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83” Diameter SR Cutter
• Sealant cutters will easily slice through aicraft sealants without
damaging the underlying structure
• Ideal for removing sealant fillets in the seams found in areas such as
fuel tanks
• SR cutters have a hollow core facilitating the removal of sealant around
the heads of aircraft fasteners
• For optimum performance, the correct operating speed is 800 -
1000RPM (max1500 RPM)
1
5
1
5 Description
Boelube® Liquid Lubricant
Part No.
BOE-90-4OZ
Boelube® 90 Liquid Lubricant
• Non toxic, non polluting and
non irritating liquid version of
Boelube®
Description
Boelube® Lubricant Paste
Boelube® Lubricant Paste
Part No.
70307
BOE-001
Boelube® Lubricant Paste
• Boelube® Paste is perfect for drilling, cutting and reaming applications,
extending tool life.
• Suitable for use with metals, plastics and graphite
Description
Torque Seal
Torque Seal
Torque Seal
Torque Seal
Torque Seal
Torque Seal
Size
1/2 oz
1/2 oz
1/2 oz
1/2 oz
1/2 oz
1/2 oz
Part No.
TQS-ORNG
TQS-BLUE
TQS-YLW
TQS-GRN
TQS-RED
TQS-WHT
• Detection of
vibration-loosening
or tampering of
fasteners and parts.
• Excellent adhesion to
all metals and dries
quickly
• Becomes brittle
showing a crack/s if
fastener has moved.
Size
4 OZ
Size
`12 OZ
1.6 OZ
SkySpreader
Description
SkySpreader
Part No.
309-2
Sealant Roller
Description
Sealant Roller
Part No.
SR 1123
• Ideal for spreading sealants
and adhesives, a good
substitute to sprung steel
BOELUBE® is a registered trademark of The Boeing Company
hen Dassault’s Falcon
7X takes wing—an
event due to take place
in the first quarter of 2005—it will
be a full fly-by-wire (FBW) aircraft.
FBW has been used for decades
in military aircraft—in fact, Dassault’s
own Mirage 2000 flew back
in 1978 with full FBW. In the civilian
world, however, only the Airbus
A320/330/340 series and the
Boeing 777 are FBW. The A319CJ is
marketed as a bizjet, but clearly it’s
an airliner with modifications.
Dassault’s Falcon 7X will be the
first FBW business jet.
FBW’s genesis
Airplanes first flew with mechanical
controls, and some of today’s
turbojets still use them. Heavier,
faster aircraft encounter Mach
effects and require hydraulic actuation
of controls. Since cables or
push/pull tubes mechanically move
the selector valves of the hydraulic
control actuators, there is still a
direct correspondence between the
position of the control yoke and the
position of the control surfaces.
It was air combat that forced the
next step. Initially, the military
became interested in FBW for its
potential to improve the chances of
aircraft surviving small arms fire
damage.
There were other advantages.
Turn rate is crucial in a dog fight.
The tightest turn can be generated
when both the wing and stabilizer
are lifting together—but this places
the center of gravity well aft, producing
an unstable aircraft that a
human pilot cannot control.
Computers, though, are able not
only to control the aircraft while it’s
in an unstable condition—they also
relieve the pilot of worry about a
high-speed stall and allow him to
concentrate on the enemy. All in
all, a perfect argument for FBW.
FBW debuted on fighters like the
McDonnell F4 Phantom and early
Mirages which had traditional control
systems (mechanically-controlled
hydraulic actuators) augmented
by computer feedback in stability
augmentation systems (SAS).
SAS had limited-authority (about
5%) servos linked in series with the
pilot’s controls. The aircraft could
be flown and landed with a total
failure of the SAS, though they’d fly
more like drunken cows than their
usual tightly-wound selves.
Ultimately, mechanical connections
and backups were dispensed
with and full FBW fighters like the
Mirage 2000 and the F16 emerged.
Now the pilot’s sidestick sent signals
electronically to a flight computer
(FC), which “knew” what was
happening from its own sources of
air data (pitot/static and angle of
　
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