Power plants are the engine of the aircraft, aiding in their ability to achieve flight through the generation of thrust. An aircraft power plant may vary in its configuration, sometimes being a singular jet engine, or they may contain propellers aircraft and other components alongside the engine. The configuration mostly depends on the type of aircraft or rotorcraft and its needs. The two most common forms of aircraft power plants are the piston engine and gas turbine engine.

  • Piston engines, also referred to as reciprocating engines, utilize pistons to convert pressure into rotational motion. This type of power plant is most commonly used with propeller aircraft and other small airplanes. Spark ignition engines have served as the most popular choice for piston engines, and they utilize pistons and cylinders to transform linear motion to rotary motion of the aircraft crankshaft through fuel combustion.

Piston engines operate through a cycle of four strokes. First, fuel enters the aircraft combustion chamber, pushing the piston downwards. As the piston moves back up, the fuel begins to compress and is ignited by a spark plug. This combustion causes a great force to be exerted on the piston, launching it downwards and creating the energy for rotational motion. Lastly, the piston pushes back up once more, forcing the spent gasses out of the engine as exhaust before repeating the process again.

  • Gas turbine engines parts are the other form of aircraft power plants and are the most common form of creating propulsion for aircraft. Within the engine, a mixture of air and fuel is compressed and then internally combusted within chambers. After combustion, a large amount of pressurized, hot gas is produced that is harnessed to drive the turbine blades, creating thrust. Due to the method of combustion and propulsion, exhaust gasses actually prove to be beneficial in creating positive thrust for the aircraft as compared to other types. Gas turbine engines also provide a good power to weight ratio, adding to their popularity.

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we can help you find aircraft power plant parts 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 or call us at +1-780-851-3631.

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Each day, millions of passengers worldwide board flights that span the entire globe. With thousands of aircraft racking up countless hours of flight, there is invariably the constant need for repair, maintenance, and new parts. Because of this, the aircraft parts market is in constant movement with an overflow of requests. What follows is a rundown of the ten most commonly purchased aircraft spare parts and a brief explanation of each.

1. Battery: Modern aircraft rely heavily on electric power, and the battery is the primary source of that. The most frequently purchased battery is part #2758, made for the Airbus A320 family of aircraft.

2. Aural Warning Modular Assy: Multi-channel playback units are used to provide supplemental warning tones or voice messages to the cabin and cockpit.

3. Brake Assy: The brake assy is the key factor in stopping an aircraft on the ground. The majority of aircraft use a disc-shaped brake assembly.

4. Constant Speed Drive: A type of transmission that delivers power to an output shaft at constant speed despite many varying inputs.

5. Wheel Assy: A typical two-piece aircraft wheel assy is made of aluminum or magnesium alloy. The two pieces are bolted together and feature a groove at the mating surface which seals the rim when equipped with a tubeless tire.

6. Receiver Transmitter: Transmitters have a wide range of uses in aircraft for telecommunications, radio, and connecting wireless computer networks.

7. TCAS/ACAS Antenna: Traffic Collision Avoidance System, designed to reduce mid-air collisions between aircraft. It monitors the air around an aircraft and senses other objects in nearby airspace.

8. Anti-icing valve: Improves flight safety by preventing the buildup of ice on engine cowls and flight control surfaces.

9. Windshield Assy: An aircraft windshield assy includes a window pane, frame, flange, and a cavity for the parts to fit into.

10. Box Relay: Relays are electromagnetic switches used to turn a circuit on and off with a low-power signal where several circuits are being controlled by one source.

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we can help you find all the top 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 or call us at 1-780-851-3631.

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Aircraft tires are paramount to the functionality of an aircraft through bearing their weight, aiding with braking, absorbing shock from landings, and allowing for taxiing through the airstrip. Due to this, aircraft tires undergo meticulous maintenance, overhaul, and repair during their lifetime. They are also manufactured with high standards to endure the pressures they are subjected to. Aircraft tires may be tube-type or tubeless, and are further classified by factors such as type, ply rating, and whether they are bias ply tires or radials.

The type of tires are regulated and classified by the United States Tire and Rim Association, consisting of nine types, in which four are still in production today. Type I tires are an example that are mostly featured on older aircraft and are not an active design despite their continued production. They benefit aircraft that are fixed gear and utilize smooth profiles. Type III are another type of aircraft tire that benefit lighter aircraft and feature low pressure, allowing for cushion. Aircraft plies and their ply rating refers to the fabric layers that increase tire strength. The higher the ply rating, the more heavy of a load the tire can undertake.

Tube-type tires contain an inner tube in which the air of the tire is stored. With tube-type tires, the outer rubber is often designed to be tough and unmalleable, ensuring that its life expectancy remains long. Meanwhile, the tube inside is flexible and softer to allow for easy insertion. On the other hand, tubeless tires have an internal chamber that is completely airtight, allowing for strong wheels that do not rely on tubes for pressure.

Lastly, an aircraft tire may be either bias ply or a radial. Bias ply tires allow for the flexibility of the aircraft tire sidewall, as well as are plied for strength. These tires are the more traditional form. Radial tires are similar to bias ply tires, though the plies are laid perpendicular to the rotational direction of the tire. This allows for great loads to be beared by the tire, without risking deformation. While this type is not as common as bias ply, it is still seen on various modern aircraft.

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we can help you find aircraft tires and tubes 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 or call us at +1-780-851-3631.

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Technical Standard Order (TSO), is a minimum performance standard that is set out by the Federal Aviation Administration (FAA) for aircraft appliances and equipment for use on civil aircraft. The FAA can approve TSO authorization for manufacturers regarding specific components. This means that the manufacturer is authorized to manufacture TSO standard materials, aviation parts, and appliances. This does not, however, give them approval to be able to install the piece on an aircraft.

If a manufacturer produces a component that can meet specific airworthiness requirements for a particular aircraft model, as well as have a manufacturing system that assures each part meets the approved design specifications, they can submit an application for TSO authorization. When applying, the manufacturer will need to include engineering documents such as drawings, specifications, diagrams, and more as required. When receiving authorization, the component is deemed to meet minimum requirements set out by the FAA, independent from its intended installation. Components’ TSO approval is separate from their installation due to the fact that they may be used for a variety of aircraft. That being stated, the manufacturer would still need to prove how the installation of the component would be a safe alteration to aircraft.

Sometimes, an application for TSO can be cancelled or withdrawn by the FAA, having two different results regarding the submitted components. In the case of a “canceled TSO”, the FAA has deemed that the TSO is inactive and will not issue new TSO authorizations for that specific component. When this happens, a manufacturer is able to still produce the item but cannot apply for the TSO revision level that they originally applied for. With a withdrawal of a TSO, the FAA revokes the authorization letter and approval for that specific component is terminated, thus being unable to be manufactured at all under the TSO system.

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we can help you find aircraft 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 or call us at +1-780-851-3631.

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Operating aircraft batteries outside their ambient temperature or charging voltage limits can result in excessive cell temperatures, leading to electrolyte boiling, rapid deterioration of the cells, and battery failure. The relationship between maximum charging voltage and the number of cells is also important, as this determines the rate at which energy is absorbed as heat within the battery. For lead-acid batteries, the voltage per cell must not exceed 2.35 volts, while NiCd batteries usually have 1.4 and 1.5 volts.

The battery charging system in an airplane is a constant-voltage type. An engine-driven generator, capable of supplying the required voltage, is connected through the aircraft’s electrical system directly to the battery. A battery switch is incorporated in the system so that the battery may be disconnected when the airplane is not in operation.

The voltage of the generator is controlled by means of a voltage regulator connected in the field circuit of the generator. For a 12-volt system, the voltage of the generator is adjusted to approximately 14.25 volts, and on a 24-volt system, the adjustment is between 28 and 28.5 volts. When these conditions exist, the initial charging current through the battery is high. As the state of charge increases, the battery voltage also increases, causing the current to taper down. When the battery is fully charged, its voltage is almost equal to the generator voltage, and very little current flows into the battery. When the charging current is low, the battery may remain connected to the generator without damage.

When using a constant-voltage system in a battery shop, a voltage regulator that automatically maintains a constant voltage is incorporated into the system. A higher capacity battery has a lower resistance than a lower capacity battery. Therefore, a high capacity battery draws a higher charging current than a low capacity battery when both are in the same state of charging. The constant voltage method is the preferred charging method for lead-acid batteries.

Constant current charging is the most convenient for charging batteries outside the airplane, as it lets several batteries of varying voltages to be charged at the same time on the same system. A constant charging system usually consists of a rectifier to change the normal AC supply to DC, while a transformer is used to reduce the available 110-volt or 220-volt AC supply to the desired level before it is passed through the rectifier. If a constant charging system is used, multiple batteries may be connected in series, provided that the charging current is kept at such a level that the battery does not overheat or gas excessively.

Battery inspection and maintenance will vary depending on chemical technology and construction type, as well as the manufacturer’s approved procedures.

  • To determine the life and age of a battery, record the install date of the battery and document this age in the aircraft’s maintenance logs.
  • Lead-acid battery state of health may be determined by duration of service interval, environmental factors, and observed electrolyte leakage. If the battery needs to be refilled often, with no evidence of leakage, this could indicate a poor state of the battery, the charging system, or an overcharge condition.

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we can help you find all the battery 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 or call us at 1-780-851-3631.

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As commercial aircraft have gotten larger and heavier, their landing speeds have gotten higher and higher as well. This has made bringing aircraft to a stop more difficult, as these aircraft require longer and longer landing strips. In many cases, brakes can no longer be solely relied upon to slow the aircraft. Therefore, many commercial aircraft now use thrust reversers. Thrust reversers, as their name implies, reverses the thrust generated by the engines to slow the aircraft. Thrust reversers come in two categories: mechanical blockage, and aerodynamic blockage.

Mechanical blockage is accomplished by placing a removable obstruction in the exhaust gas stream, somewhere to the rear of the nozzle. The engine exhaust gases are mechanically blocked and diverted to a suitable angle in the opposite direction by an inverted cone, half-sphere, or clam shell, all of which are placed in a position to reverse the flow of the exhaust gases. This type is typically used in ducted turbofan engines, where the fan and core flow mix in a common nozzle before exiting the engine. The clamshell-type or mechanical-blockage reverser operates to form a barrier in the path of the escaping gases, which nullifies and reverses the forward thrust of the engine. This system must be able to withstand high temperatures, be mechanically strong, relatively lightweight, and reliable. When not in use, the mechanical-blockage system must be able to retract and nestle neatly around the engine exhaust duct to provide for normal operation.

In an aerodynamic blockage type of thrust reverser (used primarily with non-ducted turbofan engines), only fan air is used to slow the aircraft. An aerodynamic thrust reverser system consists of a translating cowl, blocker doors, and cascade vanes that redirect the fan’s airflow to slow the aircraft. If thrust levers are at an idle position and the aircraft has weight on the wheels, moving the thrust levers aft activates the translating cowl to open, which in turn closes the blocker doors. This action stops airflow from going aft, and instead redirects it through the cascade vanes, where it goes forward to slow the aircraft.

Thrust reversers must have no adverse effect on engine operations, both when they are deployed and when they are stored. Thrust reversers are actuated by either hydraulic or pneumatic pressure and must be locked out from deploying while personnel are in the area of the reverser system during maintenance.

At Accelerating RFQs, owned and operated by ASAP Semiconductor For a quick and competitive quote, email us at or call us at 1-780-851-3631.

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Just as you rely your car to start when you are running late to work, a pilot relies on the aircraft start to avoid costly delays. Turbine engine ignition systems live up to their namesake - they are used in the startup cycle to ignite the fuel in the engine of the aircraft. Unlike other ignition systems such as reciprocating engine ignition systems, turbine engine ignition systems are turned off for the remainder of the flight.

To understand how turbine engine ignition system work, we must first know the main components. The three main components are the excitor, ignition lead, and ignitor. To begin, the exciter serves as the power supply for the entire ignition system. The power from the exciter is conducted via the ignition lead, which directly connects to the ignitor which critically ignites the fuel air mixture to trigger combustion.

Turbine ignition systems come in various types depending on the type of aircraft. Continuous ignition systems are lower in voltage and are typically used to reignite fuel in the event of engine flame out. While this gives an added element of safety, the ignition system is not particularly efficient. The more common type of ignition system used in conjunction with turbine engines are capacitor type ignition systems.

To create the necessary power to spark the ignitor plug, the ignition system is made up of an electrical circuit with a series of breaks. When the breaker points open, the electrical current flows into transformers which alter the voltage of the current. As the breaker closes the flow of the current through the transformer establishes a magnetic field. When the breaker opens, the flow of current stops, and the collapse of the field induces a voltage in the secondary of the transformer. This voltage causes a pulse of current to flow into the storage capacitor. The capacitor is a key component of the ignition system. Through repeated pulses from the circuit, the capacitor assumes charge. When the capacitor reaches full charge, it discharges across to the ignitor plug. The power of the ignitor plug is always constant as the charge travels across a vacuum.

Due to the high-energy being released by the capacitor and ignitor, the ignition system must be cooled down. Fan air is channeled around the ignition system to cool down the various components. This type of cooling is typical for continuous ignition system, which are operating for a longer time than a typical ignition system.

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we can help you find all the turbine engine ignition parts for the aerospace, civil aviation, and defense industries. For a quick and competitive quote, email us at or call us at +1-702-919-1616.

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Given that we see car tires blow out on the freeway pretty often, it’s a wonder why we don’t see the same thing happening with aircraft tires. With how much weight they support on landing, and the fact the aircraft is flying at about 170 mph, this is an amazing feat. The tires are designed to support about a 38-ton load, and this is accomplished primarily through the amount of pressure they contain. Because of the tire material and pressure, they have incredible strength and endurance. They can land 500 times before needing a retread, and they can be retreaded about seven times before needing to be completely replaced.

Federal regulations require that the tires be capable of withstanding four times their rated pressure for 3 seconds. They are made using bias-ply construction. This means that the plies of reinforcing materials are embedded in the rubber at angles between 30 and 60 degrees to the centerline of the tire. This design creates balanced strength. Composite materials are utilized to save weight, increase strength, and because they generate less heat. It might be surprising, but high strength material is used primarily to support high pressure inflations rather than resist impact on landing.

Aircraft tires are inflated to 200 psi, which is about six times that of a car tire. They are pumped up with nitrogen in order to accommodate varying temperatures during flight. Dry nitrogen expands at the same rate as air but doesn’t contain moisture. Moisture increases the expansion rate with temperature, which causes the tire to over-expand and may cause it to explode.

Because the FAA regulates tire construction, all aircraft tires are safe. However, not all aircraft tires are safe to use on every aircraft. For example, an F-16 needs to have tires that can be pressurized up to 320 psi. So, it’s important to consult the aircraft OEM’s manual to know which tires to use.

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we can help you find all the aircraft tires you need, new or obsolete. For a quick and competitive quote, email us at or call us at 1-780-851-3631. 

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There are two main types of aircraft hydraulic jacks that are used in aviation— axle and airframe (tripod) jacks. Though different in some capacities, the two operate using similar aircraft jack parts and standardized aircraft hydraulic fluid. Furthermore, both have important safety features in the case of malfunction or overload. Let’s take a look at the different types of aviation aircraft jacks, and the general maintenance protocols for both.

Axle jacks are typically used for the purpose of maintaining tires, wheels, and struts. In order to raise the aircraft, they are attached to the nose gear or main landing gear. For safety, the jack is equipped with a bypass valve. In the event that the applied load exceeds 10% over the specified load capacity, the bypass valve will bypass fluid to prevent damage. There are three variations of an axle jack that are commonly seen in aviation, all of which meet different load requirements. These include hand-carried, horseshoe, and outrigger.

Hand-carried axle jacks are, as their name suggests, relatively easier to transport than the others. They operate using single or double manually operated hydraulic pumps. Horseshoe axle jacks have a stationary piston, and two hydraulic cylinders that power a lifting arm. Lastly, an outrigger axle jack is the largest and heaviest of the three. This jack has a two-speed pump mounted on its frame, which operates the hydraulic cylinder.

Airframe (tripod) jacks are usually employed to lift an entire aircraft. Depending on the type of aircraft, it may require this jack to be placed on the wing, nose, fuselage, or tail.

There are two distinct types of tripod jack, called fixed height and variable height. Given its name, the height of the tripod components on a variable height jack can be adjusted by adding leg extensions.

Preoperational maintenance is critical to ensure that aircraft jacks are safe to operate. A preoperational inspection should occur before every use. There are a few elements that should be inspected regularly regardless of varying type, including fluid level verification, joint damage and fatigue, missing or bent components, and locknut condition. In addition, when performing maintenance, you’ll want to pay attention to the aircraft jack classification numbers. They vary depending on the type of jack and its load capacity and will help you determine the necessary protocols for inspection.

Both aircraft jack varieties are categorized with a specific labeling system to ensure proper care and maintenance. For example, a model might be designated A25-1HS. The “A” indicates axle, the number 25 indicates the load capacity in tons, followed by a specific jack identification number, in this case the number one. The proceeding two letters indicate that the jack is either outrigger (OR), hand carried (HC), or horseshoe (HS). Tripod jacks are labeled similarly to axle jacks. For instance, let’s consider the tripod label “T20-1VH5”. Every identification parameter is the same, excluding the “T”, and the last three items. A tripod is classified as fixed height (FH) or variable height (VH). The additional number at the end of the model designation, represents the number of leg extension kits that can be applied; in this case, there are five.

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we can help you find all the aircraft jack lifting parts and spacer blocks parts you need, new or obsolete. For a quick and competitive quote, email us at or call us at +1-780-851-3631.

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Every airport in the world, despite their very different layouts, uses the same basic signage to direct planes to and from the terminals. And that’s because taxiing a plane is significantly more difficult than piloting a plane.

Planes, as one might imagine, are not really suited for driving the way they are suited for flying. They have incredibly wide wingspans, as wide as 230 ft, making them hard to gauge the clearance for. To make matters worse, they are swept wings; while their shape increases aerodynamics significantly, they do make gauging the clearance more difficult than they already are. Planes also have long bodies with the forwardmost wheel, the nose wheel, far behind the cockpit, making turns quite the tribulation. The pilots can’t make a turn the way they would in a car, they have to pass the actual turn before they begin making their turn in order to avoid hitting the grass. They’re also incredibly heavy, making a tight turn in a commercial plane requires added thrust, but that’s less than ideal on a busy tarmac with so many other hazards nearby. The only way a pilot can be prepared to taxi their plane is to understand the layout of the tarmac and know how to navigate all the signs, lines, lights, etc.

Every airport has their own rules dictated by their layout, but they all have the same standard lines. White lines and white lights are used to mark runways; the lights are used to mark the edge and the center line. On the other hand, yellow lines and blue lights are typically used to mark taxiways. The blue lights mark the edges of the taxiways while green lights mark the center line. Typically, the lights are embedded in such a way that if they plane is perfectly centered in the lanes, the pilot can feel it as the nose wheel bumps over the center lines.

Signs are another common fixture of any airport tarmac. Like highways, the runways all have names; they can be named anything from a single letter to a combination of letters and numbers. Other descriptions like “inner”, “outer”, “North”, or “West” may also be used. And like with the lines, a yellow sign is typically indicative of a taxiway. As a plane approaches the runway, it is confronted with two-digit numbers like “04”, either posted on signs or painted on the runway. This tells the pilot that they are approaching Runway 04, which got its name from its orientation rounded off to the nearest tenth; Runway 04 has a bearing of approximately 040 degrees northeast. In the opposite direction of the same runway is Runway 22 with a bearing of approximately 220 degrees southwest. If runways are parallel, airports typically add an “R”, “L”, or “C” to the runway name for “right”, “left”, and “center”.

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we can help you find all the aircraft cockpit parts, nose wheel components, and wingtip parts you need, new or obsolete. For a quick and competitive quote, email us at or call us at +1-780-851-3631.

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Various factors need to be taken into consideration when designing an aircraft, the most important being its function. For example, the demands of a commercial jet and a military fighter jet are completely different, resulting in various different requirements, which in turn result in different degrees of complexity in design and composition. A wide range of materials may be used in the design of an aircraft, each with their own strength, elasticity, density, and corrosion resistance ratings.

Wood, bearing sufficient mechanical and physical properties to achieve flight, was used in the construction of first generation of aircraft. Today, wood is no longer used because of its limitations in strength and durability, with other materials with significantly higher strength-to-weight ratios readily available. Following wood, metals such as steel, aluminum, titanium, and other alloys were introduced to the burgeoning aviation industry. In addition to metals, composite materials were also introduced due to their strength, relatively low weight, and resistance to corrosion. As composite materials become more advanced, they have gradually begun to increase in popularity, leading to the decline of metallic materials too.

Aircraft wings are different than the rest of the aircraft in that they can be designed as a combination of different types of materials depending on the structural function. The spars, skin, ribs, ailerons, and flaps all have their own specifications and support different loads, thus requiring different materials. Generally, metals like steel are preferable for the ribs while composite materials are preferable for the skin and control surfaces.

The aviation industry continues to make advancements. As research in composite materials progresses, aircraft are becoming more aerodynamic and fuel efficient. With ultralight structures made from composite materials, aircraft manufacturers can design aircraft that have reduced drag and nose levels, potentially increasing fuel efficiency. Even a 1% reduction in drag on a large transport aircraft can save up to 400,000 liters of fuel and reduce emissions by around 5000 kg.

Accelerating RFQs, owned and operated by ASAP Semiconductor, is a leading supplier of aircraft wing parts and components. We have a wide variety of parts to choose from and are available and ready to help you find all the parts you need, 24/7x365. If you’re interested in a quote, email us at or call us at +1-780-851-3631.

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It’s easy to take aircraft tires for granted. They look so simple that it’s easy to forget how even minor flaws can lead to disastrous results. But, a lot of critical design factors go into manufacturing aircraft tires such that they are able to go faster than a racecar while simultaneously supporting more weight than the largest land moving machines.

The design process is intense. Tire manufacturers only start the design process after aircraft manufacturers send the necessary dimensions; manufacturers also have to follow all regulatory requirements, including ones from foreign bodies. Manufacturing only begins after the prototypes pass all mandatory tests and meet all requirements from the aircraft manufacturer and airworthiness authorities.

There are two types of aircraft tires, bias-ply tires and radial tires. Bias-ply tires are popular choices for aircraft tires because they’re durable and retreadable as a result of several different components made up of various layers of strong protective material. Radial tires have rigid belts that provide increased landing and reduced rolling resistances. They also have fewer components and are lighter than their bias-ply counterparts.

In order to ensure safety and increase tire life, it’s important to carry out regularly scheduled inspections. The treads should be visually checked for wear, cuts, and other foreign damage. Things like overinflation, underinflation, sidewall damage, bulges, flat spots, fraying, groove cracking, and indentations are all signs that the tires need to be repaired or replaced. One of the most critical things to inspect is the tire’s inflation.

Overinflation can cause uneven tread wear, reduced traction, cutting, and increased stress on the wheel assemblies. And underinflation can be even worse by causing flex heating which can lead to damage to the rubber compounds, tread and carcass separations, and bead failure.

Other things to note about aircraft tires are temperature changes, contaminants, and operational considerations. There are many ways in which aircraft tires can be damaged. Simply making sure that you regularly inspect and maintain your tires and follow the recommended operational procedures should be more than enough to avoid disasters and extend the life of your tires.       

At Accelerating RFQs, owned and operated by ASAP Semiconductor, we want to be your first choice in supplier for all your aviation and aircraft part requirements, from the new to the obsolete and hard-to-find. Visit us at or call us at +1-780-851-3631 to get started on a quote.

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