ASAP Parts 360 Blog

Running out of fuel while driving a car can be a frustrating experience and mean a wasted afternoon. Running out of fuel while flying an aircraft, however, can verge on disastrous. For the aviation industry, proper fuel quantity indication is incredibly important, given the human lives and millions of dollars of property that can be put at risk if a commercial airliner runs out of fuel mid-flight.
 
However, measuring fuel levels can be a deeply challenging task. Changes in altitude during flight can affect the volume and density of liquid fuels, which are normally useful metrics for fuel level sensing floats within the tank or capacitors. Turbulence can also agitate fuel, leading to similar difficulties, and larger aircraft with two engines and two or more fuel tanks simply compound these issues. Therefore, pilots are trained to gauge the remaining fuel themselves by taking into account the amount of fuel on takeoff, along with the average rate of engine consumption for the speed and altitude they are flying at. This can give pilots an accurate picture of how long their aircraft can remain in the sky. However, malfunctions like fuel leaks, fuel line blockages, or excessive fuel consumption because of an engine malfunction can obviously change the rate of consumption, so pilots must compliment their own calculations with the fuel level sensors.
 
Many smaller aircraft utilize float level gauges that feed information on the fuel levels based on magnetic couplings and potentiometers to the pilot, while larger aircraft with more complicated fuel systems rely on a network of capacitance probes. These capacitors are mounted in the fuel tank, and as fuel is consumed and enters the tanks through special vents, the tank’s capacitance alters, allowing tank levels to be calculated by the on-board computer. Multi-level fuel sensors can be employed to indicate dangerously low tank levels to the pilot, and as a redundancy precaution in case one sensor fails. Fuel systems can also rely on pressure and temperature sensors to ensure proper rates of fuel injection, and to prevent harmful condensation.
 
At ASAP Parts 360, owned and operated by ASAP Semiconductor, we can help you find all the fuel gauge systems and parts for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@asapparts360.com or call us at 1-708-387-7800.

Just as a car requires a vehicle registration number and plate to be airworthy, an aircraft must feature a data plate. Issued by the aircraft manufacturer, aircraft data plates are not something that you want to replace. They are notoriously hard to come by and are attached to a string of FAA regulations.
 
The Code of Federal Regulations (CFR) section 14, part 45, Identification and Registration Markings, sets out all the FAA requirements concerning the legitimacy of aircraft data plates. There are a number of details that need to be included on the plate: the builder’s name, model designation, builder’s serial number, type of certificate number, and, if applicable, the engine rating must all be noted on the plate.
 
Typically, the data plate is set out with the required information heading on the left accompanied by a text box filled in with the aircraft specific data. Rather than a simple car registration plate where the registration number is centered, the data plate looks more like a filled-out metal form. The FAA also dictates the type of material that should be used to make the plates. As the data plate is required to be fireproof, durable, resistant to corrosion, and lightweight, there is little choice in terms of appropriate material. Metalphoto photosensitive anodized aluminum is a popular choice for data plates as the image is sealed beneath a sapphire-hard anodic layer. Data plates should be appropriately secured to the aircraft fuselage so that is legible to a person on the ground. It must also be adjacent to the rear-most entrance door or on the fuselage surface near the tail surfaces.
 
Many pilots and airlines despair at the thought of losing their aircraft’s data plate. Due to the various regulations surrounding data plates, it is difficult to source a new, legitimate plate for your aircraft. Aircraft manufacturers are hesitant to distribute plates as they are cautious of product liability exposure. Manufacturers also often go out of business, meaning that an aircraft owner has no choice but to look elsewhere for a replacement. Plates are therefore in high demand, leading to the proliferation of counterfeit plates. The FAA is not too helpful in light of this dilemma. Their official statement encourages the owners to purchase plates from an approved source, but first they must contact the local Flight Safety Standards District Office for approval and assistance.
 
It may seem like a resourceful idea to purchase an identical out of service aircraft and simply take the plate off and affix it to your new aircraft. Although sound in logic, this practice is warned against within the aviation world. The FAA has a strict policy concerning the removal and replacement of data plates. CFR 14 45.13 e specifies that no person can remove or install a plate that has been previously approved on another aircraft.
 
Data plates are essential to the airworthiness certification of an aircraft. If an aircraft has a missing, counterfeit, or switched plate, an FAA-appointed inspector will ground your aircraft, effective immediately. 

Since WWII, we have seen expansive advancements in military fighter jet design and technology across the globe. Fighter jets must have the capacity to keep up in dogfights and operate in air-to-air or air-to-ground strikes. As a result, fighter jet engineering has led to significant cost increases per aircraft. Most modern fighter jets cost between $65 to $250 million each— let’s take a look at the 5 most expensive.

The Nighthawk has been retired since 2008, but it is still known as one of the stealthiest U.S. fighter jets from inception to operation. The design and build of this aircraft was top secret and was incredibly expensive even at the time of its first flight in 1982. It incorporated two F404-F1D2 turbofan engines from the General Electric Compnay, and had a top speed of around 700 mph.

This multi-role, strike fighter jet is a Chinese aircraft that took its maiden flight in 2017. It utilizes a twin-engine afterburning turbofan system. This fighter jet can reach max speeds of 1350 mph and is the 5th generation of its family.

Known for its vertical landing capabilities, this aircraft also has the capacity for shorter take-offs. It is an aircraft intended for air-to-air and air-to-ground combat, and has a top speed of 1200 mph. The F-35B has two unique features that set it apart from the rest of the aircraft on this list: it has an engine that can swivel 90 degrees, and a Rolls Royce LiftFan propulsion system.

The Lightning II is a carrier aircraft that is widely recognized for its versatility in air-to-air and air-to-ground strikes. As the 5th member of the F-35 family, it is the most expensive version. The Lightning II has a more robust landing gear assembly design, and longer wings than any of its predecessors. This aircraft can fly a max speed of 1200 mph. and is powered by one Pratt & Whitney F135-PW-100 turbofan engine.

Ranking in as the most expensive air superiority fighter jet is the F-22 Raptor. This aircraft is known for its maneuverability and super cruise capabilities. It has two Pratt & Whitney F119-PW-100 engines with afterburners and two-dimensional thrust nozzles, allowing it to reach a top speed of 1500 mph. The F-22 Raptor is a 5th generation aircraft and took its maiden flight in 2005. Each aircraft is intended for 3 to 4 decades of use, making it a considerable investment, despite its hefty upfront price.

            Commercial aviation began booming after WWII and there was a network of flights, but Ted Smith— who worked for the Douglas Aircraft Company during the war— noticed a void in the market. There was a need for business aircraft and aircraft that flew to locations rarely visited by the airlines. He wanted to build an aircraft that could meet this demand and simultaneously offer convenience, safety, and dependability. The first step in doing this was to assemble a team of 14 engineers; and together, they designed the first Aero Commander, but now is a part of Twin Commander Aircraft, LLC.
 
            The first prototype took flight in April 1948 and was certified in June 1950. The Aero Commander had impeccable safety standards and was the only aircraft of its kind at the time. To prove its safety and reliability, the company completed a flight from Oklahoma City to Washington DC in May 1951; it was loaded to full gross weight and had one of the aircraft propellers was removed from the engine. This flight was a hit and the backlog for the aircraft began to fill. The first production Aero Commander rolled off of the assembly line in August 1951. It was a piston-powered model 520. The Aero Commander went through a series of improvements over the following decades and was known for its impeccable safety and groundbreaking performance.
 
            In 1955, the United States Air Force ordered 15 Aero Commanders and it was the first light twin-engine aircraft deemed safe enough for the President to fly in— so two of them were designated to the White House. The Aero Commander evolved over a few decades and the last plane in this series ended production in 1986. This plane was the model 1000— the most advanced version of the Aero Commander. This aircraft can fly at a maximum cruising speed of 308 knots, has a maximum range of 2,080 nautical miles, and can fly at these maximums with 482 gallons of fuel.