The term for an airplane on the ground navigating an airstrip or runway is called taxiing. However, this term does not include the high-speed run an aircraft takes on the runway before taking off and the decelerating run just after landing. When moving on a runway, large aircraft are steered with the help of a tiller. An aircraft tiller is a steering wheel in the cockpit that works similarly to a car steering wheel but looks nothing like it. The tiller is actually a small wheel or crank that lies usually to the side of the pilot and can be operated with one hand (two hands are not required) to turn the wheels of an aircraft.

Tillers are present usually on large commercial aircraft only. Smaller planes do not have the hardware required to turn their wheels so they utilize a technique called Differential braking to change direction. Pilots brake the wheels on one side of an airplane causing it to pivot around that wheel and create new direction.

When high speeds are reached at landing or take off, differential braking and tiller steering is no longer an option. The only way to make minor course direction at such high speeds is by using a plane’s rudder. The Rudder is Located at the back of an aircraft and is the symmetrical wing turned on its end that looks like a shark fin. The pilot can control the rudder’s left/right movement, which in turn helps to make small course corrections at high speeds. Rudder Steering is also used during flight. It is important to note that rudder steering is only used for tiny adjustments in direction and is most commonly used to remain on a straight path before takeoff and after landing.

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Firefighters are one of the many important heroes of our society. They never hesitate to risk their lives to protect our loved ones, buildings, animals, and much more. When it comes to aircraft and airport fires, the firefighters that serve to protect our livelihood and belongings are the same in their dedication to others. Their differences, however, lie in their training, equipment, and procedures for how they implement fire safety. In this blog, we will discuss how firefighters work to protect the aviation world.

Within aviation, the division that helps uphold fire safety is called Aircraft Rescue and Firefighting, or ARFF for short. This is actually a unique form of firefighting that entails the response, mitigation of hazards, and rescue of passengers and crew as needed for any ground emergency at an airport. AARF stations are stationed at an airport for rapid response time, and multiple may be present depending on the aerodrome size. In the United States, AARF is regulated by the Federal Aviation Administration and are annually inspected for their compliance to set standards. To further this, personnel are heavily trained to use specific equipment, firefighting methods for aircraft, and must have explicit knowledge of the airport they serve and the types of aircraft they may encounter.

Speed is of utmost importance when responding to any emergency, and these times often range from three to four minutes so as to give support as soon as possible. Modern aircraft firefighting vehicles may contain long range extinguishing agent nozzles to fight a fire as they approach, and spikes on nozzles allow firefighters to pierce the fuselage and fight the fire as to prevent flashover. From advanced equipment to heavy training, airport firefighters are very capable to extinguish fires caused by aviation fuel, rescue passengers and crew, and provide medical care. Nevertheless, fires are very rare, and in times of emergencies, these firefighters often serve as loaders and security guards who remain at the ready to serve and protect those around them.

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Measuring the airspeed of an aircraft during flight is critical to both the safe operation of the vehicle, as well as for the wellbeing of the passengers and crew. Flying too slow can often cause an airplane to stall, especially at higher angles of critical attack. Flying too fast can also prove detrimental as it may compromise the structure of an aircraft. Whether an aircraft’s cockpit utilizes a steam gauge or is comprised of modern glass instruments, all planes utilize a pitot tube in order to measure airspeed.

Pitot tubes are featured in a pitot-static system, in which various pressure sensitive instruments work together to produce an aircraft’s airspeed, Mach number, altitude, and altitude trend. The pitot tube is a dual holed measurement device that may either protrude from the edge of a wing, or be installed into the fuselage in order to remain in airstream and measure stagnation pressure. The other hole in the tube is used to measure static pressure which, together with the stagnation pressure, is used to measure the airspeed of an aircraft. Within the airspeed indicator of the aircraft, there is a diaphragm encased within a container in which static and stagnation pressure are on each side. With mechanical levers, the dynamic pressure is found through calculating the difference between the static and stagnation pressures. With the dynamic pressure reading, airspeed is calculated.

Keeping the pitot tube working optimally is paramount to receiving accurate readings. If obstructions, such as ice, form in the tubing, pressure readings can either be miscalculated, or not calculated at all. When the pitot tube is blocked, the airspeed indicator can still function as an altimeter without the stagnation pressure, though without the speed readings, flying remains hazardous. Luckily, some aircraft are equipped with solutions such as heating elements that can keep ice from forming in the first place, and they are activated once the aircraft begins flight in colder weather.

At ASAP Aerospace Hub, owned and operated by ASAP Semiconductor, we can help you find aircraft pitot tubes and aircraft instruments 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 +1-920-785-6790.

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Did you know that one short round-trip flight from San Francisco to Los Angeles accounts for nearly 200 pounds of carbon emissions? Flight is unquestionably a marvel of engineering and a convenience that has connected the entire world, but it would be irresponsible to suggest it hasn’t had an effect on the environment. Just as car manufacturers have begun to make the switch to electric power, we may soon see the same trend in aviation  manufacturers as well. Pioneering aviation startups all over the world are working to eliminate the need for fuel in flight and we are now closer than ever to fully-electric aviation.

Believe it or not, the concept of electric flight was first tested as long ago as the 19th century. A duo of French military engineers, Charles Renard and Arthur Constantin Krebs, equipped an aircraft with batteries and an electric motor in the 1880s. While this is not a new concept, the last fifteen years have seen the greatest strides in electric flight. The 21st century has seen several notable electric flights, some lasting just twenty minutes, some lasting days. These innovations couldn’t be coming at a better time, with jet fuel prices on the rise and the public’s call for reduced emissions.

Startup aviation companies such as Ampaire and Wright Electric are working on planes for regional travel, with Ampaire planning six and nineteen-seat passenger airplanes and Wright imagining a 150-seat aircraft. Ampaire’s project, a hybrid airplane called TailWind, is set to be ready by the end of 2019. Despite a multitude of companies vying for the top spot, the industry in its current state is very collaborative, according to Ampaire CEO Kevin Noertker. He has said that all companies are trying to find their footing and the competition hasn’t begun. This is great news for consumers, as it likely means fully electric airplanes will be here sooner rather than later.

At ASAP Aerospace Hub, 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 or call us at 1-920-785-6790.

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During the airplane safety check of your most recent flight, you may have found yourself asking, “why on earth do I have to wear a seatbelt in here?" At cruising altitude, you don't have to worry about a fender bender, and planes are statistically far safer than cars. But much like a car experiences bumps on the road, a plane experiences bumps in the air. These bumps, known as turbulence, are the reason everyone from passenger to pilot is buckled in.

While a variety of injuries can occur as a result of turbulence, head trauma is the most prevalent. During turbulence, most people think they are being lifted off their airplane seat. In actuality, the plane is dropping out from under you. In other words, you’re not moving, the plane is. As you would imagine, this makes injury a very real possibility during turbulence. Odd as it may sound, seatbelts essentially protect your head by bringing you down with the plane. Without a seatbelt you’ll still feel the sensation of weightlessness...until your head smashes into the overhead compartment and you're brought back down to your seat.

Fortunately, due to the vigilance of airline crews, these injuries are relatively rare. According to the Federal Aviation Agency, there were only 234 of such accidents in the nearly forty years between 1980 and 2008. Still, these accidents accounted for 298 serious injuries and three deaths. Two of the three fatalities occurred while the passenger was not wearing their seat belt, and 194 of the injuries were to flight attendants. Flight attendants are at higher risk during turbulence because they need to be up checking passengers’ seat belts as well as securing loose objects to prevent them from flying. Turbulence is not something to be taken lightly. It can occur without warning and cause drastic changes in movement, so buckle up.

At ASAP Aerospace Hub, owned and operated by ASAP Semiconductor, we can help you find all the unique parts for the defense industry, aerospace, and civil aviation industry. 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 920-785-6790.

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The U.S. military is an organization that produces nearly $41 billion in revenue, has 8 supply chains, and 5 million items. It would make economical sense therefore, for a manufacturer of aerospace and military parts to want to do business with the U.S. military. To do business with the U.S. military however, you must obtain a Commercial and Government Entity Code obtained through the Defense Logistics Agency. Every manufacturer who does business with the military has a CAGE code,a unique 5-digit alphanumeric code. CAGE codes are free and are relatively straight-forward to acquire. Though issued by the U.S. DLA, manufacturers in other countries can be assigned a NATO Commercial and Government Entity Code (NCAGE), which are legitimate under the NATO Codification System (NCS).

U.S. based businesses must first obtain a data universal number through the data universal numbering system (DUNS). The application can be completed online or over the phone. Businesses should expect a wait time of 30 business days or so, but there is an option to expedite the process if you want to do business with the military as quickly as possible.

Next, a business must have an active registration in the System for Award Management (SAM) database to do business with the Department of Defense. You can register on the SAME website, but be prepared to have all the necessary information, which includes: DUNS Number, legal business name, physical address matching the registration, taxpayer identification number, and taxpayer name. Additionally you will need your banking details to hand such as your bank routing number, bank account number, and bank account type.

Once you have a DUNS and are registered on the SAM database,  you can move forward with your request for a CAGE code through the Defense Logistics Agency. The Department of Defense’s Central Contractor Registration is one of the most important steps to getting a CAGE code. Once the application is filled out, the DLA will verify your application and then ask for additional verification needed before processing the application. Be on the look out for this request, as you a response is required from you within five business days. Finally, the DLA will update your record in SAM and notify your business if it is eligible for contracts of grants issued by the government. If you business includes more than one facility, then you will need to obtain multiple CAGE codes; each location needs its own CAGE code. Once you have completed all the necessary steps and obtained your CAGE code, you may be wondering when you will have to repeat the process. CAGE codes usually have an expiration period of 5 years.  If your business information hasn’t changed in that time, the application process should be straight-forward and relatively painless. If you applied for a CAGE code prior to August 26, 2016 however, the good news is that your CAGE code has no expiration date. It is always useful to stay up to date with the latest DLA rules and regulations.

CAGE codes are an essential way to boost your business and win lucrative government contracts. At ASAP Aerospace Hub, owned and operated by ASAP Semiconductor, we have a wide-ranging list of CAGE codes for you source parts from. Our helpful search engine lets you type in the exact CAGE code you need. As a premier supplier of parts for the aerospace and defense industries, we’re always available and ready to help you find all the parts you need. For a quick and competitive quote, email us at or call us at +1-920-785-6790.

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Whether you are driving a motorbike, Formula 1 car, or aircraft, one of the things that are you most reliant upon is the braking system. The basic principle of an aircraft braking system is to absorb energy from the moving system in order to slow the moving vehicle down. A key component of most braking systems is the anti-skid system. Skidding is sliding across a surface with little-to-no control. Skidding is often associated with the phrase ‘locked up’, which is in reference to the wheels of the vehicle. In most circumstances skidding in an automobile isn’t a desirable occurrence. In Formula 1 it could lose a race, on an aircraft it could result in an aircraft sliding off a runway.

Anti-skid systems are fitted on all large aircraft. Every anti-skid system includes a set of wheel sensors, valves, and a control unit. The wheel sensors are located on each individual wheel, anti-skid valves are attached to the wheels, and a control unit is usually found amongst the avionics of the aircraft. Each of these components work together in what is an autonomous anti-skid braking system. There are two key functions of an anti-skid system; firstly, the system detects when skidding may occur, secondly, the system works to mitigate the slipping and bring the aircraft under control.

When the wheels of the braking system stop spinning or are not spinning fast enough, the anti-skid mechanism kicks in. The hydraulic brake system is interrupted as pressure is removed from the brakes and rerouted via the hydraulic return line. Change in the brake hydraulic system allow the wheel speed to increase. Maximum brake efficiency is when the wheels are decelerating at maximum speed while avoiding the risk of skidding. Aircraft rely on the braking system and the anti-skid systems to safely slow the aircraft during taxiing and landing.

Since a pilot can’t sense when an aircraft’s wheels are about to lock up, the anti-brake system needs to be more or less self-functioning. Wheel speed sensors convert the physical spinning motion of the wheels into electronic signals that are received in the control unit. Unusually fast wheel deceleration  is an early indicator that the brakes may lock up, possibly causing the aircraft to skid. The wheel speed sensor is pre-programmed with a set deceleration rate for desired aircraft braking. If the rate is surpassed, the sensor sends a signal to the control unit which, in turn, reduces the hydraulic pressure on the brake via the brake control valves. The anti-skid system must be turned on via a switch in the cockpit. During the landing process, pilots trigger the anti-skid system into working as they push down on the rudder brake pedals following touch-down.

Certain runway conditions make the possibility of skidding more likely. Wet weather such as snow and rain can lead to aquaplaning (where a layer of water builds between the wheel and the runway surface) making anti-skids systems all the more important. Not only does the anti-skid system help the pilot maintain control, the system also saves the aircraft wheels from incurring any exterior damage such as deflation, break-up, or reverted rubber skids, all of which are costly and could jeopardize the airworthiness of the aircraft. Routine checks and maintenance of the anti-skid systems should be carried out. 

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The distinction between “tailwheel” and “nosewheel” aircraft is the position of the aircraft’s landing gear on its fuselage. An aircraft with a tailwheel is designed with two main landing gear that are placed forward of the aircraft’s center of gravity, or in front of the aircraft, with a single aircraft tailwheel in the rear of the airplane to support the tail. This is different from nosewheel (also called tricycle) landing gear arrangements, where the main wheels are placed behind the center of gravity, and the aircraft nose gear supports it in the front.

Tailwheel aircraft are considered more challenging to fly than tricycle aircraft. This is because the center of gravity is located behind the main gear, which makes ground operations such as landing more difficult in a tailwheel aircraft. A tailwheel aircraft also sits with its nose higher than tricycle gear, which lowers the pilot’s forward visibility during ground operations. Taxiing is obviously more difficult when you can’t see directly in front of you, so pilots of tailwheel aircraft will often do S-turns while taxiing. Steering itself is more difficult as well, as the steering is accomplished behind the pilot rather than in front of them.

There are advantages to the tailwheel design, however. Because the nose is higher, the propeller of a tailwheel aircraft has much more clearance from the ground, making it more suitable for grass or dirt runways. Because of this extra clearance, the aircraft propeller can also be larger than what a nosewheel aircraft could mount. Tailwheel aircraft are often designed for slow flight, making them easier to land on shorter runways. These design elements make tailwheel aircraft perfect for bush pilots taking off and landing from improvised runways in the wilderness.

At ASAP Aerospace Hub, owned and operated by ASAP Semiconductor, we can help you find all the tailwheel landing gear 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 1-920-785-6790.

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If not in flight, any pilot wishes for the aircraft to be on the ground and in the correct place. The last thing any airport worker needs is a runaway plane on the runway. Brakes stop or slow the motion of a machine. Often a machine keeps running and is only stopped from moving forward by pressing on brake pads. For example, in an automatic car, the driver must keep their foot on the brake pedal to stop the car moving forward at a red light or in traffic.

Aircraft brakes must be far more complex and robust than automobile brakes. The amount of energy it takes to halt a landing aircraft is significantly greater than that needed to halt a car. Aircraft brakes are usually configured in a multiple disc setup such as segmented rotor-disc brakes used in heavy duty aircraft. Brakes are adapted to the high-pressure hydraulic control system through the multiple stationary control disc surfaces that come into contact with rotating segments. Kinetic energy from the moving aircraft is converted into heat energy that is then dissipated into the surrounding air. The excess heat that is generated in the energy conversion is dissipated through specific spaces in between the discs.

Brakes require back-up alternatives in the case of a system failure. An accumulator is an emergency source of power for the brakes. It is pre-charged with air or nitrogen, which is accompanied by a hydraulic fluid. Under enough stored pressure, the fluid is forced out of the power brake accumulator and through the brake system to slow the aircraft. Along with backup measures, the material of the brakes is carefully considered. In modern aircraft the brakes are made of a carbon fiber material which is lightweight and efficient in dissipating the large amount of kinetic energy. The temperature range of carbon fiber brakes is impressive and can accommodate any excess heat.

The FAA sets out various regulations that outline the required capabilities of aircraft braking systems. In the event that any form of the brake operating energy is lost, it must be possible to bring the airplane to rest with a braked rolling stop. The aircraft must also have a parking brake to ensure the aircraft will not roll on a dry and level paved runway. Testing such as the maximum kinetic energy stop is required to determine the energy absorption rate of each wheel, brake and tire.

Anti-skid braking systems for aircrafts, auto brake, brake temperature indicators, brake fans, and parking brake are all examples of brake enhancement systems. With these systems, aquaplaning, rejected take-offs, brake temperature, and aircraft runaways can all be avoided. Further preflight and post-flight measures can be taken to ensure the correct functioning of the brakes. All in all, the aircraft braking systems is a well-planned and measured system that considers each and every aspect required to keep the aircraft on the ground and in the right place.

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In-flight entertainment was very different when commercial flight first became popular. For example, in 1936, the Hindenburg aircraft offered a piano, lounge, dining room, smoking room, and a bar. Shortly thereafter, airlines began offering movie projections and music during long flights. Throughout the years, amenities have become much more advanced. 

Nowadays, airlines are capable of offering in-flight wifi that has become sophisticated enough to provide streaming services—which means we get to watch Netflix and Hulu on flights that are equipped to handle it. As more technological solutions develop, we will start seeing all of the airlines provide high speed internet options.

Wifi is accessible on aircraft through two different systems: ground-based mobile broadband towers and satellite technology. Ground-based signals send the signals upwards and the aircraft catches them through an antenna that is usually located at the base of the fuselage. While the aircraft travels, it connects to the nearest tower, so ultimately it should not disrupt the connection. However, this option isn’t available overseas or in remote locations where there aren’t any towers available. And that’s where satellite technology becomes most useful. Satellites that are in geostationary orbit, which move with the Earth’s rotation, send signals below them through receivers and transmitters. The aircraft receives the signal through an antenna on top of the fuselage and distributes it to passengers through a router.

There are many companies that are researching and developing new technology for in-flight entertainment, with wifi being one of the top priorities. Because wifi was developed for use on the ground, it took a little longer to resolve the issues that accompanied in-flight use. However, it is advancing very quickly and now there are options to provide high speed internet access.

At ASAP AeroSpace Hub, owned and operated by ASAP Semiconductor, we can help you find all the aircraft 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 1-920-785-6790.

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Automatic flight controls are now considered a standard feature in general and commercial aviation. A pilot might depend on an autopilot system for a variety of tasks, such as guiding an aircraft on a programmed route, maintaining a determined altitude, or aircraft landing (currently, these systems are not employed during takeoff).

Autopilot System Basics

Automated flight controls are made up of two integrated systems: the autopilot system, and the flight director (FD) component. The flight director operates as the “brains” of the system. It makes calculations based on parameters set by the pilot and is responsible for determining what controls and movement are necessary in order to meet those specifications. In most cases, the FD will rely on an air data computer (ADC), a flight data computer, a flight management system (FMS), and hundreds of component sensors throughout the aircraft.

The autopilot system is responsible for carrying out the determinations of the FD, or control movement of the aircraft. It accomplishes this through a set of electromechanical devices or servo actuators, which will interact with control surfaces through control circuits, and initiate control movement based on input from the FD.

There are three major control areas on an aircraft, which are based on its three axes of rotation. These components are called the elevators, rudder, and ailerons. An autopilot system actuates any one of the control surfaces when engaged by the FD, allowing the aircraft to turn, descend or lift based on the mechanisms interaction with airflow.

Pros and Cons of Automatic Flight Control

Automatic flight controls reduce the workload of a pilot, allowing them to focus on other priorities such as monitoring fuel consumption, weather conditions, and other outstanding avionic systems. The control system can also be highly beneficial in more adverse situations that a pilot might encounter. They can manage consistencies in aircraft control when navigating a busy terminal or buy time when determining a new flight plan in unexpected weather conditions. However, one of the most important aspects of understanding a flight control system, is knowing when to use it, and when not to.

The most prevalent con of an automated control system is the tendency to become over dependent on its capabilities. The Air France Flight 447 crash of 2009 is known as a prime example of what can go wrong when the functionality of an automated system is not fully understood. The Airbus A330 aircraft disconnected from its automatic flight controls unexpectedly, and the flight crew did not know how to resolve the situation and regain control of the aircraft. The crash resulted in the loss of the 228 passengers onboard.

While it can sound redundant, it’s important for the pilot and maintenance crew to remember to regularly inspect the airworthiness of these automatic flight controls. Even if the pilot is perfectly trained to use these instruments and work without them, it’s dangerous to fly with malfunctioning equipment.

At ASAP Aerospace Hub, owned and operated by ASAP Semiconductor, we can help you find all the autopilot 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 +1-920-785-6790.

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In little over 100 years, the evolution of flight has come a long way. The Wright Brothers shocked the world by creating the first heavier-than-air aircraft capable of controlled sustained flight, despite only managing to fly for 12 seconds. In this day and age, manufacturing giants like Airbus and Boeing are shocking the world with how much they are advancing the field of aerospace. By improving the design and decreasing the weight of aircraft parts, original equipment manufacturers (OEMs) have been able to create more efficient and aerodynamic aircraft. Since first flight was achieved in 1903, mankind has been using technological advancements to turn aerospace into an incredibly fast-paced and growing industry.

There are four components of flight that OEMs are concerned with in order to create a more efficient and aerodynamic vessel: thrust, drag, lift, and weight.  Drag is the air resistance that creates force against the plane. Thrust is the force which the plane’s engine is generating in order to maintain flight. The higher the drag a plane experiences, the more fuel it has to burn. OEMs solve this problem by creating more aerodynamic designs and decreasing the weight of each part used to create planes.

OEMs typically decrease weight by using composite materials. Composite materials are combinations of two or more different materials in order to achieve desired characteristics— in this case the desired characteristics needed for flight. Using heavy materials increases the fuel cost of a plane but using materials that are too weak compromises the plane’s structural integrity. Aluminum, which was commonly used prior to composites, is light enough for flight but lacks the durability and stability needed for more practical applications. By using composite materials, OEMs are able to create the perfect balance necessary for each specific part. Due to recent technological advancements, nanomaterials have been incorporated into the manufacturing process in order to imbue final products with unique characteristics such as increasing durability or temperature resistance. This fulfills the specific needs of each manufacturer. By making planes as light as possible while still maintaining all of the qualities that they need in order to be operational, OEMs are decreasing the weight of the plane and maximizing the fuel efficiency of the planes they create. This can mean savings of 500,000 gallons of jet fuel per year per plane. 

In addition, thanks to the accessibility of 3D-printing, OEMs are able to test experimental designs that can be more efficient than traditional models. 3D printing lets OEMs churn out batch after batch of prototypes to see how new design changes impact the overall flight of the plane. From this, OEMs are then able to see which designs create a more aerodynamic plane that optimizes thrust, drag, lift, and weight.

At ASAP Aerospace Hub, owned and operated by ASAP Semiconductor, we can help you fulfill all of your aircraft wing and aerodynamic aircraft parts, 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 +1-920-785-6790. 

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