CEF Industries Delivers the Reliable Mainstay of Aerospace Potable Water Systems: Non-Oil Reciprocating Compressors

From production factories to aerospace to the defense industry, the importance of clean and compressed air in maintaining compliance with hygiene and safety standards can’t be denied.

Compressed gases that need to flow either intermittently with high compression ratio or continuously with lower compression are utilized by a number of domains for a wide range of purposes. Air is the main gas of choice for operations involving the transmission of ‘sensitive’ fluids like potable water for commercial use, pure hydrogen and oxygen are required in the chemical food processing niche and light hydrocarbons facilitate fractional distillation in refineries.

The actual compression of these gases is achieved using a device that is known as a compressor. This compressor should ideally derive its power from ‘clean’ sources to eliminate:
– The risk of contaminating the gas that requires compression
– The risk of flammability if operated in extreme conditions
This is why most widely accepted compressor designs are electricity reliant and carefully achieve compression in two or more phases.

CEF provides robust and joint-less compressors that are crafted from corrosion-resistant materials for durability and longevity. The motor boasts built-in thermal protection and cast aluminium heads and cylinders of the assembly are finned to ensure efficient heat transfer and the safety of the potable water systems they power.

Specially designed for commercial aircraft, they pressurise the overhead potable water tanks and mainly used in the Airbus A320 line-up. These compressors are lightweight and made to fit into existing installations without requiring a major overhaul of the water systems of the fleet.

Similar to an internal combustion engine, the air compressor uses a single pistion to supply compressed air. Working on the principle of positive displacement, the CEF compressors come equipped with self-lubricating Teflon piston caps so that oil-less operation doesn’t result in heat generation and wear and tear.

CEF air compressors for potable water systems are highly innovative and solve some long standing issues around the use of compression to draw potable water. However some noteworthy features include:

  • Excellent Mean Time Before Failure (MTBF) that is a testament to its reliability
  • Belt driven low noise functioning

CEF Aerospace Solutions has always taken quality and its commitment to ‘bringing the best in aerospace engineering to the world’ very seriously.

For more information contact CEF Industries at sales@cefindustries.com


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Flap Handles in Pilatus Aircraft

As an aerospace qualified full-service manufacturing company including sales, marketing, customer service, design engineering, assembly, test, repair/overhaul, and customer support; we have experience in designing and manufacturing a range of mechanical and electro-mechanical products and systems for customers.

A flap handle is a lever that is available in the cockpit of an aircraft. When the lever is applied, the flaps are deployed, which reduces the speed of the aircraft when it lands.  This low-cost cockpit control device is a new technology that has just been into production by CEF Industries for a small business aircraft jet PC-24, Pilatus in Switzerland. CEF will provide both production and spare units as well as aftermarket support for the fleet. These control devices will be first of its kind to be installed in a Pilatus Jet Aircraft. The PC-24 can be flown like a propeller aircraft which can land on gravel runways and fields, and the speed of a PC-24 is twice as the speed of a propeller aircraft.

Aircraft Flap Handle

The Flap Control device has an ergonomic handle and has four gated positions – Up, Detent, T/O 2 (Takeoff 2) and Land. Secondary Motion is required between any two gated positions and movement from UP and LAND, and vice versa cannot be accomplished in a single motion. It has two independent position reporting potentiometers and two D38999 connectors. It is also fitted with redundant electrical paths for position sensor reporting.


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The Embraer KC390

The Embraer KC-390 is a military transport aircraft that is medium-sized, and that is powered by twin-engines.  It is capable of performing aerial refueling and used for transporting both troops and cargo.

The Brazilian aerospace manufacturer Embraer is developing this aircraft.   It is the largest aircraft produced by the company.   It can transport more than 20 tons worth of cargo, including wheeled armored vehicles.

Recent News and Accolades

In recent news, the aircraft was rolled out in October, painted in the colors of the Brazilian air force.  Embraer will prepare the KC390 for its first flight by the end of the year.

The aircraft is expected to undergo a variety of avionic tests to ensure that all of its components are working seamlessly with one another. The second prototype for the KC390 will be produced shortly after the first one, say officials. The concept for the aircraft is new and innovative, which is why there is good reason to believe that there will be a substantial market for these aircrafts in the near future.

Features & Achievements

This plane has the ability to carry about 80 passengers or slightly more than 60 airborne troops. Without passengers, it can carry 6 pallets, which is quite impressive. The length of the plane is about 34 meters, which is about 111 feet. Its height is about 10 meters, or 34 feet, and its wingspan is about 35 meters, or about 115 feet.

The fuel capacity for this aircraft is about 37 tons. The maximum speed for the Embraer KC390 is about 850 km/h. This plane has experienced many notable achievements since its conception. In October of 2010, Embraer announced that there would be a future acquisition of six of these aircrafts into the Argentine Air Force.

On February 14th, 2012, the Defense Minister of Brazil made an announcement stating that they were interested in potentially purchasing an undisclosed number of these aircrafts. As of April of 2013, there were a total of six countries that had already committed to purchasing 50+ aircrafts. These countries included Portugal, the Czech Republic, Columbia, Chile, Brazil, and Argentina.


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U.S. Manufacturing and STEM Education

For once statistics and data analysis have returned favorable results. The oracles have spoken, and the consensus is that the US is fast on its way to becoming the manufacturing superstar of the modern world.

For every dollar spent on manufacturing, it is currently returning $1.43. A neat profit of around 43%! If this trend doesn’t hit any roadblocks, the memories of the recession may be distant indeed. However, manufacturing goes hand in hand with that engine driving it – innovation.

The US has always been a land of free and inspired thinking but of late a disturbing pattern has started to emerge. On one hand, people are rejoicing the apparent decline in the outsourcing of skilled labor jobs but on the other, the talent consolidation and recruitment firms are lamenting the lack of “qualified” prospects to funnel to interested businesses.

As of early 2014, there were 600,000 vacant manufacturing related positions in the country. And the vast majority of these were seeking qualified prospects. It is the right time to pose the question: “What is the real reason behind this skill gap intensification?”

The answer is not encouraging! The US currently ranks a dismal 27th in math and 20th in general sciences out of the 34 member nations of the Organization for Economic Cooperation and Development (OECD). Students aren’t just under-performing where core STEM (Science, Technology, Engineering and Math) subjects are concerned, a dishearteningly small percentage of them are going on to pursue STEM careers.

Presently, the United States of America is offering 7.3 million job opportunities to those who are proficient in STEM at an astounding average salary of $82,000. However, this lucrative remuneration isn’t enough to entice students into embracing STEM.

Real initiative is required to combat this problem; otherwise the momentum manufacturing is gathering will culminate into nothing. As a remedial measure the Manufacturing Extension Partnership, the Fabricators and Manufacturers Association and the National Association of Manufacturers have collaboratively pioneered Manufacturing Day – a movement geared to engage the young and generate enthusiasm around manufacturing and STEM.

Snap-On Incorporated Chairman and CEO Nicholas T. Pinchuk is advising community college outreach to provide local centers of education with manufacturing specific courses. Still other experts are advocating minority involvement in order to mend matters.

Without consistent, focused drive STEM will not find acceptance among the younger generation looking to take the “easy” way out through college. Unless and until the skill gap is effectively managed and reduced, the US economy will likely not experience the boost it is waiting for.

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The Innovative and Fast Paced Aerospace Industry

The aerospace industry is currently experiencing an innovative period marked by manufacturers racing to produce high quality and technologically advanced aircraft. Boeing is an example of an aerospace company that is experimenting with new technologies at an accelerated speed.

Traditionally, the aerospace industry has been fairly risk adverse when adopting new technologies and has taken its time to validate new technologies due to the safety critical nature of aviation itself.   However, because companies are now dealing with new technologies at an accelerated rate, there is an increased risk of problems that manufacturers may not expect when producing products. If there are problems found when producing aircraft, airlines could see delayed deliveries.  The 787 is a good example of this.

Currently, aircraft can take approximately five years to be designed, developed, tested and manufactured. There is typically a year or so of flight testing depending on the number of flight test vehicles before aircraft can be certified by the FAA or other certifying party.  Historically, manufacturers would wait up to ten years before designing or significantly upgrading a new aircraft type. However, within the last decade, the time between new aircraft releases has been reduced due to market and competitive pressures.  The market pressure being things like the cost of jet fuel driving the demand for more fuel efficient aircraft coupled with relatively easy money or low interest rates.  This along with the competition between Boeing & Airbus, as well as the tier I system suppliers, has driven significant technological advancements and the associated development cycles have been reduced.

The aerospace industry is also facing changes based an overall reduction in global defense spending.  With very limited new aircraft programs of record for the USG coming within the next decade (mainly UCLASS, FVL & Next Gen Bomber), competition is fierce and Boeing and their investors are more focused than ever on their commercial business and growing their production rates to keep up with demand.

The future of the aerospace industry is sure to be challenging and will see many companies competing for business. What do you think about the changing aerospace industry?

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The Future of the Regional Aircraft Market

In recent years we have seen an influx of new technologies and trends in the aerospace industry. Regional jet manufacturers are beginning to see many changes as well.  New and established regional aircraft manufacturers will face an increasingly competitive and flooded market, along with new technological advances and airline needs.

Some relatively new entrants and aircraft in the regional jet market  include Mitsubishi’s MRJ (Japan), Comac’s ARJ (China), Sukhoi’s Superjet-100 (Russia) and Honda’s Honda Jet, while established regional aircraft manufacturers are developing their next generation jets.  These include Bombardier’s C Series (Canada), and Embrier’s E2 (Brazil) family of regional jets. Embraer Jets

Both new and established regional jet airframers have experienced continued delays with these new aircraft programs and for the most part there hasn’t been widespread market adoption (read open order backlog) for any of these new regional aircraft as of yet.  That could change during the Farnborough Air Show next week, where we are likely to see some E2 orders.  Much of the open orders for the Sukhoi Superjet-100 and the Comac ARJ are in support of their local markets with very few orders from foreign operators or lessors.  So what will distinguish the market leader in this competitive regional jet market space?   My bet is that it would come down to the established support network, which the operators rely on for these aircraft.  In this case, the established players, Embraer and Bombardier, will be tough for the new entrants to compete with.  Embraer seems to have found a strong operation and is the clear winner. They have a well-established after-market support network, historically don’t suffer from program delays when it comes to entry into service and with the continued delays in many of the new regional jet entrants the E2 is not far behind with a planned entry in 2018.

The new engine options for single aisle aircraft from Boeing (737 MAX) and Airbus (A320 NEO), are also making it difficult for these regional aircraft to compete on a cost per flight hour basis.   Regional jets certainly still have their place where smaller markets or airports don’t support the larger aircraft.

The future of the regional aircraft market is complicated and will likely face additional challenges as new technologies and manufacturers develop.  What are your thoughts?

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Women in STEM and Aerospace

There has been a very long and very rich history of women in the aerospace industry. From Amelia Earhart (1st female aviator to fly solo across the Atlantic Ocean) to Peggy Whitson (1st woman Chief of NASA’s Astronaut Office) there are many woman to celebrate and many stories to tell.

While we want to give credit to those in the past, we are also very concerned with the future. The aerospace industry would not be where it is now, without the contributions of these brave and intelligent woman, and we want to be sure that the up and coming class of female aviators, and engineers will have the same opportunities and more!

STEM education is where this all begins. Making sure that our young woman are given the opportunity at a young age to be introduced and surrounded with classes and projects dealing with science, technology, engineering and math.

As reported in an article from Forbes, the U.S. Department of Commerce shows that though woman hold almost 50% of all jobs in the U.S. they hold less than 25% of STEM related jobs.  They also state that there are not enough female role models in STEM professions.

Taking a quick look back at what woman have done in aerospace, it is apparent that there are woman out there that can act as role models. We all need to do our part in helping to close the gender gap, not only for our youth but for our industry! Are there are any STEM related programs for young woman that you would suggest for those looking? We would love to hear your thoughts.

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