ASAP NSN Parts Blog

The modernization of aircraft has seen a correlated increase in the amount of AC power systems providing the vessel its electrical capabilities. Many of these electrical systems operate solely on AC. On the other hand, lighter aircraft tend to function better when using DC systems. The model AC electrical system would be composed of an AC alternator, a system that regulates the aforementioned alternator, as well as fuses and wiring.

Inverters are capable of bridging the gap when only a small amount of AC is required. It serves a multi-function purpose, as it can also be used as a reserve power source on specific aircraft that employ an AC alternator. An inverter can also convert DC power into AC power when necessary. Many inverters are capable of supplying both 26-volt AC, as well as 115-volt AC. However, if both voltages are occupied, the power must be distributed on separate 26- and 115-volt AC busses.

AC alternators were designed for use on aircraft that employ a significant amount of electrical power. This includes all commercial and transport aircraft. In case of an emergency, these larger aircraft sport an additional AC power source (either an AC inverter or a small AC alternator). Modern alternators are designed to be exceptionally reliable and facilitate very little maintenance. They utilize a brushless technology that can transfer energy magnetically.

This type of technology requires some sort of cooling mechanism. Oil is a common fluid used in successful cooling techniques, which is supplied by the constant speed drive assembly. Ports allow oil-flow between the constant speed drive and the generator. Oil level is a critical to the success of the AC alternator.

At ASAP NSN Parts, owned and operated by ASAP Semiconductor, we can help you find all the AC alternators for the aerospace equipment you need, 24/7x365. ASAP NSN-Parts is the premier supplier of aviation parts. For a quick and competitive quote, email us at sales@asap-nsnparts.us or call us at +1-714-705-4780.

An automatic identification system (AIS) receives information broadcast by other vessels and base stations that are equipped with an AIS transponder and transmits static and dynamic information from its own vessel. The system uses two data-specific channels in VHF to receive and transmit the information. There are various types of data that an AIS is capable of transmitting, these include: MMSI coding, GPS antenna positioning, speed over ground (SOG), course over ground (COG), and more. These transponders are responsible for allowing vessels to see and be seen by other marine vehicles equipped with AIS— they act as a preventative locating tool.

An AIS is categorized into two type classes. Larger vessels typically use a class A AIS unit and are only required to have the system if they weigh more than 300 gross tons. On the other hand, NON SOLAS vessels use a class B AIS unit, and are not required to do so. Both transponders communicate information received from other vessels or base stations to compatible plotters or charting systems.

When it comes to installation and mounting of either class A or B antennas, there are two options that are utilized in operation of an AIS. The first option is a dedicated AIS antenna. Its purpose is specific to the VHF needs of the system, and it does not handle any other range VHF reception. The second is a splitter, or shared antenna. In the past, this combined structure was inefficient and reduced the range of VHF reception for both purposes. Modern splitter technology now allows for “zero loss” of reception range, as it senses emerging signals before dividing them. This system can be expensive, but it is easy to install compared to two separate antenna devices.

The mounting position of both units is extremely important. An AIS VHF antenna must be placed at the highest possible point on a vessel. It is also necessary to place the antenna at least 2 meters from any other VHF systems, in order to avoid the damage that can come from excess wattage. In an emergency, an AIS can supplement a VHF antenna as long as it is equipped with an adapter. These systems are also efficient at detecting objects that radar systems can miss and are often used in addition to radar technology.

At ASAP NSN Parts, owned and operated by ASAP Semiconductor, we can help you find the aircraft transponder, VHF amplifier, and aircraft antenna 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-nsnparts.us or call us at +1-714-705-4780.

The first U.S. patent for the o-ring was filed in 1937 by Niels Christensen. During WW2, the US government deemed it as a critical war-related item and therefore transferred the rights to manufacture it to many other organizations. Christensen received a payment because of this, but 20 years after his death, his heirs received another large payment due to litigation. With how important and commonly used o-rings are today, maybe the payments would be even bigger.

A gasket is a shaped ring that is used to seal the junction between two surfaces. Seals are used to prevent leaks and help join mechanisms together. An o-ring is a type of gasket that has a circular cross section and is designed to sit in a groove and compress during assembly between two or more parts, which creates a seal at the interface. An o-ring is used to seal connections in pipes, tubes, etc. They are common in machine design because they are inexpensive, easy to make, and have simple mounting requirements.

Design and the material used are dependent upon factors such as quality, cost, application temperature, sealing pressure, chemical compatibility, etc. In the transportation industry, chemical exposure, extreme temperatures, and vibration are common factors in deciding which o-ring to use. In the oil, gas, and industrial industries, o-rings need to withstand extreme temperatures, noxious chemicals, and high compression. Some of the common types of o-ring applications are for static axial seals, reciprocating dynamic seals, and rotary seals.

The first consideration in designing grooves for static axial seals is determining whether the pressure is inward or outward. For outward pressure, the outside diameter of the groove and the groove width for the inside diameter are important; for inward pressure, the inside diameter is important. In short stroke applications, within a dynamic reciprocating application, smaller diameter o-rings are useful; in longer strokes, a thicker cross-sectional o-ring is useful. There are many specialized o-ring compounds designed for rotary service. They are reliable under specific conditions.

Don’t forget that rubber products, such as o-rings and seals, have an expiration date. So, pay careful attention to this and get them regularly inspected or replaced.

At ASAP NSN Parts, owned and operated by ASAP Semiconductor, we can help you find all the o-rings 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-nsnparts.us or call us at 1-714-705-4780.

When you need to lift heavy objects like the engine of a Boeing 747, you’re not doing it with a team of guys, yelling at them to “put their back into it”. You’re doing it with a crane and sling. Choosing the right kind of sling requires understanding of the application. Depending on the details, you’ll have to choose between wire rope, chain, and synthetic slings.

Wire rope slings are a popular choice for automotive, construction, oil and gas, and general manufacturing industries where a variety of heavy loads and rugged conditions exist. Wire ropes have high strength and flexibility, can be abrasion and corrosion resistant, and are relatively cheap. However, they’re not the strongest sling and relatively susceptible to damage from misuse and abuse. Because they’re also not repairable or easy to inspect, over time it can be costly to use.

Chain slings are often used in foundries, heavy duty machine shops, steel mills, and other environments where repetitive lifts or harsh conditions would damage or destroy any other kind of sling. Chain slings have a flexible design that makes them stronger, more durable, and able to withstand impact, extreme temperatures up of to 1000?, and exposure to chemicals and UV rays. Each link or link segment is also easy to inspect, repair, proof-test, and recertify if damaged. However, chain slings are significantly heavier than other slings and can even crush and damage sensitive or finished parts. Their initial cost is also much higher.

Synthetic slings are extremely popular in construction and other general industries because they’re so flexible, inexpensive, and easy to replace. They’re strong enough to lift heavy loads, but are flexible enough to conform to any object shape and protect expensive and delicate loads from scratching and crushing. Unfortunately, they’re have low-heat, chemical, and damage resistance, so a lot of consideration needs taken when using synthetic slings.

ASAP NSN Parts, owned and operated by ASAP Semiconductor, is a leading distributor of parts and components for the aerospace, aviation, industrial, and military industries. New or obsolete, we’re dedicated to being a complete and comprehensive one-stop shop for all our customers. If you’d like to learn more, or would like to request a quote, visit our website at www.asap-nsnparts.us, or call us at +1-714-705-4780.

Air compressors are the most common machine in a number of industries, from aerospace and aviation to construction and manufacturing. And because they’re used to power a lot of different machines like paint guns, pressure washers, and sandblasters, it’s important to know the differences between air compressors and know what kind you need for your project.

There are two main styles of air compressors, reciprocating and rotary screw air compressors. The biggest difference between the two lies in the way they generate pressure. While a reciprocating air compressor uses a series of crankshaft-powered pistons to compress air inside the tank, a rotary screw air compressor uses a pair of rotating intermeshed helical screws to push air into the tank. The difference in method also means that they have completely different characteristics.

Reciprocating air compressors include a number of other components in addition to the pistons and crankshaft, such as connecting rods and valves. This increases the vulnerability to damage and breakdowns. More parts also means more heat. Because the different components are touching, they generate more internal friction, resulting in operating temperatures of 150 to 200 degrees Celsius, thus requiring the addition of an intensive cooling system. Because of the complex crankshaft-piston system, reciprocating air compressors are able to provide up to 250 psi of pressure. However, this causes another drawback as this means noise levels of above 80 decibels.

Rotary screw air compressors, on the other hand, are much simpler with less parts. The two rotors don’t touch, so they generally don’t experience much wear and tear, nor is heat generated from friction. Rotary screw air compressors have an operating temperature of 80 to 99 degrees Celsius, which means that they don’t need a cooling system. Despite the efficiency, they can only generate 90 to 125 psi of pressure. The difference between the two types of air compressors is rather stark. Where one is more powerful but more susceptible to damage, the other is weaker but more efficient and long-lasting.

But, that doesn’t mean that both don’t require regular maintenance and repair. When you need replacement parts for your air compressors, you can come to us at ASAP NSN Parts, owned and operated by ASAP Semiconductor. As one of the leading suppliers of aerospace and aviation parts, we have everything you need for your air compressors, from pistons to cooling systems. Just call us at +1-714-705-4780 to get started.

Superchargers are engine-driven air pumps that give the engine additional pressure to the induction air, which results in additional power. Superchargers have the capability to boost manifold pressure above 30 “Hg.

Superchargers help to compress air at higher altitudes, allowing the aircraft to produce the same manifold pressure as it would if it were at mean sea level (MSL). If an aircraft were at 8,000 feet, its engine might produce around 75 percent of the total power it could produce if it were flying at sea level.

The Superchargers used in aircraft becomes extremely beneficial at higher altitudes (above 18,000 ft). At high altitudes, the air density is 50 percent than that of at sea level. Using a supercharger, in that case, supplies air to the engine at the same density it would if it was still at sea level.

In normal operating conditions the supercharger is in a low blower position during takeoff. The engine acts as if it is ground-boosted, and while the aircraft gains altitude, the power output decreases. Once the aircraft reaches the desired altitude, power is reduced, and the supercharger is switched to a high blower position. Once that position is reached, the throttle is set to the desired manifold pressure.

Some Key Benefits of a Supercharger

• Increased horsepower –from 50 to 100 percent increases

• No lag –Immediate power delivery

• Low RPM boost –Good power at low RPM

• Cost-effective way to increase aircraft horsepower –turbochargers are much more expensive

• No special shut-down procedure –Not lubricated by engine oil, can be shut down normally

Disadvantages of a Supercharger

• Can consume as much as 20 percent of the engine’s total output –turbochargers can have the same results, with less energy consumption

• Puts added strain on the engine –high temperatures and pressures could cause damage to the piston head if not designed properly

• Expensive to install and maintain –high-octane premium-grade gas is suggested, parts are more heavy-duty, making them more expensive

ASAP NSN Parts is a leading distributor of NSN parts and manifold assembly parts. With a continuously increasing inventory, you can be sure ASAP NSN Parts will have everything you need and more. We will ensure all needs are addressed in a timely and professional manner. ASAP NSN Parts is known for finding cost-effective solutions for radial engine parts. For a quote from a premier aircraft impeller parts supplier, reach out to the main office by phone: 714-705-4780 or by email: sales@asap-nsnparts.us

Engines can be regarded as the most striking and impressive part of an aircraft. The biggest aircraft engine in KLM’s fleet is the General Electric GE90-115B. The engine measures at 3.43 meters in diameters. The engine is the power house for the airlines Boeing 777-300ERs, which is also KLM’s biggest twin-enringed aircraft. The engines can create 115,000 pounds of thrust which according to the Guinness Book of World Records, is the world’s “most powerful commercial jet engine.”

KLM’s B777-300ERs go through almost 16 hours of flight time daily. Keeping track of flight time is important because regular maintenance must be done on the engines. Deployment for operation is based on flight hours and cycles. One flight cycle is composed of a single take off and landing. The average flight cycle for a KLM B777 is 1.9 flight cycles a day. Maintenance on an engine depends on the type of engine. The GE90-115B receives check-ups multiple times throughout the year. A major overhaul is administered after 750 days of operation.

KLM owns their own Engine Shop for engine maintenance. A reserve engine is available for every engine type in operation. This allows for engines to be replaced within 24 hours. When engines are overhauled, they are completely disassembled. Jet engines on average are made up of almost 40,000 parts. This means the overhaul process can take almost 60 days. After a full overhaul is completed, the engine is almost new and is prepared to fly thousands of kilometers in the air.

Aircraft engines are very expensive. Because an airline almost always purchases their engines already attached to the aircraft, it is difficult to pin point how expensive they truly are. Prices of course vary based on engine type, but an engine can be estimated to cost around 12 to 35 million dollars.

ASAP NSN-Parts, which is owned and operated by ASAP Semiconductor, is a provider of aircraft parts and ground support equipment targeted for the commercial and military aerospace market. ASAP NSN has a goal of serving all customers with delivery on-time, especially for parts with long lead times, and are hard to find or obsolete. The company’s goal is to supply airlines, repair stations and OEMs with the best possible purchasing experience.

When learning how to care for your hydraulic accumulator one should always know as much about their product as possible. While accumulators are all about storing and distributing energy that also have functions that can help with shock absorption and many other key features. Your unit should be serviced and tested often to ensure it is running smoothly and effectively.

When looking at gas powered accumulators you will have the pick of three; bladder, diaphragm and piston, with bladder being the model that most people gravitate towards. For beginners or people who want a accumulator that requires less work, the bladder accumulator is a great option.

When you flip this, and you look at the piston version, their tolerance for pressure is astronomically higher. A perk of these accumulators is their ability to be mounted in any position which makes them an easy product to incorporate into a preexisting rig. Diaphragms , on the other hand, are better at handling pressure but can only hold a very small amount of it compared to the other two models. Like with most products, there will be pros and cons to each option.

Some of the options listed require more maintenance and other require more precise measurements. While most accumulators can last up to twelve years if kept up, life cycle should always be questioned when purchasing one of these units. The best thing that someone can do is to get to know the equipment they are using on a daily basis and make sure that they are keeping their products as up to date as possible.

ASAP NSN Parts has a premier and expansive array of aircraft parts— with an ever-growing stock, you can count on ASAP NSN Parts to have everything you need. Just It will ensure that your needs are addressed in the most expeditious and transparent manner ASAP NSN Parts is known for having hard to find and/or out of stock parts and can always help you find what you’re looking for, all while offering cost-effective component solutions. For a quote reach out to the main office by phone 714-705-4780 or email: sales@asap-nsnparts.com

The tail rotor on a helicopter is located, as its name states, on the tail of the helicopter. Its’ purpose is to prevent the helicopter from spinning the opposite way of the main rotor blades. Imagine having to ride in a helicopter that is continuously spinning in circles, it would not be an as efficient form of transportation. Passengers would be sick or dizzy, and parts of the aircraft could possibly fall off with only one place to go, the ground. This would result in civilian injuries/deaths, along with a lot of property damage. The tail rotor blades counteract the main rotor blades allowing the helicopter to fly straight and be easily controlled by the pilot, especially during maneuvers. It spins horizontally to compensate for the torque created from the main rotor. The placement of the tail rotor placed away from the center of gravity, on the tail, allows for the most effective results.

Not all helicopters have this tail rotor, some rely on the fuselage alone to counteract the torque. The problem with this is that the speed at which the fuselage must spin to counteract the main rotor may result in it getting dislodged and falling off the aircraft. Although this is not a common thing, the tail rotor is a preventative measure to ensure nothing is falling off the aircraft mid-flight.

ASAP Semiconductor has access to all different types of helicoper parts. If there are parts that need replacing, there is no need to buy a whole new set up. Instead contact ASAP, and we can find obsolete and hard-to-find parts for a variety of things.

ASAP NSN Parts has a dedicated and expansive array of aerospace parts, making us the premier supplier of aircraft parts. ASAP NSN Parts will ensure that your needs are addressed in the most expeditious and transparent manner, all the while offering cost-effective component solutions.