Atmospheric density is a serious concern for weather, guiding wind patterns and rainfall, but it can also seriously affect flight conditions. Takeoff, climbing, and landing performances and parameters all change depending on atmospheric density, and failing to recognize these changes can lead to serious accidents. Thus, let’s take a look at what exactly density altitude using density indicator , and how it affects performance.

According to the Federal Aviation Administration’s Pilot’s Handbook of Aeronautical Knowledge, density altitude is the pressure altitude corrected for variations from standard temperatures. When conditions are within standard parameters, the pressure altitude and the density altitude are the same. But when nonstandard conditions are present, such as high altitudes, high humidity, and high temperatures, air density increases, and the density altitude increases. Effectively, this can make an aircraft flying at 3,000 feet behave as though it were flying at 6,000 feet.

Why is this important? Because high density altitude means lower air pressure, which has a detrimental impact on aircraft performance. Less air pressure means less lift on the wings, and poorer propeller efficiency, which reduces thrust. High density altitude also decreases the engine’s power output, which means slower flight speeds. If it isn’t accounted for, increased density altitude can also cause major problems during takeoff and landing, where having enough thrust to operate the aircraft is critical. Hot and humid weather can easily make a routine procedure far more dangerous and difficult than it should be.

Pilots need to be careful during preflight planning on hot and humid days, and adjust for increased density altitude to avoid accidents during takeoff and landing. At airports with higher elevations, such as in mountainous regions, the high altitude combined with hot temperatures can make flight dangerous. Even at lower altitudes, hot and humid conditions need to be accounted for, as they cause increased takeoff distances, reduced rates of climb, and increased landing roll distance.

Finally, when flying in high density altitude conditions, try to keep the aircraft’s weight below 90 percent of the maximum gross weight of the aircraft. Don’t fill the fuel tanks to the top, and watch your cargo load. This may require flying shorter legs and making extra fuel stops, so keep in mind how your aircraft performs and be willing to be flexible on things like departure time and weight.

At ASAP Buying, owned and operated by ASAP Semiconductor, we can help you find all the pressure 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 or call us at 1-509-449-7700.

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Unlike car drivers, pilots don’t wait for the change oil light to pop up on the dashboard before they change the engine oil. On average, aircraft oil is changed after every 10 hours of flight time. When the time comes, there are a few key steps that should be followed so as not to cause damage to the engine.

First and foremost, the maximum and minimum levels of the oil tank should be identified. When you fill up any type of vestibule, you want to make sure you don’t overfill the tank and cause a leak. On the other hand, you should make sure to fill the tank pass the minimum level to ensure that the system has enough oil in it to not cause internal damage to the system through system overheat or friction.

The location and timing of the oil change are important factors to consider. Prior to performing the oil change, you should monitor the oil levels over an extended time. In doing so, you can accurately gauge the oil levels and detect any abnormalities such as a leak. When you decide to carry out the oil change, the aircraft should be parked on a stable, even surface. If the aircraft is parked on a downward or upward slope, the oil level in the tank will be difficult to gauge and may lead you to mistakenly overfill or underfill the tank.

Although it may seem tempting to complete the maintenance as quickly as possible, it is important to wait 15-30 minutes after engine shut down before opening up the fuel tank. Not only is this a safety precaution, but it is also an accuracy measure. Hot oil has a larger volume than cold oil; therefore, it may trick you to believe the engine oil tank is fuller than it actually is. Again, this often leads to incorrect measuring and potential problems down the road (or tarmac in this case).

As is the principle for most maintenance procedures, consistency is key. Just as you can choose whether to fill up your car tank completely, halfway, or by the dollar amount at the gas station, you can choose how much oil to pour into your aircraft. If possible, you should try to refill the tank to the same amount each time. This simply helps to maintain accuracy and keep an eye out for any oil inconsistencies.

The final element to consider when changing your oil is the type of oil you plan on using. Manufacturers usually specify the type of oil that they use in the factory. While it is advised to use this oil, it is possible to find an alternative. Prior research should be carried out to determine whether different oils can be mixed or not. In certain cases, you may need to drain the original oil before adding the new oil. Engine oil filling devices such as funnels or fluid servicing carts are advisable so to avoid messy and possibly expensive spillages.

At ASAP Buying, owned and operated by ASAP Semiconductor, we can help you find all the engine oil changing devices you need for the civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at  or call us at +1-509-207-7972.

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Many instruments exist for monitoring navigation and outside atmospheric conditions on aircraft. However, it’s just as vital to monitor the interior conditions of the aircraft, so aircraft mount numerous sensors to monitor their critical systems.

Liquids are a major component of an aircraft’s healthy operation. Oil, hydraulics, and fuel all need to be closely monitored and replaced as needed. To ensure that the aircraft has enough of these liquids, liquid level sensors are placed in the thermowells, reservoirs, tanks, sumps, and gearboxes. These sensors connect to the interface and display units in the cockpit to relay information like oil levels, fuel reserves, and others.

For some parts of an aircraft, operating temperatures must be closely monitored. The engines, for instance, are vulnerable to suffering cracks and failures if they run too hot, or too cold, or change temperatures too quickly. Therefore, temperature sensors are placed throughout the engine, such as in every cylinder. This allows the pilot to check if they are running too hot or too cold if something goes wrong during flight.

Flow sensors are often used in tandem with liquid level sensors. Flow sensors, as their name implies, monitor the flow rates of liquid, typically either fuel or oil. Mounted within the thermowell, they may also contain an electronics unit that connects to a digital exhaust gas sensor. They are typically installed in a pipe that carries liquid for which flow rate is being measured and can inform the pilot if flow is blocked or interrupted.

Pressure sensors are used to measure pressure that is either above or below a pre-set figure at that sensing location. These sensors are usually found in ducts, pipes, tanks, sumps, reservoirs, and even gearboxes in aircraft. Like other sensors, they monitor how well the aircraft is functioning, as de-pressurization or over-pressurization can cause serious stress damage to an aircraft’s fuselage or components.

At ASAP Buying, owned and operated by ASAP Semiconductor, we can help you find all the sensor 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

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One of the greatest innovations that aviation technology has made in modernizing all-weather capabilities is deicing equipment. Aircraft that do not operate in regions that freeze over can still face ice build-up as a potential issue, due to the altitude at which they operate. Ice forming along wings, aircraft propellers, and control surfaces can severely impact an airplane’s handling characteristics and performance, making deicing equipment an integral part of maintaining an aircraft’s safety.      

These measures come in two different forms.  The first are anti-icing systems, which describe all the equipment that is used before icing can occur, such as before takeoff or before flying into inclement weather.  The second are deicing systems, which are used after ice has begun to build.     

Anti-icing systems typically involve heat from one source or another. Keeping critical areas like control surfaces, adaptor pitot tubes, propellers, and windshields warm prevents water from freezing. This heat typically comes from one of two sources, the most common being the aircraft’s engines. Known as bleed air, this air is typically used in turbine aircraft to keep engine components warm and safe, or sent via ducts in the aircraft to other areas like the leading edges of wings and windshields.  Carburetor heat on piston aircraft operates on a similar principle. The downside of bleed-air systems is that they introduce excessive noise and rob the engine of power. 

An alternative method for heating critical surfaces is to use electricity, much like a toaster or hot plate, by applying an electric current to a closed circuit.  This method is typically applied to propellers, drains, and pitot-static systems. However, these systems must be activated before ice begins to accumulate, as there is no guarantee that they will get hot enough to melt away thick ice. 

Deicing systems focus on removing ice after it is already present.  Deicing comes in the form of spraying the aircraft down with an antifreeze solution similar to what is used in automobiles, a mixture of ethylene glycol and water. Because glycol has a much lower freezing point than water, it can be heated and applied to melt away ice and prevent it from forming again. This process occurs before takeoff on commercial jets. In addition, some planes carry dispensers that can apply deicing fluid where necessary. The limitation of these so-called “weeping wings,” of course, is that there is a limited supply of the fluid they can carry.  Additionally, just like the antifreeze you put in your car, this fluid is very toxic.

The final form of deicing equipment comes not from heat or fluid, but inflatable rubber strips along a wing’s leading edge. These rubber boots can be inflated, changing the wing’s shape and breaking the ice free from the aircraft.  Once the ice is gone, the boots deflate, and the wing returns to its original aerodynamic shape.  Like other methods, these boots have their drawbacks as well. Deicing boots add weight and power requirements to the aircraft. 

At ASAP Buying, owned and operated by ASAP Semiconductor, we can help you find all the deicing equipment or tools, whether for civil or defense aerospace and aviation. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at or call us at 1-509-449-7700.

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The landing gear of an aircraft supports the entire weight of a vehicle during landing and ground operations. The components are primarily attached to the actual structure of the aircraft and has different applications for each part. Wheels are most commonly associated with aircraft landing gear, however, there are many other facets involved. Modern landing gear technology wouldn’t be possible if shock absorbing equipment didn’t exist, making shock absorption a crucial aspect of both landing and takeoff.

A shock absorber is a hydraulic device that was designed to absorb and dissipate shock impulses. It converts the kinetic energy of the shock into another form of energy, typically heat, which is then dispelled. Hydraulic shock absorbers are used in conjunction with springs and cushions. One thing to consider when choosing a shock strut or absorber is where that energy will go. In many shock absorbers, the energy it absorbs is converted to heat inside the viscous fluid. In hydraulic cylinders, the hydraulic fluid is heated while hot air is exhausted to the atmosphere.

Shock struts are self-contained hydraulic units that support an aircraft while it is on the ground; it also protects the structure of the plane during landing. Shock absorption occurs when the force of an impact landing is converted into heat energy that makes its way towards the strut landing gear.

An oleo strut is a type of hydraulic shock absorber that is equipped on most commercial aircraft. A steel coil spring stores the impact energy then releases it into the oleo strut, where it is absorbed. The design of the spring allows it to cushion the impact of landing and decompress the vertical oscillations that are produced, allowing for a smooth landing. As the strut is compressed, the spring rate has a dramatic increase, while the hydraulic oil of the oleo strut reduces the rebound motion.

Nose gear shock struts are attached to the wheel in the very front portion of the landing gear, directly under the cockpit of the plane. It is composed of a locating cam assembly which enables it to keep the gear that it is attached to aligned. The cam assembly maintains a forward position when the adapter shock strut is fully extended and allows the nose of the wheel to fit snug in the wheel well when it is retracted.

At ASAP Buying, owned and operated by ASAP Semiconductor, we can help you find all your shock struts for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at or call us at +1-509-449-7700.

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When frigid temperatures hit the north-central and north-eastern United States earlier this year, hundreds of flights were grounded or canceled due to the extreme weather. And that can make you wonder, what exactly makes cold weather so difficult for commercial flight? Just a hint, the problem is not what it seems.

Generally speaking, you might think cold weather involves an array of problems for an aircraft. From frost formation to snow accumulation, it seems like a total disaster for commercial flight. We will get to frost and snow, but, overall, aircraft are actually more efficient in lower temperatures. A colder temperature means less humidity and denser air. As a result, the aircraft engine is able to utilize a larger quantity of air/fuel mixture than it would at warmer temperatures. This process gives the aircraft engine parts more horsepower and allows it to take off and land more quickly. Often, this creates a smoother flight-feel and more efficient operation overall.

Aircraft also have numerous redundancy measures to ensure it stays heated at a proper temperature, and to ensure that frost does not form on the airframe, even in extremely cold weather. Components that have specific temperature requirements, such as fuel oil, hydraulic fluid, and internal combustion units, will have integrated systems to keep them heated; this might include preheaters or aircraft engine analyzers. As long as the aircraft is preheated and an aircraft engine preheating process is followed, the aircraft will have no problem maintaining its required temperatures for flight.

It’s critical to ensure that frost does not form on the airframe top of an aircraft. Even a small amount of frost can change the pattern of airflow over the aircraft surface, increasing drag and causing a multitude of other challenges. Most commercial airliners use antifreeze fluid to ensure this does not happen. A coat of the glycol-based fluid at the gate will ensure that frost does not form on the aircraft surface before it reaches higher altitudes. The airframe itself is built to withstand temperatures of around -40 to -70 ? while flying altitudes upwards of 30,000 ft. Due to vapor pressure in the air (vapor pressure dictates the formation of ice) frost cannot form at these altitudes.

Here’s the main issue for commercial flight— while aircraft are engineered to survive volatile conditions, cold weather is much harder on airport operations. There are no preheating methods for a frosted tarmac, nor for frozen jet fuel equipment. Despite the likelihood of hundreds of aircraft needing anti-icing treatment and jet fuel, an airport cannot keep ground operations workers outside for longer than 15 to 20 minutes at a time in frigid weather. Any addition of snow complicates air traffic control visibility, and related operations even further.

And that’s the gist of cold weather and its effect on an aircraft. Though aircraft fly more efficiently at colder temperatures, extreme cold weather is a nightmare for airport operations.

At ASAP Buying, owned and operated by ASAP Semiconductor, we can help you find all the aircraft engine systems 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 +1-509-449-7700.

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There's a strong tendency to compare aviation to the automotive industry. But, the list of similarities is short. Aircraft and automobiles couldn’t be any more different. For example, if a car engine breaks down in the middle of your commute, you can just pull over and call a tow truck or try to fix it yourself, but you can’t do that when an airplane’s engine fails. 

Aviation is all about safety, so it stands to reason that preventing aircraft engine failure is a multi-step process with many different checkpoints. The pilot performs a quick preflight inspection before every flight; the maintenance crew forms A, B, C, and D checks at specified intervals; all Aircraft Engine Parts and assemblies on the aircraft have set maintenance and repair inspection schedules; and after a certain number of manufacturer-specified flight hours, there’s the overhaul. It can be a frustrating process, so here are three things everyone should know about the engine overhaul.

The overhaul is a thorough inspection of the aircraft engine— the engine assembly is removed, disassembled, cleaned, inspected, repaired as necessary, tested according to OEM guidelines, reassembled, and reinstalled. It’s a very important process in maintaining the life of the engine and the aircraft as a whole. But there are actually two types of overhaul: top overhaul and major overhaul. The top overhaul is where the whole engine is not completely disassembled, only the parts outside of the base crankcase, such as all the cylinders and pistons. The major overhaul is when the entire engine assembly is disassembled and inspected.

It’s important that you only trust your aircraft engine overhaul with overhaul professionals. The whole point of an engine overhaul is to ensure airworthiness, that the aircraft is safe to fly. If the overhaul is done incorrectly or haphazardly, the risk of danger increases. Also, overhaul professionals are better connected to OEMs and aftermarket suppliers than the average smaller and unknown option, so they can not only conduct the overhaul properly, but they can probably do so more quickly and efficiently, ultimately saving you time and money. Overhauls are expensive as is, but utilizing a non-expert that does the overhaul incorrectly just means you either have to do redo it or you risk the loss of lives and property.

Another important thing to remember is to adhere to TBOs (time between overhauls). The TBO is the number of running or flight hours the aircraft engine’s OEM recommends between overhauls. Aircraft can’t be repaired on the side of the road when they break down the way a car does, so it’s best to stick to a strict TBO schedule and make sure that everything is taken care of before it becomes a problem. While the overhaul is a lengthy and expensive process, it’s worth it to know that you’re flying safe and sound.

At ASAP Buying, owned and operated by ASAP Semiconductor, we can help you find all the aircraft engine parts, aircraft alternators parts and assemblies 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 +1-509-449-7700.

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When we think of the things we need to fly, we usually think of the engine. Afterall, combustion is what powers the plane. So, it’s easy to fixate on the engine and neglect the alternator. But, without the alternator, we don’t have access to our digital nav/com radios, integrated GPS, multifunction flight displays, and so on.  

The reliability of your aircraft’s alternator relies heavily on routine maintenance and inspections.  Typically, inspections happen every 100 flight-hours, with a more thorough one every 500 flight-hours.  These inspections are important because they can warn you of any impending issues, ultimately preventing a blowout or loss of power.

When inspecting your alternator, you should begin with the alternator belt.  You’re looking to make sure the belt has proper tension and pulley alignment, and that it’s free of significant wear/damage.  Just like with your car’s tires, you can tell if the alignment is off based on the wear of the belt; Most of the wear should come from the sides of the V-portion because they do must of the work.  If the wear is misaligned, this could be an indicator that the pulleys are out of place or the mounts are shifting.

Next, inspect the actual alternator.  It should be somewhat clean and free of carbon dust; the presence of significant carbon dust may warrant a more significant internal inspection of your alternator.  All electrical wires should be fully secured and without abrasions— abrasions can lead to alternator failure (dead battery) and disconnected wires can lead to a failed direct current.

The battery directly supports the alternator, which is why it is so important to inspect all of the attached wires.  The battery’s diodes allow the alternator to convert alternating current into direct current. A dead battery can still function, but, if the battery is disconnected, it serves no purpose at all.  For these reasons, it’s vital to ensure that when you’re switching from one battery to another, the system should never be without power.

ASAP Buying, owned and operated by ASAP Semiconductor, is the premier supplier of aviation components.  With our immense inventory, you can be sure ASAP Buying will have everything you need and more.  ASAP Buying is known for finding cost-effective solutions for hard-to-find aircraft alternators 24/7x365.  For a quote, contact our main office by phone: +1-509-449-7700 or by email:

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From snow-capped mountains and forests of tall redwoods to scorching deserts and beautiful beaches, California is known for its beautiful and diverse landscapes. And while driving through them can be a fun experience, flying is truly the best way to see it all. But, once you’ve decided to travel by air, you’ve now got to choose how: fixed wing or rotary wing?

Fixed wing aircraft are airplanes, gliders, and other aircraft capable of flight based on the shape of their wings and the airflow over and under the wing. Fixed wings tend to be faster, capable of flying at higher altitudes, and for longer distances, making them more ideal for seeing better views in places that are farther apart. They’re also an affordable and safe way to see the sights because they don’t vibrate as much as rotary wings, so they can fly more smoothly and linearly, decreasing the chances of motion or airsickness. Also, because fixed wings are able to fly faster and for longer distances at lower operating costs, they generally give you more bang for your buck.

Rotary wings are helicopters and other such aircraft that fly with rotating blades. They’re a new and exciting way to see new sights because they’re versatile. You can land in excluded and exotic locations more easily in a rotary wing than a fixed wing. And, because helicopters can hover, they can fly through turbulence when a fixed wing would be grounded. While rotary wings are generally the more tumultuous method of flying and therefore not a great idea for those prone to motion sickness, advancements in rotary wing technology have decreased vibrations and excess noise, leveling the comfort difference between fixed wing and rotary wing.

Ultimately, it’s up to you to decide how you want to fly. There are pros and cons to each, and researching your options is the best way to go. But, whatever you decide, rest assured that ASAP Buying has your back.

ASAP Buying, owned and operated by ASAP Semiconductor, is a leading supplier of new and obsolete and hard-to-find parts and components for the aerospace and aviation industries. Fixed wing or rotary wing, we have everything you’d need to maintain or repair your aircraft. For more information or a quote, visit us at or call us at +1-509-449-7700.

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In recent years, there’s been an increase in flight and aviation across the board. People are flying more than ever. They’re also owning their own private aircraft more than ever. But before purchasing, it’s important to understand what kind of aircraft to choose. A fixed-wing or a rotary wing? What’s the difference? Well, the biggest difference is in the way they can fly.

A fixed-wing aircraft is generally an airplane. It can also be a paraglider or a hang glider, as these also have immobile wings that use forward airspeed to generate lift. In powered fixed-wing aircraft, the thrust from the propeller or a jet engine is what moves the aircraft. Because fixed-wing aircraft require air moving over their wings to generate lift and be airborne, they are must stay in a constant forward motion and cannot hover stationary.

A rotary wing aircraft is typically a helicopter, autogyro, or any other aircraft with rotary wings, or rotor blades. Rotary wing aircraft use these rotary wings to revolve around a rotor to lift the aircraft and maintain flight. As opposed to fixed-wing aircraft, rotary wing aircraft do not need constant airflow over the blades and rely on constant movement of the rotary wings to generate the required airflow over their airfoil to generate lift. They do not need to stay in constant forward motion and can hover stationary.

Other than these major differences, a fixed-wing and a rotary wing aircraft do not differ all the much. The same principles govern the physics and motion of both. Ultimately, choosing between the two comes down to personal preference. What do you want out of an aircraft? If you want to relax a bit more during flight, an airplane might suit your tastes a bit better. Of course, choosing between the two doesn’t mean that you’re only ever limited to one or the other. If you’re enthusiastic about flying, you’ll want to own and fly both. You’ll also want to maintain both.

Other than choosing which aircraft to buy and fly, it’s important to be able to repair and maintain your aircraft and know what you need. Fortunately, there’s us at ASAP Buying. Owned and operated by ASAP Semiconductor, we’re a leading supplier of all aviation parts and we’d be delighted to help you find the aviation parts you need. Just give us a call at +1-509-449-7700 for more information or to get a quote.

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