Without a robust network of ground team members and equipment, aircraft would not be able to perform any operations. With air travel as busy as ever, planes may fly routes over ten times per day. In fact, it is not uncommon for a commercial aircraft to support 24-hour operations, covering thousands of miles and transporting hundreds of occupants in that given period.

While most of the magic in aviation occurs in the air, an equally critical time is when the vessel is on the ground. It is here where inspection takes place, the aircraft is refueled, waste is drained, and other necessary actions are carried out to get the plane ready for its next journey. The various tools used to support such operations are called ground support equipment (GSE), and like everything else in aviation, interested parties are constantly looking for ways to improve operations. In this blog, we will discuss airport utility pit systems, which are being implemented at hubs worldwide to bolster the capabilities of ground service personnel and equipment.

Before comprehending utility pit systems, it is first necessary to understand how conventional GSE operations are facilitated. Below is a non-exhaustive list of GSE that may be encountered.


Conventionally, aircraft refueling has been facilitated by means of delivery from a self-contained fuel truck or cart. These vehicles contain all of the equipment necessary to carry out pumping operations, but can only hold up to 10,000 gallons of fuel.

Ground Power Units

In addition to fuel, aircraft go through an incredible amount of electricity during a single flight and will require significant recharging in between flights. The current modus operandi involves the delivery of a mobile power unit to the aircraft to supply the energy needed.

Container Loaders

Serving the purpose of loading cargo onto the aircraft, container loaders are electric or gas-powered vehicles capable of supporting thousands of pounds.

Air Start Unit

Although most aircraft may be started using the auxiliary power unit (APU), there may be situations where the plane is not equipped with one, or the device stops working. In any case, an air start unit may be used to provide high-volume air to the engines to help facilitate their start-up.

General Pumps

Aircraft require both the disposal of waste material and the delivery of clean water. Both of these actions require a pump, which is either electrically or gas-powered.


After reviewing the various equipment types found in GSE operations, it becomes clear that the limiting factor is the availability of "hard" resources, such as fuel, electricity, and compressed air. In almost every case, the equipment must be brought close to the aircraft while also requiring their own refueling at some point. The solution to this? Utility pit systems. Pit systems allow for necessary resources to be placed in close proximity to the aircraft and ground service equipment while also reducing the necessity for long hoses and wires. As a result, there is less clutter on the tarmac, faster and more continuous service, and fewer incidents involving a vehicle or aircraft running over lines.

In all pit systems, the connectors are contained in an underground module that remains retracted when not in use. A hatch-pit design features a small, hinged door that contains the connectors on the bottom. Although this configuration takes up less space and is quicker to deploy, it is less ergonomic for ground support staff, who have to bring the lines from ground level to the target. The alternative solution is the pop-up pit system, which may be brought up to any height desired, thereby reducing the strain on personnel. In either case, the hatch of the pit system should be durable and capable of supporting the weight of an aircraft tire.

When you are in the market for premium GSE equipment and tools, look no further than ASAP NSN HUB. As a leading aviation part supplier and AS9120B, ISO 9001:2015, and FAA AC 00-56B accredited enterprise, we work tirelessly to ensure customers receive the best products and shopping experience possible. Explore our vast part catalogs today, or use our powerful search engine to find the exact part you are looking for, keeping in mind that you may initiate the purchasing process whenever by submitting an Instant RFQ form. At ASAP NSN HUB, we take care of the logistics so you can take care of the mission.

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Fixed-wing aircraft facilitate controlled flight by manipulating several moving components called control surfaces. These surfaces, which include the rudder, flaps, elevators, and ailerons, help to guide the plane as it travels through the air with smoothness and safety. While each of these elements plays a critical role in aerodynamics, this blog will focus on the design, operating principle, and various types of ailerons.

The word aileron is French for "little wing," which accurately describes the component's design and function. Shortly after the Wright brothers first took flight, it was realized that while lift could be sufficiently generated using wings, lateral movement and banking would be impossible with only fixed flight surfaces. As a result, a cable system was added to early aircraft, which would initiate those movements by gently warping the wings. Although wing-warping produced favorable results, particularly in the context of coordinated turns, they quickly fell out of favor when moveable ailerons became more advanced.

Nearly all modern ailerons are found on the trailing edge of both wings and are directly connected by the actuation system. When the pilot initiates movement of one aileron, the other will move in an inverse manner. For example, if the left aileron pushes down, the one on the right will move up. The aerodynamics involved in ailerons are relatively straightforward in that a downward movement causes increased lift on that wing, while the upward-facing aileron experiences decreased lift. The result is a banked turn in the direction of the upward-facing aileron.

Most commonly, ailerons are positioned away from the center of the wing, closer to the fuselage. However, their placement is highly variable, and larger planes demand a higher surface area in order to facilitate banking. A significant technological upgrade came from the implementation of multiple ailerons, capable of moving independently from each other, on both wings. Such designs are ubiquitous among large passenger and cargo aircraft. Using an "inboard-outboard" aileron configuration is beneficial in several ways. First, it helps to ensure system redundancy in the rare event of actuation system failure since each element is controlled by a separate hydraulic control module or cable. Also, it helps to prevent incorrect net-roll torque by locking out the outboard ailerons when the aircraft reaches a high enough speed.

While ailerons play a critical role in banking and coordinated turns, they also produce the unwanted side effect of adverse yaw. Adverse yaw occurs when the nose of the aircraft begins to point in the direction opposite of the aileron-facilitated roll. This causes instability and roughness in a coordinated turn and must therefore be counteracted. To compensate for the adverse yaw produced by the ailerons, rudders are used to create an opposite sideways force to level the aircraft.

Like other flight control surfaces, ailerons contain trim tabs to aid pilots in performing continuous movements without fatigue. Additionally, trim tabs work to reduce drag, which saves on fuel efficiency and may dampen the magnitude of adverse yaw. Another, much less common, use of trim tabs is to help control the plane when controls are damaged. Although there is minimal precedent for this in general aviation, there have been several well-documented examples of military aircraft being able to operate with just trim tabs.

When inspecting the ailerons, ensure that they are free of debris and damage. As with all movable surfaces and hinged devices, it is necessary to examine the various rivets for distortion and tightness. If any maintenance is performed, it is crucial for the ailerons to be rebalanced and tested to ensure proper mechanical movement. Finally, it is important to procure replacement parts from a trusted source.

At ASAP NSN Hub, we carry millions of high-quality components for the civil and military aviation industries, including a wide selection of aileron parts. We are an AS9120B, ISO 9001:2015, and FAA AC 00-56B accredited enterprise and the only distributors to maintain a strict NO CHINA Sourcing policy. Additionally, we subject our inventory to regular inspection to help screen for any defects or issues before shipping. We invite you to browse our expansive part catalog today, keeping in mind that you may begin the purchasing process at any time using our Instant RFQ form. With account managers available 24/7x365, you will always receive a quotation within 15 minutes or less.

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Aircraft hydraulic systems allow operators a way of remotely controlling an array of components by transmitting force through a pressurized fluid. Hydraulics can quickly and accurately generate high forces through lightweight pipes of varying sizes, shapes, and lengths. Furthermore, they serve as the primary sources of power in aircraft systems like flight controls, flaps, wheel brakes, and more.

Modern aircraft have many different types of subsystems, some of which are interlinked. One such system is the hydraulic subsystem, which is utilized for actuating most of the mechanical subsystems, including landing gear, flap brakes, weapons systems, and various others. As a result, it becomes apparent that the hydraulic system is an essential part of aircraft functionality.

A hydraulic system consists of a pressurized liquid within a sealed system that is used to transmit energy. Hydraulic systems take engine power and convert it to hydraulic power via a hydraulic pump. This power can then be distributed through tubing that runs across the entirety of the aircraft. Similarly, this hydraulic power can be changed back into mechanical power by way of an actuating cylinder or turbine.

One of the main parts of the hydraulic system is the actuating cylinder which is tasked with changing hydraulic fluid power into mechanical shaft power. Within the actuating cylinder, a rotating piston is regulated by oil under pressure. The oil is in contact with both sides of the piston head but at varying pressures, and high pressure oil can be pumped into either side of the piston head.

Meanwhile, the selector valve dictates which side of the actuating cylinder will receive the high pressure oil The piston rod of the actuating cylinder is connected to the control surface. As the piston moves out, the elevator moves down and vice versa. At the same time, the selector valve directs the high pressure oil to the appropriate side of the piston head, making the piston move in the actuating cylinder.

As the piston moves, the oil on the low pressure side makes its way back to the reservoir. The pressure differential causes the piston to move, and the force generated by this difference in pressure is ample enough to move the necessary loads. It is important to note that cylinders within boats, planes, and other vehicles are specially designed to carry out the aforementioned process with ease.

The reservoir is responsible for a few different things, some of which we will outline. First, it provides air space for the expansion of the oil due to temperature changes. Additionally, it holds a backup supply of oil to account for the thermal contraction of oil, normal leakage, and volume changes due to operational requirements. The reservoir also provides a place to remove air or foam from the liquid as well as a pressure head on the pump.

There are two types of power pumps, those of which are gear pumps and piston pumps. A gear pump moves fluid based on the number of gear teeth and the volume spacing between gear teeth. This pump type is ideal for operations that need pressures up to 1500 PSI. A piston pump, on the other hand, moves fluid by pushing it through the motion of the pistons within the pump.

ASAP NSN Hub is a leading distributor of aircraft hydraulic system parts, such as piston rods, check valves, system relief valves, shear shafts, or other related aircraft parts. With over 2 billion new, used, obsolete, and hard-to-find products at your disposal, you can fulfill your operational needs quickly and easily. Initiate the procurement process with a competitive quote and see how ASAP NSN Hub can serve as your strategic sourcing partner!

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Aircraft windows are an important element of the fuselage that provide crew members and passengers a view of the outside atmosphere and allow for safety and comfort to be upheld with ease. With the intensive atmospheric conditions present in the altitude range aircraft typically travel at, airplane windows have to be designed with ample integrity and strength. In this blog, we will discuss how airplane windows are designed and the various materials that make them up.

Unlike typical windows that are made from standard glass materials, aircraft cabin window assemblies are constructed from plastics and special polymers. Furthermore, multiple layers of material are overlaid atop of one another to increase the overall strength and reliability of each window. If a cabin window was designed from glass, it would quickly shatter as soon as the extreme pressures set in at higher altitudes. As such, it is not a viable material with its lack of pressure resistance.

As stated before, airplane windows are made from multiple layers of materials, and each of these layers has a specific name and role. Generally, the primary elements of an aircraft window assembly include the passenger window frame, outer windowpane, combined seal, middle window pane, and scratch pane. The outer pane remains flush with the fuselage, and it is often the most robust section that passengers cannot interact with. Meanwhile, the middle window pane serves to equalize pressure, featuring a small breather hole that allows cabin air to escape into the pocket. This is highly beneficial as it forces the outer window pane to take the brunt of the load at a slow pace that avoids losses in integrity. Lastly, the most inner pane is the scratch pane, and it is the thinnest of the assembly as it is simply a non-structural element that prevents passengers from scratching windows.

When traversing wetter climates where fog, rain, or other moisture is present, it is important that visuals are not lost. Often, airplane window exteriors are equipped with an anti-fog system in the form of coatings that maintain clarity. Anti-ice coatings are also extremely important as ice deposits can detract from aerodynamics through the disruption of airflow and generation of drag. While cabin windows are provided the ability to deter loss of visuals, flight deck windshields feature the most robust systems for the means of bolstering a pilot’s abilities to maintain sight out of the aircraft.

At ASAP NSN Hub, we can help you secure competitive pricing and rapid lead times on all of the various aircraft spare parts that you need. On our database, customers can peruse over 2 billion new, used, obsolete, and hard-to-find products that have been sourced from leading global manufacturers that we trust. Take the time to explore our listings as you see fit, and our team is always ready to assist you through the purchasing process with competitive quotes for your comparisons and unmatched turnaround times. If you are ready to initiate the procurement process or wish to learn more about our capabilities, give us a call or email at your earliest convenience, and we would be more than happy to assist you however we can!

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For a jet engine to properly function with high performance and reliability, it requires a continuous flow of oil. Oil plays various roles for an engine assembly, serving to cool hot parts, lubricate moving assemblies, and remove the buildup of debris. For the oil system to function with ease, all parts need to function together so that oil can be stored, cooled, directed, and distributed as necessary. With the grand importance of the jet engine oil system, it can be very beneficial to have a general understanding of its design and functionality for proper care and use.

In order for oil to reach various aircraft engine components, it must be transported through various pipes and internal flow passages. When the engine is completely shut off, there is a possibility of a siphoning effect occurring, that of which causes tank draining when the tank is situated above the supply nozzle. To prevent such issues from happening, an anti-siphon system should be installed. Another issue faced by oil systems is unusual output pressure values that come about during cold starts, that of which poses a risk to the supply pump. To prevent damage, a pressure relief valve will be installed.

For a pilot to guarantee the proper functionality and health of the jet engine oil system during flight, a monitoring system is typically used. This system ensures that a pilot can remain aware of oil supply pressure, temperature, and quantity, as well as the amount of debris released by oil sumps. With more advanced systems, pilots may also be able to record and analyze monitored data for maintenance endeavors.

As stated beforehand, one of the main roles of the oil system is to supply oil to various aircraft hardware parts for a means of achieving lubrication. Lubricating oils are especially important for all bearings and gears of the engine assembly, those of which use oil to minimize the amount of friction and wear faced during standard operations. When transporting oil for lubrication, it is important that the pressure within the sumps is always lower than the exterior pressure, ensuring that leaks do not occur. If a leak were to happen, pollution may spread to air bleed components, potentially leading to an engine fire. Because of this hazard, it is paramount that regular inspections are carried out for all aircraft engine components, oil system parts, carbon seals, and other related items.

Lubricating oil is supplied through two or more oil sumps, and each is pressurized and sealed for proper functionality. To prevent poor oil quality and excessive heat, a proper amount of oil should always be supplied. Additionally, different types of oils may vary in their level of maintenance, speed ranges, and other properties, making it important that operators properly choose products that accommodate their needs. If you are in the market for various jet engine oil system hardware parts that you can rely on with ease, there is no better alternative to ASAP NSN Hub.

ASAP NSN Hub is a leading distributor of jet engine oil system parts and other aircraft hardware components, and we offer countless top-quality items with time and cost savings for your benefit. Peruse over 2 billion items that are readily available for purchase at any time, and our RFQ service makes requesting quotes for your comparisons quick and easy. With our peerless dedication to the quality of our offerings, we operate with AS9120B, ISO 9001:2015, and FAA AC 00-56B accreditation.

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When an aircraft is parked at a terminal or is otherwise grounded with all engines and power units shut off, power is unable to be generated for various internal systems and electronics. Whether the aircraft is being prepared for its next flight or is simply being inspected for system functionality, there will need to be a source of power provided without utilizing the engines for safety and fuel savings. With an aircraft ground power unit (GPU), electrical power can be provided from an external source to various aircraft parts and systems with ease. As GPUs serve as a common form of ground support equipment that is extremely useful for aviation applications, it can be beneficial to have a better understanding of them.

During standard flight, the air conditioning system, avionics, lights, and all other powered components are supported by the jet engines in operation. During touchdown, the pilot will often maintain power for one engine so that the aircraft has enough thrust to get to the terminal and ample power to continue running necessary systems. While thrust will no longer be needed when at the terminal, power will still be required for aircraft docking, turnovers, and instrumentation tests, thus necessitating the use of external ground support equipment.

While pilots have the option of using the auxiliary power unit (APU) to provide electricity, its operation will result in excessive amounts of noise and the burning of fuel which can be considered more wasteful. As such, the 400 Hz aircraft ground power unit has become a staple of many regulatory bodies and aviation applications. The 400 Hz standard is very important, as it ensures optimal transmission with low losses while minimizing the weight and size of all electrical components and motors present in the aircraft. By using a higher electrical frequency than what is considered the global standard for most systems, aircraft electrical assemblies can be designed to be highly efficient and lightweight.

In general, the aircraft ground power unit is a type of box with a flexible cable that directly plugs into the aircraft. The GPU is typically connected before the engine is shut off, ensuring no hiccup in electrical power is experienced. Once all tests and verifications are complete and the interlocking LED is lit, the operator may turn on the adapter so that the electrical connection is established for power to be provided to the aircraft. Depending on the type of the aircraft and its size, one or more GPUs may be used, and the GPUs may be fixed-to-ground, bridge mounted, or mobile types.

When choosing between different GPU options, one should consider the flexibility and mobility they require, their power source, the space of the particular airport, and other such factors. At ASAP NSN Hub, we are a leading distributor of aircraft parts and ground power unit components that have been sourced from leading global manufacturers that we trust. As you explore our vast set of offerings, take advantage of our RFQ services to request quotes on items for your comparisons with ease. Once you have submitted a form, our team members will quickly review it and respond with a customized solution for your needs, all within 15 minutes or less. Initiate the purchasing process today and see how ASAP NSN Hub can serve as your strategic sourcing partner for all your operational requirements.

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In the realm of aviation, a stall refers to an aerodynamic condition in which lift is lost as a result of the disruption of smooth airflow over wings. As stalling is a very hazardous condition that can lead to an accident, it is important that pilots have ample training on how to recover themselves when it occurs. While understanding the basics of stall recovery is essential, it is also highly useful to be aware of the most common mistakes that pilots make during such procedures.

During a banking turn, it is possible that the lowered wing will face a stall. When this occurs, one may think it best to utilize the ailerons to maintain orientation. While this may be an optimal method during standard flight, increasing the angle-of-attack (AOA) on each wingtip with the ailerons during a stall can potentially cause aileron deflection to surpass the critical AOA. When this occurs, the entire wing will stall as the aircraft begins to roll in the direction of the higher AOA.

Back pressure is another concern during stall recovery, that of which should be gradually added to the elevator during a steep level flight turn. If a significant amount of back pressure is added to the elevator, a secondary stall may occur due to an excessive angle-of-attack. If this happens during a recovery, the nose should be lowered while power is gradually added before attempting the stall recovery again.

In general, the primary method of recovering from a stall is to reduce the angle-of-attack of all affected flight surfaces, though it is important that decreases in altitude are controlled and minimal. Typically, one will want to slowly release back-pressure while increasing energy, and once the aircraft is ready, a climb may be attempted again. During such procedures, a pilot should not lose hundreds or thousands of feet of altitude, and pointing the nose straight down to decrease the aircraft’s AOA is unsafe.

While conducting any recovery, the heading of the aircraft should be governed with the use of rudder pedal controls from within the cockpit. During the recovery, asymmetric thrust will often cause the aircraft to begin turning left, and the pilot can utilize the right rudder pedal to counteract such forces to maintain alignment. It is also important to keep the nose straight forward during the recovery process as well. Alongside management of the rudder pedal, pilots should also ensure that the throttle is used to apply full power in a smooth fashion.

The last major mistake that pilots make during a stall is how they fly the aircraft before, during, and after recovery. Whenever a stall occurs, it is paramount that the pilot maintains coordinated flight. With the use of rudder pedals, ailerons, and other flight control surfaces, pilots should correct undesirable forces, turns, and more. If a pilot remains uncoordinated throughout a stall, they have a chance of entering a spin which is highly dangerous.

With proper stall recovery training and a reliable aircraft, pilots can keep themselves safe during flight operations. ASAP NSN Hub is a website owned and operated by ASAP Semiconductor, and we are a leading distributor of aircraft parts, NSN components, electronics, and much more. With over 2 billion items ready for purchase, take the time to explore our catalogs as you see fit. With our online RFQ service, customers can rapidly request quotes for their comparisons with ease, and responses are always provided within 15 minutes of receiving a completed form. Kickstart the purchasing process today and see how ASAP NSN Hub can fulfill all your part requirements with time and cost savings for your benefit.

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Altitude is the vertical distance above a specific reference point. While you may be familiar with the term, you may not know that there are five types of altitude. There are many factors that determine altitude including the vertical distance above mean sea level and above the ground surface, as well as pressure and density. In this blog, we will be providing an overview of five different types of altitude, thus giving you a better understanding of their distinguishing features and importance.

Beginning with indicated altitude, this type can be read directly off the altimeter within an aircraft. The altimeter is either mounted on an aircraft’s instrumental panel or can be worn on a person’s wrist. If situated on the instrumental panel, it is typically enclosed in a case that is affixed to the exterior of the aircraft by an air pressure inlet at the back-end of the housing. Alternatively, you can also derive altitude data from the Global Positioning System (GPS), which provides altitude as a part of the area’s location by receiving signals from different satellites.

Similarly, pressure altitude information is derived from an altimeter that has been set to 29.92” (inHg). This setting can be described as standard pressure altitude wherein the aircraft is above the standard datum plane. The latter is the theoretical location in which at 15 degrees Celsius, the altimeter setting will equal 29.92 inches of mercury. Pressure altitude serves a particularly important role as it is the basis for determining aircraft performance as well as for aircraft flying above 18,000 feet Mean Sea Level (MSL). As such, all aircraft flying at similar flight levels will have the same altimeter setting.

Density altitude is pressure altitude that has been adjusted for non-standard temperatures. It is especially important for calculating aircraft performance data. Density altitude is the altitude the aircraft will be performing at regardless of its actual altitude. With increased temperatures, your airplane does not perform as well. For example, your takeoff distance may be longer, you may experience vapor lock, and you may not climb as fast. The hot temperatures will cause your density to increase, thus your aircraft will feel like it is flying at a higher altitude.

Next, true altitude is defined as the vertical distance of your aircraft above sea level. The units used to express this altitude is Mean Sea Level (MSL). Aeronautical charts often use MSL for airspace altitudes, terrain figures, airways, and more. It is important not to confuse true altitude with the height of the aircraft above ground level as these are different.

Lastly, absolute altitude is the aircraft’s height above the ground below. As absolute altitude is constantly changing, hills, valleys, and mountainous terrain can transform the absolute altitude accordingly. Typically expressed in feet above ground level (AGL), a radar altimeter, or radio altimeter, measures altitude above the terrain that is presently beneath an aircraft by determining the time it takes a beam of radio waves to reflect from the ground and bounce back to the aircraft. It is important to note that radar altimeters can provide readings up to 2,500 feet AGL.

If you find yourself in need of altimeter components, aircraft cylinders, or other various parts, rely on ASAP NSN Hub for all your operational needs. With an ever-expanding inventory of over 2 billion new, used, obsolete, and hard-to-find parts at your fingertips, you are bound to find the products you need with ease. More than that, our optimized digital interface consists of a helpful search engine and filters as well as an RFQ service that simplifies the procurement process. By filling out and submitting an RFQ form, you will receive a competitive quote for your comparisons in just 15 minutes or less. Thank you for choosing ASAP NSN Hub as your go-to sourcing solution.

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Upon takeoff, aircraft can make a number of noises that can disturb unknowing residents in the area around an airport. Engine noise can be sourced from the fan, compressor, or the air discharge from the core of the engine; however, the noise generated by the engine exhaust is the loudest. While not all the noise produced by aircraft can be mitigated, aerospace engineers have crafted a solution: noise suppressors. Noise suppressors are commonly an integral, airborne part of the aircraft engine installation or engine exhaust nozzle.

The noise produced by the engine exhaust is the result of a high degree of turbulence caused by a high-velocity jet stream traveling through a relatively quiet atmosphere. Just behind the engine, the high velocity of the jet stream produces a high frequency noise. The resulting noise is caused by the turbulent mixing of the exhaust gases with the atmosphere.

Over time and distance, the velocity of the jet stream slows down, it combines with the atmosphere, and violent turbulence begins. The noise generated as the exhaust gases dissipate is at a much lower frequency. The lower the frequency of the noise, the greater distance it is able to travel, making it so that individuals on the ground can hear the noise in greater volume. In contrast, high frequency noise is weakened more rapidly due to the interference of buildings, terrain, and other various atmospheric disturbances.

An engine with low airflow but high thrust due to high exhaust gas temperature, pressure, and/or afterburning produces a high velocity gas stream resulting in high noise levels. In the case of a larger engine, such powerplant types can handle more air and are quieter at the same thrust. The noise can be reduced by operating the engine at a lower power setting. Additionally, large engines that operate at partial thrust are less noisy than smaller engines operating at full thrust. In the case of a turbojet, the turbofan engine is much quieter during takeoff. Fan-type engines are able to produce noises at a lower volume because the exhaust gases ejected at the engine tailpipe have a slower velocity as compared to those of a turbojet.

Fan engines need a larger turbine to provide power to drive the fan. A larger turbine is able to reduce the velocity of the gas as well as reduce the noise generated because the exhaust gas noise and velocity are proportional. The exhaust from the fan is expelled at a low velocity so it does not create a noise problem.

Now that we have covered the way noise is produced in different engine types, it is important to get familiar with noise suppressors. The most common types are either a corrugated-perimeter type or multi-tube type. Both of these noise suppressors are able to break up the main jet exhaust stream into smaller jet streams. In doing so, the perimeter of the jet nozzle area is increased and the size of the air stream eddies are reduced as the gases are released into the atmosphere. Though the total noise-energy stays the same, the frequency is raised and the size of the air stream eddies and exhaust stream are scaled down. This is able to successfully bring the noise to the level beyond the audible range of the human ear, and these audible frequencies can be absorbed by the atmosphere more successfully than lower frequencies.

Additionally, the engine nacelle has acoustic linings surrounding the engine. This noise-absorbing lining is able to convert the acoustic energy into heat. The linings consist of a permeable skin supported by a honeycomb backing which provides a little room between the fact sheet and the engine duct. For optimal noise suppression, the acoustic properties of the skin and the liner can be matched.

If you are in search of aircraft engine parts such as compressors, magnetos, combustion chambers, noise suppressors, and more, look no further than ASAP NSN Hub. ASAP NSN Hub is a premiere aircraft parts distributor with an ever-expanding inventory of over 2 billion new, used, obsolete, and hard-to-find parts. We set ourselves apart from other aerospace and aircraft part distributors in the fact that our supply chain network stretches across the United States, Canada, and the United Kingdom, ensuring expedited shipping times for both our domestic and international customers. Peruse our expansive online catalog, fill out our RFQ form, and find out why customers steadily rely on ASAP NSN Hub time and time again.

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Industrial springs are common hardware components that are often overlooked, typically being mounted within an assembly of moving parts. Crucial to motion control and industrial equipment, industrial springs may be found in door closing systems, the mechanical seals of rotary unions, and much more. While there are numerous types of industrial springs that one may use, the most common variations that serve industrial applications include compression, extension, and torsion springs.

Compression springs are a type that are capable of resisting axial compressive forces, serving as the most efficient type in regard to energy storage. As force is exerted on the spring, the component will begin to compress and build up energy. Once the spring is able to return to its standard position, the built-up energy is released against the load, pushing it back. A common type of compression spring is the wave spring that of which features a flat wire with waves at each turn. With their availability to provide high force while having a lower working height, such devices serve vibration isolators and bearing retention applications.

Extension springs differ from compression springs, serving to resist the tensile forces that pull them apart. Through the use of coiling, initial tension is provided. This ensures that the spring exhibits pulling forces when extended for the means of returning to a resting state. With loops or hooks situated at each end of the spring, components can be attached and held together through the force of the spring. While compression springs feature zero load while at zero deflection, extension springs have a load at zero deflection as a result of their initial tension. For their industrial applications, extension springs may commonly be found on medical devices and automated equipment door mechanisms.

Torsion springs are a more specialized type as compared to the compression and extension spring, featuring resistance to twisting forces rather than compression or axial tension. For their construction, such springs are helically wound, featuring arms on each end that rotate around the component’s central axis. The arms are always attached to various components, allowing for a load to be exerted on the spring itself. When an application requires a high amount of torque for proper functionality, two torsion springs may be paired with a space between the two. These assemblies are known as double torsion springs. While torsion springs are very common, one typical use is to be used as a clothespin.

In the realm of aviation, industrial springs find many uses on an aircraft. Within the landing gear, compression springs are found within poppet returns, slat servos, and slat controls. Meanwhile, extension springs facilitate the operation of boom latches, automatic patch levers, and other various systems. With the use of a torsion spring, tall cone levers, passenger door entrances, and other parts can operate with ease. As a result, having various industrial springs on hand can ensure the continued operation of countless aircraft systems and components, proving their use and importance.

ASAP NSN Hub is a premier purchasing platform owned and operated by ASAP Semiconductor, and we are your sourcing solution for high quality parts and components that have been sourced from thousands of top global manufacturers that we trust. Take the time to explore our offerings as you see fit, and our team is always on standby to assist you through the purchasing process as necessary. Due to our dedication to quality control and export compliance, we proudly operate with AS9120B, ISO 9001:2015, and FAA AC 00-56B certification and accreditation. Get started with us today and see why customers choose to steadily rely on ASAP NSN Hub for all their operational needs.

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