When establishing a network and connecting systems, there are a few basic components that one should be familiar with. While an initial set up can seem daunting for someone who may not be well versed in various network components, the process is easier once you have a basic understanding of what each main part is, as well as their functions. In this blog, we will provide a short, basic overview of the main network components.

One of the most basic components of any network is the network cable. Through connecting components together with network cables, data can be easily transferred from one device to another. RJ-45 connectors are one of the most commonly used types of network cable. These can be used to connect routers or computers to modems, computers to each other, and many other configurations depending on the network need.

Routers are devices that create a wireless connection between various computer networks for data transfer. Most routers also contain ethernet cable ports for hardwire connections from computers, as well as to connect the router to the modem. Modems are an important network device that can be connected to the internet with a coaxial cable as well as a computer or router to translate analog waves to provide internet for a system.

Network Interface Cards (NIC) are important for your computer or system to be able to connect to and access the internet. They can either be installed internally or externally to the computer and provide for a connection of the system to the internet via a cable or wireless connection.

Other important network components include repeaters, hubs, and switches which all create the ability to link systems together on a single segment. Repeaters allow for the extension of a data signal as it regenerates it before transmitting it again, and a hub is essentially a multiport repeater. Lastly, a switch takes the data that it receives and then sends it on towards the destination device that has been selected.

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The monitoring of an aircraft’s performance and data will continue to be one of the most useful tools in the aerospace industry. The main driver behind demand in this market is commercial aviation. Air Data Systems (ADAs) like the altimeter and pitot tube measure air pressure to determine an aircraft’s altitude above sea level and airflow speed. This and other valuable data is utilized to produce accurate vertical speed, airspeed, altitude and winds aloft. Advancements in digitalization, alternative technologies like photonic-based systems, proliferation of drones, and de-icing technologies will revolutionize this industry.

Worldwide, the Aircraft Altimeter and Pitot Tube market is projected to grow by $97.3 million, driven by a compounded growth of 3.9%. By 2025, a narrow-body aircraft’s use of these instruments alone is forecasted to double its current market compounded growth value to $202 million. Some of the key manufacturing competitors in this market include Honeywell International, Inc., Rockwell Collins Inc., Thales Group, TransDigm Group, Inc., and United Technologies Corp.

Expanded global fleet sizes also make market growth not only promising but inevitable. The more aircraft being used the greater the need for replacement parts and upgrades to safety equipment.  Aftermarket parts are valued in the billions and are projected to continue to rake in high revenue returns up through 2029. This makes the MRO industry and instruments like the altimeter and the pitot tube high demand commodities.

The importance of atmospheric condition data is a vital and preemptive form of aircraft safety. To properly maintain safe and efficient travel, data must be collected, analyzed and acted upon. This will be the driving force behind market demand for instruments like the altimeter and pitot tube. 

At Aviation Distribution, owned and operated by ASAP Semiconductor, we can help you find the aircraft altimeter and pitot tube 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@aviationdistribution.com or call us at +1-505-365-1770.

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As a passenger, aircraft safety can be just as pertinent to you as it is to the pilots and crew. Understanding where the exits are, what to do in an emergency, as well as what is and is not allowed is important to maintain the safety of everyone. For guidance and instruction, the aircraft safety card has all the information you need and is easily available at your seat at any time. They are a requirement for every commercial flight all around the world, and their design and implementation has constantly evolved since their inception.

When designing a safety card, the most important factor lies in their understandability. From layout to color, every element plays an important part in a passenger’s retention. As there is an expansive amount of information that must be conveyed in a limited amount of space, clarity and efficiency of information is crucial. Many cards implement a grid layout to consolidate information in an easy and uniform method that is both pleasing and structured, rather than cluttered.

Color also plays a major role in comprehension and is an important component to consider when designing. Many cultures have ingrained connotations for various colors, whether it is significance, specific emotions, or other inherent meanings that we derive from them. Because of this, limiting color palettes and choosing specific items and illustrations to color can be a sure way to let passengers know what they should focus on with little hindrance due to perceived meanings of colors. Even if an airline implements a diverse palette, having distinct contrast between what is and is not important can be just as effective while still promoting a brand and creating an interesting card

Illustrations can also be just as important as the text of a flight safety card. A good illustration should be capable of conveying meaning and instruction of a rule or procedure without accompanying text. This can aid in understanding, retention, and benefit those who may be limited in the displayed language. Cards may also utilize different styles in a way that may help the reader find the card more engaging.

Since the 1980’s, flights have also found that having instruction videos can help improve safety procedure retention in lieu of focusing on safety cards and pre-flight instruction. These videos act as short movies, often promoting an airline brand while still remaining informative of rules and procedures. They may also feature humor or recognizable figures, often to aid passengers in their attention and retention. Nevertheless, the aircraft safety card still remains a staple of commercial flight that continues to develop over the years.

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Think of a turbocharged airplane engine as taking a big deep breath. More air in a piston engine equals more power in the sky and this is exactly what a turbocharged engine offers a pilot equipped with a little extra torq under its wing. See below for a look at pressurized and unpressurized airplane construction and their benefits and drawbacks.

One pro that a turbocharged engine offers is the ability to avoid airframe icing. Flying either below the freezing level or above where icing isn’t a problem, can save an airplane from possible malfunction and structural damage. In addition, a turbocharged airplane engine’s elevated flight capability gives a pilot a keen visual perspective of the sky ahead, making circumnavigating weather conditions and working with air flow all the easier. Turbocharged engines are powerful and with this power, a plane can more easily get off the ground. Where a normal airplane engine would need a long runway to get in the sky, a turbocharged plane can take off faster and achieve flight with less runway space. Intercooling systems can be installed that help turbocharged engines breathe cooler air and improve detonation margins, lower Cylinder Head Temperatures (CHTs), and increase efficiency during long flight times.

The most cited disadvantage of a turbocharged engine is its Time Between Overhauls (TBO) or the hours of flight allowed before inspection and repair to the engine is required. A normal aircraft engine has a TBO of 1700 hours. A turbocharged aircraft engine has a slightly less TBO of 1400 hours. Currently, the normal aircraft engine cost of flight is between $100-$150 per hour. Flying a turbocharged engine will cost $10 more per hour per engine. Less fuel-efficient, but a skilled pilot who does not abuse the throttle can close fuel cost margins quite significantly.

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Despite their slightly silly name, flaperons are a crucial part of any aircraft that mounts them. As their name implies, flaperons are a combination of flaps and ailerons, both of which are used to control an airplane while in flight.

Ailerons are control surfaces located on the outer trailing edges of an aircraft’s wings and control roll on the longitudinal axis of the aircraft. In simpler terms, they allow the wings to tilt up and down, which in turn lets the aircraft turn left and right. Flaps, meanwhile, are hinged, retractable panels on the wings are that are used to alter the wing’s airfoil and how it affects the movement of air over and under the wing. Lowering flaps creates more lift, which helps the aircraft take off and land more easily. Typically, flaps and ailerons are separate and different components on an aircraft’s wing, but some aircraft, including those manufactured by the Boeing Company, combine the two as flaperons.

Aircraft such as the 777 use flaperons as their primary flight control system. Located on the mid-section trailing edges of the wing, the flaperon is a small but incredibly important component of the aircraft. Used primarily during take off, landing, and slow flight operations, the flaperon helps stabilize the roll of the aircraft. In a retracted position, the flaperon is flush with the wing, and when deployed creates large amounts of drag, serving as a spoiler. This is primarily done during landing operations to slow the aircraft. On smaller aircraft such as kitplanes, flaperons can extend along the entire length of the wing, enabling good roll authority and quick response from aileron input. When the flaperons are extended, they create lots of drag with smaller amounts of roll control.

Flaperons still have the standard separate controls in the cockpit for aileron and flap functions, with a mechanical device called a mixer used to combine the pilot’s inputs into the flaperons. Some aircraft will suspend flaperons below the wing to provide undisturbed airflow at high angles of attack or low airspeeds, helping to maintain control in those situations.

At Aviation Distribution, owned and operated by ASAP Semiconductor, we can help you find all the flaperon systems and parts for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@aviationdistribution.com or call us at 1-505-365-1770.

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There are many parts to an airplane, but few people really take notice of such parts when boarding an airplane. While it’s definitely not a necessity for the average person to know all about important plane parts and their functions, it can still be beneficial for you to know more about what you’re boarding, and it should make the experience that much more interesting. Below is a brief outline of the main parts of an airplane and what their functions are.


The engine is one of the essential parts of the plane responsible or contributing to flight. They are the cylindrical parts that propel the plane forward and are usually found under (sometimes above) the wings. Their purpose is to push the plane forward by pushing air backwards. All engines do this, whether it’s a jet engine or a simple propeller.


The tail of the wing is made up of the rudder and the elevator, which are moveable flaps on the tail that keep the plane flying and help with the aircraft’s stabilization. The vertical flap is called the rudder, which is used to point the plane left or right. The elevators are the two horizontal flaps that point the plane up or down.


Needless to say, the wings are an important part of flight for an aircraft. But the science behind it is that the wings produce an upward force called lift. This force is produced by the ailerons on the wings, which are the main flaps that enable pilots to land and take off at lower speeds, in addition to allowing the plane to bank left or right.


The fuselage doesn’t aid the aircraft with flight. Instead it is the main body of the aircraft and serves to hold passengers, crew (including the cockpit) and the cargo. In some aircraft, such as single engine aircraft, the fuselage can be used to hold the engine. While the fuselage isn’t a part directly necessary for flight, it can certainly help with positioning stabilization and control surfaces in relation to lifting surfaces.

At Aviation Distribution, owned and operated by ASAP Semiconductor, we can help you find all the unique parts for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@aviationdistribution.com or call us at +1-505-365-1770.

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A turboprop engine is a type of turbine engine used to power an aircraft propeller. A very well-known and respected turboprop engine type is the Pratt & Whitney Canada PT6. Developed by Pratt & Whitney Canada (PWC), it was designed in the late 1950’s before entering service in 1964. Many variants of the engine have been made since its inception, but the PT6A has remained the most widely-used. Not only are these engines popular among pilots, they are loved just as much by mechanics. Here are three reasons why:


The PT6A is the ideal piece of machinery for mechanics. The engine’s free-turbine modular design allows access to its hot section, power turbine, and accessory gearbox area without having to disassemble the engine. It grants mechanics the ability to perform significant operation on the engine very conveniently


Because the PT6A has been in production and use for so long, Pratt & Whitney Canada have used that time to hone in on the perfect engine. The decades of service experience and hundreds of millions of flight hours mean PWC has seen it all. Over time, they’ve run into and fixed every problem imaginable and thus a good engine has become a great engine.


The PT6A engine is the byproduct of over fifty years of engine development. PWC’s refinement over five decades, along with advances in aviation technology, have brought the PT6 engine to its summit. The PT6A is in use in nearly 200 countries and has logged almost 400 million hours of flight - more than any other engine in production.

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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 the WWII era 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 overcome 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. In the aerospace industry a key federal supply group is FSG 15: Aircraft and Airframe Structural Components. The remaining 9 digits are made up of the 2-digit country identifier followed by the 7 National Item Identification Number (NIIN). The US for example, has the country identifier, 00.

At Aviation Distribution, owned and operated by ASAP Semiconductor, we stock over 2 billion new and obsolete NSNs applicable with the defense industry. Because searching through long lists of NSNs can be daunting and time consuming, we incorporated an easy-to-use search engine that allows our customers to type in the exact NSN they need. Alternatively, our customers can take their time browsing through the NSNs, which are conveniently grouped under their corresponding FSC. All of the NSNs that we supply and ship are sourced from premier industry manufacturers. At Aviation Distribution we understand the implications behind high quality assurance standards associated with mil.spec. We are an FAA AC-0056B accredited and ISO 9001:2015 distributor, as well as a trusted a PPRIS contractor.

Our team of industry experts are on hand to answer any questions that you may have. We can cross-reference NSNs with CAGE codes and part numbers, so you can avoid any costly purchasing mistakes. With a streamlined shipping and supply chain that spans across North America and Canada, we can deliver your part in no time at all. We can handle any time-sensitive AOG situations with ease. We make NSN procurement as simple as possible. Visit our website, https://www.aviationdistribution.com/, today and see for yourself.

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Cranks and crankshafts have existed since the ancient Roman Empire, in a variety of agricultural and industrial applications. With the dawn of the Industrial Revolution and the invention of the internal combustion engine, however, crankshafts became an integral and vital part of motors, without which vehicles like automobiles and aircraft could not function.

A crankshaft is a shaft with one or more cranks, obviously, and in the context of an internal combustion engine is the primary shaft to which connecting rods pair it with the pistons of the engine. As the cylinders of the engine fire and push the pistons, the connecting rods transfer this motion to the crankshaft, which transmits this energy to the wheels of an automobile, the propeller of an aircraft, or whatever means of propulsion the vehicle has. Essentially, the crankshaft transforms the linear motion of the piston into a rotational motion that provides energy for the vehicle to move.

Crankshafts must endure tremendous stresses in their operation, so they must be extremely durable and well-engineered. The crankshaft is connected to the fly-wheel, the engine block, and to the pistons via their respective connecting rods. The crankshaft has a linear axis that it rotates around, with several bearing journals riding on replaceable bearings in the engine block. As the crankshaft undergoes sideways load from each cylinder in the engine, it has to be supported by several bearings, not just one at each end. Higher performance engines tend to have more main bearings than low-performance engines to provide more support to the crankshaft.

Some engines must mount counterweights for the reciprocating mass of each piston and connecting rod to maintain engine balance. These are usually cast as part of the crankshaft, but some are bolt-on pieces. These add weight, obviously, but provide a smoother-running engine and allow higher RPM levels to be achieved. In some configurations, the crankshaft contains direct links between adjacent crank pins without an intermediate main bearing. These links are called flying arms, and are sometimes used in V6 and V8 engines, and allow the engine to be designed with different angles between valves than what would otherwise be required to create an even firing interval. This arrangement reduces weight and total engine length, but also reduces the crankshaft’s rigidity.

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Modern turbofan engines are remarkably complex pieces of machinery, so tools for maintaining and repairing them must be specialized to the task. In this blogpost, we’ll break down six types of tools you should always have if you’re performing regular turbofan maintenance.

Oil pressure can be the first indicator of a mechanical issue with your engine. If there is a change in pressure, you’ll need to react by checking the pressure adjustment and cold start valve to make sure that they are both clean and functioning properly. This will require disassembling the springs and pistons, which in turn requires specific tooling, which can vary from engine to engine, so make sure you have the right set!

Tying into the first point, oil and fuel filter replacement is a scheduled and routine type of maintenance, but a vital one for engine health. Specialized tools for removing the caps and filters are a better alternative than trying to remove them by hand.

The internal piping of a turbofan engine can be extremely complex and disassembling it for visual inspection is expensive in both man-hours and money. A borescope and a set of guide tubes to thread through the engine’s ports can help you save both. If you operate a mixed fleet with different engines however, you’ll need guide tubes matching each of the various engines.

Helical inserts, or helicoils, are used to secure steel screws inside magnesium or aluminum housing. However, these screws can sometimes get stuck inside their inserts due to heat distress or corrosion, meaning that if you try to remove the screw during disassembly, the insert will be removed as well. Whenever this happens, you’ll want an insert tool kit to replace the helicoil. Helical inserts are also used in other parts of an aircraft’s fuselage, so an insert kit is useful in other maintenance applications as well.

In a turbofan engine, the seals of the accessory gearbox can eventually begin to leak. This applies to both the carbon-face seals used in newer models as well as the older neoprene seals and can be identified by oil stains in the bottom of the engine’s cowling. These stains are easy to spot during a visual inspection, and easily fixed as long as you follow the engine’s maintenance manual and use the proper tools.

If an aircraft with bladed fans is left outside without engine covers, windmilling can occur. Windmilling is the issue of the engine’s fan turning while the engine is shut down, which causes a slight degree of friction as the blades shift in their pockets. In cold-weather conditions, shrinkage between components can make this friction an even greater issue, and eventually produces titanium dust that can become a serious engine health issue. Therefore, fan blades need to be removed one by one, have lubricating grease applied to them, and then re-installed. Each step in this process requires specialized tools for the job.

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