Although aircraft functions differ greatly based on their design, their basic structures are all roughly the same. While there are many subcomponents, there are really only five major aircraft components: the fuselage, wings, empennage, powerplant, and landing gear.

The fuselage is the main piece of the aircraft, containing the cabin and cockpit where you’ll find the passengers, crew, luggage, and other cargo. The wings and tail are affixed to the fuselage during construction of the aircraft. The wings are the primary supports that lift the airplane in flight. While they can vary greatly depending on the aircraft and manufacturer, each style is tailored to optimize performance for the given aircraft. Depending on where the wings connect to the fuselage, the aircraft is referred to as either high-wing, mid-wing, or low-wing. High-wing aircraft have wings attached to the top of the fuselage, mid-wing in the middle, and low-wing at the bottom.

Another key component of an aircraft is the empennage. The empennage is composed of multiple smaller components and is essentially the tail section of the aircraft. A few of the parts in the empennage are the rudder, aircraft elevator, as well as the vertical and horizontal stabilizers. The rudder is attached to the vertical stabilizer and is used to move the nose of the plane left or right. The elevator is attached to the horizontal stabilizer and controls the upward and downward movement of the nose.

While obviously imperative during landing, the landing gear is also the primary support piece of the airplane while grounded. Landing gear usually includes wheels, but could also consist of floats or even skis. The final component of an aircraft, the powerplant, is the driving force of an aircraft and includes the engine and propeller. The engine provides the propeller with power which then converts the energy from the engine into thrust, a force that pushes the plane forward in flight.

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National Stock Numbers or NSNs, are 13-digit serial numbers assigned to all standardized items within the federal supply chain. All components that are used by the U.S Department of Defense are required to have an NSN, the purpose of which is to provide a standardized naming of components. The NSN system can be dated back to WWII when the military would use a specific component that had several different names depending on who supplied or manufactured the component. This made it difficult for the military to locate suppliers, or share items between the different organizational branches. An item could be in short supply in one location, but in surplus in another. To solve this sourcing issue, the Department of Defense created the NSN system.

Also known as NATO stock numbers, NSNs are recognized by all NATO countries. The NSN can be further broken down into smaller subcategories, each providing individual information about the component. To begin, the first four digits of the NSN are known as the Federal Supply Classification Group. 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 an item belongs to

The aerospace and defense industries are complex industries that are based on an overwhelming amount of terminology and specifications. In this regard, it is entirely necessary that there is a system in place to classify the various components that are manufactured, sourced, and shipped. NSNs bring uniformity to parts sourcing, which, in turn, streamlines the logistics of the aerospace industry. Once more, NSNs can be likened to math - they are the same in every country. This helps to avoid any sourcing confusion or language barrier complications. An aircraft bearing can be easily identified in both the U.S. and Lithuania. The NSN system is highly useful to the military. As a body that needs to quickly and efficiently source parts, NSNs help officials do just that. Gone are the WWII days when parts were haphazardly distributed and named arbitrarily.

From a distributor’s point of view, NSNs are a lucrative means of sourcing. By knowing the corresponding NSNs for your components, you can do business within federal marketplace. In this arena, part suppliers and distributors can gain large profits on bulk orders of hard-to-find or obsolete nsn parts.

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Pressure gauges are devices that monitor performance parameters in terms of internal pressure. In a water system or tank, for instance, the water and air that runs through them is pressurized, and a pressure gauge measures the force of the pressure in the water or air to ensure that it is working within the proper parameters. Pressure that is too high or too low can indicate a serious mechanical issue in the device or system, and if left unchecked can cause serious damage.

Pressure gauges are used in a wide variety of applications. A simple pressure gauge is used to measure the air pressure in automobile tires to ensure they’re properly filled, and, in a storage tank or water system to make sure the pump is turned on and working properly. They’re a critical part of an aircraft’s instruments for measuring things like speed and elevation.

While there are many different types of pressure gauges, for this blog we will focus on three of the most common and important. The first is the manometer-style pressure gauge. Manometer gauges contain a U-shaped tube with liquid inside them. When pressure is applied to either side of the gauge, the water in the tube rises in the opposite direction, allowing the user to determine how pressurized the system is working.

Another commonly used type of gauge is the bourdon tube. A bourdon tube-style gauge contains a small, curved, and sealed tube on the inside of the device, and when pressurized liquid or water enters the gauge, the tube begins to straighten out. As this tube straightens, it interacts with gears on the inside to move a needle on a readable dial to indicate what pressure it is experiencing. Bourdon gauges are pre-set to measure a certain range of pressures, so there is no need to calibrate it beforehand.

A commonly-used pressure gauge in the aviation industry is the pitot-static system. Pitot pressure is measured inside a pitot tube, an open-facing tube positioned along the axis of the aircraft. The pressure measured in the tube is a combination of static pressure and pressure coming from the aircraft’s forward movement. Pitot pressure differs from static pressure in that static pressure is measured through a number of vents as opposed to a tube. These vents that measure static pressure are positioned at aerodynamically neutral parts of the aircraft. The pitot-static system compares the difference in pitot and static pressure to determine the aircraft’s airspeed.

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Relays are electronic control devices that pair a control system (or input loop) with a controlled system (or output loop). They are typically used in automatic control circuits, with a smaller current to control a larger “automatic switch” of current. Relays are used in the role of automatic adjustment, safety protection, and conversion circuits.

Electromagnetic relays are composed of a core, a coil, an armature, and one or more contacts. When an electric current passes through the coil, it generates a magnetic field that activates the armature, and the consequent movement of the movable contact or contacts makes or breaks a connection with a fixed contact. Relays can be built for either direct current or alternating current, with modifications for both. Direct current relays have diodes placed along the coil to dissipate energy from the collapsing magnetic field that occurs at deactivation, while alternating current relays uses methods to split the flux into two out-of-phase components which then add together.

Relays come in numerous different types and configurations for their various roles. Here are some of the most common and significant, listed below:

Coaxial relays are used when a radio transmitter and receiver share an antenna and are used to allow the antenna to switch back and forth between the two. This protects the receiver from the high power of the transmitter.

Forced-guided contacts relay have relay contacts that are mechanically linked together, so that when the relay coil is energized or de-energized, all of the linked contacts move together. This guarantees that contacts are never in opposite states.

Latching relays maintain contact position indefinitely without power applied to the coil via mechanical linkage. The advantage is that one coil consumes power only for an instant while the relay is being switched, and the relay contacts maintain this setting during a power outage. A latching relay allows for remote control of a building’s lighting for instance, without the hum that is generated by a continuously energized coil. Early computers stored bits in magnetically latching relays.

Solid state relays are solid-state electronic components that do not have any moving components, similar to solid-state drives in PCs. This lack of moving parts increases long-term reliability.

Vacuum relays have their contacts mounted in an evacuated glass housing, to permit radio-frequency voltages as high as 20,000 volts without flashover between contacts.

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The term “thermistor” is a combination of the words thermal and resistor. Negative Temperature Coefficient (NTC) thermistors are components within an electric circuit that lose resistance as they come in contact with increasing temperatures. They are widely used as temperature sensors in applications varying from microwaves to computers to the seat heater in your car. Not only do they measure temperature, thermistors also measure liquid levels, making their use in mechanical systems invaluable. What's more, NTC thermistors can operate between -55 to 200 degrees Celsius making them suitable for a variety of environments on an aircraft.

NTC thermistors are usually probes that are designed to be inserted into various components or small opening. Bead thermistors are the most common type of thermistor that are used on aircraft. The chip, or sensor components, is attached to the end of the probe. Platinum alloy is usually used to manufacture the bead. The sensor is encased in either a glass or epoxy casing depending on the substance or environment it is measuring. It reads the surrounding temperature and reports the data back to a control system where it can be read.

Thermistors are categorized further by the way they operate. Resistance temperature characteristic thermistors are often used for temperature control, measurement, and compensation. In this case, the probe cannot have any heat applied prior to the required reading. The standard base resistance is usually 25 degrees Celsius, which provides a convenient reference point. If the probe is already experiencing resistance from a latent heat source, the accuracy of the reading is compromised.

A variety of systems benefit from the application of NTC thermistors. Avionic equipment can be spared from an outage as the NTC thermistor absorbs the surge current across the equipment and protects it by changing its resistance. Cabin temperature control systems use the probes as regulation devices. As the temperature increases, the resistance of the thermistor decreases. When the current becomes too high, the system is switched on.

NTC thermistors are a necessary instrument within an aircraft as they help regulate the various systems. Without accurate temperature readings, the aircraft may experience issues that would otherwise be detected and corrected.

At ASAP NSN Parts, owned and operated by ASAP Semiconductor, we can help you find all the thermistors and temperature sensors 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 or call us at +91-714-705-4780.

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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.

The core components of these AC alternators include three generator stages; each one functioning in different ways to create a harmonious design. The first one is the exciter generator, which is a stationary field composed of a permanent magnet alongside two electromagnets. The second generator is the pilot exciter which is mounted on the stationary part of the assembly. The AC output is supplied to the generator control circuitry where it is regulated, rectified, and later sent to the exciter field windings. The current then provides the voltage required for the last of the three components - the main AC alternator. The rotor continues to turn as the main AC alternator field generates power into the main AC alternator armature, utilizing electromagnetic induction. This final output concludes the three-stage AC process and is what essentially powers the different electrical facets.

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. 

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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 or call us at +1-714-705-4780.

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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 or call us at 1-714-705-4780.

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An alternator is an electrical generator that converts energy into electricity in the form of an alternating current (AC).  An automatic drive controls the alternators rational speed allowing for the alternator to maintain a constant output. All AC alternators are required to rotate at a specific speed to keep the frequency of the AC voltage within proper limits. If a frequency strays more than 10 percent from the required value, the electrical system will not work properly. To ensure an alternator always stays within values, a unit called a constant-speed drive is used. This unit always rotates at the correct speed and can be mounted independently or within the alternator housing. This unit is comparable to an automatic transmission found in an automobile; the engine can change but the speed remains constant.  In an aircraft, the hydraulic transmission is mounted between the AC alternator and the engine. Hydraulic oil is used to operate the transmission allowing for a constant output speed and engine rpm drives the hydraulic pump, turning the alternator.

Modern aircraft use AC alternators powered by several computerized control units located in the aircraft’s equipment bay.  Since commercial aircrafts carry hundreds, even thousands, of passengers daily, the systems have special reinforcements in case of system failure. The special reinforcement, or backup system, typically consists of a bus power control unit or a generator. Without these units, plane failure could happen very easily, putting all passengers and aircraft crew at risk. Alternators are crucial to the function of aircrafts, so it is important to make sure every piece is functioning properly with routine maintenance and repair.

ASAP NSN Parts, owned and operated by ASAP Semiconductor, should always be your first and only stop for all your alternator spare parts. ASAP NSN Parts is a premier supplier of AC alternators and electronic circuits. Whether new, old or hard to find, we can help you find the parts you need. ASAP NSN Parts has a wide selection of parts to choose from and is fully equipped with a friendly and knowledgeable staff, so you can always find what you’re looking for, 24/7x365. If you’re interested in a quick and competitive quote, email us at or call us at +1-714-705-4780. 

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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, or call us at +1-714-705-4780.

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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.

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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
  • 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:

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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.

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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:

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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.

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The 21st century has brought the generation of faster more efficient products and services to increase customer satisfaction. Over the years MTU Maintance has displayed their commitment to the industry on the amount of service it provides all over the world. It currently holds facilities in continents such Asia, Europe, and North America. MTU Maintance has been able to complete repairs in over 18,000 shops for service with in the 36 years that the company has begun repairs. Within the span of the repairs it has increased their repair portfolio to over 30 engines that have been repaired and completed for flight once again.

With the increasing production and rapid service requests, MTU has come up with a potential program remedy. The program has adopted the name of “Inspection 4.0” and has begun the proceeding steps in their Berlin, Brandenburg facility. Based on creating a more centralized system for individual parts to allow more diligence to the repair. MTU wishes to build one system for each part in the system. Along with the help of new state of the art equipment MTU wishes to bring everything that pertains to repair data to mobile devices such as smart glasses and tablets. In doing so the devices will allow for the mechanics to have complete understanding of the entire repair at one push of a button.

The repair company has begun working with the University of Technology Cottbus- Senftenburg in efforts of transitioning the company to a more mobile platform.

The company will be funded by the Brandenburg Invest (WFBB) business development company along with partial from Investionsbank des Landes Brandenburg (business promotion bank of federal state of Brandenburg).

The entire project should be finished by July of the year 2019. Upon completion it will be presented and displayed for the Federal Aviation Office of Germany for further inspection and approval.

ASAP NSN parts is a key provider of commercial aero engines along with industrial gas turbine parts. ASAP can supply new, new unused surplus, over hauled, as removed, along with as parts on exchange with full traceability when required. All ASAP parts have been tested and placed under warranty to ensure complete satisfaction. For instant RFQs call 1 714 705 4780 or email

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Boeing has reached yet another mile stone with the approval of yet another Dreamliner known as the 787-10 aircraft. A newer more revolutionized version of their 787-9 model, Boeing continues to innovate.

The U.S Federal Aviation Administration FAA has granted Boeings 787-10 model a Amended Type Certificate (ATC) that allows for the aircraft to be airborne. Along with the certificate, other types the aircraft tests are needed to be performed before the aircraft is fully secured to take flight. It has been stated that other aviation regulatory agencies in the industry will perform tests on the aircraft as well.

The 787-10 been placed in a 3-test program that commenced in March of 2017. All together the tests accumulated over 900 test hours upon completion of the program. The aircraft has endless amount of potential due to its innovative type of design allowing for the aircraft to reach up to 6,430 nautical miles (11,910km).

The 787-10 offers unique features despite its 95% similarity to the prior model. It is equipped with a state of the art seating configuration, designed to comfortably seat passengers at an efficient cost to the consumer and the aircraft. The aircraft offers over 25% more fuel efficiency and decrease of emissions. The 787-10 model has been made with a two-class configuration suitable for different types of travelers. Not all of the 787 family model aircrafts have the same aircraft seat but varies due to different airline specifications.

As of January 2018, Boeing has reached over 170 orders for the 787-10 aircraft from nine of their esteemed customers worldwide. The beginning of the deliveries are scheduled to be delivered during the first half of 2018. Singapore Airlines will be the first to receive their newly modernized 787-10 aircraft model in 2018.

ASAP NSN parts are a globally known source to be able to provide Boeing Commercial Aviation Parts, and Airplane Seats. Having established a relationship with Boeing allows ASAP to provide Boeing parts with full traceability. All of ASAP parts have been tested and placed under warranty to ensure the entire transparency of the part. All of ASAP aviation parts are FAA approved and are under strict quality inspection from our certified quality staff.

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Arlington Texas is the home to L3s training and simulation facility currently known as Link. The Link facility is a world renown provider of operator and maintance platforms that specialize in total training solutions. L3 is expanding to upgrade Link’s facility by a mere 40,000 sq ft. The expansion is well under way and is said to be completed by summer 2018. An idea of how large the facility will be, is estimated two times the size of Links headquarters that can be found in New York City. The building will be equipped with a library, classrooms, locker rooms, student amenities and six fully loaded flight simulators. The facility can be referenced minutes away from the Dallas Fort Worth International Airport.

This state of the art facility is used for pilots that conduct ether commercial or military flights.

L3 Link is growing steadily and pushing the technological capabilities of the flight training industry. This addition to the center will enable Link to host more students, while offering the highest-quality training experience.

To date Link has been able to obtain customers nationally and other parts of the world such as Asia, Europe, Middle East, and the Pacfic Rim.

In lue of expanded the facility, L3 is also creating a newer facility that is scheduled to open this year, located near London’s Gatwicks Airport. This facility will specialize in training for operators such as ab initio pilots and global airline customers.

L3 continues to excel in many different types of industries such as security, detection, pilot training, and aerospace systems. Expanding the new facility will allow exponential growth for the company and will increase their numbers of employees rapidly. Currently the company is fortunate to have over 38,000 people throughout their facilities all around the world.

ASAP NSN Parts is a key provider of L3 Aviation Component and Full-Flight Simulators. ASAP only deals with parts that have been tested and placed under warranty. With its streamline system it allows for parts to be shipped out immediately. ASAP’s strict quality team works around the clock to ensure that parts are up to yours and FAA standards.

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Precision and work efficiency is something that many companies invest into to be able to produce at their highest potential. When it comes to maintance on aircraft it requires extreme precision and tedious work on solely one aircraft. Completing normal checkups has been under speculation and has been deemed “old fashion” with the incorporation of a lot of newer aircrafts. The term that has used for older types of review is “A, B, C, D checks.” Checks such as these need to be more efficient when it comes to fleets containing various models.

As newer more modern aircrafts are equipped with new state of the art equipment they require more attention to make sure the software is up to date and running up accordingly. Maintance on these states of the art equipment will no longer be able to have scheduled checkup.

Per a statement from Director of MRO for aviation and Defense at IFS, James Elliot mentions,

The end goal is to reduce aircraft maintenance windows. What used to be called out-of-phase maintenance in the days of ABCD is now standard, maintenance programs are planned with individual tasks in mind.

For these inspections to be more detailed Elliot believes that both the airlines along with the maintance shops need to have a better idea on to what the aircraft contains. With this caliber of information, it will give the maintance an upper hand to have a more strategic approach on to keeping up with an entire fleet regardless of its size.

Software with a component-based view offers significant advantages by getting aviation part numbers and granular detail into each maintenance program. That information should be put into maintenance format, task by task, component by component.

ASAP NSN Parts is a key component in obtaining Textron Aviation Parts. Able to offer great deals for Textron parts all year round. NSN parts offers clearance offers for Textron parts beginning in October. All of NSN Parts have been tested and placed under warranty to ensure parts with every order. For a more detailed look at the parts ASAP is able to provide visit For instant RFQs call 1-714-705-4780 or call

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World renown aerospace company, Boeing, joined hands with leasing company Aviation PLC to celebrate the delivery of Aviation PLC’s first Boeing airplane, which is the 777-300ER. This airplane will be leased to and used by Philippine airlines, the country’s national carrier. This is Philippine Airlines’ tenth 777-300ER.

Jaime Bautista, PAL president and Chief Operating Officer believes that the Boeing 777-300ER will fulfill the company’s long-haul operations. This goal is to help enhance every passenger’s travel experience along with in-flight service delivery. Philippine Airlines’ already have eight 777-300ERs in service on the West Coast, but the new units will now support other trans-pacific flights. Bautista also notes that the 777-300ER is the airlines flagship for their long-haul operations. The range of the airplane along with its operational capability will allows for PAL to compete with other carriers on the same route.

Jeff Chatfield, the executive chairman of Aviation PLC is delighted that their first twin aisle is a Boeing 777-300ER. Chatfield states that they have a strong belief that the 777 will support both their regional and single-aisle fleet, as well as support Aviation in their continuous expansion as a full-service commercial aircraft company.

Philippine Airlines delivered their 9th Boeing 777-300ER last month and will now use these airplanes mainly for routes from Manila to North America. PAL will fly the Boeing 777-300ER aircraft direct from Washington to Vancouver. The airplanes will then enter revenue service to Manila and Philippines.

Boeing and Philippine Airlines have been good partners for more than decades, and last month, Boeing had the special occasion of delivering their tenth 777-300ER. Dinesh Keskar, the senior vice president of Boeing’s Asian Pacific and India Sales. Keskar believes that the Boeing 777 is far beyond its competition, as it continuously provides great value to the airline. There is no better confirmation of this than Philippine Airlines belief in the new Boeing 777-300ER, as they have put the airplane into direct use by servicing it from Vancouver to Manila.

Boeing’s 777 is regarded as the world’s most successful twin engine, long haul airplane. The 777-300ER features the most powerful commercial jet engine in the world, the GE90-115B. The airplane can also seat over three hundred and eighty passengers within a 3-class configuration.

ASAP NSN parts, a division of ASAP Semiconductor, strives to serve both the aviation and aerospace industry. The company aircraft parts like Boeing aviation parts, along with ground support equipment for both commercial and military applications. ASAP NSN parts works to provide support co customers who are looking for difficult to find and obsolete parts. With over ten million part numbers in the search engine, ASAP will work to support the needs of each customer.

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