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 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 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 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 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 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 or call us at +1-702-919-1616.

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The creation of the aircraft gave humankind an invaluable resource— we can travel great distances in record time. Until now, there have only been two types of aircraft: rotorcraft and fixed-wing. Rotorcraft are aircraft with vertical capabilities for takeoff and landing, and capable of hovering (i.e. helicopters). They are commonly used for emergencies because they can get to many hard-to-reach locations. Fixed-wing aircraft are those that require a runway for takeoff and are not capable of hovering (i.e. planes). Fixed-wing aircraft are used primarily for commercial air travel over longer distances.

But, wouldn’t it be nice if we had a combination of the two? With advancements in technology being made daily, what once was a dream has become reality. This new aircraft is called a fixed-wing vertical takeoff and landing (VTOL) aircraft. It’s a new hybrid aircraft which has vertical takeoff and landing capabilities, and the ability to do it gradually at the desired speed and altitude.

The push for the creation of the VTOL aircraft was, in part, due to the need for a defense and rapid-response aircraft with all the maneuvering and ease of access of a rotorcraft and the long distance and speed capabilities of a fixed-wing, allowing it to reach remote locations. The VTOL can carry troops and emergency personnel directly to any location, instead of having to fly them across the country only to have to transfer to a helicopter to get the rest of the way. Sometimes what makes the biggest difference in any emergency situation is the response time. This concept has also been used by the drone industry with unmanned aerial vehicles (UAVs) for military, commercial, and law enforcement applications.

In 2016, there was a reported $1.98 billion in revenue for VTOL aircraft, and it is expected that by 2026 the commercial sector will reach record numbers. The military sector is expected to reach record growth due to its usage in inspection, surveillance, and reconnaissance (ISR) applications.

ASAP Aviation Procurement, owned and operated by ASAP Semiconductor, is the premier aviation parts suppliers. With our vast and comprehensive inventory, you can be sure that ASAP Aviation Procurement will have everything you need and more. Our dedicated staff work 24/7x365 to find all the parts you need, new or obsolete, for rotorcraft or fixed-wing. For a quote, contact our main office by phone: +1-702-919-1616 or by email:

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Industrial gearboxes are important components with many applications in many industries. They’re a mechanical device used for torque increase or decrease via speed decrease or increase, accordingly. One of the most popular gearboxes is the worm gearbox.

The worm gearbox gets its name from its components. It has a worm gear, a gear that can transmit power at 90° and in places that require high reductions. The two parts of the worm gear, the worm screw and worm wheel, work in tandem to not only allow the gearbox to function properly, but allow for complete control over the direction and speed of the rotation and higher torque transmission.

Low output speed, low noise, relatively small size, self-locking at high transmission ratios, and non-reversing, worm gearboxes have many benefits to offer. As a result, they can be found in many applications. From small machinery to packaging equipment, the small size of worm gearboxes is very handy. Also, because worm gearboxes are non-reversing, they’re great for equipment that can’t be allows to move backwards, like gates or conveyors and conveyor belts. In the event that an equipment does need to operate in two directions, two worm gearboxes can be used instead of one: one gearbox for each direction.

Because worm gearboxes are used in so many crucial applications, it’s important to remember to schedule regular inspections for maintenance and repair. Worm gearboxes are usually made from higher grade materials like steel, so it’s important to find a repair technician that specializes in working with worm gearboxes. Repair and renewal are sensitive processes because ensuring a gearbox stays in perfect working condition is the key to keeping equipment running properly and efficiently. So, remember, when you need your worm gearbox repaired or renewed, find the right technician with all the necessary knowledge and skills, and find a reputable supplier to help you get only the highest quality parts and replacements.

At ASAP Aviation Procurement, own and operated by ASAP Semiconductor, we offer the best prices and quality worm gearboxes components on the market. We’re a leading supplier of new and obsolete parts and aftermarket spares for the aerospace and aviation industries. If you’re interested in learning more about worm gearboxes or industrial gearboxes, or would like to request a quote, feel free to contact us by phone at +1-702-919-1616, or by email at We’re always available and ready to help.

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It’s one of those weird quirks that only Americans seem to do and get made fun of on the internet for: clapping when the plane lands. It seems silly and completely unnecessary. But when you really think about how many things go into making sure the plane flies and lands smoothly, clapping because your plane landed safely and smoothly is not that ridiculous. There’s a lot of ways that a plane’s landing system can be damaged. Fortunately, there’s also a lot of ways that the pilot and mechanics can check the landing systems. Here are the 3 easiest ways to know if the landing systems are compromised.

If the wheels are wobbling, it’s highly likely that the wheels and tires need to be re-balanced. If there are signs of severe wear and tear on the outside or inside edge of the tire, it may be a good time to have the alignment checked and the tires serviced or replaced.

If there are leaks in the hydraulic fluid system, that usually means that there’s going to be a problem with the aircraft braking system. Hydraulic fluid leaks can be both internal and external, so it’s important to know which section of the hose system the source of the leak could be.

And most importantly, if there is any indication from the cockpit, pilots should bring them to their mechanic’s attention immediately. Modern technology allows the cockpit to communicate any problems the aircraft may have to the pilot well before they become a dire problem. Another warning the pilot can feel in the cockpit is if the aircraft pulls to one side or the other.

Routinely checking your aircraft landing systems can make all the difference between passengers clapping for seemingly no reason and passengers complaining about the bad landing. Little problems here and there can become dire if they are ignored. But, finding that there’s a problem is only half the battle. Different aircraft need different brands and types of landing system components. And sometimes, that means hunting down an obsolete or hard-to-find part. Luckily, we, at ASAP Aviation Procurement, make finding even the most obsolete and hard-to-find components easy and quick. To find out more about landing systems or to get a quick quote, just call us at +1-702-919-1616, or email us at

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Tail Wheel-Type Landing Gear

·         Conventional landing gear

·         Located forward of the center of gravity

·         Require wheel support under the tail

·         Angle of aircraft allows for the addition of a propeller

Tandem Landing Gear

·         Main gear and tail gear are aligned on the longitudinal axis

·         Commonly used by sailplanes

·         Permits use of flexible wings for aircraft

Tricycle-Type Landing Gear

·         Allows for more vigorous braking without a resulting nosedive

·         Enables faster landing speeds

·         Better visibility from flight deck

·         Prevents ground-looping

Fixed and Retractable Landing Gear

·         Fixed

o   Usually used on small, single-engine aircrafts

o   Gear is attached to the airframe, always in an extended position

o   Can cause parasite drag due to air resistance

o   Pilots can use to their advantage when needing to slow aircraft down

o   Wheels are most commonly used –skids, skis and floats can also be applied

·         Retractable

o   Stowed in fuselage or wing compartments when not in use

o   Eliminate parasite drag, reduce air resistance

o   Add additional weight to aircraft (on aircraft that are already slower, the penalty of added weight overcomes any parasitic drag, and fixed gears are used instead)

Leaf-Type Spring Gear

·         Non-shock absorbing struts

·         Made from composite materials

·         Lightweight and flexible

·         Non-corrosive


·         Cause direct shock on the airframe

·         Rough landing for passengers

·         Pneumatic tires help soften landing impact

Bungee Cord

·         Allows the strut assembly to flex upon landing

·         Bungee cords are positioned between the landing gear and airframe structure

·         Transfer landing loads to airframe instead of landing gear

Shock Struts

·         Self-contained hydraulic units

·         Most common method of landing shock dissipation

·         Support aircraft while on the ground

·         Protect structure during landing

ASAP Aviation Procurement is an online distributor of aircraft, military NSN parts, and aviation equipment supplier.  With a continuously increasing inventory, you can be sure ASAP Aviation Procurement will have everything you need and more.  ASAP Aviation Procurement will ensure all needs are addressed in a timely and professional manner.  ASAP Aviation Procurement is known for being an aircraft landing gear parts supplier that can always help you find cost-effective solutions for hard-to-find parts.  For a quote, reach out to the main office by phone: 702-919-1616 or by email:

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