ended in 1945). On November 2nd, 1947, the plane underwent water taxi tests and, on the final test, took off for a brief 26 seconds for a mile (1.6 km) at an altitude of 70 feet (21 meters).

In 1942, the US Navy was losing ships to German U-boats in the Atlantic Ocean and needed a way to transport troops and supplies to Europe by air. Shipbuilder Henry J. Kaiser came up with the idea to work with the famous plane designer Howard Hughes to create the largest aircraft ever built.

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Next week will mark 75 years since the Spruce Goose flew for the first and last time. During this period, the Spruce Goose plane had the biggest wingspan in the world, at 320 ft 11 in (97.82 m). It was a flying boat that had eight engines and weighed 400,000 lbs (181,436 kg). It would be able to carry more cargo than anything else ever conceived.

The dubbed HK-1 would be able to carry up to 150,000 pounds (68,000 kg) of materials, 750 troops, or two 30-ton M4 tanks. Different concepts were considered, including a double fuselage with up to eight engines. The plane would need to be built from wood and fabric rather than aluminum, as wartime rationing prevented the use of precious metals. Mind you, this wasn't any normal wood but a particular composite of plywood and resin made from Birchwood.

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Aircraft Propeller

Aircraft Propeller

Aircraft Propeller - The drawings and specifications, and a listing of those drawings and specifications. They are necessary to define the configuration and the design feature of the product shown to comply with the applicable type certification basis and environmental protection requirements.

Exposition. The organization must supply a Production Organization Exposition (POE) (Part 21A.143), a document similar to the DOA Handbook we have previously mentioned. The document provides a general description of the organization and its scope of work, titles, and names of managers with their duties and responsibilities, a list of certifying staff, a description of the Quality System, inherent procedures, and so on.

Aircraft Propeller

File:engine And Propellers Of Aircraft Close Up.jpg - Wikimedia Commons

As the name suggests, the blade pitch or angle of a controllable-pitch propeller can be changed during flight while the aircraft propeller is still running. This means that the blade angle of the propeller can be changed to meet flight conditions.

Type Certificate Tc

This scenario is remedied by installing a counter-rotating8 engine/propeller combination (see Figure 15-20). "This provides balanced thrust during T-O and climb and eliminates the 'critical engine' factor in single-engine flight." [7] The primary drawback is that it is more expensive to produce, as logistically it must feature two engines and propellers that are dissimilar because they rotate in the opposite direction.

An operation of such an aircraft results in greater expenses as engine parts are not interchangeable. This can pose a peculiar situation to an operator, who might have parts for the left engine on hand, while none are in stock for a failed right engine.

Such scenarios should not be overlooked when selecting an engine configuration as this could severely impact the finances of an operator. Instead, the designer should size the control system and surfaces to handle the critical engine.

We manufacture a complete line of aviation propellers. These include fixed pitch wood propellers for antique, light sport and experimental aircraft. Aluminum propellers for general aviation aircraft such as Cessna and Piper along with experimental aircraft such as Van's RV and Glassairs.

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Composite ground adjustable propellers for light sport aircraft using Rotax, Jabiru, Continental and Lycoming engines. Banking towards the functional engine establishes a turning tendency that reduces the need for rudder deflection. Increasing banking may even eliminate the need for rudder input, but usually at the cost of an already impaired performance.

There is a limit to how much banking is practical. Too large and the rate-of-climb suffers. It may prevent the aircraft from maintaining altitude. As a rule of thumb, to achieve the maximum rate-of-climb in the OEI configuration (VYSE) a bank angle of 2° is recommended if the noncritical engine fails, and 3° if the critical engine fails.

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A bank angle in excess of 5° results in rate-of-descent (loss of altitude) for underpowered twins. Once the manufacturer of a civilian (i.e. non-military) aircraft, engine, or propeller has demonstrated that their product meets or exceeds the current airworthiness standards set by its regulatory agency, it is awarded a TC by publishing a type certificate data sheet (TCDS

). The TCDS is a document that contains important information about operating limitations, applicable regulations, and other restrictions. This means the aircraft is now "officially defined" by the TC. TCDS for all civilian aircraft can be viewed on the FAA website [13].

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Secure .gov websites use HTTPS A lock (LockA locked padlock) or https:// means you've safely connected to the .gov website. Share sensitive information only on official, secure websites. Normalization of thrust and power: Since engine thrust or power depends on altitude, a proper comparison requires a transfer of all altitude characteristics to S-L.

This can be accomplished for piston-engine power using the Gagg-Ferrar model, presented in Equation (7-16). For gas turbines the method of Mattingly et al., presented in Section 7.2, The properties of selected engine types, can be used.

Alternatively, if the airplane is powered with a gas turbine, the designer may have access to an "engine deck" which is software written by the engine manufacturer that allows the thrust (or SHP) at a given altitude, airspeed, and other operational parameters

to be extracted. Using such software, the designer should make sure the engine can generate the required thrust or SHP in the corresponding conditions. The device that converts rotational energy generated by the engine or any other mechanical source into propulsive force is called a propeller.

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Propellers are an essential part of the aircraft as without them an airplane cannot fly. Latches lock the aircraft's propeller in the low blade angle as it slows down at engine shutdown. Latches can be external or internal and are located inside the propeller hub.

Centrifugal force holds the latches off their seat during a normal flight to ensure that they don't stop the blades from feathering. Under procedures agreed with its competent authority for production, for an aircraft it has produced and when the production organization itself is controlling under its POA the configuration of the aircraft and is attesting conformity with the design conditions approved for the flight, issue a permit to fly

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in accordance with 21A.711(c) including approval of the flight conditions in accordance with 21A.710(b).7 General remarks. We can make the same considerations for POA that we made for DOA in Chapter 5. Also, in POA, there is a true leap of quality, leading to a condition of self-control for the organization, with advantages for safety and authority efficiency.

Figure 15-18. Asymmetric disc loading on a twin-engine aircraft in cruise (left) and in case of an engine failure (right). The rudder must be trimmed at a significantly higher deflection than for the normal operation, in addition to the recommended practice of "banking into the good engine" (see Figure 15-19 and text).

Fixed-Pitch

As previously mentioned in describing AC 21-23B, the TC validation is a rather complex process, sometimes more difficult than the original type certification itself. Of course, the process can be simplified when two authorities have acquired sufficient experience as regards importing/exporting, but above all if the personnel are well aware of the philosophy of bilateral agreements.

A case in point is the constraint diagrams seen in Figure 3-2 and Figure 3-3 for Example 3-1, developed in conjunction with the constraint curves superimposed on the design space. The fact is that some are plotted at S-L conditions, while others represent higher altitudes.

Consider the curve representing the service ceiling in Figure 3-3. At W/S = 30 lbf/ft² this requirement calls for approximately 160 BHP at 20000 ft. The point is that, using the Gagg and Ferrar model, this means the engine must be capable of producing at least 340 BHP at S-L at that wing loading.

Therefore, we say that the higher horsepower number (340 BHP) has been normalized to S-L conditions. Note that Figure 3-4 shows all the requirements presented in the example normalized in this fashion. A manager accountable to the authority.

Certification Basis

He or she should be responsible for the organization's activities on these matters and has the corporate authority for ensuring that all production work is carried out to the required standards. The authority may be delegated in writing to another manager of the organization.

The holder or licensee of a U.S. type certificate for that product furnishes with each such aircraft engine or propeller imported into the United States, an export airworthiness approval issued in accordance with the provisions of that agreement certifying that the individual aircraft engine or propeller:

Props Comparison

With reference to the AC 21-23B, we will quote as a matter of clarity some points relating to the FAA's technical involvement in the validation of imported (in the United States) products and inherent changes. This involvement, of which it is important to be aware because it is also related to European exports to the United States, consists of the following:

To establish the US type certification basis and the means of compliance for the product under application by determining the US airworthiness and environmental standards that would be applied to a similar product if it were to be produced in the United States.

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When the engine rpm decreases below the specific value of the governor (for which the governor is set), then the governor causes the pitch-changing mechanism of the propeller to decrease the angle of the blade. This decreases the load on the engine thereby increasing the rpm.

In this manner, the governor tends to keep rpm constant. These propellers are designed to provide the best efficiency at forwarding speeds. They fit a specific set of conditions of both engine and airplane speed. Any change in those conditions reduces both the propeller and engine efficiency.

Fixed-pitch propellers are used on airplanes of low speed, power, altitude, or range. The pitch-changing mechanism of a constant-speed propeller uses a piston and cylinder arrangement and is operated hydraulically using oil pressure. Either cylinder will move over a piston or the piston will move in a stationary cylinder.

The piston's linear motion is converted into rotary motion by different kinds of mechanical linkages to change the propeller's blade angle. Gears may be used for the mechanical connection - the pitch-changing mechanism responsible for turning each blade's butt.

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A bearing is mounted on each blade that allows them to rotate to change the blade angle. The effect of loss of engine power on the performance of a small generic twin is illustrated in Figure 15-21.

The figure shows that in normal operation, the aircraft climbs 1396 fpm at S-L and offers a maximum speed of 170 KCAS. Losing an engine drops this to 232 fpm and 118 KCAS, respectively. The analysis assumes a drag increase associated with maintaining a straight heading with OEI by adding 50 drag-counts (ΔCD OEI) to the original CDmin.

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This assumes the airplane being flown cross-controlled in a yawed configuration. It is disconcerting that the low rate-of-climb limits room for mistakes. An inexperienced or frantic pilot may easily maneuver the airplane off the peak conditions, causing it to lose altitude.

The Competent Authority requires the POE to be an accurate definition and description of the production organization. The document does not require approval in itself, but it will be considered as such by virtue of the approval of the organization.

The aim is to have the organization able to produce, in conformity with the applicable design, products, parts, and appliances in condition for safe operation. 4 To ensure the above, the Quality Assurance Function has to perform planned, continuing, and systematic evaluations

or audits of factors that affect the conformity and safe operation. For example, if the speed of the engine increases, an overspeed condition will occur and the propeller will need to slow down. The governor automatically increases the propeller's blade angle until the desired rpm has been established.

Good constant-speed propellers respond to small variations to ensure that a constant engine rpm is maintained throughout the flight. The Quality System must include an Independent Quality Assurance Function to monitor compliance with, and adequacy of, the documented procedures of the Quality System.

"Independent" is related to the lines of reporting, authority, and access within the organization, and assumes an ability to work without technical reliance on the monitored functions. Constant-speed propellers speed up when the airplane dives and slows down when it climbs due to the changing load on the engine.

To ensure that the propeller provides an efficient flight, the pilot tries to keep the speed as constant as possible. The mechanism that allows a constant-speed propeller to work is known as propeller governor. A propeller governor senses the aircraft engine's speed and changes the blade angle of the propeller to maintain a specific rpm regardless of the aircraft's operational conditions.

Wooden fixed propellers or wooden propellers are hardly found in today's aircraft, but they were widely used before the introduction of metal propellers. These propellers were built layer by layer with specially prepared wood. Black walnut wood, sugar maple wood, yellow birch wood, and black cherry wood were most commonly used in the making of these now vintage wooden propellers.

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The FAA may issue a type certificate for a product that is manufactured in a foreign country or jurisdiction with which the United States has an agreement for the acceptance of these products for export and import and that is to be imported into the United States if:

The applicant shall justify (21.A.131) that an approval under Subpart G is appropriate for the purpose of showing conformity with a specific design (approved or to be approved); and have ensured satisfactory coordination between production and design through an appropriate arrangement with the holder or applicant of an approval of that specific design.

One of the problems encountered at this stage of the design is that the geometry of the airplane is largely unknown. For that reason, one does not know important parameters such as CDmin, CDTO, CLTO, and k.

To resolve this issue, the designer must look at existing aircraft in the same class as the one being designed and try to estimate them. Table 3-1 is intended to give the designer a range of typical values, instead of such a study.

Also, consider Table 15-18, which lists CDmin for a number of selected aircraft. The first metal propellers were used in the aircraft for military operations during 1940. These propellers were made using incredibly strong and durable aluminum alloy.

The metal material used in the making of these propellers was treated to enhance its properties and make it less prone to warping from damage due to heat or cold. Today, it is hard to find an aircraft propeller made of anything but metal.

Where standard parts, materials, processes or services are included in the applicable design data (see guidance on applicable design data in GM 21.A.131) their standards should be controlled by the POA holder in a manner which is satisfactory for the final use

of the item on the product, part or appliance.

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Aircraft Navigation Lights

Aircraft Navigation Lights

Aircraft Navigation Lights - Navigation lights are an important part of an airplane. At any given time, there are around 10,000 airplanes in the sky transporting a total of over 1 million passengers. To protect against nighttime collisions, as well as other serious accidents in poor visibility conditions, airplanes are equipped with navigation lights.

Our LED aircraft navigation lamps are available in industry standard colors that include red and green for wingtip lights, as well as white for wingtip and tail lights. They serve vital purposes for crew notification, anti-collision, and takeoff and landing operations.

Aircraft Navigation Lights

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Strong illumination is essential in this type of lighting. Bulbs must function as beacons and notify ground crews of certain flight procedures, including takeoff and landing. All aircraft navigation lights should perform without fail, even in extreme temperatures, low visibility environmental conditions, and severe weather including snow, rain, and fog.

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Aircraft navigation lights are used in the aviation industry to assist in the navigation process. These lights can refer to strobe lights that are meant to help aircraft avoid collisions and exterior lights that are placed at the wingtips and tail of an aircraft.

All airplanes use this universal format for their respective navigation lights. In doing so, air traffic controllers can determine the direction in which airplanes are traveling. If an air traffic controller sees a red light on his or her right and a green light on his or her left, the air traffic controller will know that the airplane is approaching the tower.

If the lights are reversed, on the other hand, the air traffic controller will know that the airplane is flying away from the tower. The SunTail LED Anti-Collision Strobe and White Position Tail Light is TSO Certified and uses the same mounting footprint as legacy tail light products.

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It can be used as a navigation light on virtually any aircraft. The Pulsar Navigation, Strobe and Position Lights for aircraft are ideal for use in Experimental, Certified, Commercial, ARFF, and Military aircraft both new and retrofit designs.

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All the lights in the series meet and exceed the TSO requirements for navigation/position and anti-collision strobe. Without navigation lights, air traffic controllers and other individuals on the ground would not be able to tell the direction in which airplanes are traveling.

Navigation lights offer a solution. They consist of red and green lights that are installed on an airplane's left and right wings, respectively. Teledyne lighting provides a diverse range of LEDs that are FAA/PMA certified for commercial, business, and rotorcraft applications.

All products are FAA/PMA approved per aircraft type on their supplement. We are one of the very few authorized distributors for Teledyne. The forward position lights (red and a green lights) must be installed forward on the airplane with lateral spacing as far apart as practicable so that, with the airplane in the normal flying position, the red light is on the left wing tip and the green

light is on the right wing tip. The rear position white light must shine towards the rear of the aircraft and illuminate an area towards the rear of the aircraft wing. The forward position lights must provide a minimum intensity of 40 (0° to 10°), 30 (10° to 20°), and 5 (20° to 110°) candles (angle from right or left of longitudinal axis) in the

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horizontal plane. It's important to note that navigation lights aren't used to provide illumination for passengers or pilots. Rather, they live up to their namesake by offering navigational benefits. They help pilots navigate to their intended destination without experiencing collisions or other serious accidents.

Navigation lights create colored illumination that makes airplanes easier to see. When the sun goes down, they'll illuminate the surrounding space around the airplane with colored lights. Complete LED navigation lighting system for your model aircraft up to .60 size.

The GT Power LED Lighting System consists of eight bright LED lights, a control board with power lead, and clamps for securing the LEDs to the fuselage and wings of your aircraft, as well as double-sided tape for securing the control board within the fuselage.

We work with aircraft maintenance professionals, engineers, and major airlines to efficiently identify the most appropriate solution for their lighting requirements. We can provide you with details on FAA/PMA certifications, pricing, potential ROI you stand to gain for specific types of bulbs, various performance and efficiency specifications, and other information that will ensure you get the greatest benefit from your purchase and that it correctly

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fulfills your requirements. If you require bulbs for aircraft mood lighting systems, upwash and downwash cabin lighting, various cockpit settings, and for other placements on the interior or exterior of an aircraft, we can supply a wide range of colors, tones, and bulb types, including many

Aircraft Lighting Systems

LED options. The rear position light must provide a minimum intensity of 20 candles in the horizontal plane. The color of the position light must be controlled with regard to the chromaticity specification: aviation red (y is not greater than 0.335; and z is not greater than 0.002);

aviation green (x is not greater than 0.440-0.320y; x is not greater than y-0.170; and y is not less than 0.390-0.170x); aviation white (x is not less than 0.300 and not greater than 0.540; y is not less than x-0.040 or y-0.010, whichever is the smaller; and y is not greater than x+0.020 nor 0.636-0.400x).

AeroLEDs offers a wide variety of LEDs for general aviation, business and rotorcraft. We are one of the very few authorized distributors for this provider. They manufacture an extensive variety of LEDs for landing, taxiing, and navigation.

How Navigation Lights Work

Many products are certified but may require an STC 337 or log book entry depending upon the application and aircraft. Aircraft navigation lights, also referred to as position lights, are designed to indicate airplane position, flight direction and airplane orientation relative to an observer.

The navigation light system is comprised of the red and green lights installed in the wing tips and the white light on the aft end of the vertical stabilizer. For more than thirty years, we've helped domestic and international airlines, business jet operators, helicopter operators, and military/defense customers get the lighting products they need for their aircraft.

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These aircraft light bulbs include LED aircraft reading lights, miniature light bulbs for various settings, and aircraft sealed beam lamps among many others. The control board power lead features a male JR plug for connection to any open channel on the receiver.

We suggest using a UBEC or receiver battery pack to provide adequate power to these lights, as the standard linear mode BEC on most ESCs may become overloaded. Another option is to use an ESC that has a switch-mode BEC.

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We can readily provide aviation lamps that play varied roles in the interior and exterior of an aircraft, which include logo lights used to illuminate graphics on the wings and tail of the aircraft. Traditional navigation lights require the use of color filters to achieve the specified chromaticity.

LED navigation lights can produce light in any color directly from the source. These products also offer many improvements over legacy products, which include low energy consumption as well as extended lifespan due to the reliability and durability of the light source.

Dual navigation light systems of traditional technologies are often installed to provide redundancy in the event of a bulb failure. Our inventory is diverse and meets the ever-changing demands of a vibrant and fast-paced industry. We are ISO certified, accept all major credit cards, and can provide same-day shipment of in-stock items for all orders placed before 3pm EST.

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If you need AOG service, we can respond to your request 24/7. Unlike most other companies, we're focused solely on lighting and we're highly knowledgeable about the needs of customers in many different industries. The close relationships we've built with the manufacturers and suppliers that we represent enable us to offer complete quality assurances in every product we provide.

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How do navigation lights work exactly? For airplanes, navigation lights consist of two colors: red and green. Red navigation lights are found on the tip of an airplane's left wing, whereas green navigation lights are found on the top of an airplane's right wing.

Most commercial airplanes have a single red navigation light and a single green navigation light. You will benefit from the long-lasting partnerships we've maintained with many different aviation lamp manufacturers including General Electric, Chicago Miniature, Oshino, BE Aerospace, ALI, Teledyne, AeroLEDs and more.

We're here to serve as your point of access for the aviation industry's most in-demand lighting products. If you are looking for bulbs from a specific manufacturer, or as a drop-in replacement for a particular fixture or setting, give us the details and we'll connect you with the most appropriate solution.

Their longevity and efficiency means that individual bulb replacements and maintenance are required less often. They still provide bright and brilliant light with reduced demand for power. This is highly advantageous for the industry as it means less time on the ground for maintenance and more time up in the air.

What Are Navigation Lights?

Also known as running position lights, navigation lights are those used for navigation purposes. They've been around for centuries, with the first navigation lights appearing on ships. In 1846, lawmakers in the United Kingdom passed a law requiring all ships to have navigation lights.

Navigation lights are now found on both ships and airplanes. They consist of bulbs that, when turned on, emit colored light so that ships and airplanes can safely navigate to their intended destination.

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