Aircraft F5

Aircraft F5 - “This program will provide modernized aircraft with exceptional avionics and tactical capabilities which are needed to allow pilots to practice the tactics and techniques employed against a near-peer threat,” said Captain Ramiro Flores, the PMA-226 Program Manager. improvements will ensure realistic and relevant tactical training the pilots need to win in combat.”

Prior to the Iranian revolution, Iran received extensive American military aid—the Imperial Iranian Air Force was no exception and received hundreds of F-5s in several variants. Iran had also received a number of more advanced fighters from the United States and other countries, which resulted in a sell-off of their F-5 frames, though they retained several for training purposes, or as aggressor aircraft for pilot training.

Aircraft F5

Other specific items in the F-5AT package include a Duotech mission computer, threat weapons engagement zone (WEZ) replication software suite, a color multifunction display (MFD), and Garmin moving-map display. Rapid integration of an external or internal jammer, captive missiles, a P5 air combat maneuvering instrumentation pod, and various items of air-to-ground ordnance.

What Can I Do To Resolve This?

Of course, the Navy and Marines will not primarily be using their upgraded F-5s to represent the highest-level threats, leaving that job to the F/A-18E/F Super Hornet and to the F-16, and potentially even the F-35. The War Zone was first to reveal plans for VFC-12 to upgrade from the “classic” Hornet to the Super Hornet, while the service is bringing in additional F-16 aggressor jets to Fallon to supplement the limited numbers of available. F/A-18E/F Super Hornets and F-16A/B Vipers.As we understand it, some of these F-16s will fly with VFC-13, which now flies the F-5N.

Naval Air Systems Command (NAVAIR) announced that its Specialized and Proven Aircraft Program Office, or PMA-226, which is responsible for managing the upgrade, had delivered the aircraft to Pax River earlier this week. ground and flight tests of this block upgrade prototype project for the Navy's F-5s, also known as Avionics Reconfiguration and Tactical Enhancement/Modernization for Inventory Standardization, or ARTEMIS.

The American-designed Northrop F-5 was first drawn up in the late 1950s or early 1960s. Originally envisioned as a highly aerodynamic fighter with good handling characteristics, including high thrust and supersonic flight, and ease of maintenance.

You can email the site owner to let them know you were blocked. Please include what you were doing when this page came up and the Cloudflare Ray ID found at the bottom of this page.

Why Have I Been Blocked?

There have also been upgrades made to the existing F-5s, notably the “Red Net” tactical and situational awareness datalink introduced on the Marine Corps jets with VMFT-401. Based around a commercially available tablet-kneeboard display, this operates much like a heads-down situational display, feeding the pilot with information that can flow from other platforms — including those carrying more advanced radars and sensors, for example, even in a synthetic manner.

As such, it's expected the ARTEMIS package for the U.S. military will be based on, or at least broadly similar to, Tactical Air's F-5 Advanced Tiger configuration, which the company applied to 21 former Jordanian F-5Es acquired in 2017. Those jets are already being used in support of Navy red air requirements at Naval Air Station Fallon, Nevada, the home of TOPGUN. In winning that high-profile contract, Tactical Air was selected ahead of a rival bid based around fourth-generation F-16 fighter jets, a turn of events you can read more about here.

As pointed out previously, Iran does likely have the ability to domestically manufacture some parts of the Saeqeh, going so far as to release a video of the airframe's assembly line. refurbished and upgraded F-5s that were not flyable.

The relatively cheap to operate upgraded F-5s combined with more advanced adversaries and electronic warfare support, as well as contracted aggressors, will be able to challenge fleet pilots with a saturated and dynamic threat presentation. capabilities of America's adversaries, but also because of the increasing capabilities of the combat aircraft fleet pilots fly. Advanced sensors and data links, as well as better weaponry, have made it harder and harder to challenge them in the air with an increasingly geriatric aggressor force This upgrade aims to help in that department.

Why Have I Been Blocked?

The War Zone has, in the past, looked in detail at the various capabilities that Tactical Air's F-5 aggressor upgrade brings to the table. the AN/APG-66 radar used in contractor-operated A-4 Skyhawks, although it's not at the same level as the active electronically scanned array (AESA) radars beginning to appear in some jets in the private aggressor community. also has the potential to be upgraded with an AESA antenna in the future. Raytheon, for example, recently unveiled a compact, affordable AESA radar weighing a little over 100 pounds, that would seem to be pitched toward this segment of the adversary air market in particular.

Cloudflare Ray ID: 7a1e8a5a0abf6a6c • Your IP: Click to reveal 170.64.142.11 • Performance & security by Cloudflare Babak Taghvaee, a frequent commentator on Iranian defense had the following to say when the  Kowsar was revealed, “Watch propaganda of #Iran's Islamic Regime. An hour ago, a forty-two years old # US-made F-5F which is just a testbed for avionic of Iranian Air Force future training jet (Kowsar-88) was unveiled & claimed to be a 4th Generation Fighter jet completely designed & manufactured in #Iran!”

This website is using a security service to protect itself from online attacks. The action you just performed triggered the security solution. There are several actions that could trigger this block including submitting a certain word or phrase, a SQL command or malformed data.

As well as boosting the overall capability of the aggressor jets, the upgrade aims also to improve their reliability and safety while addressing the various obsolescence issues that are affecting the F-5s, which date back to the 1970s. The Navy and Marine Corps Tiger IIs previously served as frontline fighters with Switzerland, the current batch being the survivors of 44 former F-5E/Fs acquired between 2006 and 2009.

What Can I Do To Resolve This?

In or around 1997, the Iran Aircraft Manufacturing Industrial Company (acronym HESA), revealed the Azarakhsh “Lightning” fighter jet. HESA claimed that the fighter jet was completely domestically produced and that their manufacturing sector was ready for the fighter jet to be mass- produced. Apparently, five or six airframes have been built since then.

We also know that Tactical Air's F-5 pilots are equipped with Scorpion full-color helmet-mounted displays, increasing lethality during simulated HOBS engagements and better replicating potential adversaries, as well as giving the pilot much improved situational awareness.

The F-5 was a pair of engines and wings . . . It was so simple and it was perfect for reservists. A Tiger [F-5 variant] so outfitted can provide Super Hornets and F-35s a legitimate threat, especially in the training environment.”

A photo the Navy released of the jet in question shows that it came from the service’s Fighter Squadron Composite 13 (VFC-13). It is not immediately clear to what degree the aircraft has already been upgraded under the ARTEMIS initiative.

This website is using a security service to protect itself from online attacks. The action you just performed triggered the security solution. There are several actions that could trigger this block including submitting a certain word or phrase, a SQL command or malformed data.

As the U.S. Navy and Marine Corps set about overhauling their in-house red air adversary fleets, the first of three F-5N Tiger II aggressor aircraft set to undergo testing as part of a major upgrade program for the type arrived recently at Naval Air Station Patuxent River in Maryland. The improved F-5Ns will be better suited to replicate more advanced aerial threats and do so more reliably and safely. In the process, the Navy and Marine Corps are leveraging some of the capabilities that contractor red air providers have already introduced to the veteran F-5.

Though the F-5 was a capable light attack jet fighter when created nearly 60 years ago, it is unlikely it could pose a threat to modern jet fighters, especially those with stealth capabilities and with adequate training.

All this work is handled by Tactical Air Support, Inc., which has already made a name for itself as a contractor operating upgraded F-5s. The firm received a sole-source firm, fixed-price, indefinite-delivery, indefinite-quantity contract for the upgrades to Department of the Navy-owned F-5s, running from March 2021 through March 2026.

Thanks to the influx of 22 additional jets combined with the Tactical Air upgrade package, the F-5 is set to continue its formidable legacy as an aggressor jet, offering both numbers, economy, and a very useful level of capability, staying relevant even in the age of fifth-generation fighters and beyond.

Ultimately, the results of the test program will inform the upgrade work that's going to be carried out on a total of 22 former Swiss Air Force Tiger IIs (16 single-seat F-5E and six dual-seat F-5F variants) that have has been recently acquired to boost the adversary force available to the Navy and Marines, reflecting a growing demand for red air across the board.

In an interview with CNBC, Joseph Dempsey, a defense and military analysis research associate at the International Institute for Strategic Studies (IISS), commented on Iran's claim of a completely domestically-manufactured aircraft, saying “The Iranians probably have the industrial capacity to at least make fuselage assemblies for this aircraft. They have obviously been able to make bits of these things,” acknowledging at least some degree of Iranian design.

The latest F-5 iteration, the Kowsar, was shown in an unveiling ceremony in 2018 — attended by Iranian President Hassan Rouhani — claimed once again that this time, they had manufactured at “fourth generation” jet fighter completely domestically.

You can email the site owner to let them know you were blocked. Please include what you were doing when this page came up and the Cloudflare Ray ID found at the bottom of this page.

While they are not typically used to replicate high-end threats, the F-5 continues to be best suited to simulating low-to-mid level threats. The jets today serve with VFC-13 at Naval Air Station Fallon, Nevada, and VFC -111 at Naval Air Station Key West, Florida, while the Marine examples are operated by Marine Fighter Training Squadron 401 (VMFT-401) at Marine Corps Air Station Yuma, Arizona.

“Tactical Air's F-5 Advanced Tiger (F-5AT) upgraded with HUD/HOTAS [head-up display and hands on throttle and stick controls], open architecture mission computers and tailored Operational Flight Programs that enable integration of Duotech's Nemesis advanced radar and Argus RWR [radar warning receiver] systems, IRSTs [infrared search and track systems], EA [electronic attack], datalinks, and HOBS [high off-boresight] simulated weapons employment.”

In all fairness, the Saeqeh does have one very noticeable difference, it's tail. It has two tail stabilizers in a V setup, rather than the F-5s single tail stabilizer. In addition, it had modified jet intakes, but likely comes from refurbished F-5 airframe stocks.

Tactical Air's reworking of the Navy and Marine Corps aggressor F-5s will result in some of the most advanced Tiger IIs anywhere in the world. Already a tricky opponent on account of its small size and its agility, the jet is no match for today's high -end fighters, but, once upgraded, will become a much more capable and flexible adversary.

On the safety side, ARTEMIS provides the F-5 with a new ground-proximity warning system to alert pilots if the jet is in immediate danger of flying into the ground or an obstacle. Other warning systems will provide alerts for severe weather as well as fuel levels.

Cloudflare Ray ID: 7a1e8a6ccb1f6a6c • Your IP: Click to reveal 170.64.142.11 • Performance & security by Cloudflare

f5 aircraft news, f 5 aircraft for sale, f5 tiger 2, northrop f 5, f5 aircraft in service, f 5 tigershark, f5 fighter jet, f5 freedom fighter

Aircraft Engine Valve

Aircraft Engine Valve - Modern combustion engines can use a different number of valves per cylinder depending on the design and the application. Smaller engines such as those used in lawnmowers may have only a single intake valve and one exhaust valve.

Larger vehicle engines such as 4-, 6- or 8-cylinder engines may use four valves per cylinder or sometimes five. Unburned byproducts of combustion frequently leave red or orange deposits on the valve face. These colorful buildups tend to be thickest at the center of the valve (where the temperature is relatively cool).

Aircraft Engine Valve

The cooler the valve, and the richer the fuel/air mixture, the thicker the deposits are going to be. Engine valves are common to many types of combustion engines, whether they run off a fuel such as gasoline, diesel, kerosene, natural gas (LNG), or propane (LP).

Engine Valve Specifications

Engine types vary by the number of cylinders which are the combustion chambers that generate power from the ignition of fuel. They also vary by the type of operation (2-cycle or 4-cycle), and by the design placement of the valves within the engine [overhead valve (OHV), overhead cam (OHC), or valve in block (VIB)]

. Aircraft engines always have two separate ignition systems in order to increase redundancy and reduce the risk of an engine failure during a critical phase of flight. Since the dual ignition systems are kept completely separate, each cylinder will have two spark plugs installed – one for each system.

Typical engine valves are specified by the parameters outlined below. Note that this data is intended for information purposes and be aware that variations in the parameters used for specifying engine valves may exist from manufacturer to manufacturer.

By understanding the specifications, buyers are better equipped to engage in discussions of their specific needs with suppliers of engine valves. On aircraft engines the valves are not operated directly through contact with the cam but rather through a pushrod and rocker system that connects the cam to the valve.

Engine Valve Nomenclature

This system allows for a clearance or gap to be present between the rocker arm and the tip of the valve. This clearance is essential as the temperature of the engine varies during operation which causes the valve to expand at higher temperatures.

Without a clearance between the valve tip and the rocker, temperature increases would result in the valves opening late or closing prematurely which would cause the engine to run poorly and lose power. The clearance can be adjusted, usually through the adjustment of a screw on the rocker assembly.

Hollow engine valves are a special bimetallic valve that contains a hollow cavity that is filled with sodium. The sodium liquefies as the valve temperature rises and is circulated by the motion of the valve, which helps dissipate heat from the hotter valve head.

The hollow design facilitates greater heat transfer through the stem than with solid valves because the martensitic stem material is a better conductor of heat than the austenitic head material. Hollow valves are especially suited for use in modern engines that are delivering more power out of smaller, denser engine designs that have higher exhaust gas temperatures which solid valves are not capable of handling.

Reciprocation Into Rotation

These higher exhaust temperatures are the result of several conditions, including: Spark plugs are classified as being either hot or cold plugs. The ceramic insert on a hot plug has a smaller area of ​​contact with the metal part of the plug than a cold plug.

Hot plugs therefore dissipate heat more slowly than a cold plug and are better suited to running in cooler lower compression engines. Conversely cold plugs are better suited to operating in hotter, higher compression engines as they are able to dissipate heat more effectively.

There are several other types of engine valve designs. So-called sleeve valves consist of a tube or sleeve that sits between the cylinder wall and the piston, and which slide or rotate driven off a camshaft as with other engine valves.

The movement of the sleeve valve causes ports that are cut into the sleeve to align with corresponding ports in the cylinder wall at different points in the engine cycle, thus functioning as a simple engine intake and exhaust valve without the complexities of rocker arms and lifters.

Inline Engine

First, the keys to exhaust valve longevity are: Precise contact between the valve face and the valve seat, and a good fit between the valve stem and the valve guide. In flight, the pilot must keep cylinder head temperatures within normal limits to avoid damage.

Radial engines were commonly used on larger aircraft where multiple banks of pistons could be installed to produce an engine with a large power output while maintaining as compact an engine as possible. World War II era aircraft such as the Republic P-47 Thunderbolt, Douglas C 47, and Avro Lancaster all made use of radial engines.

Large radial engines were largely rendered obsolete after the Second World War as jet engines and gas turbine engines could produce greater power, more reliably with a lighter overall mass. Most engine valves are designed as poppet-style valves because of their up and down popping motion and feature a conical profile valve head that fits against a machined valve seat to seal off the passage of fluids or gases.

They are also called mushroom valves because of the distinctive shape of the valve head. Figure 1 shows the nomenclature for the different elements in a typical engine valve. Oil control rings are located below the compression rings.

Connecting Rod

The purpose of these rings is to allow oil to circulate from inside the piston to the cylinder walls. This circulation is accomplished through a set of small oil drain holes. An aircraft in straight and level flight is subjected to four fundamental forces which must be balanced for the aircraft to remain in equilibrium.

The weight of the aircraft is balanced by the lift produced by the wing and horizontal stabilizer in the vertical direction. As the airplane moves through the air, a resistance or drag force is produced which must be counteracted to maintain the forward flying speed.

This counterbalance to drag is called the thrust force and is generated by the engine-propeller combination. In normal operation, a crankshaft in the engine to which the pistons are attached is tied to a camshaft as part of a valve train arrangement for the engine.

The movement of the crankshaft transfers motion to the camshaft through a timing chain, timing belt, or other geared mechanism. The timing and alignment between the position of the crankshaft (which establishes the position of the piston in the cylinder) and the position of the camshaft (which determines the position of the valves for the cylinder) are critical not only for peak engine performance but also

To Learn More Download The Poster Below

to prevent interference between pistons and valves in high compression engines. Oil scraper rings are located near the bottom of the piston and are shaped such that they are able to scrape oil up and down the cylinder during the piston's motion.

Surplus oil is retained during the up-stroke and then returned to the crankcase during the downward stroke. The crankcase is the name given to the housing that contains the crankshaft and the connecting rods which connect the piston to the crankshaft.

The crankcase on an aircraft engine is usually made from a cast or forged aluminum. This provides sufficient strength and rigidity to hold the crankshaft in place while retaining the mass advantages of aluminum over steel.

Pistons are usually cast from aluminum alloys. On higher performance applications (typically racing engines), the piston may be forged rather than cast. The piston does not directly contact the cylinder but a gas seal between the cylinder wall and the piston is maintained through the use of piston rings and oil lubrication.

Engine Valve Motion

These rings are mounted in groves cut into the piston and are manufactured from cast iron. There are generally multiple piston rings installed, located just below the piston crown. Three different types of rings are commonly installed on an aircraft piston: compression rings, oil control rings, and oil scraper rings.

Inline engines are characterized by a vertical cylinder arrangement built in a single line along the crankcase. One advantage of this layout is the low frontal area that the engine presents to the oncoming air. A low frontal area means that the engine cowling can be made smaller which reduces the aircraft's drag signature.

The connecting rod (con rod) is the metallic component that forms the link between a piston and the crankshaft. The connecting rods and the crankshaft convert the reciprocating motion of the piston into rotational motion at the crankshaft which is then used to drive a propeller and produce thrust.

The intake valves on internal combustion engines are subjected to less thermal stress because of the cooling effects of the incoming air/fuel mixture that passes through the valve during the intake cycle. Exhaust valves, by contrast, are exposed to higher levels of thermal stress by being in the path of the exhaust gases during the exhaust cycle of the engine.

Engine Valve Materials

In addition, the fact that the exhaust valve is open during the exhaust cycle and not in contact with the cylinder head means the smaller thermal mass of the combustion face and valve head has a greater potential for a rapid temperature change.

The camshaft is manufactured with a number of cams or lobes where each cam is located above a valve and drives the motion of that valve. The shape of the cam determines how the valve opens and shuts and the orientation of the lobe determines the sequence in which the valve operates.

It is easiest to visualize this motion by referring to the animation below. Normal buildups on the valve face tend to be red, orange, or gray in color. The valve face can turn yellow or green when the temperature becomes abnormally high.

When a portion of the exhaust valve itself turns green, it means the valve is severely burned and weakened, and the valve should be replaced immediately. In this case, "Green means stop." Horizontally opposed engines can be made shorter than an equivalent inline engine as the cylinders are placed in two banks rather than one.

Piston Engine Layouts

However, with this arrangement, the engine is wider and has to be manufactured with two separate cylinder heads rather than one. In a dry sump arrangement, the oil is not stored in the crankcase but rather in a separate external reservoir.

The engine lubrication system is discussed in more detail in a post dedicated to engine lubrication and cooling. When an exhaust valve doesn't seat properly, ultra-hot gases can leak around the thin valve rim and create hot spots.

The first indication of a problem is usually an asymmetric pattern of deposits on the valve face. This article presented a summary of engine valves, including what they are, key nomenclature, how they work, valve operation, materials, types, and specifications.

For information on other topics, consult our additional guides or visit the Thomas Supplier Discovery Platform where you can locate potential sources of supply for over 70,000 different product and service categories. Engine lubricating oil is stored at the bottom of the crankcase in a wet sump engine arrangement.

Radial Engine

The oil is cycled through the engine, lubricating the crankshaft, connecting rod bearings and other metallic components. The oil finds its way onto the cylinder walls, passing through the pistons, before draining back into the crankcase.

Maintaining the proper valve clearance between the valve stem and the rocker arm or cam is extremely important for the proper operation of the valves. Some minimal clearance is needed to allow for the expansion of metal parts as the engine temperature rises during operation.

Specific clearance values ​​vary from engine to engine, and failure to maintain proper clearance can have serious consequences to engine operation and performance. If the valve clearance is too large, then the valves will open later than optimally and will close sooner, which can reduce engine performance and increase engine noise.

If the valve clearance is too small, valves will not close fully, which can result in a loss of compression. Hydraulic valve lifters are self-compensating and can eliminate the need for valve clearance adjustments. Exhaust valves burn when they fail to seat properly and, as a result, can't efficiently transfer heat to the cylinder.

Engine Operation

Ultra-hot gases scorch these valves starting at their thin rims. This damage erodes and weakens the valves, exacerbates the poor seating problem, and dramatically accelerates wear. Without intervention, the exhaust valve can fail with potentially disastrous consequences.

Burnt exhaust valves have long been a leading cause of cylinder failures and power loss in piston aircraft engines. Modern borescopes allow us to look deep inside cylinders--and this guide will help you interpret what you see through the viewfinder.

Finally, two springs are incorporated into each valve to assist in closing the valve quickly and damping out any valve bounce that may occur due to the vibrations inherent in the running of an internal combustion engine.

Valves must be able to retain their strength and shape at high temperatures and so are usually built from high strength steels. Exhaust valves are usually smaller than inlet valves so as to reduce the possibility of pre-ignition or knocking.

V-Type Engine

The exhaust valve is usually the hottest part of the engine and a smaller valve reduces the likelihood that the high temperatures could cause the fuel/air mixture added during the intake stroke to ignite prematurely. Exhaust valves are designed to rotate, and this rotation is essential to valve longevity since it helps prevent deposits from building up around the seat, stem, and guide.

At a typical 2,400-rpm cruise, each exhaust valve opens and closes 1,200 times a minute, and each valve rotates once per minute. Engine valves are one of the components in internal combustion engines that are highly stressed.

The need for reliable engine operation dictates that engine valves be capable of exhibiting resistance to repeated and continuous exposure to high temperature, high pressure from the combustion chamber, and mechanical loads and stresses from the engine dynamics.

Spark Plugs

aircraft engine valve spring compressor, aircraft fuel valve, radial aircraft engine valve train, fuel selector valve aircraft, aircraft schrader valve, aircraft fuel strainer valve, air valves types, aircraft pressure relief valve

Aircraft Desk

Aircraft Desk - Nothing goes to waste at SkyArt. Meet our new sub-brand PlaneSkins. various everyday items upcycled from genuine aircraft parts. Sale Price AU$727.00 AU$727.00 This type of data sharing may be considered a "sale" of information under California privacy laws.

Turning off personalized advertising opts you out of these "sales". Learn more in our Privacy Policy, Help Centre, and Cookies & Similar Technologies Policy. Sale Price AU$488.31 AU$488.31 SkyArt offers custom-made airplane mock-ups for events, exhibitions, movie productions.

Aircraft Desk

You can buy or rent a mock-up custom_query wherever you need a realistic airplane environment. Sale Price AU$1,813.80 AU$1,813.80 Sale Price AU$153.80 AU$153.80 These 4 or 5-star reviews represent the opinions of the individuals who posted them and do not reflect the views of Etsy.

Required Cookies Technologies

The ratings/reviews displayed here may not be representative of every listing on this page, or of every review for these listings. Please click on a specific listing for more information about its average rating and to see more customer reviews.

Some of the technologies we use are necessary for critical functions like security and site integrity, account authentication, security and privacy preferences, internal site usage and maintenance data, and to make the site work correctly for browsing and transactions.

Keep collections to yourself or inspire other shoppers! Keep in mind that anyone can view public collections - they may also appear in recommendations and other places. View Etsy's Privacy Policy Sale Price AU$35.64 AU$35.64 Sale Price AU$61.31

AU$61.31 Sale Price AU$52.29 AU$52.29 Nothing goes to waste at SkyArt. Meet our new sub-brand PlaneSkins. various everyday items upcycled from genuine aircraft parts. Sale Price AU$271.51 AU$271.51 Sale Price AU$4.99 AU$4.99 Sale Price AU$5.39 AU$5.39

The Page You Are Looking For Is Not Found

SkyArt offers turnkey solutions for your projects no matter how small or how big they may be. In the past we completed many projects successfully for high profile international customers. If your project involves aircraft or aviation, please consult our professional design team and they will assist you with your inquiry.

Sale Price AU$40.81 AU$40.81 The page you are looking for does not exist. It may have been moved, or removed altogether. Perhaps you can return back to the site's homepage and see if you can find what you are looking for.

SkyArt offers custom-made airplane mock-ups for events, exhibitions, movie productions. You can buy or rent a mock-up custom_query wherever you need a realistic airplane environment. To enable personalized advertising (like interest-based ads), we may share your data with our marketing and advertising partners using cookies and other technologies.

Those partners may have their own information they've collected about you. Turning off the personalized advertising setting won't stop you from seeing Etsy ads or impact Etsy's own personalization technologies, but it may make the ads you see less relevant or more repetitive.

Personalised Advertising

airplane wing desk, airplane desk, aircraft desk models, aircraft carrier desk, airplane wing desk furniture, metal airplane desk, vintage aircraft furniture, furniture made from airplane parts

Aircraft Electrical Connectors

Aircraft Electrical Connectors - Please note, Aircraft Spruce's personnel are not certified aircraft mechanics and can only provide general support and ideas, which should not be relied upon or implemented in lieu of consulting an A&P or other qualified technician.

Aircraft Spruce assumes no responsibility or liability for any issue or problem which may arise from any repair, modification or other work done from this knowledge base. Any product eligibility information provided here is based on general application guides and we recommend always referring to your specific aircraft parts manual, the parts manufacturer or consulting with a qualified mechanic.

Aircraft Electrical Connectors

Speaking of the cabin floor, modern jets have some very sophisticated entertainment systems that can deliver the Internet and a library of stored content to every seat on the plane. Plane configurations constantly change as they add or subtract seats, depending on the needs of the airline.

This means that the under-floor cabling systems need to be quite flexible and easy to reconfigure. Generally, a backbone of Ethernet cables runs down the plane to under floor boxes serving a block of seats. Cables connect each seat to this box.

If you are lucky enough to have an electric seat, the complexity of the harness is even greater. The Ethernet cables and connectors in these applications use a shielded Quadrax configuration of conductors to provide stable Ethernet connections through the entire system.

Civilian aircraft use several different types of connector families. Most of the flight-critical electronics are contained within rugged boxes, connected to each other with cabling. Both the boxes and cables need to be replaceable with minimum effort in the maintenance hangar or on the flight line.

The airline industry and airplane manufacturers embrace the idea of ​​a FRU, field replaceable unit, easily replaceable for maintenance or upgrades. The airframe may last 50 years, but electronics have a much shorter obsolescence cycle. Next time you are in an airplane next to the galley when the ground staff gently restocks the galley with pluggable containers, consider the interconnect environment found in the aircraft and be impressed by the industry's success in managing it.

Today's aircraft have an electronics bay to accommodate the many electronic functions in the aircraft. Racks frequently use blind mated rectangular connectors specified by ARINC standards, allowing boxes to be swapped by opening handles, inserting the box, and locking it in place.

These FRUs can enable quick repair or maintenance on the flight line as well as allowing upgrades in total systems without changing the airplane. Aircraft are heavily used, going through multiple thermal and humidity cycles every day.

They must live in the worst of conditions, temperatures way below anything we see on the surface, and landing in a blowing salty rain next to the ocean in Miami. We expect plans to do this year after year without failure.

In addition, the airlines have no tolerance for unscheduled maintenance. The aircraft environment for EMI is horrible. In addition to all of the radios and radars needed to communicate and navigate the aircraft, uncontrolled sources of radiation from individual phones to lightning strikes and solar flares abound.

The shielding systems for all of the electronic boxes and cables need to protect the electronics under all conditions. I bought this connector because it is advertised how well it fits and works to be used on a connection that needs to be taken apart often.

Well, a $0.50 connector works better. This thing is not worth a cent. Overpriced, bulky and requires 2-3 attempts to get it apart and I can see that the little clicky thing inside will break after a short time.

Toll Free: 877-477-7823 Customer Service: 800-861-3192 Fax: 800-329-3020

aircraft electrical wire connectors, electrical connectors catalog, aircraft electrical connector kits, aircraft electrical supplies, aircraft cables and connectors, electrical connectors aerospace, aircraft electrical connector suppliers, plug in wire connectors

Aircraft Dry Lease Rates

Aircraft Dry Lease Rates - Any policies of insurance carried in accordance with this Lease: (i) shall name Lessee as an additional insured; and (ii) shall contain a waiver by the underwriter thereof of any right of subrogation against Lessor; and (iii) shall provide that in respect of the interests of Lessor, such policies of insurance shall not be invalidated by any action or inaction of Lessee or any other person and shall insure Lessor (subject to the limits of liability

and war risk exclusion set forth in such policies) regardless of any breach or any Qatar Airways is a big airline that has a lot of crew members. The only problem is that they were lacking aircraft.

Aircraft Dry Lease Rates

In this situation, dry leasing an aircraft for the short term would be ideal. Since they had the crew but no aircraft. A private aircraft "dry lease" arrangement is subject to fewer operating restrictions and governed by 14 C.F.R.

Wet-Lease Vs Dry-Lease

Part 91. With a dry lease, an aircraft owner/lessor leases an aircraft to a lessee/operator without a crew. Neither the lessor nor the lessee is required to hold a charter certificate. In a dry lease situation, the lessee provides its own crew and exercises operational control of its flights.

The lessee can operate the aircraft without complying with many of the more restrictive and costly requirements applicable to chartered service. Additionally, federal excise tax is generally not due on lease payments by the lessee to the lessor (although sales tax is often assessed on such payments), which is another advantage over chartered service.

For these reasons and more, we often find clients desiring dry lease arrangements. THE AIRCRAFT WILL BE MAINTAINED AND INSPECTED UNDER FAR PART 91 FOR OPERATIONS TO BE CONDUCTED UNDER THIS LEASE. DURING THE DURATION OF THIS LEASE,

INTREPID POTASH, INC. 700 17TH ST., SUITE 1700, DENVER, CO 80202, IS CONSIDERED RESPONSIBLE FOR OPERATIONAL CONTROL OF THE AIRCRAFT UNDER THIS LEASE. Lessor will submit this Lease for approval to the insurance carrier for each policy of insurance on the Aircraft.

What Is An Aircraft Dry Lease Agreement?

Lessor will arrange for a Certificate of Insurance evidencing appropriate coverage as to the Aircraft and the satisfaction of the requirements set forth above to be given by its insurance carriers to Lessee upon Lessee's request.

For Four Thousand Four Hundred Twenty Nine Dollars ($4,429) per flight hour, Lessor agrees to lease the Aircraft to Lessee, Lessee acknowledges that Lessor has also entered into a management agreement with Airmax, LLC, a limited liability company organized under the laws of the State of Colorado with an address at 8551 Aviator Lane, Centennial, CO 80112, pursuant to which Airmax, LLC shall

manage the Aircraft according to 14 C.F.R. Part 91 and Airmax, LLC's policies. It shall be conclusively presumed between the parties that the Lessee has fully inspected the Aircraft having knowledge that it is in good condition and repair and that

Lessee is satisfied with and has accepted the Aircraft in such condition and repair. Medium to long-term option, generally a lease term that is short compared to the economic life of the aircraft being leased. An operating lease is commonly used to acquire aircraft for a term of 2-7 years.

How Much Is An Aircraft Lease?

With an operating lease the aircraft does not appear on the Lessee's balance sheet. Disclaimer: ContractsCounsel is not a law firm and does not provide any kind of legal opinions, advice, or recommendations. The relationship between users and ContractsCounsel are not protected as attorney-client privilege or as legal work product.

All relationships between business users and the independent lawyers featured on this website will be governed by the individual engagement letters provided by each lawyer. Please review our Privacy Statement and Terms of Use for additional information.

WHEREAS, Lessor owns and is the registered owner of the airframe together with the Engines, APU(s) and all appliances, parts, instruments, avionics and appurtenances thereto, including any replacement part(s) or engine(s) which may be installed on the Aircraft from time to time, and all logs, manuals and other records relating to such Aircraft (collectively, the

“Aircraft”): When the aircraft market is limited and the demand for air travel outweighs the supply, airlines can find themselves short of capacity, especially in peak periods. By making use of wet-leasing, they can increase capacity and create revenues and cash while travel demand is high.

Action Item

Chattel Loan: This is a form of outright purchase where a loan is provided for the purchase so ownership of the aircraft is transferred to the purchasing company and the financier simply takes a mortgage over it.

This type of arrangement is commonly used when seeking ownership of the unit at the end of the finance term as a residual or balloon payment is not required. Under a chattel loan the aircraft appears on the company balance sheet as titled to the aircraft has been transferred.

Since the inception of aircraft leasing in the 1970s, airlines are turning to leases instead of owning planes. These days, many aircraft markets and businesses use leasing financing. Unfortunately, some lessees are still confused about what is a wet and dry lease in aviation and why airlines do it.

I am a corporate lawyer with expertise working with small businesses, venture capital and healthcare. Previously, I worked at large law firms, as well as head attorney for companies. I graduated from Harvard College and the University of Pennsylvania Law School.

Dry Lease

I speak 5 languages ​​(Spanish, French, Italian and Russian, plus English), visited over 60 countries, and used to compete in salsa dancing! For instance, a new Airbus A320neo has a flyaway cost of over $110 million and they need dozens of aircraft to grow their operations.

Even with billionaire ownership, few airlines can afford to pay this upfront. This Lease will commence on the date first written above and continue for one year after said date. Thereafter, this Lease will be automatically renewed on a month to month basis, unless sooner terminated by either party as hereafter provided.

Either party may at any time terminate this Lease upon thirty (30) days written notice to the other party, delivered personally or by certified mail, return receipt requested, at the address set forth above. Post a project in ContractsCounsel's marketplace to get free bids from lawyers to draft, review, or negotiate aircraft dry lease agreements.

All lawyers are vetted by our team and peer reviewed by our customers for you to explore before hiring. It is important to understand the difference between a wet and dry lease because it will help you make better decisions while trying to lease an aircraft.

What Is A Wet-Lease?

Below, you will see a chart showing what is included in a dry and wet lease. violation of any warranty, declarations or conditions contained in such policies by Lessee or any other person; and (iv) shall provide that if the

insurers cancel insurance for any reason whatsoever, or the same is allowed to lapse for non-payment of premium, or if there is any material change in policy terms and conditions, such a cancellation, lapse or change shall not be effective as to

Lessee. Each liability policy shall be primary without right of contribution from any other insurance which is carried by Lessee or Lessor and shall expressly provide that all of the provisions thereof, except the limits of liability, shall operate

in the same manner as if there were a separate policy covering each insured. An aircraft dry lease agreement is a contract between a lessor and lessee concerning renting an aircraft. The aircraft is leased without crew, insurance, fuel, or maintenance costs, which means that the lessee will not have to worry about payroll and other related operating expenses.

The Lessor provides the Lessee with the aircraft(s), along with crew, maintenance and insurance on either a short and long-term contract. The Lessee absorbs marketing, direct operating expenses, such as fuel, landing, parking fees and ground handling, as well as bearing the commercial risk of load and yield.

Aircraft, Crew, Maintenance & Insurance is usually a short term leasing option, from a few months to 2 years. The aircraft remains on the Lessor's AOC throughout the lease term. Ideal option for testing route expansion, seasonal demand, scheduled/non scheduled maintenance (AOG) and start-up airlines.

An example of where a dry-lease shines is when an airline like Qatar Airways is grounded in a specific location due to some technical issues. And the people who are responsible for fixing the aircraft are not available.

I am a New Jersey licensed attorney and I have been in practice for over nineteen years. My practice mainly consists of representing public entities (municipalities, school boards, etc.) and businesses, both small and large. In that capacity, much of the work consists of drafting, reviewing and revising contracts.

Lessee represents and warrants that it is not leasing the Aircraft for the purpose of charter or lease to third parties which could be considered commercial air transportation or air transportation for hire as set out in the Federal Aviation Regulations.

THE AIRCRAFT, A CANADAIR LTD., CL-600-2B16, MANUFACTURER'S SERIAL Well. 5180, CURRENTLY REGISTERED WITH THE FEDERAL AVIATION ADMINISTRATION AS N518CL, HAS BEEN MAINTAINED AND INSPECTED UNDER FAR PART 91 DURING THE 12 MONTH PERIOD PRECEDING THE DATE OF THIS LEASE.

In some cases, the cost is calculated per seat or mile. For instance, if you want to lease an A380 for 500 people on a 10,000-mile trip, you might be charged three dollars per mile for each person.

Except in accordance with other written agreements entered into subsequent to the date of this Lease between Lessee and Lessor regarding maintenance of the Aircraft, Lessee will not have the right to alter, modify, or make additions or improvements to the Aircraft without

the permission of Lessor. All such alterations, modifications, additions, and improvements as are so made will become the property of Lessor and will be subject to all of the terms of this Lease. The registration of and title to the Aircraft will be in the name of the Lessor, and the

Aircraft, at all times during the term of this Lease or any extension, will bear United States registration markings. All responsibility and obligations in regard to the operation of the Aircraft as above owned, registered, and marked will be borne

by Lessee during the term of this Lease. Lessee will immediately notify Lessor and Airmax, LLC of each accident involving the Aircraft, which notification will specify the time, place, and nature of the accident or damage, the names and addresses of parties

involved, persons injured, witnesses, and owners of properties damaged, and such other information as may be known. Lessee will advise Lessor of all correspondence, papers, notices, and documents whatever received by Lessee in connection with any

claim or demand involving or relating to the Aircraft or its operation, and will assist in any investigation instituted by the Lessor and in the recovery of damages from third persons liable therefor. This Lease of aircraft is made effective as of June 12, 2008, by and

between BH Holdings LLC, with an address of 700 17th St., Suite 1750, Denver, CO 80202 (“Lessor”) and Intrepid Potash, Inc., with an address of 700 17th St., Suite 1700, Denver, CO 80202 ( “Lessee”). Leasing costs are calculated in different ways.

Short-term rentals, for example, can be priced per hour of flight time, with or without fuel (wet or dry), plus any additional expenses like catering, landing or takeoff fees, and customs fees. The major difference between wet-lease and dry-lease is who has the operational control.

In a dry-lease situation, the lessee maintains operational control, while with wet-lease, the lessor maintains operational control of all flights providing aircraft and crew members. In a wet-lease arrangement, the client only pays for fuel charges, airport fees, catering, and other duties or payable fees.

While the lessor maintains operational control of the aircraft and operates under its own Air Operator Certificate (AOC). The lessee has no responsibility for any damage or wear-and-tear on the aircraft during the leasing term, so they do not need to take out an additional liability policy to protect themselves from such risks.

The most desired benefits to an aircraft dry lease agreement include no crew expense, no insurance cost, no fuel cost, and no maintenance cost. Upon the conclusion of each flight conducted by Lessee under this Lease, Lessee will return the Aircraft to Lessor at the Centennial Airport, Englewood, Colorado, in as good operating condition and appearance as when received, ordinary wear, tear and deterioration excepted, and will indemnify Lessor against any

claim for loss or damage occurring prior to the actual physical delivery of the Aircraft to the Lessor.

lease rate factor aircraft, wet lease aircraft cost, aircraft leaseback rates, aircraft lease cost, aircraft leasing prices, commercial aircraft lease rates, dry lease aircraft cost, dry lease agreement aircraft

Aircraft Ducting

Aircraft Ducting - Engines have been damaged by rusted bits of SCAT wire getting into a cylinder! SCAT ducting can handle almost any temperature found on a typical homebuilt, except direct contact with an exhaust pipe. To move air in places where moisture may be present, use the double-walled ducting called SCEET for high-temperature use.

An inner wall of silicone-impregnated fiberglass keeps water off the steel wire and provides additional strength to the ducting. Even though it costs a bit more, SCEET lasts a lot longer in service and is actually a better buy than SCAT for most applications.

Aircraft Ducting

good quality. this duct has the metal embedded on the inside and outside with silicon which is nice because the metal wire inside does not shift. A very nice improvement over the older stuff. Not sure why there is white twine on the outside of the duct.

That does not stay in place very well. But overall very satisfied. A factory stick is 13 feet long and it is good that I did not try to save money and order less. I only had about six inches left over.

I figured I needed about 11 ft as that is what I took out but routed the new SCAT a bit differently and less tight so ... I used the -5 one and a quarter inch size for the vent ducting re my Musketeer.

Per a previous review, the steel wire is somehow internally covered as well and hence does not spring out at the end - much nicer than previous material I have used. Manufacturer of bleed air duct systems, precision sheet metal fabrications, bellows, metal hose assemblies and other pressure carrying components designed for use in commercial aircraft, military aircraft, piston and jet engines and missiles.

Products also include composite ECS ducting, interior components and structures across many applications utilizing fiberglass, Kevlar and carbon prepegs with a variety of resin systems. Custom manufacturer of molded plastic and rubber products. Capable of manufacturing molded rubber products such as rooms, bellows, plugs, air ducts, hitch covers, seals, hammer tips, spark plug boots, breather tubes, and cosmetic parts.

Can of manufacturing molded plastic products such as housings, lenses, knobs, buttons, handles, clips, bearing cages, and wiring channels. Materials used include EPDM, natural rubber, silicones, fluoro-elastomers, nitriles, neoprenes, commodity-grade plastic resins, and high-temperature plastic materials.

Specialty materials and additives can also be used. Secondary services include overmolding, chemical bonding, lip trimming, centerless grinding, ultrasonic welding, pad printing, kitting, and assembly services. Serves OEM applications in the automotive, industrial, marine, recreational, small motor, aerospace, military, medical, appliance, pump, safety equipment, and point-of-sale sectors.

SCAT ducting is recommended for use in conducting extremely cold or hot air where temperatures range from -65°F to +550°F. It is lightweight and extremely flexible. This ducting minimizes waste because short sections which are normally unusable can be screwed together to form a continuous length.

It is not recommended for negative pressure applications. Manufacturer of custom & standard flexible (PCA) pre-conditioned air ducts with hook & loop or zipper connected sections. Ducts are manufactured with linear welded seam construction in a wide range of diameters & fabric gauges.

Complete line of PCA hoses, adapters, conversion units & slings for commercial & military aviation ground support applications. SCEET ducting is ideal for use in conducting extremely cold or hot air at temperatures ranging from -80°F to +550°F, and for conveying fumes.

This ducting is highly flexible and can be easily installed around obstructions and sharp bends. It has less air-friction loss than similar non-lined ducting. SCEET ducting is not recommended for applications involving liquids or highly abrasive materials.

It is not recommended for negative pressure applications. Manufacturer of gas turbine engine components for engine and airframe applications. Products include electrical and mechanical systems, exciters, signal and control harnesses, sensors, switches, bellows, engine and airframe conveyance systems, engine build-ups, flexible joints and permanent magnet generators.

What can I say. Its tubing. I needed it to replace the old tubing for the oil/air separator. The problem was that it was on back order for months. I probably should have canceled the order and contacted another supplier that had it in stock.

That is the only problem I have ever had with Spruce is the backorders take forever. Custom manufacturer of aircraft ducts including aviation ground support and ventilation ducts. Available insulated and welded preconditioned air (PCA) ducting systems.

Made from 17 oz./sq. yd. and 22 oz./sq. yd. thickness PVC-coated fabric materials. PCA ducts are manufactured in IDs from 8 in. to 12 in. and lengths up to 75 ft. with hook and loop closure system and zipper attachments.

Non-insulated ducts are available in lay flat roll-ups and compressible wire-wound styles. Used for military, navy, air force and tactical aircraft ducting applications. Ducts with square-cut ends and military tapered-cut ends are also available. Insulated ducts meet SAE AS-38386 specifications and FED-STD-191 standards.

Made in the USA. CUSTOM DUCTS is a flexible ducting product line designed specifically for the aerospace industry aviation industries. CUSTOM DUCTS wire-supported ducting comes in a variety of sizes and lengths, providing the highest quality ducting in the industry.

CUSTOM DUCTS aircraft ducting is manufactured with fiberglass fabrics, impregnated with silicone rubber compounds developed for the demanding flame resistance and high temperature applications unique to aviation. ISO 9001:2000 & AS 9120:2002 certified stocking distributor of wiring products including markers & ducts for aircraft, aerospace & military applications.

Other products include cable ties, mounts, compression & power connectors, tooling, spiral wrap, stand-offs & terminals. Meets Military Spec. Kan Ban & JIT programs. Fabrication services for aircraft components. Interiors, fittings, monuments, lamps and clocks are offered.

Marquetry, composite air ducts, wallcoverings, arm rests and credenzas are also available. Assemblies, tables, desks and cabinets are provided. Secondary services include machining, routing and woodworking. Toll Free: 877-477-7823 Customer Service: 800-861-3192 Fax: 800-329-3020 Stocking distributor of aircraft & motorsports accessories, parts & supplies.

Products include hardware, fasteners, alloys, plywood, tubing, cleaners, sheets, controls, cables, fittings, gifts, instruments, nails, glue, adhesives, lighting, placards, tires, tubes, wheels & brakes. Cleaners include polishers, penetrants, protectants, sealants & degreasers. Fasteners include cable bushings, shackles, pins, latches, clamps, rivets, springs, thimbles, universal joints, bolts, nuts, washers & screws.

Instruments include engines, accelerometers, indicators, altimeters, inclinometers, tachometers, voltmeters, gauges, clocks, ammeters, shunts & engine monitors. Tools include rivet squeezers, fuel & water funnels, tow bars, air guns, chip chasers, dust extractors & clamping tools. Electrical products include batteries, circuit breakers, adapters, terminals, fuses, liquid tapes, tie mounts, cable ties, sleeving & switches.

Excellent product. I am using it to replace the heater ducting on a 1987 Porsche. It is very high quality ducting, and easy to work with. An added benefit is that it comes with a clear plastic outer covering which protects and keeps the duct clean during installation... then the clear plastic can simply be removed.

I also give top rating to the service and quick delivery from Aircraft Spruce. Thanks! Custom manufacturer of lay flat, flexible aircraft preconditioned air (PCA) ducts including PVC and thermoplastic ducts. Materials also used include polypropylene, polyethylene, nylon, olefin, PVC laminated and coated fabric, synthetics, foam, cloth backed vinyl, ethyl vinyl acetate (EVA), thermoplastic polyurethane (TPU) and thermoplastic elastomers (TPE).

Capabilities include RF sealing and welding, bonding, sewing, assembly, prototyping, re-engineering, designing, testing, die cutting, digital logo printing and silk screening. ISO compliant. Distributor of spare parts for commercial, regional, business and commuter aircraft. Products include cockpit panel assemblies, landing light assemblies, engine kits, hardware kits, turbine assemblies, diffusers, chillers, heat exchangers, fittings, harnesses, sensors, starters, switches, transducers, actuators, valves, adapters and controls.

Distributor of aerospace-quality complex composite ducting. Materials include urethane, neoprene-coated nylon, polyester, PVC, silicone, Mylar® and thermoplastic rubber. Duct products are used for ventilation, dust and leaf collection, fume removal, abrasive particle, garage exhaust and laboratory waste cleaning, sawdust and wood chip recovery and street cleaning in industrial, commercial, aviation, pharmaceutical and military markets.

Clamps, cuffs and couplings are also available. Thanks: Arrived intact, packaged well via USPS. However, I added a note to cut the two feet into three eight inch pieces. I received one piece 27 inches long and had to cut an eight inch piece.

Therell be three inches wasted. Manufacturer of crew and passenger seats for commercial and military aircraft applications. Products include microwave ovens, beverage makers, water heaters, cooking platforms and refrigerators. Power supplies, plenums, waveguides, induction systems, heat exchangers, ducts and chassis are also provided.

Repair is offered as a secondary service. Serves the aerospace, medical and rail industry. 24/7 technical support available. FAA approved. Our high temperature silicone ducting products are made by combining fiberglass into silicone to provide the ducting with both flexibility and high-temperature resistance.

Our silicone ducting products feature excellent temperature ranges with hoses capable of operating as low as -65 degrees Fahrenheit and up to 550 degrees Fahrenheit. Silicone Rubber Aircraft Scat Ducting is popular for brake cooling ducts due to its high temperature capability (maximum 550° F continuous / 500° F intermittent).

Lower-temperature applications can also use Custom Ducts single and double wall aircraft Scat and Sceet ducting. Great quality product, shipped out the day after I placed the order. I was in need of flexible air duct tubing, not for an aircraft but a 50 yr old vintage car I was working on.

The only place I could find the correct size I needed was through Aircraft Spruce Co. They had so many size choices in 1/4 inch increments I was amazed. I give this product five stars for form fit and function.

The coiled wire that gives the tube its structure is embedded in the wall of the material, not just free-floating in the ID of the tube. Great product so far. Manufacturer of industrial hoses including aircraft ducts.

Products include single-ply yellow acrylic and neoprene coated polyester fabric hoses, iron oxide red silicone coated fiberglass fabric hoses and double-ply construction silver aluminum and silver silicone coated fiberglass fabric hoses. Double-ply construction black PTFE fabric hoses and double ply iron oxide red silicone coated fiberglass fabric hoses are available.

Hoses are available in different IDs and temperature ranges. This is not SCAT equivalent. The reinforcement string is not bonded in place as with real SCAT tubing, so when you cut the tube to length the string immediately unravels and begins to unwind from the tube.

Also, the wire coil spacing is larger than real SCAT tubing. I do not recommend this stuff for aircraft. SCAT - SCAT type ducting has the same type of construction as CAT except with red silicone rubber impregnation.

For use in conducting extremely cold or hot air with temperatures from -65° to over 550°F. Not recommended for negative pressure applications. SCEET - SCEET type ducting has two plies of silicone rubber-impregnated fiberglass, similar to SCAT except wire between plies.

Ideal for use in conducting extremely cold or hot air at temperatures from -80° to over 550°F, and for conveying fumes. Not recommended for handling liquids or highly abrasive materials, or for negative pressure applications. Please note, Aircraft Spruce's personnel are not certified aircraft mechanics and can only provide general support and ideas, which should not be relied upon or implemented in lieu of consulting an A&P or other qualified technician.

Aircraft Spruce assumes no responsibility or liability for any issue or problem which may arise from any repair, modification or other work done from this knowledge base. Any product eligibility information provided here is based on general application guides and we recommend always referring to your specific aircraft parts manual, the parts manufacturer or consulting with a qualified mechanic.

Manufacturer of ducts or ducting for aircraft and industrial applications. Various materials include Monel®, Inconel®, Corten®, Ni-200, Hastelloy®, titanium and 300 stainless steel. Capabilities include structural fabrication, welding, bellows forming and designing. Meets MIL-W-8611A, MIL-W-6858C and MIL-T-5021D Spec.

and ASME Section VIII standards. Wholesale and stocking distributor of aircraft ducts. Single-ply iron oxide red silicone coated fiberglass fabric, double-ply silver construction silicone coated fiberglass fabric, single-ply yellow acrylic coated polyester fabric, double-ply construction black PTFE fabric and double-ply silver construction silicone coated fiberglass fabric duct hoses are

available. On-site and off-site training and 24 hr. emergency services are available. Stocking distributor of hardware and electrical components including ducting for the aircraft and aerospace industries. Available in various lengths and diameters with -80 degrees F to 500 degrees F operating temperature.

Capabilities include process control, product traceability, inspection, testing, and packaging to specifications. Used it for my 66 Mustang II rack and pinion front end conversion disc brake cooling. Have the inlet behind the headlights into ABS tubing then clamp the flex duct to the ABS and snake SCAT ducting through the upper wish bone to the disc brake duct bracket and use another stainless steel worm clamp.

The duct punctures too easily with a sharp object so I had to use chafe guards where it rubs against anything. Flexes very well steering L/R stop to stop. Ill take brake temp. readings to see if it is working.

Custom manufacturer of composite products including composite materials. Composite materials are suitable for firewalls, APU & pylon components, high temperature ducting, engine nacelle components, heat shields, high temperature & fire resistant enclosures, interior paneling & fascias, air distribution ducting & secondary structural components.

Repair compounds, insulation products, composite products & interior products are also available.

aircraft ducting repair, aircraft ducting repair inc, custom aircraft ducting, aircraft fuel hose, aircraft flexible ducting, plastic ductwork, ecs ducting aircraft, aircraft engine hose replacement

Aircraft Dispatcher Requirements

Aircraft Dispatcher Requirements - (b) No person may allow a flight to continue to an airport to which it has been dispatched or released unless the weather conditions at an alternate airport that was specified in the dispatch or flight release are forecast to be at or above the alternate minimums specified in the operations specifications for that airport at the time the aircraft would arrive at the alternate airport.

However, the dispatch or flight release may be amended en route to include any alternate airport that is within the fuel range of the aircraft as specified in §§ 121.639 through 121.647. (b) Day VFR operations.

Aircraft Dispatcher Requirements

No certificate holder conducting domestic operations may operate a passenger-carrying aircraft and no certificate holder conducting flag or supplemental operations may operate any aircraft under VFR during the day at an altitude less than 1,000 feet above the surface or less than 1,000 feet from any mountain, hill, or other obstruction to flight.

Requirements For Aircraft Dispatcher Training

Applicants for an aircraft dispatcher certificate must be at least 23 years old. An applicant must also have a high school diploma or equivalent, two years of experience in related work such as aircraft maintenance, flight operations, or crew scheduling, or a combination of education and experience equal to two years.

(ii) Airports outside the United States. The weather minimums for takeoff prescribed or approved by the government of the country in which the airport is located; or where minimums are not prescribed or approved for the airport, 800-2, 900-11⁄2, or 1,000-1.

(a) No person may act as an aircraft dispatcher (exercising responsibility with the pilot in command in the operational control of a flight) in connection with any civil aircraft in air commerce unless that person has in his or her personal possession an aircraft dispatcher certificate issued under this subpart.

When making an initial approach to a radio navigation facility under IFR, no person may descend below the pertinent minimum altitude for initial approach (as specified in the instrument approach procedure for that facility) until his arrival over that facility has been definitely established.

§ Initial Approach Altitude Flag Operations

(2) The responsible Flight Standards office has issued the certificate holder operations specifications authorizing operations in accordance with an approved Minimum Equipment List. The flight crew shall have direct access at all times prior to flight to all of the information contained in the approved Minimum Equipment List through printed or other means approved by the Administrator in the certificate holders operations specifications.

An approved Minimum Equipment List, as authorized by the operations specifications, constitutes an approved change to the type design without requiring recertification. (a) Except as provided in paragraph (b) of this section for a certificate holder conducting flag operations, no person may dispatch an airplane over an approved route or route segment unless the communication and navigation facilities required by §§ 121.99 and 121.103 for the approval of that route or segment are in satisfactory operating condition.

(b) Before beginning a flight, the aircraft dispatcher shall provide the pilot in command with all available weather reports and forecasts of weather phenomena that may affect the safety of flight, including adverse weather phenomena, such as clear air turbulence, thunderstorms, and low altitude wind shear, for each route to be flown and each airport to be used.

The eCFR is displayed with paragraphs split and indented to follow the hierarchy of the document. This is an automated process for user convenience only and is not intended to alter agency intent or existing coding.

Working Conditions And Salary For Aircraft Dispatchers

(a) Except as provided in paragraph (b) of this section, no person may release for flight or takeoff a nonturbine or turbo-propeller-powered airplane unless, considering the wind and other weather conditions expected, it has enough fuel -

(iv) Fuel to account for engine deterioration. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind calculation in paragraph (b)(1)(ii) of this section), the airplane also carries fuel equal to 5% of the fuel specified above, to account for deterioration in cruise fuel burn performance unless the certificate holder has a program to monitor airplane in-service deterioration to cruise fuel burn performance.

The salary of an aircraft dispatcher depends on many factors, including their location, degree course, employer, and years of experience. The national average entry-level salary is $35,000 per year, with the national average salary for a dispatcher with more than 20 years of experience at $55,000 per year.

(e) A pilot may begin the final approach segment of an instrument approach procedure, or continue that approach procedure, at an airport when the visibility is reported to be less than the visibility minimums prescribed for that procedure if the pilot uses an operable EFVS in in accordance with § 91.176 of this chapter and the certificate holder's operations specifications for EFVS operations.

§ Responsibility For Dispatch Release Domestic And Flag Operations

(1) Except as provided in paragraph (d) of this section, the weather conditions at each ETOPS Alternate Airport required by § 121.624 are forecast to be at or above the operating minima for that airport in the certificate holder's operations specifications when it might be used (from the earliest to the latest possible landing time);

and (a) No person may dispatch an airplane under IFR or over-the-top unless he lists at least one alternate airport for each destination airport in the dispatch release. When the weather conditions forecast for the destination and first alternate airport are marginal at least one additional alternate must be designated.

However, no alternate airport is required if for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport the appropriate weather reports or forecasts, or any combination of them, indicate -

(b) Each certificate holder conducting a flag or supplemental operation or a domestic operation within the State of Alaska shall conduct extended overwater operations under IFR unless it shows that operating under IFR is not necessary for safety.

§ Aircraft Dispatcher Certification Courses Training Facilities

(c) The weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the locations where the special weather minimums of § 91.157 of this chapter are not applicable (See part 91, appendix D, section 3 of this chapter).

The basic VFR weather minimums of § 91.155 of this chapter apply at those locations. [Doc. No. 6258, 29 FR 19222, Dec. 31, 1964, as amended by Amdt. 121-39, 33 FR 4097, Mar. 2, 1968; Amdt.

121-206, 54 FR 34331, Aug. 18, 1989; Amdt. 121-226, 56 FR 65663, Dec. 17, 1991] A flight dispatcher plans the airplane’s departure, weight, and balance calculations to calculate its fuel requirements based on weather patterns, alternate routes in case of emergency, and air traffic control restrictions.

The flight dispatcher then communicates this information to the pilot(s), working together to make adjustments as needed. (2) at the one-engine-inoperative cruise speed, corrected for wind and temperature, exceeds the airplane's most limiting ETOPS Significant System time (other than the airplane's most limiting fire suppression system time minus 15 minutes for those cargo and baggage compartments required by regulation to have fire-suppression systems).

§ Dispatch Or Flight Release Under Ifr Or Over The Top

(d) A pilot may begin the final approach segment of an instrument approach procedure other than a Category II or Category III procedure at an airport when the visibility is less than the visibility minimums prescribed for that procedure if the airport is served by an operative ILS and an operative PAR, and both are used by the pilot.

However, no pilot may continue an approach below the authorized DA/DH unless the requirements of § 91.176 of this chapter, or the following requirements are met: (1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and where that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;

(d) For the purpose of completing an approved course, a student may substitute previous experience or training for a portion of the minimum 200 hours of training. The course operator determines the number of hours of credit based on an evaluation of the experience or training to determine if it is comparable to portions of the approved course curriculum.

The credit allowed, including the total hours and the basis for it, must be placed in the student's record required by § 65.70(a) of this part. [Doc. No. 6258, 29 FR 19222, Dec. 31, 1964, as amended by Amdt.

§ Dispatch Or Flight Release Under Vfr

121-10, 30 FR 10025, Aug. 12, 1965; Amdt. 121-144, 43 FR 22649, May 25, 1978; Amdt. 121-253, 61 FR 2615, Jan. 26, 1996] Working as an aircraft dispatcher is extremely rewarding, but it is one of the most stressful jobs in the world.

You are responsible for flight planning, communicating with pilots, providing weather information, and all operational decisions. (c) Category II minimums and the sliding scale when authorized in the certificate holder's operations specifications do not apply until the pilot in command subject to paragraph (a) of this section meets the requirements of that paragraph in the type of airplane he is operating.

One of the positions you'll find out about is that of an aircraft dispatcher. Aircraft dispatchers work on the front lines. They operate and understand all aspects of the airport environment, not only because they need to be familiar with everything they take part in but also because they are liable for the safety and well-being of everyone else on board the plane.

(b) When making an initial approach on a flight being conducted under § 121.657(d), no pilot may commence an instrument approach until his arrival over the radio facility has definitely been established. In making an instrument approach under these circumstances no person may descend an aircraft lower than 1,000 feet above the top of the lower cloud or the minimum altitude determined by the Administrator for that part of the IFR approach, whichever is lower.

§ Experience Or Training Requirements

These links go to the official, published CFR, which is updated annually. As a result, it may not include the most recent changes applied to the CFR. You can learn more about the process here. (f) No person may change an original destination or alternate airport that is specified in the original dispatch or flight release to another airport while the aircraft is en route unless the other airport is authorized for that type of aircraft and the appropriate requirements of §§ 121.593 through 121.661 and 121.173 are met at the time of redispatch or amendment of the flight release.

(B) Fuel sufficient to fly to an ETOPS Alternate Airport (at the one-engine-inoperative cruise speed) assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by descent to a safe altitude in compliance with the oxygen requirements of § 121.333 of this chapter;

or When a plane is in the air, its aircraft dispatcher is responsible for monitoring its progress and responding appropriately to any changes in situation or unexpected delays. If an aircraft needs to change course due to weather conditions or other issues, it must get approval from its dispatchers.

(f) Change in ownership. A change in ownership of a part 65, appendix A-approved course does not terminate that aircraft dispatcher certification course approval if, within 10 days after the date that any change in ownership of the school occurs:

§ Alternate Airport Weather Minima

Each certificate holder conducting domestic or flag operations shall prepare a dispatch release for each flight between specified points, based on information furnished by an authorized aircraft dispatcher. The pilot in command and an authorized aircraft dispatcher shall sign the release only if they both believe that the flight can be made with safety.

The aircraft dispatcher may delegate authority to sign a release for a particular flight, but he may not delegate his authority to dispatch.

airline dispatcher requirements, online aircraft dispatcher training, aircraft dispatcher license requirements, aircraft dispatcher license, aircraft dispatcher certificate requirements, aircraft dispatcher training, faa dispatcher certificate requirements, become a flight dispatcher