Adhesives For Aerospace

Structural adhesives and surface treatments for the aircraft OEM and MRO industries, ready to support your process from beginning to end, across the globe. The company is listed in over 5.000 aerospace specifications.

Aerospace Adhesives

  • Spray of brush applications
  • Improves production rates
  • Excellent storage and out time stability
  • Primer reactivation not required for second-stage bonding
  • Temperature resistance
  • Adhesion to different substrates
  • Chemical resistance
  • Product safety of reactive hotmelts

Why choose LOCTITE adhesives?
› Enables large part manufacture
› Better toughness
› Durable bonding
› Bond line thickness control
› Handling and reliability
› Long shop life

8040-01-012-8749

EA9309A/B

NSN: 8040-01-012-8749
Physical Form: Paste
Quantity Within Each Unit Package: 1.000 quarts
Features Provided: Separate catalyst
Material: Resin
AS9318016
8040-00-061-8303
NSN: 8040-00-061-8303
Physical Form: Paste
Quantity Within Each Unit Package: 3.0 ounces
Specific Usage Design: For general purpose bonding applications
Features Provided: Separate catalyst
Color: Clear
Material: Plastic epoxy
M-BOND 200
NSN: 8040-01-027-1893
Physical Form: Liquid
Specific Usage Design: For bonding strain gages
Features Provided: Separate catalyst
Color: Clear
Material: Plastic
Supplementary Features: 28 gram bottle adhesive and 30 milliliter bottle catalyst
RTV 133
NSN: 8040-01-168-0077
Tempurature Rating: 400.0 degrees fahrenheit
Physical Form: Paste
Quantity Within Each Unit Package: 10.10 ounces
Specific Usage Design: For aircraft firewall and electrical encapsulation applications
Color: Black
Material: Silicone
Supplementary Features: 10.1 ounce in 12 ounce cartridge
How to identify a technically advanced metal & honeycomb bonding solution?
Just ask if it offers very low weight, high fatigue resistance, maximum durability and significant production costs savings. If it does, this is a LOCTITE solution.
In the honeycomb and metal assembly segment, Henkel offers metal bonding films for original construction and repair qualified to all major aerospace specifications. LOCTITE films are one component, heat curing thin film adhesives. Materials are specifically designed for maximum durability, high strength and toughness with temperature resistance designed for their operating environment.
Concerning critical aircraft components, some questions might come up
In order to preserve the structural integrity of critical aircraft components, manufacturers need the right adhesives to bond composite sub-components with excellent chemical resistance and extraordinary mechanical performance.
Henkel gives a strong answer: LOCTITE composite bonding adhesives
LOCTITE products for composite bonding fulfill all these requirements and allow engineers to create efficient structures. No fasteners are needed. They offer lower adherent thickness, let you take advantage of stiffness properties of composites and provide a separation of dissimilar
materials.
Paste adhesives: Keeping it all together
Paste adhesives are structural adhesives used to bond aluminum, stainless steel, titanium and composites either in rib-stiffened designs or in honeycomb designs.
Outperforming portfolio: LOCTITE paste adhesives
As a leader in toughened paste and film adhesives, Henkel’s aerospace group offers a complete line of pre-measured packages for paste adhesives ranging from a pudding cup to a two-part cartridge kit with static mixers.
In other words, Henkel provides exactly the paste adhesive solutions you need: one- and
two-part epoxy paste adhesive systems for potting, bonding, fairing and repair.
Why choose for LOCTITE paste adhesives?
› Improve microcrack resistance
› Reduce costs
› Bond numerous substrates
› Reduce weight in structural assemblies
› Excellent thin substrates bonding
› Provide design flexibility
Any and all trademark rights associated with the manufacturers names and products are owned by the respective manufacturers
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Equipment Record Folder 7510-01-065-0166

Equipment Record Folder

7510-01-065-0166 nsn

Vinyl folder with four-color camouflage pattern. Includes four vinyl envelopes and two pockets that allow grouping of similar records. Front cover has a convenient transparent window that measures 3 1/8″ x 5 1/8″. For the US Army with inscription.

7510-01-065-0166 folder

FSC: 7510

NIIN: 01-065-0166

NSN: 7510-01-065-0166

Assigned Date: 9/7/1978

INC: 77777

buy online, and pick it up at the store: https://aerobasegroup.com/nsn/7510-01-065-0166

China Prepares Aircraft Carrier

China’s first aircraft carrier prepares for sea trials

China’s first domestically built carrier, known as the Type 001A, is undergoing preparations for its first sea trial, while discussions about its name show that Chinese people hold high expectations of the carrier’s ability to resolve the Taiwan question.

According to the latest online photos from the Dalian Shipbuilding Industry Company (DSIC) construction site in Liaoning Province, where the carrier was launched and outfitted, the scaffolds on the carrier have been completely removed, and a phased array radar has been installed.

china type 001a aircraft carrier

“All the equipment and devices on the carrier are in the joint debugging stage, and the main engine has been powered. In 2018, we will present a surprise to the Chinese people,” DSIC Chairman Liu Zheng said, according to a report on cctv.com, the official website of China Central Television, on March 13.

Liu, who is also the general director of construction of the Type 001A and a member of the National People’s Congress (NPC), made the comments to cctv.com when he was attending the Two Sessions.

“This all proves that the Type 001A is getting ready for its first sea trial, and the exact timing will depend on factors like the weather and sea conditions. April 23 is Navy Day, the founding day of the PLA Navy [April 23 1949], so this might also be taken into consideration,” Li Jie, a Beijing-based naval expert, told the Global Times on Tuesday.

“After the sea trial, which normally takes about 6-12 months, it will be ready for delivery to the PLA Navy, so it’s very likely we will see the carrier enlisted by the end of 2018,” said Song Zhongping, a military expert and TV commentator.

Full speed

The Type 001A was launched in Dalian on April 26 2017, three days after Navy Day, and the outfitting work only took about one year.

The speed with which the Type 001A was built was the fastest in the history of aircraft carrier construction, as it only took two years from the laying of the foundation in the shipyard to its launch, and more importantly, everything from the ship’s body to its devices is domestically built, Liu said.

“The quality of our construction is also world-class. For example, the world-class standard for the flatness of the flight deck is not more than 4 percent, and we made it lower than 3 percent,” Liu noted.

china aircraft carrier

All in the name

During the Two Sessions, Yuan Maorong, an NPC deputy from Taizhou city, East China’s Zhejiang Province, suggested naming the carrier “Wei Wen”, after a military general from the Three Kingdoms period (AD 184/220-280) who was the first man in history to arrive at Taiwan, according to cctv.com on March 13.

Yuan said naming the carrier Wei Wen would show the historical fact of Taiwan being an integral part of China, and push the development of Cross-Straits relations.

The discussion of how the ship should be named has also been spreading in social media. Many Chinese netizens suggested simply naming the carrier “Taiwan,” while others suggested naming it “Shi Lang”, an admiral who recaptured Taiwan for the Qing Dynasty.

“This displays the high expectations among the Chinese people over solving the Taiwan question, because they want the country to use the first domestically built aircraft carrier as a symbol to announce its determination and ability to achieve this aim, and also send a tough warning signal to the secessionists in Taiwan,” Li noted.

However, the carrier is not targeting Taiwan, according to a military expert from a Beijing-based military academy who requested anonymity. He explained that if Beijing decided to use military measures to solve the Taiwan question, the PLA is fully capable of doing so without an aircraft carrier, and Type 001A was made for a greater purpose.”The PLA Navy has regulations for naming large vessels like aircraft carriers, which generally use the names of provinces and municipalities,” Song said.”Liaoning is primarily a platform for training personnel and collecting data through testing, while Type 001A is China’s first carrier made for combat missions, so its name could be more special. It’s impossible to name it with a person’s name, for only vessels used for scientific research can use a person’s name in China,” said the anonymous military expert.

https://en.wikipedia.org/wiki/Type_001A_aircraft_carrier

 

 

Aerospace Circuit Breaker

Aerospace Circuit Breakers

Engineers who design military vehicles, aircraft, and equipment face the challenge of selecting circuit breakers that protect multimillion-dollar machines while ensuring reliable performance in mission-critical situations.

Unfortunately, many engineers assume that a circuit breaker will provide ideal protection if it meets military specifications, yet the presence or absence of a mil spec is not the most important consideration for selection. In fact, designers should exceed or even ignore mil spec in many circuit-protection applications.

More than fifty active military specifications and hundreds of private industry specifications apply to circuit breakers. Yet understanding the fundamentals of circuit breakers and their operating characteristics is a big help to designers in choosing the circuit breaker best suited for their applications.

aircraft circuit breakers

Circuit breaker types

Choosing the correct circuit breaker technology is crucial for any application. There are four kinds of circuit breaker technology to choose from:

  • thermal;
  • thermal-magnetic;
  • magnetic; and
  • high-performance.

Thermal circuit breakers are composed of a thermal actuator and mechanical latch. The actuator is made of a bimetal strip or disc that carries the current and responds to heat. Because the two metals have different rates of expansion, heat causes the bimetal to flex until it triggers a spring-loaded latching mechanism. The design can distinguish between safe in-rush and temporary current surges and harmful sustained overloads. A typical thermal circuit breaker will trip within one hour at 140 percent of its rating

Thermal circuit breakers are available with temperature-compensating elements that eliminate sensitivity to ambient temperature and track environmental conditions. Thermal circuit breakers perform consistently under harsh conditions such as shock, vibration, and temperature extremes, which suits them well for military and other demanding applications.

Magnetic circuit breakers operate on a solenoid design and trip almost instantly under short-circuit conditions. Magnetic circuit breakers are most susceptible to nuisance tripping in applications such as motor startup that experience normal current surges. To combat the magnetic characteristics, designers often combine the solenoid coil with a hydraulic delay to enhance the breaker’s tolerance to minor current surges. However, when selecting a breaker, designers should remember that even hydraulic-magnetic circuit breakers could trip ‘prematurely’ during high current surges common to volatile environments such as military vehicles and equipment.

The construction of the magnetic coil and the characteristics of the latching mechanism make magnetic circuit breakers highly susceptible to shock and vibration. Most importantly, magnetic coils generate magnetic fields that can interfere with sensitive electronic equipment. In an aircraft cockpit, where many electronic instruments are vital to the flight, magnetic circuit breakers add an unnecessary risk.

Thermal-magnetic circuit breakers possess characteristics of magnetic as well as thermal circuit breakers. High overcurrents cause the solenoid to trigger the release mechanism rapidly, while the thermal bimetal responds to prolonged low-value overloads and temporary inrush conditions. Thermal-magnetic breakers have a two-step profile trip curve.

High-performance circuit breakers are specifically designed to protect aerospace systems, off-road vehicles, and other critical applications where extreme vibration, excessive mechanical shock, and exposure to harsh environmental conditions cannot hinder performance.

aerospace cicuit breakers

Temperature

Military vehicles and equipment must operate flawlessly regardless of ambient temperatures. To ensure performance it is critical for engineers to specify the appropriate circuit breaker. Designers should consider that ambient temperature could vary greatly within the same piece of equipment, depending on the location of the circuit breaker. A pressurized aircraft cabin has a stable temperature, for example, while a circuit breaker located close to the skin of the aircraft must be able to withstand extreme temperature fluctuations from varying altitudes. Ambient temperatures on some military aircraft can range from -55 degrees to 125 degrees Celsius within a single flight.

In applications where electronics are located very close together, such as in a cockpit control panel, increases in ambient temperature are common. Thermal breakers are sensitive to changes in ambient temperature. In a cold environment, the circuit breaker has a relatively long delay. Conversely, when exposed to high temperatures, thermal circuit breakers will trip at a relatively low current level. For this reason, military specifications call for temperature-compensated thermal circuit breakers, which have a second bimetal strip connected in the opposite direction to the sensing bimetal. This eliminates concerns about rising or decreasing ambient temperature.

There are many situations in which a non-compensated thermal circuit breaker will better match shifting performance requirements. At 90 C, for example, motor windings need greater protection from currents that could cause overheating than the same windings would need at -20 C. In a cold environment, a longer delay enables motors to break ‘frozen’ grease on startup, without reacting to the startup power surge.

Current rating and size

A prime consideration in designing military vehicles and equipment is weight and size. In some cases, a circuit breaker with equal or higher-than-mil-spec performance will actually weigh less and have a smaller footprint than a mil spec product of the same rating.

Most aircraft circuit breakers are designed to U.S. military specification MS 3320. This spec was issued more than 20 years ago, and since then advances in aircraft and systems technology have lead to significantly greater demands on electrical generation and distribution. Higher-rated circuit breakers are required to meet these needs. Some fighter aircraft, for example, include high-performance circuit breakers rated for 35 amps that have the same footprint of circuit breakers meeting the mil spec rating of 20 amps. (MS3320).

Military standards change relatively slowly compared to the pace of technology. Circuit breakers are becoming lighter, denser, and they increasingly meet high-performance requirements. aerospace circuit breakers, and aircraft circuit breakers are also be modified for new technology.

One example of a technology that allows circuit breakers to exceed mil specifications is dual-chamber construction. Most circuit breakers have contacts and sensing elements installed in one chamber. When arcing in the contacts occurs, heat is generated which can affect the sensing element and cause premature tripping. Dual-chamber construction isolates the two functions and eliminates the possibility of unwanted heat transfer from the contacts to the sensing elements. Dual-chamber construction enables circuit breakers to exceed mil spec tolerances in shock, vibration, altitude and endurance while reducing the weight of mil spec product.

Circuit Breakers

Aerospace circuit breakers catalog found online
Klixon circuit breakers

Thermostatic Switches

Thermostatic Switch

There are a wide range of thermostat switches including, bimetal snap action and fluid filled capillary style thermostat switches. From fixed temperature, to adjustable temperature styles.

The switch being reviewed today is manufactured by Detroit Switch, listed under cage code 19278. It is a thermostatic switch for heating and cooling that is used on naval applications. It’s adjustable from +40 to +90 degrees. The part number from Detroit Switch is 221-2PD22100, and has been assigned the nsn of 5930-00-726-4371 by the Defense Logistics Agency.

221-2PD22100 switch

 

Technical Spec. 221-2PD22100

Overall Length:
3.969 inches
Overall Height:
5.125 inches
Overall Width:
4.062 inches
Longest Vertical Distance Between Mounting Centers:
4.375 inches
End Application:
Weapon system-deep submergence systems programs (dssp)
Tempurature Sensing Element Type:
Internal sensor
Mounting Method:
Bracket
Contact Action Stimulus:
Increase
Terminal Type:
Tab w/screw
Contact Load Current Rating:
3.8 amperes restive load single voltage
Contact Adjustability:
Actuation point adjustable
Contact Adjustment Range:
+40.00/+90.00 actuation point degrees Fahrenheit
Contact Adjustment Type:
External actuation point knob
Contact Voltage Rating In Volts:
115.0 ac at sea level single voltage
Media For Which Designed:
Gas or liquid
NSN: 5930-00-726-4371
Item Name: Switch,thermostatic
Cage Code: 19278
This switch, and many other Aerospace-Electrical switches can be purchased on https://aerospace-electrical.com

Beechcraft Super King 300 Aircraft Battery Charger

Beechcraft Super King 300 Aircraft Battery Charger

 

Beechcraft battery charger

 

Beechcraft King Air 300 History

With the 200 series proving so popular, Beechcraft began working on a successor: the Model 300, initially marketed as the “Super King Air 300”. The B200 airframe was “cleaned up” and even more powerful engines (PT6A-60A), were installed into the redesigned cowlings with MTOW being increased to 14,000 lb (6,300 kg). A modified Model 200 was used to develop the updated systems to be used on the new model and flew October 6th, 1981. First flight of the prototype Model 300 took place on September 3rd, 1983 with deliveries beginning the following year.

By 1988, work had began on the replacement of the 300. Beechcraft took the 300 and stretched the fuselage by nearly three feet with two extra cabin windows on each side, MTWO increased to 15,000 lb (6,750 kg), and winglets added to the wingtips to create the Model B300, introduced in 1990 and initially marketed as the Super King Air 350. LIke the 200/ B200, a version with a large cargo door was developed: the Model B300C, marketed as the “Super King Air 350C” with first deliveries of this model taking place in 1900. A big update occurred in 1998 with the UltraQuiet active noise canceling system, made by Elliott Aviation, was added as standard equipment on all B300s. Another big update occurred in October 2003, when it was announced that all future B300 and B300C King Airs would come equipped with the Rockwell Collins Pro Line 21 avionics suite.
A King Air 350ER version of the B300 was presented at the Paris Air Show on June 13th, 2005. This was an equivalent to the earlier Model 200T and B200T of the 200 series. MTWO was increased to 16,500 lb (7,430 kg), a belly pod for surveillance equipment, the landing gear of the Beechcraft 1900 to handle increased weight and add ground clearance, and extra fuel capacity in the engine nacelles. The next big update would occur October 2008, with the release of the King Air 350i. The focus was on the passenger cabin with Beechcraft claiming that noise level and overall comfort was now competitive with that of light jets. Cabin upgrades included controllers on passenger seats for dimming LED lights, darkening windows, controlling an iPod dock and a high-definition monitor. Other perks included Universal Serial Bus (USB) ports, AC electrical receptacles and fold out tables for each passenger in the eight seats fitted.

Provided by: https://kingairnation.com/king-air-specs/king-air-300/

Aircraft Battery Charger

Technical Specs:

  • TYPE CERT #A24CE
  • IN OPERATION 197
  • YEARS MADE 84-91
  • SN’S ELIGIBLEFA-1 THROUGH FA-230, FF-1 THROUGH FF-19
  • DEMINSIONS LXHXWS 43.9′ X 15.0′ X 54.5′
  • CABIN DIMENSIONS LXHXW 16’8″ X 4’8″ X 4’8″
  • FUEL CAPACITY (LBS/GAL) 3,611/539
  • DIRECT OPERATING COSTAPPROX. $1,081.00
  • COST PER MILEAPPROX. $4.00
  • ENGINE TYPEPT 6A-60
  • SHP 1,050
  • ENGINE TBO 3,600
  • TAKE OFF PERFORMANCE – SL ISA BFL 1,992
  • TAKE OFF PERF. 5000′ +20C3,600
  • RATE OF CLIMB 2,844
  • ENGINE OUT RATE OF CLIMB 867
  • CEILING 35,000
  • CRUISE SPEED 315
  • RANGE 1,795
  • MGTOW 14,000
  • BOW 8,890
  • PAYLOAD 5,110

To keep the batteries running at optimal performance, it is recommended to keep them on charge. The battery charger part information is:

Part Number: 501-1321-01

NSN: 6130-01-311-5252

Part is located under the Electrical Power Equipment Catalog

https://aerobasegroup.com/electric-wire-and-power-equip/

To order the part online, go here and place your request for price and availability: https://aerobasegroup.com/nsn/6130-01-311-5252

 

battery charger aircraft battery charger

High Powered Lasers on Fighter Jets

High Powered Lasers on Fighter Jets

The U.S. Air Force is on a path to adopt high-powered lasers on fighter jets and special operations gunships, but it’s still on the fence about how to mount such weaponry on its tanker fleet, service officials said Monday.

Putting a laser weapon on a KC-135 tanker is an effort that’s “still in the infancy stage,” said Tom Lockhart, director of the Air Force Research Laboratory’s Strategic Development Planning and Experimentation Office.

The lab recently conducted an assessment with Air Mobility Command to locate an area on the KC-135 on which it could attach a laser pod, he told reporters during a roundtable at the Pentagon.

“The next phase [is]: Does that make sense, does it make sense to put a pod on there, or do you want to go complete and do a system integration of a laser itself?” Lockhart said. “You can do it a little bit different from just hanging a pod on there. You could integrate it with the rest of the systems.”

Increasing the survivability of tankers has been a pet project of Air Mobility Command head Gen. Carlton Everhart. Most refueling aircraft were designed without defensive systems, but Everhart has said future conflicts could require tankers to move closer to the fight, necessitating the adoption of situational awareness upgrades or even more intricate systems like laser weapons.

Potential applications include countering unmanned aircraft or cruise missiles.

“The expectation is to have this capability available to our war fighters within two years,” Everhart told Defense News sister publication Air Force Times in November. “It’s time to move out and show we’re serious about this to our airmen.”

KC-135 tanker

KC-135 tanker

KC-135 tanker

Lockhart described the KC-135 integration as a parallel effort with the Air Force’s best-known laser program, the Self-protect High Energy Laser Demonstrator, or SHiELD, which aims to test a laser pod on an F-15 fighter by 2021.

Shield Laser on Fighter Jets

Shield Laser on Fighter Jets

Shield Laser on Fighter Jets

Lockheed Martin is developing SHiELD under a $26.3 million contract. That high-powered fiber laser will be integrated with a pod, which will power and cool the laser, and a beam-control system, which will direct the laser onto the target.

Tests of a 50-kilowatt SHiELD laser will start this summer, followed by the first flight tests next year, said Jeff Stanley, deputy assistant secretary of the Air Force for science, technology and engineering.

Whether the Air Force opts to attach a podded laser to the KC-135 or integrate it within the airframe itself, the development of a podded system of for the SHiELD program will offer valuable insight about how to stabilize laser weapons and drive down their size, weight and power use.

“With SHiELD, you’re learning a lot about targeting and tracking beyond just the pod itself,” Lockhart said. “What do you need to actually keep the laser on the target? And so that’s some of the stuff we have to learn as part of SHIELD, whether it goes on a KC-135 or on an F-15, you still have to understand those kind of control mechanisms.”

Beyond SHiELD and the KC-135 demonstration, the service is continuing to develop a roll-on laser capability for Air Force Special Operations Command’s AC-130J gunship. A test plan is still in the works, but will likely be concurrent with the SHiELD program, Lockhart said.