For smaller aircraft, a magneto ignition system can prove to be an extremely self-reliant and compact method of fuel ignition without the use of a battery. Magneto ignitions are also used for tools and equipment that use gas such as lawn mowers, chain saws, trimmers, and more. In this blog, we will discuss how magneto ignition systems create ignition for smaller aircraft.

Magneto ignition systems are generators that utilize a magnet that rotates within a coil. Housed within the system is a primary coil which generates voltage utilizing the rotating magnetic field, as well as a secondary coil which helps to amplify the voltage. When the primary coil reaches its maximum amount of voltage, a switch is used to break the circuit which in turn causes the magnetic field to collapse. A small cam controls the timing of the collapse and when the peak is reached, a contact breaker is opened which causes the circuit interruption.

When the magnetic field collapses in the primary coil, the voltage is spiked. The secondary coil rotates many more times than the primary coil and works to amplify the voltage before it is conducted to the spark plugs. At this point, the voltage can often reach upwards of 20,000 volts. The conducted voltage is delivered to the spark plugs through metallic spark plug wires, and then is brought into the cylinders for ignition. Each cylinder houses two spark plugs and ignition circuits in order to ensure safety and ignition. Two spark plugs also help to create greater engine performance utilizing enhanced combustion. The engine also contains an impulse coupling which is used to ensure that the ignition timing is when the RPM is high enough so that there is no kickback that may damage the starter.

With a magneto ignition system, aircraft have self-reliant fuel ignition system that does not require any battery or any other electrical source. They have remained popular for aviation utilization since the early 20th century and many aircraft house a dual-plug system to ensure reliability and safety.

At Fulfillment By ASAP, owned and operated by ASAP Semiconductor, we can help you find magneto ignition system components you need, new or obsolete. As a premier supplier of parts for the aerospace, civil aviation, and defense industries, we're always available and ready to help you find all the parts and equipment you need, 24/7x365. For a quick and competitive quote, email us at sales@fulfillmentbyasap.com or call us at +1-920-785-6790.


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The primary tool for controlling an aircraft is the flight stick, also called a control yoke. The control yoke is typically situated between the pilot’s legs in front of their seat, rising up from the floor, and is mechanically linked via pulleys and cables. The alternative is a side-stick, situated to the side of the pilot, and is typically placed on or near the armrest of the pilot’s chair. Both side-sticks and control yokes have various advantages and disadvantages associated with them.

One of the greatest advantages of side-sticks is that they are incredibly efficient in terms of space used. Side-sticks are much smaller than control yokes, and take up far less space in front of the pilot. This in turn gives the flight crew a clearer view of their instruments, and gives them more room to move around in when sitting down or getting up from their seat.

Yokes, however, have a major advantage due to being mechanically linked to one another. When a pilot pulls on their control yoke, the twin yoke in front of the co-pilot mimics that movement, due to them sharing the same mechanical linkage. This ensures that both pilots always know what their colleague is doing without having to look over at their flight controls, and prevents them from trying to take control of the aircraft at the same time. Current civilian technology for side-sticks does not provide this kind of information, though there are developments in work to change this and give pilots force feedback with electronically coupled side-sticks that experience each other’s inputs.

Side sticks are also much more sensitive than control yokes, since their range of movement is much smaller. This lets them move much more rapidly, and in turn lets pilots quickly change the course of their aircraft. However, because a side-stick can only be operated by one hand, it can be very difficult for a pilot to use it if their dominant hand is on the wrong side compared to the stick. Control yokes, meanwhile, can be used by either hand because they are directly in front of the pilot.

Currently, most modern civilian jets use fly-by-wire technology, which relies on computers and electric wires to transmit control inputs to the wings and tail of the aircraft. With fly-by-wire tech, either side-sticks or control yokes can be used, whereas aircraft with conventional cables and mechanical linkage are only able to use control yokes.

At Fulfillment By ASAP, owned and operated by ASAP Semiconductor, we can help you find all the control systems and parts for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@fulfillmentbyasap.com or call us at 1-920-785-6790.


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In the same way that a civilian will utilize a jack, or a mechanism used as a heavy lifting device, aircraft maintenance crews will use an aircraft jack to lift up an aircraft in need of inspection or repair. The aircraft jack is an important tool because it can prevent accidents or injuries as well as damages to the aircraft. But in order to use it effectively, it’s important to know things like the basic safety operations, how to properly level items, and where the proper jacking points are located.

There are many different types of aircraft jacks, including

  1. Tripod Aircraft Jacks
  2. Bottle Aircraft Jacks
  3. Tronair Aircraft Jacks

Which have the capability to sound an alarm when the weight on the load exceeds 100lbs. 

Aircraft Jacking Leveling Items

The aircraft to be maintenanced needs to be in a level position and should be well protected from any wind that could move this position. This is why most maintenance is done in enclosed hangars. Sometimes, leveling an item will require the use of an aircraft jack stabilizer, an item which ensures the aircraft stays put when lifting. Stabilizers will normally be required when using Tronair jacks.

How to Use Proper Aircraft Jacking Points

Having a perfectly pointed jack will ensure that the aircraft does not sway. The proper jacking points are dependent on the type of aircraft that you're working with. In order to know where exactly to place the jack, you should consult the aircraft maintenance manual. These points will usually be related to the aircraft’s center of gravity.

Aircraft Jacking Safety Precautions

Before beginning work, it’s vital that the first step be to inspect the jack. This means checking the safety locks, the conditions of the pins, and its general serviceability. If there is an issue with the jack, then it should be replaced with another properly functioning one so as to prevent injury to maintenance workers or damage to the aircraft.

At Fulfilment by ASAP, owned and operated by ASAP Semiconductor, we can help you find all the unique parts for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@fulfillmentbyasap.com or call us at 1-920-785-6790.


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Global warming and carbon emissions are a hot-button issue for many industries around the world, and aviation is no different. While the aviation industry is responsible for just 2% of all greenhouse gas emissions, there is a growing environmental concern: since 1990, the industry has seen an 83% increase in emission levels, the primary factor being the increasing number of fossil fuel-powered aircraft in the skies. Gas emissions are not the only contributor however: water vapor emissions at high altitudes create contrails, residual plumes that contribute to global warming by trapping heat emanating from the Earth’s surface within the atmosphere rather than letting it radiate out into space.

Moving towards greener propulsion systems is not just eco-friendly, however. Electric motors are lighter and cheaper than gas-powered turbines, which makes both designing and manufacturing aircraft with them easier and more affordable. British airliner EasyJet aims to bring an electric battery-powered jet to market within a decade to handle short-range flights, from New York to Boston, for instance. Batteries will be provided by Wright Electric, a team of aerospace engineers, battery chemists, and powertrain experts from groups like NASA, Boeing, and Cessna. The design could make aircraft 50 percent quieter and 10 percent cheaper to fly on, as part of EasyJet’s aim to make all short flights it charts electric within 20 years.

EasyJet is not the only company exploring this avenue. Airbus Group recently introduced a multi-passenger, autonomously piloted Vertical Take-Off and Landing aircraft powered by electric engines designed for urban mobility and is intended to replace gas-powered helicopters. The aircraft boasts eight pitch rotors powered by Siemens SP200D direct-drive 100 kW units connected to four 140 kW batteries. Eviation’s ‘Alice’ electric airplane weighs roughly three hundred times less than a traditional aircraft of the same size and boasts a 600-mile operating range on its 980 kWh Li-Ion battery.

The greatest challenge for designing an electric/hybrid aircraft is finding an efficient power source. High-density sources are needed to ensure a lighter aircraft doesn’t need to sacrifice on flight range for the sake of efficiency. Other challenges include managing high-voltage systems and energy-to-speed ratios, as well as thermal issues and tolerances. Fortunately, there are numerous groups both government and private working to overcome them.

 At Fulfillment by ASAP, owned and operated by ASAP Semiconductor, we can help you find all the electrical systems for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@fulfillmentbyasap.com or call us at 1-920-785-6790.


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The first job of an aircraft mechanic is to service and repair aircraft and all components and systems onboard. Once any maintenance or inspection has been done, the Code of Federal Regulations 43.9 and 43.11 require that the mechanic “make an entry in the maintenance record of that equipment.” That typically means writing down what was done to the aircraft in the aircraft’s log books.

In some cases, however, the mechanic does not have access to the logbook. Sometimes the logbooks are not with the aircraft, or the owner or operator forgot to bring them with the aircraft when they took it in for maintenance. Sometimes the owner/operator refuses to give the logbooks to the mechanic, preferring to maintain possession of them. While a mechanic can make handing over the logbooks for record entry a condition of performing repairs or inspections, there is no federal regulation that they do so. So, what is a mechanic to do?

It is worth noting that the regulations do not specifically required that the mechanic have physical custody of the aircraft’s log books or maintenance records or inspection guide, and according to the FAA’s Office of the Chief Counsel, the mechanic does not need them in order to make the required entry. Instead, a mechanic can simply write down the maintenance entry, including the approval for return to service, on a piece of paper, and provide it to the aircraft’s owner or operator for inclusion in that aircraft’s records or logbooks. After all, it is the responsibility of the owner to keep the aircraft’s maintenance record up to date and show that all required inspections and maintenance is performed.

One last thing to note however; because making an entry in an aircraft’s logbooks leaves a mechanic exposed to potential liability, a mechanic should also keep copies of all entries that he or she makes in their customer’s maintenance records.

At Fulfillment by ASAP, owned and operated by ASAP Semiconductor, we can help you find all the maintenance equipment for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@fulfillmentbyasap.com or call us at 1-920-785-6790.



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Modern commercial aircraft  typically cruise at altitudes tens of thousands of feet above sea level. Two reasons drive this choice, the first being that aircraft can save on fuel, and therefore operating costs, because an aircraft can fly more efficiently at higher altitudes. Secondly, by climbing to higher altitudes, bad weather and turbulence can simply be flown right over. To fly at these altitudes however, an aircraft’s cabin must be pressurized to ensure the comfort and easy breathing of the occupants.

In the typical pressurization system, the aircraft’s cabin, flight compartment, and baggage compartments are all incorporated into a sealed unit that contains air at a higher pressure than the outside atmospheric pressure. On turbine-powered aircraft, bleed air from the engine compressor section is used to pressurize the cabin, while older models may use superchargers to pump air into the sealed fuselage. Piston-powered aircraft may use air supplied from each engine turbocharger through a sonic venturi or flow limiter.  An outflow valve allows the air’s exit from the fuselage to be regulated as well, ensuring a constant and consistent flow of air through the pressurized area.

A cabin pressurization system will usually maintain pressure equivalent to 8,000 feet above sea level at an aircraft’s maximum cruising altitude. A control system in the cockpit allows the pilot to adjust the aircraft’s interior pressure to match with the exterior pressure. This difference, called differential pressure, must not grow too high, as it can cause damage to the aircraft if it does. Multiple instruments inside the cockpit let the pilot or pilots know if they are within safe ranges of pressure or are exceeding them, with controls connected to the aircraft’s pressure safety valves that allow the pilots to vent pressure if the need arises.

Other systems are installed to ensure cabin pressurization is maintained evenly in the aircraft. Apertures like windows and doors are especially vulnerable to depressurization (they are, after all, holes in the fuselage), and so have multiple layers of safety systems and reinforcements to ensure they maintain safe pressure levels. Windows, for instance, are constructed from multiple layers of glass and stretched acrylic material and sealed around their edges to prevent leakage.

At Fulfillment By ASAP, owned and operated by ASAP Semiconductor, we can help you find all the aircraft pressure systems and parts for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@fulfillmentbyasap.com or call us at 1-920-785-6790.


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