Aircraft Spare Parts Inventory Management

Aircraft Spare Parts Inventory Management - We provide our customers with the highest quality certified engine replacement parts at the most competitive rates; when they need them. Our in-house engineers and planners work with customers to plan for workscopes to control costs.

The Engine Solutions Group at GA Telesis offers a comprehensive one-stop shop for jet engine replacement parts. We maintain one of the world's largest and most complete inventories of commercial jet engine parts and we have disassembled over 600 commercial and regional aircraft engines.

Aircraft Spare Parts Inventory Management

It has been recently revealed that even if an airline invests up to $100-200 million in a spare parts stock it can still be unable to cover every possible malfunction or need. For example, according to a survey carried out by Oliver Wyman consultancy agency, in North America alone airlines spend $110 million on over-insured and poorly positioned spares.

Moreover, there are up to $65 million in spares which are under-insured, while being highly critical to operations. The latter are often subject to long lead times or are in short supply for aircraft-on-ground situations causing many maintenance-related delays and cancellations.

Locatory.com is a part of Avia Solutions Group - a WSE-listed company with more than 17 subsidiaries providing global aviation business solutions covering everything from aircraft maintenance and repair, crew training, technical training to ground handling, crew leasing, and other aviation related services.

GA Telesis is committed to the highest level of C&E support by working with its suppliers and customers across the globe to ensure that all of their parts requirements are met. Our C&E group offers a wide range of programs and services, including:

Storage spare parts for airplanes serves as an insurance against costly downtime. Thus, carriers and their suppliers must try their best to determine the most adequate insurance coverage, i.e. ensure that the right amount of spares is always in the right place and at the right price.

When managing such processes many companies tend to rely on the spare parts lists recommended by OEMs or spares' providers. However, these lists are normally formed whilst taking into consideration the average failure characteristics of particular components and parts or, in the case of a repairable unit, the average repair time only.

Unfortunately, the specialists producing these lists tend to overlook the economic impact to an airline having an aircraft out of service while waiting for a spare part to arrive. According to the CEO of Locatory.com, a good point to start is to prioritize what it is you want to protect and where to focus your energy.

In the case of rare parts, you can establish your own stock by buying available spares on the market and establishing a control team to ensure their reliability and operability. Having a few used aircraft for teardown at your disposal is another option.

Moreover, if there is only one source of supply, an MRO or a carrier may consider investing in or acquiring that supplier to ensure viability: here, even investing in a competitor can be justified. “Airlines must carefully consider the number, type and price of the parts they are the most likely to be in need of, not to mention the place that these parts should be deployed.

Then they must proceed with categorizing the components and spare parts based on how critical they are to the operation and estimate the possible or average costs of downtime. Thus, by streamlining and eliminated redundant inventory management and logistics processes, the internal cycle times can be reduced by more than 50% resulting in considerable financial savings,” shares Zilvinas Sadauskas.

“But there will always be some factors that can complicate the situation and are immune to meticulous planning. For instance, some rotable parts may no longer be manufactured or are too expensive to rebuild. Also, an earthquake or any other natural disaster may simply demolish your stock.”

GA Telesis understands that airlines are constantly looking for new and more effective ways to reduce the cost of doing business. Our Inventory Solutions Group assists airlines in managing inventories in order to lower carrying costs and improve overall spare parts availability.

The internal experts and engineers at GA Telesis work with our global customers to identify the best alternatives where needed and to design custom repair programs. Locatory.com is an IT company supporting the aviation industry with IT-based Supply Chain Optimization solutions worldwide.

The company develops and maintains its own trading platform catered specifically to the aircraft spare parts aftermarket while offering proactive customer support and enhancing the industry with effective supply chain management solutions. GA Telesis appreciates that C&E parts can comprise a significant portion of our customers’ daily requirements.

We know that the smallest bolt or washer can keep your aircraft on the ground just as quickly as an unserviceable engine. GA Telesis treats your C&E requirements with the utmost urgency. All materials in our C&E inventory have undergone our company's rigorous quality control processes and the majority of our inventory is in new surplus condition.

At GA Telesis, our goal is to serve as the one-stop-shop for all of your material needs. Over the past several years, our company has invested substantial resources to increase our on-hand inventory levels of consumable and expendable.

Our Consumable and Expendable Group consists of a dedicated team of professionals that focus solely on the C&E material requirements of our customers. GA Telesis maintains one of the world's largest ready-to-go aircraft parts inventory. Leading airlines around the globe choose GA Telesis because we offer an uncompromising level of quality and reliability.

Our customers know that they can count on us to deliver the right part, to the right place, at the right time. Our industry expert Sales Teams and Product Line Managers at GA Telesis work onsite to develop flexible inventory programs that best meet our customers' needs.

Our proprietary database allows us to analyze and evaluate customers' inventories, turning excess parts and engines into cost savings. “Without any doubt, sometimes planning is difficult, as some repairs are intermittent and variable. Meanwhile, many critical parts and components have long lead times and are expensive.

You have to strike a balance between how many of those items you're going to stock against the risk of not having them. In such cases, joint stocks or e-procurement systems become especially handy, as you don't really have to buy too much, but can rely on a wide network of MROs and operators,” comments Zilvinas Sadauskas, the CEO of Locatory.com

“Despite the fact that commercial aviation heavily relies on the spare parts supply, most commercial airlines and MROs are still managing their supply chain processes ineffectively, which often results in stocking levels of spare parts while, at the same time, experiencing costly delays and downtime,” says Zilvinas Sadauskas, the CEO of Locatory.com.

A conventional inventory management plan is usually based on an implicit assumption that nothing goes wrong in the supply chain. However, it quite often does. For instance, supply chains are as vulnerable to natural disasters as any other areas of aviation business.

In order to prevent or at least minimize the chance of possible malfunctions in a supply chain it might be worth to review the supply chain management procedures from the perspective of an insurance broker once in a while.

Determining the exact spare parts-related needs of a particular carrier and/or MRO provider may not only optimize the speed of relevant processes, but also bring considerable cost savings.

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Aircraft Sheet Metal Repairs

Aircraft Sheet Metal Repairs - Our expert sheet metal technicians are among the most experienced and knowledgeable in the aviation industry. Structural repairs can be complex endeavors that require specialized tooling and skills that should only be trusted to experienced professionals.

SEAL Aviation possesses specialized tooling and has developed airframe repair techniques while operating a mobile company. Our technicians have gained expertise through years of past military service and continued education which allows us to serve our valued customers around the world.

Aircraft Sheet Metal Repairs

Small cracks are a common problem on sheet metal airplanes. Created by vibration, you'll often find them developing on areas like the engine cowling. The common fix is ​​to "stop drill" the crack with a small diameter drill bit.

About This Major

In other words, you drill a small hole at each end of the crack in the hope of stopping its growth. This fix is ​​not a repair. To repair the crack, after you stop drill it, rivet a small sheet metal patch of the same type and thickness metal over the crack to restore the area's strength and to keep vibration from acting on it further (see Figure 1).

Stop-drill the end of the crack to spread the stresses and prevent the crack extending Replacing a missing or damaged rivet is a fairly easy task. Repairing any additional damage to the sheet metal structure itself possibly could be classified as a major repair.

When replacing a rivet, use the exact same type originally used. If you built the airplane, you should know this information. If you bought the airplane already built, check the plans and/or builder's manual or call the kit manufacturer.

Most likely, you'll need "AD" rivets, which have a dimple on the rivet head. Our stock range includes the finest quality alloys selected explicitly to support the MRO sector. We recognize that an aircraft out of service is a huge cost;

The Airframe Powerplant Technician Advantage

therefore, we stock the right products to suit your engineering requirements. EROSION-Loss of metal from the surface by mechanical action of foreign objects. such as grit or fine sand. The eroded area will be rough and may be lined in the direction in which the foreign material moved relative to the surface.

“My instructors were knowledgeable about the subjects, and able to give me tips and tricks beyond the curriculum to improve my understanding of the material. With their support and National Aviation Academy’s curriculum I was able to, not only get my certifications, but secure employment!”

CUT-Loss of metal, usually to an appreciable depth over a relatively long and narrow area, by mechanical means, as would occur with the use of a saw blade, chisel or sharp-edged stone striking a glancing blow.

Naturally, you'll have to remove the damaged rivet. It sounds simple, but you must use extreme care to keep from making the problem larger. (If you built the airplane, you're probably well-versed in removing rivets.) When drilling out the damaged rivets, you do not want to make the hole larger.

Stock Range

Make sure you use the proper size drill bit. The strength of a riveted piece is based upon the rivet's expanded diameter. This is why it's important to drill out the rivet using the proper size drill and to replace it with a rivet of the proper diameter and length.

The length must be such that the shop head (driven head of the rivet) must expand to form a head that is 1.5 times the diameter of the shank. Rivets may be cut to proper length using a rivet cutter.

If you have a crack in a 0.032-inch aluminum skin, stop drill both ends of the crack. Then cut a small patch out of a piece of 0.032-inch aluminum, making sure the patch provides adequate room for riveting and has no abrupt changes in its shape.

Rounded or several-sided patches are preferable over a square patch. AC 43-13 1B is your reference for determining the patch's rivet layout. With the rivet layout complete, you can drill the holes using the proper size bit and hold the patch in place with Cleco fasteners.

Guillotining Service

Once you're satisfied with the fit, remove the Cleco fasteners, apply zinc chromate to the backside of the patch to prevent corrosion from forming, and then rivet it in place. During original installation, builders drill rivet holes slightly larger than the rivet's diameter to allow the rivet to drop into place without force, which scrapes off the rivet's protective coating.

When they properly drive (or set) them, the rivets expand to fill the hole. Drill bit sizes are based on numbers and letters. The most common rivet diameters are 3/32-inch and 1/8-inch, and their corresponding drill bit sizes are 40 and 30, respectively.

A 5/32-inch rivet requires a size 21 drill bit, and a 3/16-inch rivet requires a size 11 bit. Rivet a small patch over the stop-drilled crack to stiffen the area and prevent vibration acting on the crack.

Finding missing rivets is not uncommon. Their loss could be the result of improper installation, corrosion, or some sort of underlying damage. You need to find out why it's missing and investigate the surrounding area for additional damage.

Look for damaged rivets, the heads of which may be slightly slanted or raised. If you can place a 0.020-inch feeler gage under the rivet head, it's been stretched-an indication of damage. “I think a lot of women are intimidated by this kind of work or they see themselves in a cookie-cutter role.

I hope that more women will get into trades and technical work like this because there’s a demand for it. At the end of the day it feels really good knowing that I'm helping pave the way for women coming up behind me.”

It should be obvious that corrosion weakens sheet metal. To prevent this, remove all corrosion you discover with fine sandpaper, Scotch-Brite pads, or aluminum wool. A high-speed grinder with a Cratex wheel is another good way to remove corrosion.

Never use a steel wheel or a wire brush. When removing rivets, do not drill any farther than the rivet head. Do not attempt to drill into the sheet metal itself. After drilling into the head, use a pin punch to pry off the rivet head.

Then use a punch smaller than the rivet shank to drive the rivet out of the hole. Your goal is to remove the rivet without enlarging its hole or damaging the sheet metal. Scratches happen, and you should repair them to prevent corrosion from taking place.

In addition, scratches can lead to cracks. To prevent this, in most cases you can burnish or polish scratches smooth, and the best tool to use is a high-speed grinder with a Cratex abrasive wheel. This special, rubberized wheel is designed for use on sheet metal.

Available at most industrial supply houses, it will allow you to easily remove the damaged area without further damage. The first step in any repair process is assessing the damage to determine whether it's simple or major.

Minor damage to a sheet metal structure includes missing or damaged rivets, scratches or small dents, a small crack, and a corroded sheet metal surface. Damage that exceeds the scope of these items is, in most cases, major.

For example, deformed rivets often indicate damage to a sheet metal structure, and your inspection should include an area well past the deformed rivets. Aviation Sheet Metal focuses on teaching basic aircraft structural skills. Students spend time in the classroom learning terminology, tools, equipment, blueprint reading and shop safety before moving into the shop for hands-on experience.

This second portion of the class focuses on advanced aviation sheet metal skills. Training is performed primarily on assemblies and panels, workbenches and some actual aircraft components. After removing the corrosion, acid etch the aluminum by washing it with Poly-Fiber's E-2310 Acid Etch, diluted with water, or a similar product.

An acid etch removes oil and light corrosion, and it etches or roughens the surface to create a good surface for the primer to bond to. What kind of replacement rivet you'll use also depends on whether you can reach the backside of the rivet.

If you can hold a bucking bar on it or apply a rivet squeezer, use the same type of rivet that originally filled the hole. If you cannot reach the rivet's backside, you'll need to use an aviation-grade blind rivet.

Using a blind rivet eliminates the possible need to cut an access hole in the surface to apply a bucking bar to a standard rivet. There are many different types of blind rivets available, such as friction-lock cherry rivets, CherryMAX rivets, mechanical-lock cherry rivets, etc.

A special tool must be used to install most of these rivets. Making these repairs applies to homebuilts only. On production airplanes, you can do the work permitted by Federal Aviation Regulation Part 43, but an authorized airframe and powerplant (A&P) mechanic or FAA-approved repair station must supervise your efforts-and sign-off all repairs to production aircraft.

As a homebuilder, you can repair any surface on a wood, metal, composite, or tube-and-rag airplane. But use some discretion and don't attempt repairs beyond your capabilities and knowledge. Building the airplane may not give you the required skills and knowledge because repairing a structure is different than building it.

CRACK-A physical separation of two adjacent portions of metal, evidenced by a fine or thin line across the surface, caused by excessive stress at that point. It may extend inward from the surface from a few thousandths inch to completely through the section thickness.

Depending on the corrosion's location, you might have to remove and replace rivets, and we discussed this process earlier. In some cases, the corrosion might be so great you'll need to replace the sheet metal itself.

Generally, this counts as a major repair, and you should seek assistance from knowledgeable sources before attempting the repair. If you own a production airplane, call a knowledgeable A&P mechanic, and if you own a homebuilt, you might want to call the kit manufacturer or designer.

Damage to the surrounding area might be hidden, and the manufacturer should be able to offer guidance on how to properly make the repair. A damaged control surface is an example. The repair might be simple, but any change to the surface affects its balance, which can lead to flutter in flight.

To complete the repair, you'll need to rebalance the surface and perhaps other components or surfaces attached to it. Wherever you want to go in this world, chances are aviation maintenance can get you there. And once you arrive, that's only the beginning.

National Aviation Academy’s (NAA) hands-on career training will prepare you for the limitless opportunities available in aviation maintenance. We want you to dream bigger, reach higher, and watch your career take off! If you're not sure how to approach a repair, get the assistance of a qualified aviation sheet metal mechanic.

In all cases, your primary reference for all repairs is FAA Advisory Circular 43-13-1B, Acceptable Methods, Techniques, and Practices-Aircraft Inspection and Repair. Another excellent source is Aircraft Sheet Metal, published by Jeppesen. You can repair a small dent with a filler material.

SuperFil is an ideal filler material because it does not shrink with time. Bondo filler tends to shrink after being applied. Apply the SuperFil with a squeegee, let it dry overnight, sand it smooth, and touch up the area with paint.

By submitting this form, I give consent that National Aviation Academy or its agents may contact me via email, phone (both mobile or home, dialed manually or automatically), text, or other means regarding programs, offers, and general information about our school

as part of NAA's Privacy Policy. One of the advantages of building your own airplane is that, if you build it, you can fix it. Repairs to sheet metal airplanes fall into two categories: simple, which doesn't involve damage to structural members or affect the balance of control surfaces, and major, which encompasses repairs not covered by the simple category.

We'll address simple repairs here. If you face major repairs and you don't have knowledge adequate to deal with them, get the assistance of someone who does. Our stock range of metal sheets includes aluminium, steel/stainless steel, nickel, and titanium.

We offer various thicknesses across our product range and cut your sheets in-house thanks to our dedicated guillotining service. We also provide vinyl coating services which protect your sheets while in transit. Oklahoma aviation employers had drawn more aviation sheet metal mechanics from our Aviation Sheet Metal training program than any other since 2006. These materials require skilled technicians, and completing this course can help ensure your entry into a successful, growing aerospace industry.

Our guillotining service cuts your sheet products accurately to your size requirements before being shipped. Think of guillotining like a giant pair of ultra-sharp scissors which snips the sheet to the correct size. We guillotine sheets upt to 8ft wide and vinyl coat the surface to protect the material while in transit to our customers.

More ABout Processing To remove rivets, use a hand drill (a pneumatic drill is usually preferred) and a bit slightly smaller than the one used to originally drill the rivet hole to the proper size. This is a safeguard against enlarging the rivet hole.

Make sure the bit is sharp, and consider using a split-point bit, which makes it easier to keep the bit on the rivet head when you start drilling. (Don't forget your eye protection.)

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Aircraft Spares

Aircraft Spares - We can only offer trade accounts to aviation companies. If you are either a private owner or work for a non-aviation company you are still able to place orders online by creating your own password. For buyers, AVSpares helps to quickly search, source and purchase aircraft

Parts, Aviation tooling and Aviation MRO services in minutes from our network of 500 suppliers based in over 190 different countries worldwide. With in excess of 70 million parts to search, buyers will be able to source parts and tooling from almost anywhere

Aircraft Spares

manufacturer, including Boeing Parts and Airbus Spares. Sellers on AVSpares can upload their inventory and gain access to over 50,000 users who are regular searching for parts and tooling from manufacturers such as Boeing, Airbus, Bombardier, Embraer, ATR,

Gulfstream, Cessna and Beechcraft. The more often suppliers upload inventory or update their service offering, the higher they appear in search results as well being listed on our suppliers page. AVSpares is very proud to announce the launch of AVSpares Assist.

Our new department which allows users to send your requested items for quoting. Our team will handle the quoting process with our trusted network of suppliers and get you the pricing and availability you need. If you have any

spares, electronics, or repair services that require quotation, then send them to [email protected], and we will do the work for you. Prices and descriptions are subject to change, and all current prices are in USD. Please note that all product images in this website are categorized for easy reference only,

actual products may differ in appearance to images shown. Aircraft Supply & Repair, Inc. Copyright 2016 All rights reserved. Welcome to our website. Airpart Supply Ltd are a leading aviation parts supplier based in the UK, proudly distributing for the largest manufacturers in the industry.

We supply aircraft parts from our UK warehouse which is conveniently located in High Wycombe, only 20 minutes from London Heathrow. This allows us to successfully support customers all over the world. If you have any current spare parts requirements, you can search by part number in the box provided above or alternatively browse products using the menu shown on the left hand side of this page.

Thank you for your business and support.

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Aircraft Spare Parts Suppliers

Aircraft Spare Parts Suppliers - Arrow Aviation Services Pvt. Ltd. revenues have grown steadily and it's credit goes to the team spirit and an efficient management system. Here at Arrow Aviation, members of the management team are strategic thinkers, have diverse experience and combine business insight with technical competence.

It's the Leadership skills and Organizational Development by the torch bearers of the company which has brought in success. Business is conducted in all respects according to rigorous ethical, professional and legal standards. The management is involved at every level of delivery, and responsible for executing the job & delivering results.

Aircraft Spare Parts Suppliers

DuxAero is an independent global freight forwarding provider. Whether the shipment is by air, sea or road, we offer a range of specialist international shipping services for almost every industry and ship to every corner of the world.

Product Support

DuxAero provides the Aircraft Test Equipment and Ground Support Equipment on outright or loan basis. Aircraft Test Equipment and Ground Support Equipment supplied by DuxAero come with OEM Certificate of Conformance and/or calibration/test reports (wherever applicable).

As per the customer's requirement, new or used equipment can be sourced. In addition, with our line of David Clark headsets and cords you will find that All Spares is your number "1" place to shop.

All Spares and its distributorship of David Clark material will help you save on your ground support and cockpit needs. We are authorized distributors for Aircraft Battery Shop, a well known company in the PMA industry with over 70 PMAs and growing.

All Spares in many cases can save your airline or repair facility 30 to 60% off OEM prices. With PMAs growing worldwide, Airlines will continue to find savings with All Spares. We offer an extensive inventory of aircraft parts with thousands of FAA-approved parts. Product support like Airframes, Engines & Tooling Support...

Mro Services

read more With the Aircraft Propeller Industry growing in every direction, there are many types of aircraft propellers out on the market that will act and perform differently with... read more We offer extensive range of inventory for Fixed wings and Rotor wings Aircrafts.Hawker, Beechcraft, Cessna, Bell, Agusta, C-130, Mi-8/Mi-17....

read more This website uses cookies so that we can provide you with the best user experience possible. Cookie information is stored in your browser and performs functions such as recognizing you when you return to our website and helping our team to understand which sections of the website you find most interesting and useful.

All Spares Aviation, a professional parts supplier since 1993 is known throughout the aviation industry as a company you can rely on to get the quality parts you need when you need them. The integrity of our operation and a commitment to excellence in customer service is second to none.

We give our personal attention to every single item that is received into our warehouse. Our warehouse personnel are well trained in quality control and follow all ASA-100, 00-56B guidelines. Safety is our number-one priority, so we take quality assurance seriously.

Aircraft Support

Dux Aero is ISO-9001:2015 certified and is also a member of the Aviation Supplier Association (ASA). We are proud of these certificates and approvals, but we are most proud that our employees know how important the quality system is in aviation.

Arrow Aviation Services, since its inception in 2001 has grown fast to become one of the leading distributor of Aircraft Spare Parts, Lubricants, Ground Support equipment's etc. in Asia, Africa and Middle East. The credit goes to the combined team experience which provides innovative and value added solutions.

Over the years Arrow has developed strategic alliances with leading companies and professionals around the globe, to provide 24 / 7 services for all your aviation requirements from our offices in India (Kolkata - Head Office, Delhi & Mumbai) and UAE (Sharjah).

By keeping current with the changing needs of the aviation industry, we are able to offer our customers special pricing on the material they may need now or in the future. Our integrated software system allows us to gauge the requirements of our customers so that we can be ready to quickly and accurately quote pricing and fill orders.

Duxaero Quality

As a testament to our exceptional service and knowledgeable friendly staff, our clients return to us time and time again. Dux Aero is the most dependable and trustworthy aircraft spare parts supplier. All and any kind of aircraft spare parts of any type of aircraft can be provided by Dux Aero Aviation at very short notice.

From routine requests to AOG support – we provide you rapidly with aircraft material worldwide and 24/7, as a loan, an exchange or a sale.

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Aircraft Soundproofing

Aircraft Soundproofing - This material is a closed cell vinyl/nitrile insulation foam. It is excellent for use anywhere in the cabin, firewall or bulkhead. It does not absorb water or oil and can also be used for heat insulation.

This soundproofing insulation is also fire retardant and meets FAR25.853b, making it suitable for aircraft use. It is black, smooth on the inside, and can be installed using waterproof contact cement. Simple to install by cutting with an electric knife, scissors, or sharp knife.

Aircraft Soundproofing

48″ wide roll, sold by the linear foot. All sizes except 1/8″ are certified. Burn test available upon request. I have heard that people have been getting corrosion behind the super sound proofing because it is so dense that it traps moisture between it and the aircraft skin I'm not sure how true it is but it ma be worth further investigation

Damping Material

There is little doubt that headset technology has made flying much more comfortable. But compare the noise level in the cockpit of a late-model four-place airplane to that of a new four-place car and the difference is dramatic.

Headsets do help, but… In 1974, I recovered my Tri Pacer PA-22-135 with Razorback fiberglass fabric. At the same time I put a fiberglass mat on the firewall and the cowling behind the firewall, carpeted the glare shield, wrapped the entire cabin with 2″ thick sound absorbing fiberglass, replaced all the windows with 1/4′ Plexi glass and replaced the

windshield with a thicker one. After all this we could carry on a conversation with a normal voice level and communicate using the cabin speaker. The added weight was less than 14 pounds and the results were dramatic.!

Charlie "Each aircraft has its 'hot spots.' That's certain areas where noise is the loudest. A good soundproofing job would concentrate on these places that are the noisiest by placing more material there. However, in general, the places in a light plane that admit sound most readily are the firewall, cowl forward of the windshield/instrument panel, kickpanels, sidewalls of the cabin, roof and wing-roots.

But the honor of the most noisy goes to the windows! When replacing windows, use the thickest material you can.” Damping, Absorption, and Barrier materials to reduce cabin noise levels. When the right combination of these materials is installed in the specified location in an aircraft, both airborne acoustic energy and structural-borne vibration energy are reduced.

We purchased a 1968 Cessna 172 a couple of years ago, it had a recent engine overhaul but the interior was pretty well worn. We stripped the inside completely and covered everything except under the floor skins w/ Bill Nash Super Soundproofing.

Everything but the seats themselves were covered with Airtex replacements. The airplane is without doubt the quietest Cessna 172 I've ever flown! ://generalaviationnews.com/wp-content/uploads/2016/01/SSP_Foam_Mat-96x125.jpg 96w" sizes="(max-width: 208px) 100vw, 208px" />Bill Nash, CEO of Super Soundproofing, sent me a helpful link to his Soundproofing Aircraft Cabin Booklet. True, Bill sells soundproofing material, but for anyone in the process of building or repairing or annually maintaining an airplane, his booklet is worthy of a read.

As a manufacturer of the most comprehensive and state of the art selection of aircraft thermal/acoustic materials, Skandia not only engineers the perfect acoustic plan, but we supply the materials and kitting support to make it happen, easily and efficiently.

Our acoustic solutions are the talk of the aviation industry. You just can't hear it.

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Aircraft Sheet Metal Repair

Aircraft Sheet Metal Repair - When initially looking for the right shrinker-stretcher tools for my shop I became frustrated. While tools were available I felt they were heavy in terms of weight and cost. The cost of acquisition now exceeds some $7,000 when buying all the required tooling.

a better tool was needed for specialized spot repairs so I set out to design and build my own tool which I call the “MinimizerTM” shrinker-stretcher. The hand held shrinker-stretcher is a fraction of the cost, much lighter and easier to use

Aircraft Sheet Metal Repair

, hand crafted in the USA, cadmium plated, about half the weight, and uses the same interchangeable dies that fit in a standard shrinker. asking the right interview questions is essential to gauge the experience and expertise of an Aircraft Sheet Metal Mechanic. The questions should cover a range of topics, including knowledge of sheet metal fabrication techniques, experience with different sheet metal and materials of production, sa

In Conclusion

, proficiency with blueprint reading and interpretation, experience with aircraft structural repair and modification, and ability to perform complex mathematical calculations and measurements. If you spend a little time to consider the known elements of a repair before forging ahead, then you will be less likely to paint yourself into a corner because you were rushing. When using any shrinker-stretcher designed for thin metals it's important to check that

it is adjusted properly. In the case of the Minimizer this is done by loosening up the lock nuts on the eccentric bolts and moving them until both edges of the beveled blade edges are parallel and touching. This adjustment will insure that the pressure on the dies

is equal which is important on thin metal. The more that you cold-work the material the harder it gets, so try to complete your shaping or repairs in as few moves as possible. The correct process is to take the part or metal over to the vice where the shrinker is located. But what if this damage is on the horizontal stabilizer of a general aviation aircraft and removal from the aircraft to facilitate bench work is labor intensive and costly?

The vise-mounted shrinker-stretcher has been around for a long time and the value is undeniable. However, it was designed to be strong, heavy, immovable, and cumbersome. SEAL Aviation operates as a mobile company which allows the SEAL team to bring the experience and tooling to your aircraft wherever it may be to perform large structural repairs. We are uniquely positioned to provide mobile structural repairs anywhere in the world along side our SEAL other

Describe Your Experience With Sheet Metal Materials And Selection Explain Aircraft Structural Repair/Modification Experience

services. Our expert sheet metal technicians are among the most experienced and knowledgeable in the aviation industry. Structural repairs can be complex endeavors that require specialized tooling and skills that should only be trusted to experienced professionals. SEAL Aviation possesses specialized tooling and has developed airframe repair techniques while

operating a mobile company. Our technicians have gained expertise through years of past military service and continued education which allows us to serve our valued customers around the world. Candidates who have extensive experience in sheet metal fabrication techniques are valuable assets to aviation companies. Their ability to create high-quality, durable components is essential for ensuring the safety and reliability of aircraft.

work with cutting, bending, and welding sheet metal materials. Candidates who can provide examples of their experience with these types of projects and their proficiency in performing complex mathematical calculations and measurements will stand out to hiring managers in the aircraft sheet metal mechanical industry.

When working on aircraft sheet metal fabrication and repair, it is important to have experience working with different types of sheet metal materials. This includes aluminum, titanium, and steel. During an interview, it would be useful to ask the candidate if they have worked

Describe Your Experience With Safety Protocols And Ensuring A Safe Work Area

with these materials and how they determine which material to use for a specific project. This involves calculating the appropriate angles and dimensions for the wing structure, taking into account factors such as the weight of the aircraft, the materials used, and the desired performance. Precise measurements are also required for the installation of wing skins, which must be precisely

cut and shaped to fit the wing structure. Ensuring a safe and clean work environment is essential for the well-being of the aircraft sheet metal mechanic and the quality of the work. Candidates who can demonstrate experience and knowledge in maintaining a safe and clean work environment and adherence to safety protocols and procedures will

be valuable hires in the industry. Hopefully I've been able to provide you a few new ideas to achieve better results the next time you have a thin sheet metal repair or fabrication job. Make it fun and be creative, but above all make it as easy as possible by thinking the

job through first and then use the right tools. Let's say this takes care of the damage on the left side of the stabilizer, but what about the crack and the stop drilled hole on the right side? A typical example is a crack that also happened from being over stressed sometime in the past with a

Describe Blueprint Experience And Ensure Aircraft Accuracy

pair of pliers or wrench used to remove the elevator hinge bolts. If you want to make a flush repair that looks nice you may have a dirt. This skin is too thin to use flush rivets, so dimpling will serve the purpose but some shrinking may

be required for the skin to lay flat. Dimpling also shrinks the material even more but it also adds rigidity to the repair. A skilled sheet metal mechanic should be able to determine the appropriate material based on factors such as the intended use of the aircraft, weight considerations, and cost. The ability to select the correct material is critical for ensuring that the aircraft is structurally sound and me

all necessary safety standards. My method is to mark the high spots with a pencil on the stretched material. This is where you will use the tool and center the jaws. Smaller shrinks over a larger area is much better than a large shrink in one area which results in buckling the

skin. This is difficult to remove and might crack the skin; either way buckling the skin makes the job much harder. Using the small shrink method will get the metal to lay straight. Push on the aluminum to see if it wants to spring back.

Describe Your Experience With Sheet Metal Fabrication Techniques And A Project Example

If it does spring back you may need a small shrink or two in the right place to remove the “oil canning.” One of the more common hand operated forming tools is the shrinker–stretcher. This may be one of the first metal forming tools you get to use, but you may not fully understand its operation. It works by applying tremendous pressure on dies that grab the

surface of the metal to push the metal together or apart. Maintaining a safe and clean work environment is critical in the aircraft sheet metal mechanic industry to prevent accidents and ensure the quality of work. This includes proper maintenance and use of tools and equipment, as well as adherence to safety protocols and procedures.

If you have ever worked with aircraft sheet metal you have undoubtedly done something to that metal and then noticed that it had an unexpected effect somewhere else. Getting unwanted shrinking and stretching where you didn't intend is a costly and time consuming mistake. The ability

To straighten thin skin before riveting can make all of the difference to achieve a professional result. Using this process not all of the shrink lines need to be in the same plane, and they can be varied 45 degrees to break up the lines and remove the shrink marks. It is also better to regularly study the damage and the effect that you are

Describe Aircraft Structural Repair/Modification Experience And Safety Standards Adherence

Having on the aluminum rather than go too far and buckle the skin. Trying to stretch metal that is already stressed with lines stamped in the surface can very easily result in a crack in the skin. It's best to proceed slowly with caution.

Interviewing an Aircraft Sheet Metal Mechanic requires asking specific questions to gauge their level of experience and expertise in the field. As aircraft safety and maintenance are crucial, it is vital to find the right candidate with the required knowledge and skills. Interview questions designed should be

to assess their understanding of safety protocols, familiarity with different fabrication techniques, materials, and ability to interpret blueprints and perform complex mathematical calculations. Blueprint reading and interpretation are essential skills for an Aircraft Sheet Metal Mechanic. The ability to read and understand complex engineering drawings and schematics is crucial to ensuring that the aircraft is built to the correct speAircraft Sheet of Metal Mechanic, the candidate has tanshoulders

How to read blueprints and identify all of the necessary measurements and dimensions. Hangar rash is common on aircraft, both fixed wing and rotary wing alike. They are both built from the same thin aluminum skins and difficult to work with. Often times you will find metal on an aircraft has been bent and subsequently stretched. If you take

Provide An Example Of Performing Complex Math/Measurement During Aircraft Project

a hammer and dolly trying to straighten this you will just be chasing your tail. You may reach for the steel hammer next but hitting the metal will probably stretch it even more. In this case the metal needs to be shrunk not stretched.

In the aviation industry, it is crucial to have skilled Aircraft Sheet Metal Mechanics who are proficient in various fabrication techniques. One of the key skills is the ability to cut, bend, and weld sheet metal materials to create aircraft components that are structurally sound and

meet safety standards. They should also be able to interpret the various symbols and annotations on the blueprint to understand the different types of materials and parts that will be used in the construction process. To ensure that the aircraft is built to the correct specifications, the candidate should also have

experience double-checking their work and verifying that all measurements and dimensions are accurate before beginning the construction process. Robert Behrend holds and A&P and IA. He founded his business Aerostructures of the Palm Beaches Inc. in 2003 which specializes in structural repair work on corporate use and general aviation aircraft, government prototype design, and commercial use aircraft. Robert graduated from Teterboro School

Aeronautics and has 25 years experience in the aeronautics engineering and fabrication business. For more information visit www.metalminimizer.com As an Aircraft Sheet Metal Mechanic, experience with structural repair and modification is essential. The ability to ensure that repaired structures meet all necessary safety standards is crucial to the safety of the aircraft and its passengers. Additionally, experience and complex calasulative mathematics

necessary for fabricating and repairing sheet metal components accurately. Performing complex mathematical calculations and measurements is an important aspect of aircraft sheet metal fabrication and repair. Candidates with experience in this area will be valuable to the industry. One example of a project where such calculations and measurements are necessary of ing install

“The right tool for the right job,” I remember these words from A&P school. After you have the right tool you need to be able to use it properly. This does not start with the tool, but with studying both the metal and the

damage you want to repair. Are you ready to improve your hiring process? Total Aviation Staffing has the perfect solution – a tailored staffing strategy that meets your goals and ensures high-caliber candidates. With our experienced recruitment teams and expansive network, we are confident in finding the right

your organization. Contact us today and let's get started! You won't regret it. Let us help you find the perfect candidate to bolster your team and propel your business forward! Reach out today and we'll get started on finding the perfect match

for your organization. We look forward to hearing from you! Always practice first on a scrap piece of metal the same thickness and temper as the aircraft skin being repaired in order to learn how the jaws will affect the material. Over time, the jaws become clogged with aluminum dust and do not grab the same way as

they did the last time they were used. It's a good idea to keep clean the jaws with a file card, not a wire wheel, and remove material build up in the textured surface. After cleaning and testing on scrap material of the same thickness you

are using, you're ready to do some shrinking or stretching.

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Aircraft Spinner Repair

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

Cracks are the most common damage, and usually these are at a screw hole or in the attachment bulkhead. School is out on whether you can repair a spinner or bulkhead by welding it. In my research, I found that a couple of companies say that they have certified repairs for this.

These are not cheap repairs because the bulkheads themselves are more expensive than you would imagine. By their nature, the process used to manufacture a spinner makes it strong. Starting with a ductile aluminum like 3003/T14, a flat plate of aluminum is spun at significant speed while chucked into a metal spinning lathe.

Different thicknesses are used depending on the size of the spinner. An "iron" is then pressed into the aluminum sheet, causing it to flow onto a turning "chuck," which is the shape the manufacturer requires. This realigns the metal matrix and balances the dome.

When aircraft transitioned to inline or opposed engines, spinners weren't initially considered necessary, but for decoration someone developed the Skull Cap spinner that simply covered the prop bolt heads. You'll see these on Cubs, Champs, Vagabonds and the like.

While we're at it, it's worth a review on prop positioning. The prop has to be "keyed" to this 10 o'clock position to facilitate hand-propping the aircraft. Many early aircraft had no electrical system or starter.

Even planes with starters often had to be hand-propped for one reason or another. The 10 o'clock spot puts the number one cylinder at top dead center, the spot where the mags are referenced when timing them.

On small engines, a simple flip of the blade usually starts the engine in an instant. I witnessed this firsthand recently at Jack Brown's Seaplane Base in Florida, where its fleet of Piper J3 Cubs on floats have no starters.

The instructor or an employee hangs off the float, flips the prop and the little engine lights on the first try almost every time. The vibration that can cause damage could be eliminated with a dynamic balance.

Almost every shop can do this these days. This balances the propeller, hub and spinner assembly along with any crankshaft or powertrain vagaries. A dynamic balance exists when the entire assembly (a rotating system of mass, including everything that turns with an aircraft engine) is balanced while in motion and no centrifugal force is created.

Turbine-like smoothness can be achieved. To the letter of the law, it is perfectly legal to disassemble anything on an airplane; as an owner you just cannot reassemble certain things. If you want to take the spinner, bulkheads and prop off to inspect them (say you felt a vibration and are trying to track it down), go right ahead.

Most of the time, you can see damage without disassembly, but if you buy an airplane from a DIY owner who may have installed it himself, you may want to take a look at all of it -closely.

What could you see? An aircraft owner doesn't have to do very much to keep the spinner maintained. And anything he or she does is pretty basic. You keep it clean, inspect it for cracks at the prop holes, look for cracks and elongated holes at the mounting screws and have the prop inspected at the correct intervals and overhauled at TBO, per the manufacturer specs.

An owner can and should remove the spinner and can inspect/replace the safety wire on the prop bolts, according to a couple of things in the FAA's Approved Owner Maintenance List Part 43, Appendix A, Paragraph C.

To avoid crushing the metal and scratching the paint, use a nylon washer, then a stainless steel washer and then a stainless steel screw. These are not a structural location so stainless steel is legal here.

It is important to set your electric screwdriver to a torque that will not distort the screw head and bear down solidly, or simply torque the screws by hand. Spinners have been around since the early 1900s.

Tractor aircraft used radial engines for saving weight (mainly due to their small crankshafts), and the spinner fitted over the propeller to smooth the airflow into the cowling and fair out the prop hub. Some prop hubs on the carved props were quite large.

Spinners for larger aircraft that use constant speed or other props are rather intricate, with the rear bulkhead bolted to the prop hub itself in some cases. All prop manufacturers have maintenance requirements for their products and these can be involved and are mostly for mechanics.

Manufacturers also provide propeller logbooks and it's here where you might find work done to the spinner. A dented spinner may or may not be repairable. I have used suction cups and even hot melt glue, like the paintless dent guys do.

Some manufacturers tell you to replace a spinner if an attached bulkhead is damaged. Some dents might need to have the spinner annealed, hammered out or planished to reshape, but it takes a good metal worker to do this.

For larger planes, spinners were developed that covered the entire prop hub. The dome comes with a couple of bulkheads; the larger bulkhead slipped on over the prop attach bushings, the prop was mounted and then the smaller front bulkhead was installed, through which all of the bolts ran.

The bulkheads and the prop have to be keyed so that the prop would be at the 10 o'clock position when stopped. One of the prop bushings and one hole in all other parts are slightly larger to facilitate this.

Naturally, the prop bolts must be safety wired, and this is one item on the annual inspection - checking torque and replacing new safety wire. On wooden props this must be done around every 50 hours or with a seasonal change.

About the only time we pay much attention to propeller spinners is when cleaning the bugs off, and hopefully at the annual inspection. Truth is, spinners are one of the most overlooked parts on the airplane because they're generally trouble-free.

It's an accessory that is always there (although they can depart the airplane), subtly adding to the look of your aircraft and frankly, as something pointy out front where it pierces the air and helps the plane get the most speed, engine cooling and power

. The second most common damage is purely a result of maintenance. These are attachment screw holes that become distorted. Some are tightened so much that they distort the dome metal around the hole. This causes stress risers that could turn into cracks.

A trick is to weld the screw holes shut, plan to flatten them and then redrill. A spinner left on an airplane for long periods of time could develop corrosion that appears as a rash under the paint.

The paint will flake off and the corrosion presents as a white powder. Some manufacturers want you to replace the part if corroded, but you might strip the paint, treat the corrosion and sand it smooth.

If the corrosion is minimal, you might get by without any action, but check with the manufacturer or IA to be sure. We now have an FAA approved repair procedure for all makes and models of aircraft spinner cone repair and backing plates.

Certificate number XKKR436L. K and K Precision Welding worked with the FAA for two years testing several scenarios with a 100% success rate. All spinner cones and backing plates are returned with a maintenance release and yellow tag.

Adding the front bulkhead further strengthens the spinner. Some front bulkheads are permanently attached to the dome. Others attach to the prop hub and are secured to the dome with screws, while some domes are press-fitted onto a bulkhead fastened to or secured by the propeller.

If you need to replace your spinner for whatever reason, perhaps if you want a shiny chrome spinner, they are available from the manufacturer with a few aftermarket outlets. You can even polish your spinner if you want to do the work.

Composite spinners are getting popular. TCB Composite (www.tcbcomposite.com) makes composite spinners and bulkheads for Cessna, Piper and Grumman. When first introduced years ago, composite spinners got a bad rap, but TCB has perfected and certified their parts.

They also have a source for having the spinner chromed. There is usually one at its airshow booths. The end result is impressive and costs significantly less (nearly 80 percent) than an OEM spinner replacement. It is legal to remove a fairing, which technically is the aerodynamic definition of a spinner, and it is part of the cowling-which is also repairable under Part 43. The owner cannot install the prop or check torque.

In general it's rare that a spinner has to be replaced, but sometimes it's unavoidable. An engine upgrade might require a three-blade prop and that of course requires a different spinner. A lot of mod shops have shelves of spinners on hand so ask if they have one that works for your application.

Keeping your spinner clean and doing the regular inspections - especially when you think you feel a new vibration - may help you avoid replacing it. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions.

This website contains many older reviews. Unless otherwise noted, these reviews carry product pricing from the time of the original review. Realize that spinners are tough enough to take a lot of the stress caused by the engine and airplane, but they are relatively fragile if you drop one, and difficult to repair if the damage is significant.

They suffer from engine and ignition impulses and vibration, plus they can suffer from corrosion if they are ignored. Loose prop bolts in holes that have elongated, and loose or overtorqued attachment screws, can cause damage.

One thing I would not do is stop-drill a hole in a spinner and fly the aircraft. I tried it-and I watched the spinner fly up over my windshield never to be seen again. I was young and dumb and had just read about stop-drilling cracks in aluminum.

We dodge many bullets in life.

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