hose assembly

It’s easy to neglect the little things like choosing the proper hose assembly in favor of focusing on bigger things like an engine. But, like with all things in aerospace and aviation, choosing the proper components for your hose assembly can make the difference between smooth operations or malfunctions.

Hose assemblies are used to allow movement between two port locations and to reduce the effects of vibration. Hose assemblies consist of a hose, varying in length, and a fitting, varying in length and size depending on the application in which the hose assembly is going to be placed. Hydraulic hoses consist of three main components: the tube, the reinforcement, and the cover. The tube is the inner layer of the hose, it passes information from one end of the hose to the other.  The reinforcement and the cover provide the hose with strength and durability to keep it from being damaged but force out environmental factors. Without any of these three components, a hydraulic hose wouldn’t work properly.

Fittings, the piece on either end of the hydraulic hose, are typically made from various metals such as stainless steel, brass, or carbon steel. Fittings contain two major components: a socket and a stem. The socket is the outer piece of the fitting and is used to cover the outer portion of the hose. The stem goes directly inside the hydraulic hose, this allows for the hose to connect to other components. Fittings are required to meet certain specifications such as being assembled as a matching set.

Both fittings and hydraulic hoses need to be assembled according to manufacturer standards with the proper equipment and procedures. The material that constructs the tube in a hydraulic hose needs to be selected based on the fluid that will be flowing through it. Incompatibility between the components and fluids can lead to premature degradation of the hose and result in leakage or early hose failure. 

Aviation Sourcing Solutions owned and operated by ASAP Semiconductor, should always be your first and only stop for all your hose assembly and fitting needs. We are a premier supplier of Eaton hose assemblies, whether new or obsolete. And with our wide selection of parts to choose from and expert staff, you can always find what you’re looking for, 24/7x365. If you’re interested in a quote, email us at sales@aviationsourcingsolutions.com or call us at +1-714-705-4780.



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aircraft actuating cylinders

One of the most important parts of an aircraft is the actuator or actuating cylinder. Actuating cylinders transform energy in the form of fluid pressure into mechanical force, imparting powered linear motion to some movable object or mechanism.

 Actuating cylinders are typically a cylinder housing, one or more pistons and piston rods, and some seals. The cylinder housing has a polished bore where the piston operates, and one or more other ports allowing fluid to enter and exit the bore. The piston and rod form an assembly where the piston moves forward and back within the bore while the rod moves in and out of an opening in the housing. And seals are used in various places to prevent leakages.   

 There are two main types of actuating cylinders, single-action (one directional) and double-action (two directional). In single-action cylinders, pressurized fluid enters the port from the left and pushes against the face of the piston to the right. As the piston moves, air is forced out of the spring chamber, compressing the spring such that when the pressure on the fluid is released, the spring pushes the piston left and forces the fluid out the port and air in through a vent. Single-action actuating cylinder normally use three-way control valves.

Double-action actuating cylinders are controlled by a four-way selector valve. When the valve is on, fluid can enter under pressure to the left chamber of the actuating cylinder, moving the piston to the right and thereby pushing return fluid out the right chamber and through the selector valve to the reservoir.  When the selector valve is closed, fluid pressure enters the right chamber, forcing the piston left, pushing return fluid out of the left chamber and through the valve to the reservoir. In addition to being able to move a load into position, double-acting cylinders also have the ability to hold a load in position.

At Aviation Sourcing Solutions, owned and operated by ASAP Semiconductor and a premier online supplier of aviation parts and components, we know how important actuators are. And in order to meet our client’s MRO and AOG requirements, we make sure that we stock our inventory with everything they could need, new or obsolete and hard-to-find. For more information or a quote, visit us at www.aviationsourcingsolutions.com, or call us at +1-714-705-4780. Our staff is always available and ready to help 24/7x365.


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auxiliary power unit

For a lot of people, flying is terrifying. People fear that planes will suddenly lose power or that engines will fail, and planes will drop out of the sky. Fortunately, that’s a very unlikely scenario since planes have utilized redundancy and been equipped with APUs since at least WWII.

An APU, or auxiliary power unit, is a smaller engine that provides energy for non-propulsion functions, generally on aircraft, ships, and larger land vehicles. In aircraft, APUs are usually located in the very back, right below the tail. Their primary purpose is to provide power, electric, pneumatic, or hydraulic, to start the main engines. APUs also start the cabin air and electric power, serve as an emergency source of electric power in the event of engine failure, and can start the aircraft engines mid-flight in the event of an emergency. But, they’re generally turned off once the aircraft is in mid-flight.

APUs are started by a battery or hydraulic accumulator. Once they’re started, APUs generate bleed air to start the turbine engines. If the APUs fail before the engine starts, the engines can’t be started without an external start cart to provide bleed air. If the APUs fail mid-flight, there’s no immediately noticeable effect. Aircraft engines can still be restarted mid-flight without an APU, if need be, either by using a working engine to generate bleed air to start a dead engine, or by having the aircraft dive and attain enough speed to spin the turbine fast enough to start the engine. That doesn’t mean that having an APU is a bad thing.

APUs are redundant. But, that redundancy is what makes flying safer and what assuages our fears of flying. So, testing APUs for reliability and functionality is really important. APU testing facilities need to coordinate with the OEM’s in order to test APUs at various conditions and circumstances to confirm that they are performing properly. High-speed data acquisition systems and performance correction software help APU manufacturers, end users, and overhaul and service agencies get the best performance from their APUs.

At Aviation Sourcing Solutions, owned and operated by ASAP Semiconductor, we care about the safety of our customers. We strive to be the premier supplier of hard to find aviation parts and MRO services because we know that offering high-quality APUs and turbine engines at an affordable price can make all the difference.


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airplane-tires

Airplane landing tires are made to withstand hitting the tarmac at speeds of 170 mph, with a weight load of about 38-tons, and can tolerate about 500 landings before needing a re-tread.  Contrary to common beliefs, airplane tires are NOT going to explode if given a little too much air. 

Most airplane tires are inflated to 200 psi – compare that to our car tires which typically are around 33-34 psi.  When the plane’s tires first touchdown on the runway they are skidding, not rotating.  The force of the tires rotational velocity matches the planes velocity, causing them to skid and smoke.  Michelin uses grooves on their airplane tires, instead of the block patterns that you see on car tires.  Most of the wear and tear on airplane tires come from the initial moment of contact; if there were block patterns on these tires, the force of the contact would break them off, making them unable to properly stop.

A Boeing 777 aircraft requires 14 tires, Airbus’ A380 uses 22, and the Antonov An-225 needs 32.  The reason these aircrafts’ functionality is so efficient is because engineers have learned to maximize air pressure. 

Lee Bartholomew, lead test engineer for Michelin Aircraft Tires states, 

"It is almost impossible to blow out a tire by over inflating it and that cases where tires have been over-inflated, the wheel actually fails before the tire."

These tires must go through extensive tests to ensure they are suitable for flight.  Tires must be able to withstand four times their rated pressure for minimum of three seconds to be deemed satisfactory.

Aviation Sourcing Solutions is an online distributor of hard to find aviation parts and MRO services.  With a continuously increasing inventory, you can be sure Aviation Sourcing Solutions services will have everything you need and more.  Aviation Sourcing Solutions will ensure all needs are addressed in a timely and professional manner.  Aviation Sourcing Solutions is known for being a Boeing aircraft parts supplier that can always help you find cost-effective solutions for hard-to-find Bearing parts. For a quote, reach out to the main office by phone: 714-705-4780 or by email: sales@aviationsourcingsolutions.com


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aircraft-fuel-pump

Hand-Operated Fuel Pumps, or wobble pumps, are double-acting pumps that transfer fuel manually with each pump of the handle.  There are wide passages within the pump that allow for a back-and-forth movement of fuel. Hand-operated pumps require fuel lines to be run into the cockpit, which could potentially be hazardous.

Centrifugal Boost Pumps are the most common type of auxiliary fuel pump used on an aircraft.  These are electric motor driven, and usually located within the fuel tank or on the outside with the opening of the pump extending inside of the tank.  In this case, pump removal valves are typically installed so the pump can be detached without having to drain the entire tank.

Ejector Pumps are used to help ensure liquid fuel is always at the pump’s inlet, maintaining a constant flow of fuel from the pump to the tank.  These make sure vapor pockets do not form, which could cause structural damage to the aircraft.

Pulsating Electric Pumps, or plunger-type fuel pumps, are commonly used for smaller aircraft because they are less expensive and work the same as centrifugal fuel pumps on larger aircraft. These pumps use a plunger mechanism to pull fuel in and out; during starting they provide fuel before the engine-driven pump kicks in and can be used at higher altitudes to prevent vapor lock.

Vane-Type Fuel Pumps are the most common fuel pumps used for reciprocating-engine aircraft. These pumps can be used as engine-driven primary fuel pumps and as auxiliary/boost pumps.  Vane-type pumps ensure a consistent amount of fuel is kept moving; this can sometimes cause fuel levels to be too high, so most vane pumps have a pressure relief feature that helps with regulation.  The relief valve setting adjusts automatically to provide the correct amount of fuel as air pressure changes due to altitude or turbocharger outlet pressure.


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Propellers

Across generations, airplane propellers have been produced and manufactured to aid planes in one way or another. Blades come in diverse shapes, sizes, configurations, colors, you name it and there is most likely a blade that fits your criteria.

In World War 2 there were a few planes that used four spinning blades instead of the traditionally used three. The advantage of this additional blade? More wind beneath its wings, essentially. The addition of the fourth blade created more push without having to make the blades longer. Before the fourth blade was added, blades were extended far beyond the plane in order to create enough lift, but they could be shortened by simply adding another blade.

When you look out planes closer to modern day you can see how the blades curvature changes. There are many different opinions on why you would use one blade style over another. Some say that the squared off blades allow for controlled cruising and easy lift off. Others chime in that more cylindrical style blades are better at maintaining speed.

They each have their advantages and disadvantages and many of them can be chocked down to the era. War planes were a modern marvel and there was a lot of experimentation going on to make sure they were clean, mean, fighting machines. Some companies turned to square blades as planes became more advanced because their weight distribution allowed them to be more efficient. While others stuck with rounded blades because they were smoother. Each company is going to be different and want to fulfill different needs.


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AerCap

AerCap recently selected the innovative GEnx-1B engine to fuel and supply power for the fifteen Boeing 787 Dreamliners. There is also an open option to purchase an extra ten aircrafts. The value for the engine order is estimated to be more than $780 million dollars (list price). This furthers AerCap’s GEnx-powered 787 Dreamliner armada to a solid 49 aircrafts.

Philip Scrugss, who is better known as the President and Chief Commercial Officer of AerCap stated that the company is extremely pleased to be able to supply their customers with the most innovative and modern aeroplanes that are extremely fuel efficient. On behalf of AerCap, Scrugss states that the company looks forward to receiving more 787 Dreamliners that will be supported by the GEnx-1B engine.

Chaker Chahrour, the vice president and general manager of Global Sales and Marketing at GE Aviation believes that AerCap’s order of more GEnx-1B engines supports the engine’s image as being the engine of choice for Boeing 787s. Chahrour talked about the great pride in AerCap’s extensive confidence in the engine line and also looks to the betterment of the relationship between the company’s.

As of late, over sixteen-hundred GEnx-1B engines have been sold to over fifty customers. In comparison to GE’s CF6 engine, the GEnx engine allows for up to fifteen percent better fuel efficiency, which also moves over to fifteen percent less CO2. The experimental twin-annular pre-swirl combustor of the GEnx reduces the Nox gases in a dramatic way (almost fifty-five percent lower than today’s regulatory limits). Based on a ratio of decibels to pounds of thrust, the GEnx engine is the quietest engine produced by GE, which is largely due to the bigger and more efficient fan blades that run at a slower tip speed. This in return results in a forty percent lower level in noise.


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Hartzell Propeller

Hartzell Propeller, a well-known American manufacturer, has been rewarded an STC for their 2-blade aluminum scimitar propellers this will replace Hartzell’s props that are regarded as factory standard for the Cessna Cardinal 177B aircraft. Provided through the manufacturer’s “Top Prop” performance conversion program, Hartzell’s pricing starts at almost $11,000 for the newest seventy-six point five inch diameter Scimitar propeller, which also brags a composite spinner and STC documentation.

The manufacturer’s latest propeller offers an increase in 177B performance in a handful of key areas. Areas of improvement include: reduction in take off distance by almost 5%, improvement in acceleration, and enhancement in climbing performance while cruise speeds have been upgraded 2 to 4 knots. This new prop is suited with Hartzell’s Powerflow Exhaust system while meeting the standard for worldwide noise limits.

JJ Frigge, Hartzell’s executive vice president, believes the new replacement propeller provides Cardinal 177B owners with an opportunity to take an edge in Hartzell’s reliability and performance benefits. With the ability to get a longer, two-thousand four-hundred hour TBO for six years, and possessing the lengthiest warranty in the market, even though its first overhaul, Frigge believes the replacement propeller gives operators a big advantage.

Hartzell Propeller, which is in its one-hundred and first year of business, is regarded as a global front runner in regards to advanced technology aircraft propeller designing and manufacturing for customers that range from business, government, and commercial. The manufacturing company creates propellers for the next generation that possess the “blended airfoil” technology. Hartzell manufactures with innovative machining centers and robotics stations.


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Boeings 787-9 Dreamliner

Milan based airliner, NEOs, expands their fleet by implementing Boeings 787-9 Dreamliner to their company making it the first Italian airline to fly with 787-9 models. NEO has been working hand in hand with AerCap one of the words largest leasing company to be able to obtain the latest additions. To date AerCap has been the largest customer of Dreamliner for Boeing to be used throughout the world. With the latest addition to NEOs fleet it becomes the 45th operator to use the Dreamliner. The Italian market has had a great influence on the aerospace industry throughout the years but Boeing 787 has not found its way to the Italian airlines till the recent delivery of the two Dreamliner that will take place later on this year (2018). Boeing has already integrated other models such as the 737s and the 767s. Apart of the great influence that Italy has gained in the aerospace industry, its very own Leonardo company has been producing more over 14% of the 787 Dreamliner’s airframe structure. Parts that contribute to the Italian company’s influence are parts such as the horizontal stabilizer and the unique two-piece center fuselage section that the company provides.

Neos has grown its reputation largely based on flying for the Italian vacation company known as Alpitour World. Founded in the early 2000s the Italian airline has been able to expand its ventures to continents such as Africa, Asia along with another place such as the Caribbean and Mediterranean. NEO has chosen to only use Boeing aircrafts in their fleets to date and only wish to expand with their latest integration. Boeing continues to prove themselves with the efficiency that their aircrafts provide.

According to Daniel Mosley of Boeings European Communications, “Boeing has delivered more than 625 787s since entering service in 2011, flying more than 200 million people on more than 610 unique routes, saving over 19 billion pounds of fuel.”

Aviation Sourcing Solution is a prime provider of Boeing aircraft parts and components. Distributing to companies across the globe ASAP is a top choice. With over thousands of parts supplied all of ASAP parts have been tested and placed under warranty to ensure parts with every order.

For a more detailed look at the parts ASAP is able to provide visit www.aviationsourcingsolutions.com. For instant RFQs call 1-714-705-4780 or email sales@aviationsourcingsolutions.com | purchase@aviationsourcingsolutions.com


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Boeing 737 MAX aircrafts

BOC Aviation a prime aircraft leasing company based out of Singapore has recently decided to purchase 737 MAX aircrafts on consignment for other airlines. Purchasing a total of 10 aircrafts the estimated costs are at 1.25 billion US dollars. Some prerequisites that were agreed upon were the signing of a MoU (memorandum of understanding)

The 737 MAX aircraft has been a prime competitor in the industry due its efficiency and potential. One of the many reasons that BOC chose this aircraft is due to low per seat costs. Being a single aisled aircraft it increases possibilities in the single aisle industry. The aircraft is enhanced with new features and the most innovative engine known as the LEAP-1B. Along with the integration of the new engine there are other improvements such as advanced technology winglets for better aerodynamics.

BOC aviation is very pleased with what BOEING is able to provide to their company. Per a statement made by managing director and CEO Robert Martin stated,” As a launch customer for the program, this demonstrates the strength of our relationship with Boeing and will help us continue to deliver superior solutions for our airline customers.”

BOC Aviation is one of the many companies that provide their customers with the most innovative aircrafts in the industry. Always placing their customers first to be able to supply the rest of the world.

Along with these purchases Boeing has other plans set for their innovative aircrafts. Teaming up with a Japanese Aerospace company (JAXA) to test long range light detection and ranging (LIDAR) technology.

Working on enhancing their remote sensing capabilities that would further help pilots be precautious about bizarre weather conditions.

With the help of the LIDARs technology, JAXA is able to read winds up to 17.5km in front of the aircraft.

ASAP Aviation Sourcing Solutions is a prime distributor for CFM International, Boeing aircraft, aircraft parts. Dealing with top manufactures in the industry differentiates us from many of the top competitors on the market. All of ASAP parts have been tested and placed under warranty to ensure parts with every order. ASAP has built an extensive relationship with Boeing over the years to be a well-known customer. For a better look at the parts ASAP is able to provide visit www.aviationsourcingsolutions.com. For instant RFQs email sales@aviationsourcingsolutions.com | purchase@aviationsourcingsolutions.com or call 1-714-705-4780


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