Prestwick Aircraft Maintenance

Prestwick Aircraft Maintenance - Next statement date 18 July 2023 due by 1 August 2023 Next accounts made up to 31 December 2022 due by 30 September 2023 The letter reads: “I am disappointed by your claims relating to the necessary pay cut when millions of UK citizens have lost their jobs in recent weeks, including today with British Airways announcing 38,000 staff being furloughed because of the crisis, while PAML is still in the fortunate position of providing employment in an essential service.

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Prestwick Aircraft Maintenance

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You can make a complaint by using the ‘report this post’ link. We may then apply our discretion under the user terms to amend or delete comments. Major aircraft aircraft decommissioning facilities are located across the world in countries such as Spain, France, the Netherlands, Australia and the USA, which is home to the world’s largest boneyard in Davis-Monthan, Arizona, with over 4,000 aircraft.

On average, a commercial aircraft has as many as 1,000 parts that can be recycled, with the most valuable being the engine, landing gear, avionics and electronics. Once these are removed, overhauled, tested and recertified, they can be repurposed back into aviation.

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If you are dissatisfied with the response provided you can contact IPSO here “Programmes of this nature rely on professional teamwork and close coordination of skilled mechanics, technicians, repair specialists and asset managers. This generates a real buzz in the facility, encourages pride in a job well done, and attracts young people to consider a career in the wider world of aircraft maintenance.

Importantly, how the aircraft parts are removed, stored, repaired or recycled is paramount to a sustainable business. Last week Ryanair tried to justify their decision to stay open by telling the Ayrshire Post: “The maintenance facility at Prestwick is maintaining aircraft that are supporting repatriation and medical cargo flights.

Ryanair is fully complying with all guidelines issued by EASA and WHO.” She told The Herald: “As the MSP for the area, I am delighted to hear of the contract awarded to Storm Aviation and Chevron Technical Services at Prestwick Airport.

The companies are both dedicated to decommissioning aircraft in an environmentally, sustainable way which will be integral to meet our Net Zero 2045 ambition. Prestwick Airport is a leader in the aerospace industry with global companies choosing to base themselves here.

This contract being awarded strengthens it further and it is fantastic news for the local and national economy.” We are doing this to improve the experience for our loyal readers and we believe it will reduce the ability of trolls and troublemakers, who occasionally find their way onto our site, to abuse our journalists and readers.

We also hope it will help the comments section fulfill its promise as a part of Scotland's conversation with itself. He told The Herald: “This is the very first disassembly of these two commercial Boeing 787-8 ‘Dreamliner’ aircraft, and we are pleased to be working with our partners Storm Aviation and Chevron Technical Services in Prestwick.

Together we are establishing the right processes and building a blueprint for further teardowns of this aircraft type in the future. But one employee, who asked not to be named, said: “There are numerous aircraft parked up that are fully maintained and ready to fly.

We don't even work on live aircraft. All aircraft we work on are out of service whilst we do the checks.” Lee Carey, Vice President of Asset Management at EirTrade Aviation, said that the dismantling of the Boeing 787 Dreamliners will help serve as “a blueprint” for similar projects, and anticipates that it will be the first of many for Prestwick Airport.

Polyurethane Aircraft Paint

Polyurethane Aircraft Paint - The waterborne coating, formulated as the FED-STD-595 colors 36375 and 35237 gave contrast ratios > 0.99 (requirement: not < 0.95) at a DFT of 50 µm. The L* values measured over the black and white areas of the backing card were identical to each other within the uncertainties of the L* measurements of the coating color (± 0.03).

One of the major issues for the RAAF is the effect of the severe climate conditions in Australia. There is a major emphasis to ensure that topcoat coatings that are not durable enough will not be accepted for use. None of the other results required by MIL-PRF-85285E testing is worthwhile if a product does not have good exterior performance. It is for this reason that the current study has ignored laboratory weather testing in favor of exterior exposure testing for several years. These studies are ongoing7 and will include verification of the latest waterborne topcoat coatings against the best performing Type IV topcoats.

Polyurethane Aircraft Paint

Although the different products had measurably different color to start with, it is not expected that these differences would have significant impact on the other properties measured in this work. The minor adjustments needed to obtain good color matches are not expected to change the results from working properties such as chemical resistance, flexibility, adhesion to primer, or exterior chalking.

Product Description

VOC data and emissions are presented in Table 3. The waterborne RTS composition contains a maximum of 100 g/L of organic volatiles. After removing the water and exempt volatiles from the calculation, as per equation (4), the waterborne mixture gives a VOC of 180 g/L. VOCs for the solvent-based topcoats were calculated from measurements of wt% and density using equation (5). As none of the topcoat mixtures A, B, or C contain exempt volatile compounds, the results corresponding to equations (3) and (4) are identical. Topcoat A gave a VOC of 560 g/L as expected for a CS topcoat, while the two HS topcoats gave VOCs conforming to the requirements of MIL-PRF-85285E for Types I and IV.

You can still cause yourself a heap of trouble even when you don't mix brands if you don't familiarize yourself with the manufacturer's recommendations for the paint type selected. You cannot, for example, ordinarily put a lacquer topcoat over an enamel primer even when it is a same brand product. The lacquer will cause the enamel undercoat to curdle and lift under the more volatile lacquer solvents. The results are predictable -- one big mess.

Catalyzed epoxy is rather slow drying (2 to 6 hours) so you may wish to speed up the drying process. You can do this by mixing the epoxy with its catalyst and setting it aside for one-half of its pot life. Then stir it thoroughly and spray it on. The epoxy coating will then cure in half the usual time. This is still slow by dope, lacquer and acrylic enamel parameters.

A number of approaches for reducing emissions of the current waterborne topcoat even further are currently being investigated. The OCE value of 13 gm-2 reported above contains about 5 g of a solvent, N-methyl pyrrolidinone, present in the PUD latex as a result of the manufacturing process used to make it. By using an alternative latex that does not contain this solvent, it would be possible to reduce the emissions to 8 gm-2. Furthermore, substituting the solvent used in Component B with an exempt volatile compound such as t-butyl acetate would enable the VOC calculated by equation (4) to be reduced to approximately 40 g/L.

Two colors were made up and matched to two Federal Standard 595C colors: a light gray (FED-STD-595C-36375) and a mid blue-gray (FED-STD-595C-35237)—two of the colors employed on RAAF aircraft. Most of the testing reported here is for the light gray color 36375.

Leading the pack in popularity and excellence, locally at any rate, are the DUPONT and the STITS brands . . . DUPONT, perhaps because of its large variety of paint products and the EAA Chapter 187 discount we enjoy with those folks; and STITS because of its fine reputation and general availability.

When aiming to reduce VOC emissions from coatings as much as possible, a move to formulations that use water as the primary solvent is one logical route to consider. A high level of effort has been expended by chemical companies over the last few decades in developing new products suited for high-technology waterborne coatings, and the effort continues despite the slow uptake of these materials in the industrial and automotive sectors.

Additionally, MIL-PRF-85285 is used on Air Force aircraft as a primary topcoat, according to NAVAIR 01-1A-509-5, Cleaning and Corrosion Control, Volume V, Consumable Materials and Equipment for Avionics (NAVAIR 01-1A-509-5 dated 01 July 2009, is only intended for use by the Air Force. Navy organizations are not required to maintain a copy) and Air Force Technical Manual TO 1-1-691, Cleaning and Corrosion Prevention and Control, Aerospace and Non-Aerospace Equipment.

Two-pack solvent-based polyester polyurethane coatings have been the principal topcoat products used on military aircraft for several decades. These form the top layer of the coating system used over aluminum alloy substrates on military aircraft (Figure 1). The other layers include a pretreatment and a two-pack epoxy primer that provide anticorrosive protection for the substrate. The topcoat provides a range of important properties, such as color and camouflage, chemical resistance, and exterior durability. The topcoat must have good adhesion to the primer and also protect the primer from environmental degradation.

Acrylic lacquers are akin to dope in another respect. They also have a low solids content and they cover rather poorly. Actually, five or six coats of lacquer must be applied. Fortunately, all of these can be applied in a single spraying session if you allow about 5 minutes between coats to permit the paint to "flash oft". Actually, there is virtually no wait between coats for larger components because it will take you that long to spray from one end to the other.

Additional colors are available upon request, for an additional cost. Download the Adobe PDF on using the products in the RV Paint Kit. (Requires Adobe PDF Viewer and can be downloaded by clicking here.) Certification paperwork must be requested at time of order. If certs are required with purchase, please contact us by clicking here or calling sales.

Component A: The waterborne Component A was examined after storing for 14 days without agitation. When the can was opened, the product displayed a small amount of syneresis; however, the product could be easily stirred by hand with a spatula to a smooth, homogeneous, and pourable composition. The coating was free of grit and displayed a smooth finish on the Hegman gauge.

Butyrate Dope Finishes Everyone knows that dope is used for fabric surfaces. What everyone doesn't know, however, is that dope cannot be used over metal surfaces because it will surely peel off. It is not suited for use on slick composite surfaces for the same reason.

An examination of the safety data sheets for the solvent-based topcoats used in this study revealed that none of them used exempt solvents, hence VOCs calculated by equations (3) and (4) are the same (Table 3). The VOCb value calculated for the waterborne topcoat is disadvantaged by the removal of water from both the numerator and denominator of the calculation [equation (4)]. Figure 3 produces a more useful comparison that shows the significant reduction in real organic compound emissions from a given area of paint film at a constant final thickness. At 50 µm DFT, the waterborne topcoat emits only 13 g of organic volatiles per square meter, in contrast to 41 g and 43 g from the HS products and 80 g from the CS topcoat. From a practical viewpoint, these calculations assume 100% transfer efficiency from the spray gun.

In some cases, density of the solids content could be obtained from paint manufacturers to enable calculations of Vsolids from the measured wt%. In other cases, estimates of the total volume of volatiles in the RTS mixtures were made from wt% data given in material safety data sheets and the densities for individual volatile compounds, then subtracting from the total RTS volume.

The spray-applied waterborne coating flashed off within 10 min, was set-to-touch in 1 h and dry-to-touch in less than 4 h when tested using the methods in ASTM D 1640.19 Both the waterborne topcoat and Topcoat A were print-free at 4 h whereas the HS Topcoats B and C remained tacky, and were noticeably slower to reach a print-free condition.

Most exterior topcoats currently used by the Royal Australian Air Force (RAAF) are covered by the U.S. military specification MIL-PRF-85285E,1 which includes requirements for high-solids (HS) products and which limits content of volatile organic compounds (VOC) to a maximum of 420 g/L. HS products from the United States were introduced gradually over the period from 2000–2010 until they replaced the older two-pack topcoats completely. These older topcoats, which conformed to the U.S. specification MIL-C-83286B,2 and which were also required to pass the performance testing in the RAAF paint system specification K62,3 typically contained VOC levels in the range 600 ± 50 g/L, and will be referred to here as “conventional solids” (CS) topcoats.

Being a rather slow drying paint (about 45 minutes to a dust free cure and 4 to 6 hours for a tape free dry) it is best that your painting be done indoors in some sort of well ventilated booth or enclosure.

The waterborne coating gave a cleaning efficiency of 98% (requirement 75% for camouflage colors). This compared favorably with the old technology Topcoat A, while being significantly better than the HS topcoats (Table 9). A particularly poor result was obtained for Topcoat B, a result of 60% constituting a fail.

When stored at 57°C for 24 h, as per MIL-85285D,4 Component B displayed no gassing or pressure build-up, and there was no evidence of gelling or clouding. Storage stability testing in MIL-85285E requires both components to be stored at 60°C for 14 days. In this testing, Component B showed slight yellowing. Syneresis was evident in Component A and a thin layer of soft settlement was evident on the bottom of the can. After stirring to a uniform consistency with a spatula for 30 sec, the two components could be mixed and sprayed over a primed surface to give a coating that cured to produce a uniform, smooth paint film free of defects and with the same overall surface appearance as the control samples.

Enamels are less brittle than lacquers. Nevertheless, they are not very well suited for fabric covered surfaces. One exception might be white DUPONT DULUX enamel, provided it is applied sparingly to the fabric surfaces. The dark colors tend to be more brittle than the whites.

Type IV coatings first appeared in an amendment to MIL-PRF-85285D,5 and then finally in the fully revised specification MIL-PRF-85285E,1 in recognition of the deficient weatherability of Types I, II, and III. This new category arose out of exterior durability studies undertaken by the Organic Coatings Team at Naval Air Systems Command (NAVAIR) in conjunction with paint companies formulating products for exterior durability testing on military aircraft.6 Type IV has a maximum VOC level of 420 g/L with the additional requirement for “extended weatherability” and bolsters the requirement for testing in a Xenon arc weatherometer to 3000 h.

After immersion in water at 50°C for seven days in accord with DEF(AUST) 9001A, the waterborne topcoat over the primer from Company A gave an adhesion rating of 5B (ASTM D 3359). The waterborne coating retained excellent appearance and was free of blisters and other defects. The color difference ΔEab* between the immersed and un-immersed portions of the panel was less than 0.1. Table 5 presents a comparison with the solvent-based topcoats.

Results of chalking undertaken by the tape test at both Monegeetta and Allunga are shown in Figure 8. These results show that the development of chalking for each coating occurs at slightly faster rates at Allunga than at Monegeetta as expected, but the differences are not great.

Because dope dries fast it can be sprayed out-of-doors without the benefit of a paint booth . . . provided a little extra care is exercised in selecting the best conditions for the paint job (early morning hours, no wind, low humidity and warm temperature). Dope is humidity-sensitive and you should not spray it when the humidity is over 65% (best temperatures are between 65 and 80 degrees F).

(6)  where VOCRTS is the VOC content in grams of one liter of RTS mixture, DFT is the dry film thickness of the applied coating (µm), and Vsolids is the volume occupied by the solids content of one liter of the RTS mixture (cm3). This gives the organic emissions from 1 m2 of paint film at the specified DFT and ignores emissions arising from overspray due to reduced transfer efficiency in spray application. The calculation may exclude exempt volatile compounds.

According to MIL-STD-2161, Department of Defense Standard Practice: Paint Schemes and Exterior Markings for U.S. Navy and Marine Corps Aircraft, MIL-PRF-85285 is the standard topcoat used on all U.S. Navy and Marine Corps aircraft: “Unless otherwise specified by the Program Manager of a specific aircraft, all U.S. Navy and Marine Corps aircraft shall be finished in accordance with MIL-STD-7179. The standard primer coating shall be MIL-PRF-23377 Type I or MIL-PRF-85582 Type I. Type II of both MIL-PRF-23377 and MIL-PRF-85582 is required when the use of tactical grays is specified. The standard topcoat shall be MIL-PRF-85285.” MIL-STD-7179 is the Department of Defense Standard Practice: Finishes, Coatings, and Sealants, for the Protection of Aerospace Weapons Systems.

The results of color measurements (Figure 6) show significant changes on the uw sides of panels, whereas the ww sides showed very little change. Most of the total color change occurring on the uw sides was due to an increase in lightness value L* and could be attributed to the loose chalk that developed and was easily wiped away. The relative stability of color underneath the chalked layer shows that there was little inherent color change arising from the pigmentations used in each coating.

In the present study, a waterborne topcoat technology has been formulated that demonstrates excellent resistance to chalking in exterior exposure testing, and when underway after several years, the rate and extent of chalking development is only minor compared with the solvent-based topcoats. In addition to this, it has been shown that the waterborne topcoat is capable of being formulated to the performance test requirements of MIL-PRF-85285E for military aircraft.

The requirement for filiform corrosion testing is that the coating system should not exhibit filiform growth extending beyond 0.25 in. (~ 6 mm) from the scribe, and that the majority of the filaments shall be less than 0.125 in. (~ 3 mm) from the scribe after 1,000 h. As for salt spray, the priming system from Company A was used with both the waterborne topcoat and Topcoat A. Photographs of these two panels are shown in Figure 4. The degree of filiform corrosion growth out from the scribe was monitored for a period up to 3000 h and was found to be similar in both number density and length for both topcoats (Figure 5). All filamentary growth was < 3 mm from the scribe, a result associated with the performance of the priming system from Company A.

Some of the earlier waterborne prototypes in this work had very short potlives with respect to viscosity rise, resulting in gel times of less than one hour. The development work has established formulations for RTS mixtures that show no viscosity rise for many hours, and which maintain a sprayable consistency all day. For these types of formulations, potlife may potentially be governed more by the deterioration in working properties of the spray-applied coating as the RTS mixture ages. Checks on film properties of samples made up at different times, including drying rate, film appearance, gloss level, cure, and adhesion gave results unaffected by standing time after being made up RTS for up to five hours. The advantage of this is that a single mixture could be made up at the beginning of a working day without the need to remake several times throughout the day.

Polyurethane enamels are being used on just about every type of aircraft surface. As for fabric covered surfaces, although DuPont (maker of Imron) may not be ready to claim that Imron is suitable for use on fabric surfaces, that doesn't bother some homebuilders. Amateur builders are using Imron on fabric covered airplanes with eye-catching results. Only time will tell how well the finish holds up on those flexible surfaces. So far, the performance of the paint is outstanding.

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Portable Aircraft Oxygen Systems

Portable Aircraft Oxygen Systems - There are four operational modes: The N setting (Night or Now) provides oxygen at the rate of 1 LPM/10,000 feet; D (Day or Delayed) mode delivers oxygen upon reaching set pressure altitudes of 5000 and 10,000 feet, or ensuring you are legal at 12,000 feet.

The F settings (Floor or Face Mask) increase oxygen delivery based on increasing pressure altitude. Our experience suggests that the F-5 or F-10 setting is probably necessary to maintain oxygen levels in the low to mid-90 percent range using cannulas.

Portable Aircraft Oxygen Systems

Most users tell us they simply set it on one of those two settings and forget it, with confirmation via pulse oximeters. Portable oxygen concentrators range in weight from about 5 to 20 pounds, says Bacheler.

Size And Weight

Smaller concentrators have a lower oxygen capacity, so it's usually best to opt for a larger device if you need a lot of supplemental oxygen. Consider how often you travel and what size would best fit your lifestyle.

If you frequently fly on airplanes, make sure the device you're considering is approved for air travel before you purchase it. All portable concentrators have a car charger, he notes, but airplanes don't "have enough power to operate a POC, so the user needs to have enough batteries to operate the POC for the duration of a flight."

Many airlines require passengers to have enough battery life for 150% of a planned flight time as a safety precaution to avoid emergencies. If you use a continuous flow portable oxygen concentrator, that could mean traveling with an additional 20 to 30 pounds of batteries, says Bacheler.

If you already own a cylinder, the O2D2-2G with our 4-port FPR DIN-477 (euro norm) regulator can get you flying longer and higher. The kit includes 1- O2D2-2G unit, FPR DIN-477 gauged Regulator, 4 EDS cannulas (2 flare tip, 2 regular), 2 face masks, AA battery kit, 2 tote bags and User Manual.

Oxygen Delivery Modes

If you already own a cylinder, the O2D2-2G with our 4-port FPR CGA-540 gauged regulator can get you flying longer and higher. The kit includes 1- O2D2-2G unit, FPR gauged Regulator, 4 EDS cannulas (2 flare tip, 2 regular), 2 face masks, AA battery kit, 2 tote bags and User Manual.

MHE&S supplied a Scott mask with electret microphone for use with its conventional system but we found it all but useless and uncomfortable. The head strap naturally falls over the ear, a poor design that is annoying to wear.

The mic made for unintelligible sound quality. Information provided on Forbes Health is for educational purposes only. Your health and wellness is unique to you, and the products and services we review may not be right for your circumstances.

We do not offer individual medical advice, diagnosis or treatment plans. For personal advice, please consult with a medical professional. A dual-range (cannula and mask) 22,000-foot flowmeter is located at the other end of the supply line and the cannula or mask attach to the outlet.

How Does A Portable Oxygen Concentrator Work?

With this design, there is no high pressure in the hose from the regulator to a remote valve, a good feature. The Live Active Five portable oxygen concentrator offers a multitude of features, including a large, easy-to-read display, convenient battery access, five pulse dose settings and a one-touch start option.

It comes with a starter kit that includes power cords and car adapters, as well as a custom carrying bag and an accessory bag. Plus, the device has controlled minute volume technology, which helps keep noise in check.

While stationary oxygen concentrators deliver a continuous flow of oxygen, portable oxygen concentrators can either provide a continuous flow or a pulse mode, explains Bacheler. Pulse mode portable oxygen concentrators (POCs) can only be used by those using nasal cannulas who have enough breathing power to trigger the device to deliver a pulse of oxygen.

People with tracheostomies (a surgical opening in the neck into the trachea) or very poor breathing ability need a continuous flow POC. Some portable oxygen machines feature both pulse dose and continuous flow settings. For those who do a good deal of flying at altitudes where oxygen is necessary, Mountain Highs EDS system is the answer.

Does Insurance Cover Portable Oxygen Concentrators?

If you are paying FBO prices to fill your cylinder, the payback will come quickly; less so if you decide to fill your own. If you already own a cylinder, the O2D1-2G with our one-place XCR CGA-540 gauged regulator and "Y" Split Kit can get you flying longer and higher.

The kit includes 2- O2D1-2G units, Regulator, 4 EDS cannulas (2 flare tip, 2 regular), 2 face masks, 4 AA batteries, tote bags and User Manual. To use a portable oxygen concentrator, start by attaching the nasal cannula (the device that helps deliver the oxygen to the nose) and turning on the device.

Adjust the oxygen flow settings based on your health care provider's prescription. Make a habit of checking the display screen to confirm adequate battery life before use, and carry an extra battery when you're planning on being away from home (or an electrical outlet for charging) for an extended period of time.

This lightweight device is ideal for travel and even comes with a carrying bag for easy transport. It can be charged and used in the car, and it's designed to switch between various setting options with ease.

All Cylinders Must Be Shipped Empty To Meet Dot- Hazmat Requirements

This EasyPulse portable oxygen concentrator also has built-in alarms to notify users of problems, such as a low battery or an accelerated breathing rate. If you already own a cylinder, the O2D1-2G with our 4-place FPR CGA-540 gauged regulator can get you flying longer and higher.

The kit includes 2- O2D1-2G units, Regulator, 4 EDS cannulas (2 flare tip, 2 regular), 2 face masks, 4 AA batteries, tote bags and User Manual. The lifetime warranty and the company's reputation are plusses. We do think its more practical to have the adjustment at the flowmeter than at the regulator, so we chose Aeroxs optional integrated flowmeters, increasing the price slightly.

The Aerox case rates only fair. Sky OxUpfront well mentioned this systems most significant failing: Its case, which we feel makes it unacceptable for portable use. While Sky Ox claims the bag can be used to secure the system, it only has a shoulder strap, with no other means to fasten it securely.

The harness was straightforward to install and the instructions were clear. Once installed, it isn't going anywhere and is easy on the upholstery. It was easily the best secured of the bunch and it requires only seconds to remove or replace the tank.

All in all, a superior design. The Zen-O Lite portable oxygen concentrator is a quiet machine geared towards people with active lifestyles who need long-term oxygen therapy. It can deliver up to 1,050 milliliters of oxygen per minute, and it features technology that enables rapid breath detection.

This device delivers oxygen on demand, which means if you're taking a walk, it will automatically respond to your breathing rate and adjust the amount of oxygen to what your body needs. Depending on the model, a portable oxygen concentrator may provide continuous oxygen flow for up to 12 hours on a single battery charge, but some devices need to be charged more frequently and only provide individuals with two to four hours of oxygen per charge.

This device offers an impressive 12 settings, and it's easy to swap the battery even while in operation. Designed to accommodate continuous flow and large pulse dosages without a bulky stationary concentrator, it can be stored underneath an airplane seat without being disassembled.

If you already own a cylinder, the O2D1-2G with our one-place XCR DIN-477 (euro norm) regulator can get you flying longer and higher. The kit includes the O2D1-2G unit, DIN-477 Regulator, 2 EDS cannulas (one flare tip, 1 regular), 1 face mask, 2 AA batteries, tote bag and User Manual.

The larger version of our top pick, this EasyPulse portable oxygen concentrator is easy to operate—it starts with the click of a single button. It comes with a five-year warranty on the device and a one-year warranty on the battery, power supplies and cords.

Ideal for people on the go, it's designed to fit under an airplane seat and can be charged in your car. If you already own a cylinder, the O2D1-2G with our one-place XCR DIN-477 (euro norm) gauged regulator and "Y" Split Kit can get you flying longer and higher.

The kit includes 2- O2D1-2G units, Regulator, 4 EDS cannulas (2 flare tip, 2 regular), 2 face masks, 4 AA batteries, tote bags and User Manual. Portable oxygen concentrators tend to cost around $2,500, but there are models that are both more affordable and more expensive.

Data compiled by the Forbes Health editorial team suggests that prices tend to range from about $700 to $3,500, depending on the manufacturer and model. Many oxygen concentrators are available for rent as well, significantly reducing the cost for those who don't want to buy a device outright.

A portable oxygen concentrator, sometimes called a POC, is similar to a home oxygen concentrator (OC) but more mobile, says Corrielus. These devices are small enough to carry, which makes them ideal for travel, and some are approved for use on airlines.

Unlike constant-flow oxygen systems, the MH EDS features "set and forget" operation and can be set to start providing oxygen either immediately, or above a specified altitude. Oxygen flow is automatically adjusted according to your pressure altitude.

When you're flying, you have more important things to do than adjust your oxygen flow during altitude changes. Forbes Health adheres to strict editorial integrity standards. To the best of our knowledge, all content is accurate as of the date posted, although offers contained herein may no longer be available.

The opinions expressed are the author's alone and have not been provided, approved or otherwise endorsed by our advertisers. The SimplyGo Mini is a lightweight yet powerful choice. The sleek design features an LCD touch screen and comes with a stylish case.

Meanwhile, its five pulse dose settings make it a suitable option for a wide range of needs. It's also durable enough that you don't have to worry about damaging it while on the go. Many private insurers cover portable oxygen concentrators, too, but it depends on the details of your specific plan.

For instance, the Inogen One Oxygen Concentrator is covered by "many private insurance plans" at little or no cost, although copayments and deductibles may apply. Contact your insurance provider to find out exactly how much is covered.

This petite portable oxygen concentrator features a full-color LCD screen and easy-press buttons, and it's designed with safety in mind. It delivers up to 20% more oxygen than similar units, and it automatically provides extra oxygen when you need it.

The concentrator is also easy to maintain and comes with a five-year warranty. MHE&S is unique in its wide choice of cylinders for the same price. However, except for Mountain Highs electronic EDS systems, the incremental cost of upgrading to a four-person system isnt much, while upgrading later can cost a good deal more, regardless of the system.

Advice: If you think you'll ever need oxygen for four, buy it at the exit. Youll probably save money. Some nits: There is an audible and flashing LED alarm if the flow is stopped or if you don't take a breath for 45 seconds.

Nice idea but the LED is so small as to be un-noticeable and the alarm is easily missed with headsets on. A louder alarm would help. Portable oxygen concentrator prices vary significantly depending on the manufacturer and model, so it's best to consult your health care provider and health insurance company to find the most cost-effective portable oxygen concentrator that suits your specific needs.

While Mountain High and Aerox offer limited lifetime warranties, Nelson offers a two-year limited warranty. Sky Ox has a one-year warranty. Our experience, and that of users we have interviewed, is that the systems are trouble-free for the most part and all the companies have a reputation for good support.

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Piston Aircraft Engine

Piston Aircraft Engine - Different flight conditions can cause the cylinder head temperature to rise or fall. For example, a prolonged climb at a high power setting can cause the engine temperature to increase and the attitude of the aircraft during the climb may be such that the air cooling is insufficient to keep the cylinder head temperature in the normal operating range.

In this instance the climb attitude should be reduced until the temperatures are back in the green band. Alternatively, a step climb could be adopted with periods of level flight to keep the temperatures down. The most reliable piston engines and the most reliable turboprop

Piston Aircraft Engine

engines are those that are properly managed as the complex and expensive equipment that they are. While piston engines have a greater number of direct wear parts, it is generally simpler and less expensive to service those wear parts.

Pistons Vs Turboprops Expense

It speaks volumes when Van's completions last year outnumbered the top 3 GA sellers... combined. Despite being great airplanes, the average weekend pilot can no longer afford/justify the cost of a new Piper or Cessna. It's great that the experimental category offers another alternative in the US.

Aircraft engines are, relative to the cost of them associated airframes, expensive; turboprops are certainly no exception. But the cost goes beyond the initial purchase price of the engine and its accessories, and extends to include maintenance issues

that occurs over the life of the engine. Amortizing the cost of a small PT6A with a $700,000 purchase price over a 3,600 hour TBO yields ~$195/hour, while an overhaul costing $250,000 costs ~$70/hour. With proper engine management and inspections, if this is extended to 8,000 hours, this cost drops further to ~$31/hour.

The EGT is hotter at leaner mixtures which indicates a more efficient combustion process where less unburnt fuel exits the cylinders through the exhaust system. During cruise the mixture is leaned using the EGT gauge by reducing the mixture to a point where EGT peaks and then enriching slightly to reduce the temperature in accordance with the aircraft flight manual.

Fuel Pressure

It is advantageous to lean the mixture in the cruise as this reduces the fuel consumption and allows the engine to operate at its most efficient state. Fuel is stored in tanks (usually in the wings) and must be delivered to the engine during operation.

The fuel is pumped (or gravity fed) under pressure from the tanks to the engine. It is important for the pilot to monitor the fuel pressure to ensure that a continuous stream of fuel is being supplied to the engine.

Fuel delivery is such a critical system that aircraft which require a pump to transport the fuel from the tanks to the engine are fitted with a backup pump system in the event that the primary pump fails.

If the fuel pressure begins to drop during flight, the backup pump can be used to increase the pressure. The backup pump is also usually activated during critical phases of flight such as take-off and landing to add some redundancy to the system and reduce the chance of an engine failure.

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While general aviation aircraft sales were down in 2020 — due to the pandemic — almost 2,400 aircraft were delivered during the year, according to the latest statistics from the General Aviation Manufacturers Association. That number includes 1,312 piston airplanes, by far the largest category of aircraft delivered.

This site is owned and operated by Charlie Gasmire. AirplaneAcademy.com is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon.com.

This site also participates in other affiliate programs and is compensated for referring traffic and business to these companies. A well-known aircraft, the Piper PA-44 Seminole has continued to prove its reliability and durability over the years.

And although this is one of the slowest out of the fastest twin-piston aircraft we'll see here, it won't let you down. Take a close look along the length of a propeller, from the tip towards the spinner, and you will likely notice that it looks like the propeller twists.

Common Faults After Engine Start

This twist along each propeller blade is, too... In typical aircraft engines, each of the engine cycles occur on a separate stroke or rotation of the engine. This sequence is mechanically controlled by a camshaft that actuates the valves

at the top of each cylinder allowing the fuel/air mixture to enter the cylinder and be subsequently exhausted. The image below is an extract from a Cessna 210 Pilot Operating Handbook where various acceptable engine speed and manifold pressure combinations are given for a flight conducted at 10,000 ft.

As an example, a pilot may choose to fly at an engine speed and manifold setting of 2400 rpm @ 20'' which should produce a true airspeed (TAS) of 171 mph burning 74 lbs/hr of fuel, or alternatively at a higher power

setting of 2550 rpm @ 21'' which will result in a TAS of 187 mph but will burn 87 lbs/hr. With speed comes the responsibility of fuel usage, and this aircraft only burns 22.4 gallons per hour at 75% cruise speed.

Common Faults During Engine Start

This has proven that the Piper PA44 Seminole offers extra speed for the same fuel usage. The Cessna 182 Turbo has a critical altitude of 20,000 feet, the same as its service ceiling, the Cessna T206H Turbo Stationair maintains sea level power to 16,000 feet while its service ceiling is FL240, and the Beechcraft Baron BE58TC has a critical altitude of approximately FL180

with a service ceiling of FL250. Once the engine has started it is important to check that the oil pressure rises within 30 seconds of the start. A low oil pressure could indicate that the oil pump has failed which could result in the engine seizing due to insufficient lubrication.

In this case the engine should be shut down immediately. However, the M500 claims a 50 knot improvement on cruise speed. In essence turboprop engines do not radically improve takeoff distances for equal power outputs, as the

propeller is still transmitting the same output to the surrounding air. The tachometer is color-coded to indicate the operating limitations of the engine. The normal operating limit is always colored green, while maximum operating speeds are colored red.

Purchase Costs

Some instruments also have a yellow band which indicates a precautionary range; here the engine should only be operated for a short period (typically 5 min) before resuming operation in the green band. This thermodynamic reality has driven aircraft designers towards selecting turboprop engines for

single engine aircraft beginning in the 5,000 lb to 6,000 lb max takeoff weight range, as below this weight, 350 HP to 400 HP engines are sufficiently powerful to achieve sufficient takeoff and climb performance while remaining more

efficient than small turboprops. For example, the Cessna Caravan with the 675 horsepower PT6A and the Caravan EX with the 867 horsepower PT6A both have critical altitudes in the 7,000 foot to 8,000 foot range depending on temperature, but the Caravan EX

will climb well above the 675 Caravan and will maintain better airspeeds at higher altitudes as a result of the raw power improvement. Get the 23 resources I wish I had at the start of my aviation journey in an easy-to-reference PDF.

Rough Running Due To Fuel Starvation

Nearly all of the topics I most commonly get asked about flight training, all in one place, for free. What is supposed to be classified as a 200-knot aircraft, its maximum speed is 192 knots. But when being tested on cruise performance, it proved to be at its most efficient at about 100 knots, where only 3.6 gallons per hour of fuel was being consumed.

If the oil temperature or pressure is outside of the normal operating range, there is likely a problem with the engine's lubrication system. This is a potentially serious condition and so the best course of action is usually to land immediately at the nearest airfield where the issue can be addressed safely on the ground.

Most aircraft engines require priming before starting. This involves spraying fuel into the induction system of the engine close to the inlet valve. This additional fuel serves to enrich the mixture during the start process which helps the engine to fire and run smoothly as it starts.

Many aircraft have a dedicated engine primer, usually located near the throttle and mixture controls. Using this primer ensures that additional fuel enters the engine when and where it is required. The oil passing through the engine heats up rapidly due to the high temperatures in the engine.

Cylinder Head Temperature

This increase in oil temperature causes a reduction in the viscosity of the oil which means that the oil is able to flow more easily but loses some of its lubricating ability. For proper engine operation the oil must be kept within a certain viscosity range which corresponds to a particular temperature band.

Aircraft lubrication systems are fitted with an oil cooler, located upstream of the oil pump but downstream of the engine. Hot oil flows through the cooler, reducing the temperature of the oil before it re-enters the engine.

The oil temperature gauge is most often fitted between the cooler and the engine and thus provides a measure of the temperature of the oil before entering the engine. Starting an aircraft engine can sometimes be tricky - especially on a cold day or if the engine hasn't run in a while.

Let's look at some of the more common issues seen during start up. New piston engines range in cost from $25,000 for small four cylinder engines to more than $100,000 for large six cylinder engines such as the Continental TSIO-550.

Magneto Faults

The Pratt and Whitney PT6A series engines cost a minimum of $700,000 and easily exceed $1,000,000 for larger variants. A rough running engine could be an indication that the incorrect mixture setting has been applied to the engine as the engine is not receiving the correct ratio of fuel to air.

Alternatively, it could also indicate that a blockage exists between the fuel tank and the intake of the engine or that the fuel pump is not providing adequate pressure. The first step to troubleshoot a rough running engine is to select another tank to run off – if the problem then goes away you will know that the fault lies between that tank and the inlet manifold.

You can also engage the auxiliary or backup fuel pump to see if that corrects the issue. If this improves the running of the engine, then this indicates a fault in the mechanical fuel pump. The temperature in the engine is measured by a thermocouple located in the head of the hottest cylinder and displayed on the Cylinder Head Temperature (CHT) gauge in the cockpit.

This provides a direct and immediate indication of the temperature inside the engine, which must remain within a particular band during all stages of flight. The Tecnam P2012 Traveler was the first twin-piston aircraft that had electronic management of engine power, which would obviously make the pilot's job a lot easier.

Turboprop Conversions

With a max speed of 194 knots, this aircraft can comfortably get passengers to their destination. It is worth noting that typical turboprop certification does not provide credit for reverse thrust, only "beta" that is a propeller that

achieves neutral thrust output by moving the blades to be perpendicular to the incoming flow. Use of full reverse may further improve this distance, in the practical world. Cranking the engine puts a large load on the starter motor which could overheat if used for periods longer than 20 seconds.

If you are struggling to start the engine you may need to wait a minute or two between starting attempts to allow the starter motor to cool. As the engine fires you should advance the mixture lever forward to ensure continued delivery of fuel to the engine.

In the 50s and 60s, most pilots went over and above their private licensing and got their twin-engine ratings. The reason for this was that many WWII pilots had much preferred flying multi-engined aircraft. This created an already waiting market for new twin-piston aircraft that was bound to come.

How Do Piston Engines And Turboprop Engines Work?

The Piper Seneca is best known as an aircraft that is suitable for pilots who are just moving over to twin-piston aircraft. Its design makes it easier for pilots to make the change from almost any other single-piston Piper aircraft.

Comparing Piper's M350 and M500, which are similar airframes, the M350 with a Lycoming TIO-540 and the M500 with a PT6A-42A, reveals a 700 pound weight increase on the M500. The claimed takeoff performance for the M500 shows a 350 foot increase in takeoff distance.

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Power Tug Aircraft

Power Tug Aircraft - The GoTow works with a power drill of 18V or greater with a ½” chuck and boasts a typical tow speed of 12 ft/min on the drill’s low setting and 42 ft/min on the drill’s high setting.

The maximum airplane weight for the GoTow is 3,600 pounds. That price doesn't even include the drill. Probably costs at most $200 in man hours and materials to make this thing. The drill you have to go out and buy separately is more technical and is more complicated mechanically and you can get them for about $100.

Power Tug Aircraft

For $1700 you can get a nice little riding mower with a tow bar. This is NO BARGAIN. Maybe when they say it doesn't have to cost a "ton" they mean $2000? The GoTow works with most Cessna, Cirrus, and Van's aircraft without additional adapters and has an adjustable height and width to accommodate different aircraft.

Electric Aircraft Tug Motorized Airplane Tow

With an available adapter, the GoTow can be used with many other aircraft including models from Piper, Lancair, and Beech, according to Sporty's officials. Lindbergh's electric airplane tugs smooth acceleration and braking system resulting from the either-hand variable speed twist grip handlebars eliminates the jerkiness found in gas powered aircraft tow clutching systems.

Also, the quietness of the electric motors on our aircraft tractor allows an operator to manipulate their airplane while having the full use of sound, sight, and touch. The versatility and quality of our aircraft tugs are perfect for any aircraft push back towing application up to 35,000 lbs for individual, FBO, or corporate aircraft ground equipment.

The Lindbergh Aircraft Tug Company is dedicated to making high quality, industrial strength, competitively priced electric aircraft tow / tugs for the small aircraft towing and aviation industry. We take great pride in offering exceptional customer service and satisfaction both in the pre-sale and after-sale process in providing airplane tugs for the aircraft industry.

Our battery powered, walk-behind, electric aircraft tow is designed for one person to safely and easily maneuver aircraft in tightly stacked hangars or staging on the airplane ramp. I was reading about this and was thinking…….maybe $150 or $200.

$1700 WOW!!!!! Just goes to show you how little the dollar is worth on some aviation products. Use a riding mower for a tug and you won't have to carry it to the plane. Sometimes I wonder about the prices of aviation related products that don't need FAA approval.

For 50 years, Eagle Tugs has been designing and manufacturing nothing but aircraft tugs. Eagle has instilled those years of experience into each one of its designs. Eagle pushback and airport tugs offer a simplistic design, yet they are known around the world for their superior functionality and reliability.

They are designed specifically to move aircraft; they are not baggage or cargo tractors repurposed for moving aircraft. That is why Eagle Tugs can offer its customers an industry-leading 3-year/3,000-hour warranty on its tug tow tractors.

I for one, think the price is justified by the product. Looks to be quality made and efficient in doing the job. Flying isn't a cheap hobby to get into - if you're not ready to make the investment for quality tools then it may not be for you, just my two cents.

Look forward to placing my order. The GoTow is a drill-powered tug, made of lightweight aluminum. To operate the GoTow, the operator stands on a platform, providing the needed weight for the drive wheel, while a heavy-duty drill (sold separately) provides the power needed to move your airplane.

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Primeflight Aircraft Cleaner

Primeflight Aircraft Cleaner - We have processes in place to ensure our service levels meet or exceed expectations. Personnel and equipment are key to these processes. We employ quality, trained personnel that are held to our exacting standards, and we ensure the proper equipment is in place with an emphasis on maintenance and tracking.

We use automated systems wherever possible to ensure safety, accurate reporting and accountability are at the forefront of our service delivery. From marshaling and securing aircraft to preparing service equipment and baggage handling, the moment your flights touch down, our ground handling crews are on the line and prepared to safely park your aircraft at the gate.

Primeflight Aircraft Cleaner

We can customize our below the wing services to meet your needs with safety always at the forefront. In addition, we can assist with the management, operation and maintenance of your on and off airport fuel storage facilities.

With extensive experience managing large fuel facilities, we can assist with anything from managing and preparing annual budgets and capital projects, to preparing for technical audits and inspections, pipeline management, and environmental management. We pioneered the industry standards in exterior cleaning and follow a precise step-by-step guide for every wash and wax that can be customized to your needs and company standards.

We will develop an exterior cleaning program to fit your needs. We use a comprehensive, carefully charted cleaning schedule that's plotted out by each aircraft section. With tasks starting in the cockpit and ending in the rear lavatories, no area goes untouched.

We also custom fit our offerings to the services required, based on whether we're cleaning on the turn or RON. Our team offers snow removal services ranging from pushing and removal of snow to melting and applying deicing agents.

We also offer snow removal services for your parking lots so your employees can get to work safely and your passengers aren't delayed once they are on the ground. We can trigger our services at agreed upon levels to take stress out of your operation.

We can customize your cabin appearance program to include leather reconditioning according to a preset program, or assist with one-off requests. For more on our leather refurbishment and repair services provided under our Part 145 certificate, click below.

You take care of your passengers; we'll take care of their bags. From monitoring movement and providing jam support, to avoiding problems in the first place, we know exactly how to manage inline baggage. Working as your liaison, our interline baggage transfer services ensure all luggage is safely transferred on time to connecting flights and arriving passengers.

Many of our deicing technicians are A&P mechanics with more than 10 years of experience. Our employees complete extensive training before joining our team, meeting or exceeding all FAA and customer-specific training requirements. Our learning management system (LMS) allows us to proactively schedule and update training as required, giving you confidence that our employees are always current on all necessary training.

We are also a member in good standing of the IATA De-Icing/Anti-Icing Quality Control Pool (DAQCP) which ensures we follow all industry safety guidelines, quality control recommendations and standards. Once every seat pocket has been double-checked and every lavatory is cleaned and serviced, our crew performs a through security audit.

Finally, a PrimeFlight supervisor does an additional walk-through based on TSA security directives and specific airline carrier policies and procedures. Our deicing stations leverage well-maintained equipment to ensure we meet or exceed all FAA regulations and safety standards.

Many of our trucks are equipped with a Forced Air System that combines conventional deicing fluids with high volume airflow to dramatically reduce glycol use. Some of our units are also equipped with an electronic valve allowing our teams to adjust the flow rate of glycol to achieve an ideal forced air/glycol combination.

These systems can be operated simultaneously or independently allowing us to use air flow as a precursor to the deicing process. Our fueling services include ITP fueling, fuel farm management (M&O) and GSE fueling. With a leadership team that has overseen the fueling operations of millions of general aviation and commercial aircraft over the last few decades, we have the knowledge, commitment and passion to deliver a safe, efficient and high quality service experience, on time.

Our repair services focus on preventive maintenance and ongoing support to maintain maximum availability of the equipment and vehicles serviced. We'll keep your GSE preventive maintenance program working so you can keep working too. We can track and inventory your assets for the purpose of preventive maintenance inspections, repairs, forecasting, and record retention.

Our paperless system operates in real-time, giving you access to customized reporting capabilities. If you have a positive attitude, provide great customer service and enjoy working in a team-oriented environment, we invite you to apply. With over 50 airport locations and positions ranging from aircraft fueler and cleaner to wheelchair, baggage service and ramp agent, we provide benefits and advancement opportunities within our growing team.

PrimeFlight is an equal opportunity employer. Leather seats are a big investment and require periodic repair and reconditioning to ensure they last. We are able to do both on and off-board repairs as well as on-board reconditioning.

For reconditioning, we start by applying a multi-action enzymatic cleanser, then we immediately deep clean the leather. Finally, we employ a top-of-the-line leather conditioner and protectant, sprayed and worked by hand to every part of the seat.

PrimeFlight offers preventive maintenance and emergency services for fleets, GSE, vehicles and other equipment. Fleet and GSE maintenance services, mobile repairs, body work, welding, fabrication, electrical system repairs and hydraulic system repairs are currently available across the US.

Exterior wash services include wash, polish, wax, bright work and touch-up services. Our polish and wax services reduce dirt buildup and add a UV protectant, while spot cleaning can be scheduled as needed for the areas that need it most such as belly, leaks, and wings.

Finally, polishing and shining all aluminum edges on your aircraft, through our brightwork services, can make your aircraft look new again.

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Piston Aircraft Financing

Piston Aircraft Financing - Privacy Policies | Sitemap | Terms of Use | Web Accessibility Guidelines | USA Patriot Act The cylinder is made up of a cast aluminum head permanently — at least as far as the pilot is concerned — mated to a steel barrel that can be coated or treated with any number of processes.

It depends on the type of aircraft you're interested in and whether you're buying new or used. Most fall into the $100,000 to $500,000 range regardless of what type you buy. However, you can find some for as little as $25,000 and upwards of $1 million.

Piston Aircraft Financing

"I just returned back from my first business trip and I want to extend a genuine and sincere note of gratitude to Banterra Bank and each of you individually for your help. Given the compressed time frame and holiday schedule you helped me pull off a bit of a hat trick!

How Much Does An Aircraft Cost?

Thank you again!” As with the People's Car, the vast majority of piston aircraft engines in service today use the Otto-cycle, invented by Nikolaus August Otto in 1876. Also called four stroke or four cycle, these engines contain a cylinder into which is fitted a piston;

the piston acts on a crankshaft through a connecting rod. The crankshaft, which in most airplane applications is bolted directly to the propeller, translates the piston's linear (back and forth) motions to rotational work. Ronny was a pleasure to work with and is extremely knowledgeable.

His hard work was never ending until the job was done. They handled a complex lease and guided us through the entire process, including the paperwork. Not to mention a below market lease rate and more than all the features we need in a site.

We later used Assets America for a unique equipment financing deal where once again Ronny and team exceeded our expectations and our timeline. Thank you to Assets America for your highly professional service! You'll probably hear a lot about aircraft engines being one step up the food chain from your average lawn mower's or garden tractor's, and in the grossest of simplifications, that's true.

Term Amortization

Airplane powerplants are, save for a few rebels, simplistic, air-cooled, horizontally opposed, four-stroke internal-combustion devices with low operating speeds and low specific output. If you had to describe an automobile equivalent closest to the aviation average, you'd have to point to the venerable Volkswagen Beetle engine.

In a typical aircraft loan, the amortization period is not always the same length as the term. Balloon payments can be available, such as a 20-year term with a balloon payment due after five years. Aircraft built from 2010 have terms up to 20 years.

Older ones have terms between 10 and 15 years maximum. Because commercial aircraft depreciate faster, they can have a shorter term. Finder.com is an independent comparison platform and information service that aims to provide you with information to help you make better decisions.

We may receive payment from our affiliates for featured placement of their products or services. We may also receive payment if you click on certain links posted on our site. Finder monitors and updates our site to ensure that what we're sharing is clear, honest and current.

How Much Does A Private Jet Cost?

Our information is based on independent research and may differ from what you see from a financial institution or service provider. When comparing offers or services, verify relevant information with the institution or provider's site. Talk to a financial professional if you're not sure.

There is a huge range in the price of private jets. You can get a small used jet for under a million dollars. A fancy new private jet may cost 100 times more than that. There is no shortage of incredible, high-end, expensive private jets.

You might be able to cover part or even all of the cost with a personal loan if you're buying an aircraft — especially a smaller, used model. Personal loans typically run from $5,000 to $50,000, although it's possible to find funding up to $100,000 through some providers like SoFi.

Rates typically start around 4% APR. When it comes to aviation loans, there are two types of lenders: those that specialize in aircraft financing and lenders that offer a range of loan products and services. Lenders that specialize in aviation financing also typically offer other products you might need when buying an aircraft, like insurance.

Personal Loan

Great experience with Assets America. Fast turnaround. Had a lender in place in 30 minutes looking to do the deal. Totally amazing. Highly recommend them to anyone looking for financing. Ronny is fantastic. Give them a call if the deal makes sense they can get it funded.

Referring all our clients. Your ability to finance an aircraft purchase may depend on the size of your down payment. For private and business aircraft, 15% down is typical. If your credit is exceptional, you might be able to wrangle a down payment of only 10%, however, you may pay higher interest.

If you have poor credit, your down payment requirement might increase to 30%. The down payment on commercial craft usually ranges between 20% and 30%, depending on the loan term. Specifically, a higher down payment can get you a longer term.

So much for the numbers. Put simply, an internal-combustion engine makes power by converting heat into motion. The heat comes from the burning of fuel (combined with a lot of water, typically at a ratio of 15:1).

Aviation Loan

Because they are air cooled, the cylinders employ fine fins — not like a 1959 Cadillac's — to help promote the transfer of heat produced in the combustion process to the airflow directed around them by the cowling and metal baffles around the cylinders.

Usually, the longest financing term is 20 years. Older aircraft may have a limit of 10 to 20 years. You can also arrange a 20-year amortization on a five-year balloon payment purchase. Other aircraft financing terms may be available.

With the industry's experienced aircraft financing professionals, we can offer extremely competitive interest rates, terms, and customized programs. Whether this is a first time purchase or you are a seasoned aircraft owner, our knowledgeable aircraft lending staff will keep the process running smoothly starting with a simple credit application to a "hassle free" aircraft loan closing process.

We understand the complexity and urgency of aircraft financing transactions and pledge to make your aircraft financing experience a pleasurable one! Anna Serio is a trusted lending expert and former Commercial Loan Officer who has written more than 1,000 articles on Finder to help Americans strengthen their financial literacy.

Down Payment

A former editor of a newspaper in Beirut, Anna writes about personal, student, business and car loans. Today, digital publications like Business Insider, CNBC and the Simple Dollar feature her professional commentary. Anna earned an Expert Contributor in Finance badge from review site Best Company in 2020.

The purchase price of the aircraft strongly influences the interest rate of the loan, as does the loan amount. While the aircraft collateralizes the loan, lenders still look strongly at a buyer's credit score. Normally, the price and interest rate are negatively correlated.

Airplane loan terms are usually on a fixed-rate basis although you may occasionally encounter variable-rate deals. Look for higher rates for commercial aircraft loan terms. Assets America guided us every step of the way in finding and leasing our large industrial building with attached offices.

They handled all of the complex lease negotiations and contractual paperwork. Ultimately, we received exactly the space we needed along with a lower than market per square foot pricing, lease length and end of term options we requested.

How Many Years Can You Finance An Airplane?

In addition to the real estate lease, Assets America utilized their decades-long financial expertise to negotiate fantastic rates and terms on our large and very unique multimillion dollar equipment purchase/lease. We were thankful for how promptly and consistently they kept us informed and up to date on each step of our journey.

They were always available to answer each and every one of our questions. Overall, they provided my team with a fantastic and highly professional service! How you use it affects the aircraft loan terms. Part 91 aircraft are for private business or personal use.

It usually requires a lower down payment, a longer term, and a lower interest rate. Commercial aircraft have higher utilization, so they require higher down-payments. These craft fly more each month and thus suffer increased wear and devaluation.

Lenders structure aircraft financing terms such that the owner won't owe more than the craft's value. Movement of intake and exhaust gases into and out of the cylinder is managed by tulip-shaped valves placed at the top of the cylinder head.

Interest Rate

The valves are, in turn, activated by short rocker arms through long pushrods (you'll find them above the crankshaft on most Lycomings and below on Continentals). A camshaft, basically a steel rod with egg-shaped lobes along its length, activates the pushrods through film can-sized lifters (or hydraulic lash adjusters) in the engine case directly adjacent to the camshaft and rocker arms at the valve end of the pushrods

. Perhaps not surprisingly, your credit score is very important when applying for an airplane loan. The reason is that the airplane collateralizes the loan, but your score shows the likelihood that you'll make your payments on time.

Because it is a secured loan, it often carries a relatively low APR. Rather than buying an aircraft, you can often lease it from an aircraft owner. You won't have to pay as much or be solely responsible for maintenance expenses — which can add up.

But you won't own the aircraft outright. Compared to automobile or motorcycle engines, aircraft piston engines are simple and, some say, crude. Yet as you are learning to fly, that jiggly old noisemaker ahead of the firewall holds both mystery and suspense.

What Credit Score Do I Need To Buy An Airplane?

What's going on up there? Will it continue to run while I cross this ridge line? If you compare the average airplane engine to the latest in cars coming from Germany, Japan, or Detroit, you'll be mighty disappointed.

You won't find high-tech electronic fuel injection, overhead camshafts, stratospheric redline speeds, or engineer-pleasing high specific output. But the engines are designed to run at maximum rated power for a long time; 2,000 hours in an automobile is 110,000 miles, and the car is using on average about 20-percent power.

Think about that when crossing the next ridge line during that cross-country trip. Assets America® can provide you with phenomenal aircraft financing starting at a minimum transaction size of $10 million. We can arrange a lease or loan much quicker than your typical funding sources can and with less red tape.

Please contact us today for more information at 206-622-3000, or simply fill out the form below for a prompt response! Assets America was incredibly helpful and professional in assisting us in purchasing our property. It was great to have such knowledgeable and super-experienced, licensed pros in our corner, pros upon whom we could fully rely.

Aircraft Lease

They helped and successfully guided us to beat out 9 other competing offers! They were excellent at communicating with us at all times and they were extremely responsive. Having them on our team meant that we could always receive truthful, timely and accurate answers to our questions.

We would most definitely utilize their services again and again for all of our real estate needs. You've identified the piston-driven, turboprop, helicopter or jet aircraft you wish to purchase, so now's the time you focus on aircraft financing terms.

We're proud that Assets America® has a full line of business dedicated to aircraft financing including airplane financing terms. In this article, we'll review the different types of loans available for the purchase of aircraft. We'll look at typical aircraft loan terms and the factors that affect them.

Purchasing an aircraft is a significant transaction, so prepare yourself with a thorough understanding of airplane financing terms. Assets America was responsible for arranging financing for two of my multi million dollar commercial projects. At the time of financing, it was extremely difficult to obtain bank financing for commercial real estate.

By Marc E Cook

Not only was Assets America successful, they were able to obtain an interest rate lower than going rates. The company is very capable, I would recommend Assets America to any company requiring commercial financing. Buying an aircraft is less expensive than getting a private jet — at least up front.

But additional costs like insurance and maintenance can sometimes cost you more than the aircraft itself. You can learn more about how financing works by visiting our guide to personal loans. Once the piston has compressed the mixture, a spark plug (or two, in aviation applications) lights off the mixture.

The resulting explosion pushes the piston towards BDC and is called the power stroke. A final trip upwards in the bore has the piston forcing the spent gases through the exhaust system and into the skies.

The payment works just like a home mortgage. Most interest is up front. For example, you may only gain 2% equity in the first year. If your contract specifies no prepayment penalties, you can pay off the loan at any time without triggering additional expenses.

How Assets America Can Help

The aircraft loan terms also vary based on aircraft supply and demand. Privacy Policy | Sitemap | Terms of Use | Web Accessibility Guidelines

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