Understanding the functions of an aircraft’s various control surfaces is one of the most important parts of being a pilot. Each surface affects the aircraft’s aerodynamic profile in different ways, and how they work and when to use them are the most important things a pilot can know. This includes the flaps mounted on the wings, which are vital for take-off and landing procedures.

A flap is placed on the trailing edge of an aircraft’s wing, between the fuselage and the ailerons mounted further out on the trailing edge. Large jetliners can have as many as three parts to their flaps, extended in sections during takeoff and landing. Flaps help to increase or decrease the camber, or surface area, of the aircraft wing. Camber includes how convex the upper part of the wing is, as well as the concavity of the lower half. When the aircraft is taking off, the flaps are deployed to help produce more lift. DUring landing, flaps are used to allow for a steep but controllable angle. Both of these functions help shorten how much runway is needed for takeoff and landing.

Small aircraft will use a plain flap, also referred to as “barn door flaps.” These flaps swing down from a hinge on the back of the wing, generating lift. While not as powerful as other flap designs, they are sufficient for small, general aviation aircraft. Split flaps extend from the lower part of the wing’s surface, and produce more lift than plain flaps. Partially invented by Orville Wright of the Wright brothers, they did not see much use after the 1930s. Most modern aircraft will use slotted flaps, which noticeably increase a wing’s camber by allowing a small opening between the flap and the rest of the wing. This allows the high pressure beneath the wing to rush above the wing, delaying airflow separation. Lastly, Fowler flaps are used on large jets to create massive amounts of lift and drag when needed. Fowler flaps extend in several stages, and depending on the aircraft, these flaps can run on racks or rails in a series controlled by the pilot. Flaperons also exist, in which a control surface serves as both an aileron, and a flap.

At ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, we can help you find all the flap parts and systems 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@asap-aviationprocurement.com or call us at 1-702-919-1616.

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Like all industries, the aviation and aerospace sector continues to see change and new developments, with the global in-service fleet expected to grow by 3.9 percent. Here are seven major trends for the aviation industry in the upcoming year.

Greater emphasis on technology:

Autonomous and artificial intelligence systems can improve efficiency and maintain high levels of security. By pairing biometrics analysis with facial recognition software, airports can reduce customer queueing times and automate certain processes, requiring fewer staff on hand. Data analytics and machine learning can record, analyze, and predict passenger behavior to better improve airport design and profitability.

Virtual Reality:

Some airports and airlines have begun offering virtual reality and augmented reality services in terminals and in-flight. VR headset lounges, in-flight films watched with headsets, and more are being experimented with, and cabin crew and pilots have begun training with VR systems as well.

Passenger focus:

New technology will be used to make check-in, baggage screening, security, and customs more efficient. Airport ride systems like London Gatwick’s robotic car park are being designed to smooth out transit to and from the airport, and 5G networks are being implemented for better connectivity for mobile devices. Food and catering is also seeing changes, with an emphasis on sourcing meat and dairy products from local suppliers within 100 miles.

Sustainability:

Aviation manufacturers are experimenting with biofuels, lighter airframe components to reduce fuel consumption, and more, while national governments are considering industry-wide carbon footprint taxes. These factors may have a negative impact on traveling costs, but industry leaders and governments are looking to prioritize reducing waste and environmental impact.

The rise of premium economy pricing options:

Companies such as American Airlines, Australian Airlines, and others are looking into more flexible pricing and service options, leading to a decline in business class and a rise in what is being referred to as “premium economy.” This includes upgraded food options, noise-cancelling headphones, and larger seats.

Skills shortage:

The aviation and aerospace industry continues to face a shortage of skilled workers, with 42% of company leaders identifying a need for maintenance technicians as their most urgent issue, ahead of climate change, globalisation, and political challenges. By 2037, the industry will need 800,000 more pilots, 769,000 new maintenance technicians, and an additional 914,000 cabin crew to meet demands.

Partnerships:

The increasing pressure of globalization and other challenges are forcing stronger partnerships between industry leaders, governments, and regulators. Political shifts such as Brexit and the Comprehensive and Progressive Agreement for Trans-Pacific Partnership will also need to be addressed. Business partnerships with related industries such as taxi services like Uber and Lyft can help reduce congestion with dedicated pickup zones and driver-side amenities.

At ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, we can help you find all the in-demand parts and systems 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 atsales@asap-aviationprocurement.com or call us at 1-702-919-1616.

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Radio communication with aircraft control is crucial for any aviator to safely and precisely navigate the skies. Because of this need, aircraft are fitted with radio equipment and a variety of antennas depending on their frequency band. Different aircraft require different antenna, with each having its own characteristics, applications, and location on the aircraft. This blog will explain the basics of aircraft antenna and a few of the radio communication systems in place today.

For short range communication, aircraft use the VHF (very high frequency) band which ranges from 118 MHz to 137 MHz. Communication ranges differ relative to the height of the antenna, meaning an aircraft at greater altitude would have a better VHF range than an aircraft at lower altitude. VHF range is the most important term in regards to radio communication capabilities. The formula to calculate the VHF range is as follows:

1.33 x (√H-Aircraft + √H-gs)

In this formula, H-aircraft represents the current altitude of the aircraft while H-gs represents the height of the ground station antenna in contact with the aircraft. This equation will give you the optimum range in perfect conditions, but the range is, of course, subject to atmospheric conditions as well as deficiencies in transmitter power, receiver sensitivity, and overall antenna performance. For a more realistic range, substitute 1.2 into the beginning of the formula.

VHF, in most cases, is suitable only for line of sight range, meaning it is not used for long range communications. In simpler terms, this means that the VHF band does not reach beyond the curvature of the earth. The high frequency (HF) band, from 3-30 MHz, is used for more reliable communication. Modern aircraft are equipped with separate radios and antenna specifically for long range communication.

At ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, we can help you find all the unique radio communications 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@asap-aviationprocurement.com or call us at 1-702-919-1616.

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During WWII, when the need for aerospace and defense components was immense, the various supply chains struggled to keep up with demand. The problem stemmed from the fact that there was no formal classification system for components. If the military needed a component such as a fastener sourcing was confusing as, depending on the manufacturer, the fastener would have a different name. This also led to further supply problems such as discrepancies in supply. In one location there would be a surplus of fasteners, but in another location there was a deficit. In response to these sourcing issues, the U.S Department of Defense created the NSN system.

National Stock Numbers (NSNs) are 13-digit serial numbers that are assigned to each component within the federal supply chain. All components used by the Department of Defense are required to have an NSN. An item must first be formally recognized by one of the following bodies; Military service, NATO country, federal or civil agency, or various contractor support weapon systems, before it is assigned an NSN. Once they have a specific need for the specific part, the details are then sent over to the DLA for assignment. There are 10s of millions of items with NSNs. Entire systems are also assigned their own NSN. Aircraft avionic systems have one NSN, while the smaller components of the system have their own.

The 13 digits that make up an NSN are split into various subcomponents that further detail the component. The first four digits of the NSN are known as the Federal Supply Classification Group (FSCG). The FSCG determines which of the 645 subclasses an item belongs to. The FSCG is further split into the Federal Supply Group (FSG) and the Federal Supply Classification (FSC). The FSG is made up of the first two digits of the NSN which determines which of the 78 groups an item belongs to. The second 2 digits make up the FSC, which determines the subclass of an item. The Department of Defense publishes the H2 handbook that lists all the current federal supply groups and classes. This is a handy reference guide for aviation and defense components as it lists all the part inclusions and exclusions in the federal groups and classes. Federal Supply Group 59 is Electrical and Electronic Equipment Components. If you would look for a component within this group, you would look for an NSN that began, 59. If you wanted to source a capacitor, your NSN would begin 5910. The remaining 9 digits of the NSN are made up of the 2-digit country identifier and 7-digit National Item Identification Number (NIIN). The country code for the U.S. is 00 and the NIIN is unique to the component.

NSNs bring uniformity and order to an otherwise chaotic industry. The DoD can source a part from any NATO country simply by using the NSN number. Manufacturers can assure their customers that their parts are legitimate and up to industry standard, simply by having an NSN. Due to the sheer amount of NSNs, the DoD relies on suppliers such as ASAP Aviation Procurement to ensure the consistent supply of components. Owned and operated by ASAP Semiconductor, we stock more than 2 billion NSNs that are all conveniently listed by their FSC, FSG, manufacturer, or NIIN. Visit our website, https://www.asap-aviationprocurement.com/ or call us at, +1-702-919-1616 to source premium NSNs today.

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Composite materials are widely used in the aviation industry, and for good reason; their unique properties let engineers overcome design obstacles that would be otherwise impossible to solve. Common composite materials include fiberglass, carbon fiber, and fiber-reinforced matrix systems. Fiberglass is the most common and was first widely used in boats and automobiles in the 1950’s, the same decade Boeing introduced the material in its passenger jets. Today, aircraft structures are often made up of 50 to 70 percent composite materials. While composite materials have many advantages, there are also some detractors that fear they pose a safety risk in aviation. In this blog, we will break down the greatest pros and cons for composite materials in aviation.

The greatest advantage that composite materials enjoy is how little they weigh. Composite materials can drastically cut down on the weight of an aircraft, which leads to better performance and improved fuel efficiency. Fiber-reinforced matrix systems are often stronger than traditional aluminum in most aircraft, and provide a smoother, more aerodynamic surface, which also improves performance and fuel efficiency. Composite materials do not corrode as easily as other structure types, and they do not crack from metal fatigue the way aluminum does. Instead, they flex, which lets them last longer than metal, which means lower maintenance and repair costs.

However, the greatest disadvantage of composite materials is that they do not break easily. This may seem oxymoronic, but this means that it is difficult to tell that the interior structure of the aircraft has been damaged. Because aluminum bends and dents more easily, it is easier to detect a need for repairs. Composite materials are also more difficult and more expensive to repair than metals, although it can be argued that the long-term savings of using a more resilient material off-set this cost.

Another issue that the resin used in composite materials weakens at temperatures around 150 degrees Fahrenheit, making it necessary to take extra precautions against fires. Burning composite materials can release toxic fumes and micro-particles into the air, both of which are serious health risks. At temperatures above 300 degrees, structural failure can occur.

At ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, we can help you find all the composite material 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@asap-aviationprocurement.com or call us at 1-702-919-1616.

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Aircraft need electrical energy to power things like avionics, instruments, and lights on the exterior and interior. This energy is provided by the aircraft’s generators, which work in direct current (DC). DC generators transform mechanical energy into electrical energy by generating voltage with a rotating armature surrounded by magnets, and then transferring this voltage to the aircraft’s stationary loads via a set of slip rings and brushes. However, the voltage created by this arrangement is AC, so a modified slip ring arrangement, known as a commutator, is used to change the AC produced in the generator loop into a DC voltage.

There are three primary types of DC generators: series wound, parallel (shunt) wound, and series-parallel (or compound wound). They are determined by the connections to the armature and field circuits with respect to the external circuit, which is the electrical load powered by the generator.

Series wound DC generators contain a field winding connected in series with the external circuit. Series generators have poor voltage regulation under changing load, since the greater the current running through the field coils to the external current, the greater the induced electromagnetic field and the greater the output voltage is. Since series wound generators have such poor voltage and current regulation, they are never used on aircraft. Instead, generators in aircraft have field windings that are connected in either shunt or compound formats.

Parallel (shunt) wound DC generators have a field winding that is connected in parallel with the external circuit. In a shunt generator, any increase in load causes a decrease in the output voltage, and any decrease in load causes an increase in output voltage.

Compound wound DC generators employ two field windings, one in series and one in parallel with the load. This arrangement takes advantage of both the series and parallel characteristics described earlier. The output of a compound wound generator is relatively constant, even with changes in the load.

DC generators are typically rated for their voltage and power output. Each generator is designed to operate at a specific voltage, either 14 or 28 volts. All electrical systems are designed to operate at one of these two voltages, which depends on if the battery operates at either 12 or 14 volts when fully charged (generators must have a voltage output slightly higher than the battery voltage).

At ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, we can help you find all the generator 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@asap-aviationprocurement.com or call us at 1-702-919-1616.

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Used in stationary applications where long, relatively straight runs are possible, rigid tubing is a recognizable technique for the funneling of a liquid. Hydraulic systems use rigid tubing to carry pressurized liquid from the reservoir through various filters and valves. In the combustion system, hot exhaust gas is expelled out of an aircraft through a rigid tubing, known as the exhaust valve.

One key example of rigid tubing on an aircraft, however, are the aircraft fluid lines. Because of the properties of jet engine fuel, the material of the rigid tubing should be carefully considered. Aluminum alloys 2024-T3, 5052-O, and 6061-T6 are a popular choice of material for rigid tubing for fuel lines. In comparison, CRES 304 steel is used in for tubing in the high-pressure hydraulic systems.

Rigid tubing is sized by outside diameter, which is measured fractionally in sixteenths of an inch. To ease construction, the diameter of the tube should be printed onto the rigid tubing. Although steel is heavier than aluminum, the overall application weight is more or less the same. Along with diameter, rigid tubing can be categorized by wall thickness. The steel tubing used in a high-pressure hydraulic system has a thinner diameter because the steel itself is stronger. If aluminum was used in a hydraulic system, the thickness would have to be significantly thicker. Along with the diameter, the material type should be marked on the rigid tube.

To help identification, color codes are painted onto the tubing. Now, an aircraft is not constructed a series of vibrantly painted pipes. Instead, the color codes are discrete, 4-inch-wide patches on either end, or the midway point of the pipe. Aluminum alloy number 5052 is purple. Aircraft fluid lines are further color-coded to notate the type of system and its contents. A rigid tubing marked with grey tape and triangles means is carrying fluid related to the deicing system.

During inspection, checks should be made to ensure that there are no dents or scratches in the tubing. Manufacturers release damage limits for the specific type of tubing. Aluminum tubing has a higher damage limit than the thinned-walled steel. It is possible to remove a dent in the tubing that is not deeper than 10 percent of the wall. A bullet can be drawn through the tubing, pushing out the dent. A dent that is significant in size or has a crack in it however should be replaced. The color-coding system should help ensure the correct tubing is used in replacement.

The proper torque values should be noted before attempting to replace a rigid tube fitting. Tubing made out of soft aluminum alloy can use a flare fitting consisting of a sleeve and a nut. The sleeve helps to protect the tubing allowing it to withstand additional pressure. A flaring tool is used to produce the correct flare degree. Overtightening or failing to sufficiently tighten the fitting can lead to system leakage or the line to give way under pressure.

Despite their seemingly straightforward application, rigid tube fitting requires care and attention when it comes to installation and maintenance. The color code systems should be utilized from assembly and steps should be taken to ensure system regularity.

At ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, we can help you find all the rigid tubing 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@asap-aviationprocurement.com or call us at 1-702-919-1616.

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In order to facilitate the proper functioning of an aircraft engine, and combat the issue of overheating, an aircraft cooling system is required. Inside the typical commercial jet engine, the fuel burns in the combustion chamber at up to 2,000 degrees Celsius. The temperature at which the metal inside an engine begins to melt is 1,300 degrees Celsius. So, advanced cooling techniques are vital to preventing engine damage. There are also many other types of cooling used for various components within an aircraft, as well as to regulate cabin temperature.

An engine cooling system is designed to regulate the engine temperature. This includes cylinder barrel heads, which house the combustion chamber and valves. Liquid cooling is often used in commercial aircraft and has the advantage of regulating the cylinder temperatures much more efficiently than other types of cooling. The coolant can be thermostatically controlled and maintained throughout the course of a flight. Liquid cooling extends the engine life, uses lower fuel consumption, and is very reliable. Separate parts of the engine, such as the bearings and pistons, are typically cooled by the recirculation of its own oil. A significant portion of the heat produced by engines is expelled through the exhaust pipes.

Air flow cooling is a concept in which all cylinders are equally exposed to the airflow with an even temperature distribution. This process is used in aircraft with four, six, or eight-cylinder aero engines. Planes that utilize air flow cooling don’t suffer from the drag increase as much as their larger counterparts endure. To guide the air from the intakes to the engine ducts, baffles and plates are used to maintain a stable air pressure above the engine and underneath the top cowling. Once the cool air has entered the front of the plane and cooled the cylinders, the warm air needs to be dispelled. This is achieved through openings in the lower cowling, often times controlled by cowl flaps. Cowl flaps are manually operated by the pilot during high power operations as well as low speed scenarios (usually during takeoff and landing).

Liquid cooling on the forefront of cooling techniques. This type of cooling is often used in commercial aircrafts and has the advantage of regulating the cylinder temperatures much more efficiently. The coolant can be thermostatically controlled and maintained throughout the course of a flight. Liquid cooling extends the engine life, uses lower fuel consumption, and is very reliable.

The engine isn’t the only part of the plane that requires cooling; the interior cabin requires the same process. It isn’t as easy as letting in the air from the outside as the air is much cooler at higher altitudes. Regulating the interior cabin temperature is achieved by a complex air compression system that directs air through the engines of the plane.

At ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, we can help you find all the unique parts for the aerospace, civil aviation, and defense industries. ASAP Aviation Procurement is the premier supplier of aviation parts. 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@asap-aviationprocurement.com or call us at 1-702-919-1616.

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Can you combine the power of a jet engine with the fuel efficiency of a propeller feature? The answer is— at certain speeds, yes. Yes, you can. Turboprop engines combine the functionality of a jet engine and a propeller unit to create a unique propulsion system. Most jet engines use the thrust of high velocity exhaust, but turboprops use the exhaust of a gas turbine core to drive a propeller that powers the aircraft. How does this work? The engine utilizes the tech of reverse flow.

The turboprop engine has the same basic components of a standard jet engine: a compressor, combustor, and turbine. However, the turboprop design features a reverse flow combustor in a more compact engine.

Instead of standard air intakes, reverse air flow is achieved through large air intakes near the propeller that move air backwards toward the opposite end of the aircraft. When the aft limit of the intake is reached, the air reverts at 180 degrees, in a snake-like bend back towards the front of the engine, bends 180 degrees again to enter the combustor, and once more to flow to the turbine. In a standard turboprop engine, the same turbines that power the compressor pump air flow directly through an additional shaft to the reduction gear box, creating thrust and thus powering the propeller. The overall RPM is controlled by the reduction gear box, which is a collection of reduction gears that will slow the propeller to the desired speed.

Some turboprop models are referred to as a free power turboprop engine. Free power turboprop engines incorporate a reduction gear box that is attached to its own separate power turbine and power shaft. In this case, the compressor turbine does not directly provide power to the propeller. Instead, airflow moves through a secondary series of power turbines. Airflow moves through the airfoil blades and travels through the shaft powering the propeller. A very small amount of exhaust is expended during this process and is diverted from the engine to the exhaust pipes.

The features of the turboprop engine design make it incredibly fuel efficient for low speed, low to mid-altitude aircraft. An aircraft equipped with a turboprop also requires less runway for takeoff or landing, allowing access to remote locations that a jet engine could not reach. For this reason, many rescue and emergency aircraft utilize turboprop technology. In the right scenario, the turboprop is a compact, fuel-efficient option worth considering.

At ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, we can help you find the distributor of aircraft deicing parts you need, new or obsolete. As a premier supplier of 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, 24/7x365. For a quick and competitive quote, email us at sales@asapaviationprocurement.com or call us at +1-702-919-1616.

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The procurement process in the aviation industry is similar to the procurement process in other major industries. It begins with the requisitioning process which is communicated to the supplier using a purchase order (PO). There are several ways to identify supply needs. Initial provisioning using the recommended spare parts list (RSPL) or the initial provisioning list (IP) is common for preparing a purchase request. The RSPL is a list of recommended spare parts that manufacturers of airplanes recommend; the IP is a similar list but only includes critical spares according to operational requirements. Companies may also have need-based demands which is when a spare part is needed and out of stock. A company may need to procure an item for replenishment action, which is the act of re-stocking low-cost parts when they reach a certain level. The needs identified are communicated to the purchasing department and they create a purchase request (PR), where delivery is scheduled, quality parameters are defined, and the request is authorized or rejected.

The second phase is the quote process. The purchasing department submits a request for quote (RFQ) to various suppliers. The quote includes information on the valid period of the offer, quantity price breaks, taxes, charges, discounts, delivery terms, and delivery details. The purchaser will then compare quotes from different suppliers and select the best option that meets their needs. The supplier selection is different in the aviation industry because the same item may be procured in different conditions or may have different approvals such as new, new surplus (NS), serviceable (SV), overhaul (OH), etc. The various conditions are analyzed along with cost and approvals before they are authorized and used to create a PO.

There are five major aviation part types: rotables, repairables, spares, consumables or expendables, and tools. Consumables or expendables may be obtained using a Blanket Purchase Order (BPO) while the other part types may be purchased using a regular PO. The PO may be created by referencing the PR or quote, or the information may be inputted manually. A BPO is a long-term contract used by companies to ensure that they are maintaining a consistent supply of items that are constantly being used; a release order (RO) or release slip (RS) is necessary for such a long-term contract. ROs include the contract number, quantity required, delivery date, and the warehouse to which the supply will be delivered.

The final stages are goods receipt and invoice matching. The goods receipt is provided by the supplier and includes all the pertinent details of the goods delivered. The purchaser will then verify that the goods receipt matches what they ordered; and when the goods are received, it can be used to inspect them and can be taken into the inventory stock. Invoice matching compares the quantity and value of goods at various stages in the procurement process. Two-way matching is used when a goods receipt does not need to be prepared; it matches the invoiced quantity and value with the ordered quantity and value. Three-way matching matches the invoice with the receipt of goods and is used when inspection of goods is not required.

At ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, we can help you find all the rotables and aviation parts you need, new or obsolete. As a premier supplier of 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, 24/7x365. For a quick and competitive quote, email us at sales@asap-aviationprocurement.com or call us at +1-702-919-1616.

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