Aerospace Purchasing Blog

Aircraft models can be classified in several ways, including by engine type, purpose, or size. Another less common characterization is the tail assembly, though it allows aircraft to be grouped based on the design of their empennage. Depending on the application, the empennage may feature a V-Tail, cruciform, boom-mounted, or conventional design, but one of the most common across all uses is the T-tail. This intuitive configuration can be identified by the vertical and horizontal stabilizers found on top of the fuselage. Each of the mentioned formats varies in arrangement significantly, and each has certain benefits and disadvantages. In this blog, we will look into the advantages and downfalls associated with T-tail aircraft.
 
In a T-tail aircraft configuration, the tailplane is attached to the top of the fin, rather than the base of the fuselage. The rationale behind this choice is that an offset stabilizer package increases fuselage aerodynamics, which is evidenced by decreased drag during testing. As a result, T-tail airplanes deliver improved performance and fuel efficiency at cruising speed. Tail strikes, which involve the empennage striking the runway during takeoff, are also less likely to occur with a T-tail design. Similarly, both stabilizers are better protected from foreign object debris (FOD) with increased clearance. Without a tailplane taking up real estate at the aft end of the vessel, larger objects have ample space to fit comfortably. As such, many military and civilian cargo aircraft have adopted the T-tail configuration.
 
Besides the practical and ergonomic advantages of the T-tail design, there is also the aspect of enhanced control. The elevators are critical flight control surfaces that modulate the aircraft's pitch and angle of attack. In conventional or other low-empennage configurations, the elevator is prone to the deleterious effects of propeller downwash and turbulent airflow around the fuselage. With undisturbed elevator operation, the pilot is given more flexibility in regard to routine and emergency movements.
 
Despite the empiric benefits of T-tail vessels, there are some significant drawbacks that have made the layout less appealing over the years. Notably, they are more susceptible to a phenomenon called a deep stall in which the wake created by the wings curtails the ability of the empennage control surfaces to properly function. These incidents are less likely at a shallow angle of attack, but dynamic aircraft such as fighter jets must often perform excessive maneuvers that increase the likelihood of a deep stall. As a result, modern T-tails are only found on specific models, such as the Bombardier CRJ, Embraer E-Jet, and Airbus A320.
 
Further considerations include maintenance feasibility and uncontained engine failures. From an inspection standpoint, a higher tailplane is much harder to visualize for frost, debris, and any other defects while on the ground. Moreover, when damage does affect such structures, it is much harder to manage without a dedicated facility. Given the extra room, many models will also feature aft engines. Although there are some advantages to this configuration, it comes with an increased risk of uncontained engine failure given the proximity of all engines and flight control surfaces.
 
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Aircraft have very high-powered engines, and their performance is often a result of increased crankshaft revolutions per minute (rpm), as compared to older engine options. Consequently, aircraft often have reduction gears to limit propeller rotation speed so that there is efficient operation without the risk of damage. Whenever the speed of blade tips approaches the speed of sound, the efficiency of the propeller decreases. Therefore, reduction gearing can be used to both reduce wear and increase the efficiency of the engine. Overall, it allows the engine to operate at a higher rpm, developing more power while slowing down propeller rpm. To carry out this purpose, many types of reduction gearing are used alongside various forms of propeller shafts.
 
Propeller Reduction Gearing
 
The first type of reduction gearing you may find in an aircraft engine is the spur planetary type. Combining spur gears with a planetary alignment, this style of reduction gearing distributes the force of the rotor across several different gears. This system specifically consists of a large driving gear attached to the crankshaft, a large stationary gear, and a set of small spur planetary pinion gears mounted on a carrier ring. When the engine is operating, the sun gear rotates along with the planetary gears surrounding it. As a result, much of the rotational force is spread across many different gears, but ultimately with the planetary gears moving in the opposite direction of the central rotor. This can be very helpful for decreasing the speed of a propeller while maintaining its fluid motion.
 
Another common type of reduction gearing system is the bevel planetary reduction gearing system. In this device, the driving gear is designed with beveled external teeth and is attached to the crankshaft. At the end of the propeller shaft is a set of mating bevel pinion gears mounted in a connected cage. Additionally, the drive and the fixed gears are usually supported by heavy-duty ball bearings. This type of planetary reduction assembly is more compact than the spur planetary reduction gear assembly. Therefore, it can be used where a smaller propeller gear step-down is desired.
 
Propeller Shafts
 
Aside from using reduction gearing, aircraft engines may also use specially designed propeller shafts. The three major types available are tapered, splined, and flanged. As the name implies, tapered propeller shafts have a tapered end to connect to other parts in the assembly. Conversely, splined propeller shafts have slats or grooves which can help secure the assembly within a housing. Finally, flanged propeller shafts feature a flanged shaft-end with drilled holes to accept the propeller maintaining bolts. Each of these different shaft designs affect how they are fastened within an assembly. As such, they are also used in different applications. For example, flanged propeller shafts are used on most modern reciprocating and turboprop engines due to their simple, yet secure, installation.
 
Conclusion
 
If you are an aircraft owner or operator in need of propeller gearing and/or other aviation equipment, Aerospace Purchasing is ready to support you with your fulfillment needs. As a leading distributor of aircraft components that have been tested for their durability in the harsh conditions of flight, you can rely on our inventory of over 2 billion parts. Begin procuring the parts you need from our team of market experts when you submit a Request for Quote (RFQ) form on any item(s) of interest. With representatives on standby 24/7x365, you can expect a custom solution to your parts needs in 15 minutes or less!

When aircraft fly at the high altitudes that they typically operate at, atmospheric air is not in a  condition that is safe for humans to breathe. This is because of low air pressure and temperatures, making it important that fuselages are sealed and pressurized. To supply breathable air to passengers, atmospheric air or engine bleed air is fed through a number of devices that ensures that it is pressurized, heated, etc. before being vented into the cabin. In order to keep passengers comfortable, healthy, and safe, the air supplied to the cabin needs to be cleaned of any impurities or particulate matter. To do this, aircraft utilize air filters.
 
The filters that are found within aircraft cabins are specifically designed for such applications, and they often differ from the various filters that may be found in automobiles and other applications. As stated before, one of the main sources of cabin air is bleed air, that of which sources from the intake system of the engine. While most air that enters the engine will be compressed and mixed with fuel for combustion, a portion will be rerouted through various ducts that lead to the cabin prior to entering the combustion chamber. To ensure that this fuel is contaminate-free, it will need to be passed through air filters.
 
While atmospheric air offers a near limitless supply of oxygen, around half of the oxygen in the cabin will actually be recirculated. While this recycling of air can save resources, it also opens up the risk of pathogens and other particles being spread. As a result, aircraft utilize High Efficiency Particulate Air (HEPA) filters that ensure the highest quality breathable air. HEPA filters are designed to handle dust, fibers, allergens, and microbes, guaranteeing that the cabin remains safe. In some aircraft, the filters may also have a carbon filter, allowing for odors and volatile organic compounds that source from engine oil, de-icing fluids, and hydraulic fluids to be removed. While HEPA filters are important for recirculated air, they also purify atmospheric air as well.
 
Despite air filters being the most common methods for handling cabin air, some aircraft utilize engine air filters to support the health of turbine engine assemblies. As we have already established, many engines like the turbine engine utilize atmospheric air for their combustion processes, and this air can potentially carry foreign debris that can deter performance, health, and more. As such, engine air filters are often used to protect the combustion chamber.
 
While the use of these filters sounds extremely important, it is not entirely common. This is because air is generally cleaner the higher one goes in the atmosphere, and most aircraft will not need to use a filter when they are operating at cruising altitudes. As such, engine air filters are most commonly found on smaller aircraft that operate at lower altitudes as a result of their more limited capabilities. If these engines were to be operated without filters, they could run the risk of pollution which can cut down on overall service lives.    
 
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During flight, a pilot has to pay attention to a variety of different factors, as they must monitor many important aspects of flight at once. As such, the cockpit of any aircraft is equipped with a myriad of instruments to make the many tasks that comprise safe flight possible in a single chamber from the pilot’s seat. With various control panels, gauges, and monitors, there are many instruments a pilot must learn how to operate, and many are further organized into control panels for compact operations. One such panel is the mode control panel, that of which contains the instruments needed to adjust the airplane’s flight mode. For your better knowledge, this blog will explore the specific functions of this panel, bringing you one step closer to a comprehensive understanding of a pilot’s responsibilities.
 
The “mode” of a flight involves a few factors for flight adjustment, including speed, altitude, and autopilot options. The controls for such factors are all situated on the same panel for convenience. For example, the pilot may use this panel to slow down the aircraft as it prepares to land. At the same time, they may use this panel to increase the speed of the aircraft during takeoff. In the air, the control panel can also be used to place the aircraft in autopilot mode at cruising altitude. Depending on the aircraft, the mode control panel is used to perform these and other such functions.
 
In place of a mode control panel, some airplanes use a flight control unit, that of which serves the same purpose of providing the pilot with a control panel for making adjustments to the mode of flight. The only difference is that flight control units are exclusive to Airbus airplanes, as this is their term for a mode control panel. While Boeing initially coined the term “mode control panel,” many other aerospace manufacturing companies adopted the term, with the exception of Airbus.
 
Regardless of the aircraft or manufacturer, most mode control panels include the same essential instruments. Typically, they are narrow panels located directly in front of the pilot’s seat in the cockpit. Generally, pilots can use the mode control panel for vertical navigation, lateral navigation, and enabling or disabling autopilot. They can also use it for autothrottle. Autothrottle allows pilots to set a power level for the airplane’s engines. Once set, the engines will maintain this power level automatically. Unlike other instruments, the controls on the mode control panel do not need to be constantly monitored. Instead, the pilot sets the mode and the aircraft then maintains that mode automatically.
 
All instruments and controls in your aircraft’s cockpit should be highly reliable given the important tasks they must carry out. As such, make sure to only procure the aerospace and aviation parts you require from a trusted distributor like Aerospace Purchasing. Owned and operated by ASAP Semiconductor, we make quality the cornerstone of all we do. We offer around-the-clock services and access to an inventory that is unparalleled in size and caliber, comprising over 2 billion new, used, obsolete, and hard-to-find part types. Begin the procurement process today by exploring our database for any item(s) you require and submitting a completed Request for Quote (RFQ) form as found on our website. Within 15 minutes or less, a member of our team of experts will contact you with a custom quote for your comparisons. To learn more, contact us at any time; we are available 24/7x365!

Rather than following a fixed path, airplanes regularly change direction in the sky, either as part of a route or to respond to weather disruptions. Regardless of their unique role and characteristics, nearly all types of aircraft support rotation along three axes of flight. These three axes are pitch, roll, and yaw, and they are often facilitated by control surfaces on the wings and tail of a plane. In this blog, we will discuss both the meaning of each of these movements, and the mechanisms that control them.  

What Is Pitch?

Pitch is the rotational movement in which the nose of an airplane moves up and down with the axis running between the wings. As its nose moves up, a plane will rise in altitude, whereas when it tilts down, it will do the opposite. The pitch is controlled by hinge-like flaps on the horizontal portions of the tail that raise and lower to adjust airflow. Pitch is most used when taking off and landing, but can also be changed to adjust to turbulence in a particular airstream.

What Is Roll?

Roll is the rotational movement in which the axis runs from tail to nose in a lengthwise and center line. Using the ailerons, or flaps on the trailing edges of the wings, an airplane will rotate around this axis to rock from side to side. If you have ever been on an airplane and gazed out the window, you would most likely be able to see these flaps occasionally adjusting to correct the flightpath. The ailerons are oriented either up or down to control whether the air is pushing on each wing from above or below. Like the way a bicycle rider must lean into a turn, airplane pilots use this rocking motion to turn in a jet stream.

What Is Yaw?

Yaw is the rotational movement of an airplane in which the nose moves perpendicular to the wings or left and right from an axis at the center of the plane. This movement is controlled by a hinge-like flap called the rudder and is located on the trailing edge of the vertical portion of the airplane’s tail where it directs the airstream, causing it to push more on one side of the plane, rather than the other. Pilots adjust their yaw to change the plane’s heading or to keep the plane straight in crosswinds.

Structure of the Elevators, Ailerons, and Rudder

All of the directional control surfaces on an airplane have a similar function and design, but with different overall shapes to align perfectly with the parts around them. Directional flaps are much like small wings, but are attached to the plane on adjustable hinges. On small aircraft, these flaps may be controlled by moving the pedals, though jet aircraft rely on hydraulics to move all their control surfaces. On an aircraft runway, you may have seen the rudder always pointing either left or right when the vehicle is parked at the gate. The reason for this is that, once the plane’s power is off, the hydraulics are not working and the rudder will turn to whichever direction the wind is blowing.

Conclusion

Regardless of overall design, most airplanes can turn on a set of three axes. In order to turn the plane, pilots will often engage both the rudder and ailerons to tilt one wing downward, adjusting roll while adjusting the direction of the nose to the left or right, affecting yaw. Elevators are used on a plane to raise or lower the nose to rise or fall in elevation, especially during takeoff and landing.

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Both personal and commercial aircraft feature an immensely complex electrical system that supports both vital avionic equipment and nonessential systems. With a combination of batteries, generators, alternators, electrical buses, and an intricate network of monitoring devices, nearly every region of the aircraft is integrated with electrical wiring or other similar elements. Given the significance of this self-contained network of components, it is critical for anyone involved in aviation to have a baseline understanding of how electrical power is generated, stored, and distributed throughout the aircraft. In this blog, we will discuss the various parts associated with the aircraft's electrical system.
 
Alternators
 
Often confused with generators, the alternators are engine-driven energy sources that generate the necessary current for the various electrically-powered aircraft systems. They operate by creating an alternating current through the rotation of a magnetic field inside a coil of wires. This highly-efficient machine is capable of producing a sufficient current to operate all aspects of the electrical system soon after the engine is turned on. Unlike generators, alternators supply a more constant output even at varying engine speeds, helping prevent over and under voltage. In order to cater to the vehicle's needs, a voltage regulator is installed on either the engine firewall or near the instrument panel.
 
Generators
 
Although very similar in operating principle to alternators, generators have the capacity to produce AC or DC energy. However, generators feature a mobile armature, causing the brushings to wear out quicker. From an economical and size standpoint, alternators outperform generators, making them the primary choice for nearly all modern aircraft.
 
Battery
 
Both the alternator and generator require the engine to be running in order to create energy. Therefore, a battery must be used to start the engine and serve as a backup energy source during periods of low generator or alternator output. It is important to note that generators tend to require higher RPMs to generate a strong enough current to power the electrical system, so aircraft not utilizing alternators are more likely to require battery input early in operations.
 
Alternator Switch
 
In the rare event of alternator failure, the pilots may disengage the system using the alternator switch. After the alternator is turned off, the plane will be running solely on limited battery power, making it necessary for the pilot to shut down all nonessential electrical equipment.
 
Bus Bar & Circuit Breakers
 
The bus bar connects the alternator, battery, or generator to all peripheral equipment. This configuration allows for separation between the distribution and receiving ends while still permitting simple wiring. Circuit breakers function similarly to the devices found in a home, protecting equipment from transient overvoltage. Although older aircraft implemented fuses to serve this purpose, most have been replaced by safer, more effective circuit breakers.
 
Ammeter
 
These monitoring devices continuously monitor the alternator or generator output as well as battery charging speed. Although many aircraft are equipped with a visible ammeter, allowing the pilot to see the actual performance value, others only display a warning light upon system malfunction.
 
Conclusion
 
When you are looking to upgrade or replace electrical system components, there is no better alternative to Aerospace Purchasing. We are an AS9120B, ISO 9001:2015, and FAA AC 00-56B accredited distributor with a ready-to-purchase inventory containing over 2 billion items. With our immense and diverse catalog, we are uniquely positioned to help customers procure the exact component they require, regardless of how obscure. Additionally, with our global network of distribution centers, we are able to offer around-the-clock expedited shipping to both domestic and international customers. To get started on the purchasing process today, simply submit an Instant RFQ form through our website, and one of our account managers will reach out to you with a customized solution within 15 minutes or less.

Aircraft engines take advantage of different types of fuel induction systems as per an aircraft’s needs. Within small aircraft engines in particular, there are two main types of induction systems, those of which include the carburetor system and the fuel injection system. Today, we will be outlining how fuel induction systems bring in outside air, mix it with fuel, and deliver an optimal fuel-air mixture to the engine cylinders, as well as provide a brief overview of carburetor and fuel injection systems. 
 
Carburetor System
 
There are two primary types of carburetors, those of which are classified as either float type or pressure type carburetors. The float type is equipped with idling, accelerating, mixture control, idle cutoff, and power enrichment systems, which make it the most convenient option. Meanwhile, pressure type carburetors are not as common and are usually only found in larger aircraft. The main difference between both types of carburetors is the method they utilize to deliver fuel. For instance, pressure type carburetors deliver fuel by harnessing the pressure of a fuel pump.
 
Within a float type carburetor system, the outside air first flows through an air filter that is located at an air intake in the front part of the engine cowling. This filtered air makes its way into the carburetor and through a venturi, a narrow throat in the carburetor. As the air flows through the venturi, a low-pressure area is created which forces the fuel to flow through a main fuel jet located at the venturi. At this point, the fuel flows into the airstream where it is mixed with flowing air.
 
The fuel-air mixture is then sucked into the intake manifold and into the combustion chambers where it is ignited. Moreover, the float type carburetor gets its name from a float that rests on top of the fuel within the float chamber. A needle attached to the float opens and closes an opening at the bottom of the carburetor bowl. This measures the proper quantity of fuel in the carburetor. The flow of the fuel-air mixture to the combustion chambers, on the other hand, is regulated by the throttle valve.
 
A major advantage of float type carburetors is its icing tendency. Since the float type carburetor must discharge fuel at a point of low pressure, the discharge nozzle must be positioned at the venturi, and the throttle valve must be on the engine side of the discharge nozzle. Keep in mind that any drop in temperature due to fuel vaporization takes place within the venturi. As such, ice quickly forms in the venturi and on the throttle valve. If water vapor in the air condenses when the carburetor temperature is near below freezing, ice will form on internal surfaces of the carburetor, including the throttle valve.
 
Fuel Injection System
 
In a fuel injection system, fuel is directly injected into the cylinders, or just ahead of the intake valve. The air intake for the fuel injection system is similar to that of a carburetor system, wherein an alternate air source is located in the engine cowling, and this source is typically used when the external air source is obstructed. The alternate air source is generally operated automatically, with a backup manual system that can be utilized if the automatic feature malfunctions.
 
A fuel injection system consists of six basic components: an engine-driven fuel pump, a fuel-air control unit, fuel manifold, discharge nozzles, an auxiliary fuel pump, and fuel pressure/flow indicators. The auxiliary pump provides fuel under pressure to the fuel-air control unit for engine starting and/or emergency use. This control unit essentially replaces the carburetor and meters fuel based on the mixture control setting, sending it to the fuel manifold valve at a rate controlled by the throttle.
 
After reaching the fuel manifold valve, fuel is distributed to the individual fuel discharge nozzles. The discharge nozzles, which are found in each cylinder head, inject the fuel-air mixture into each cylinder intake port. A fuel injection system is less prone to icing than the carburetor system, but impact icing on the air intake can still occur in both systems. Impact icing takes place as ice forms on the exterior of the aircraft and blocks the air intake for the injection system.
 
Disadvantages of this system include the difficulty of starting a hot engine, vapor lock during ground operations on hot days, and issues with restarting an engine that has to quit due to fuel starvation.
 
Conclusion
 
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A propelling nozzle is a cone-shaped apparatus that aids in generating a propulsive force in aircraft jet engines. It operates to constrict flow and maximize the force of gasses moving through the engine to create a desired propulsive force. Moreover, propelling nozzles can vary from aircraft to aircraft, with each working in different ways.
 
Various nozzle designs act differently and each is used in its own unique application. To accommodate different engines, the internal structure of nozzles can be either convergent, divergent, or convergent-divergent (C-D) in shape. Operating off of the Venturi effect, propelling nozzles are designed to bring exhaust gasses to ambient pressure and form them into a jet. Venturi effect refers to the fall in fluid pressure caused by fluid moving through a restricted segment of a pipe. When the pressure is high enough, the flow will choke and the jet will become supersonic. The temperature and pressure of the gas provide the energy required to accelerate the stream. The gas expands adiabatically (without losing heat or mass) and hence efficiently. The gas then accelerates to a final exit velocity that is determined by the pressure and temperature at nozzle entry, the ambient pressure it exits, and the expansion efficiency.
 
During the combustion process within jet engines, exhaust gasses are produced by burning a mixture of air and jet fuel. As gasses are produced, they must then travel through the narrow passage of an engine's propelling nozzle, its shape aiding in providing enough force to drive the plane forward. Additionally, nozzles also play an active role in generating reverse thrust which occurs after the aircraft has landed to assist in rapid deceleration. This is done by reversing the flow of exhaust in the opposite direction required for propulsion.
 
Types of Propelling Nozzles
 
There are different types of propelling nozzles, those of which include fixed-area moving nozzles, low area ratio propelling nozzles, and ejector propelling nozzles. However, alternate nozzles also exist to suit various engine applications and their particular demands, including: afterburner nozzles, variable area nozzles, variable geometry nozzles, rocket nozzles, and others. In addition they are also characterized by different sizes and shapes. Although different propelling nozzles may vary in how they work, they are all still generally designed to pressurize the combustion gasses produced by jet engines.
 
The shape and design of a passageway making up a nozzle is critical because their propulsion output is dependent on such features. Anything other than smooth airflow will reduce engine efficiency and increase the risk of component failure due to excess vibrations induced by eddies or turbulence.
 
Conclusion

When maintenance requires the repair or overhaul of aircraft parts and components, Aerospace Purchasing is here to serve as your one-stop-shop for all your aerospace product needs. For propelling nozzles and other aviation items, we at Aerospace Purchasing can help you find exactly what you need through the submission of an Instant RFQ form. Upon submission of a completed RFQ form, a dedicated account representative will respond back to you in 15 minutes or less with a competitive quote for your comparisons, and we are always available to help customers via phone or email, 24/7x365.

For an aircraft engine to kickstart operations for thrust generation, there often needs to be some type of external system or energy source for starting. Starters may come in varying forms, some being more manually operated while others may be automatic and electrically controlled. Air turbine starters in particular are a common option for various aircraft, capable of providing considerable torque for starting processes while being much lighter than their electric counterparts.
 
Air turbine starters may vary in their design and construction based on the engine that they serve, but typical designs feature an axial flow turbine that turns a drive coupling through the use of a reduction gear train and starter clutch mechanism. True to their name, air turbine starters require the use of air to kickstart operations, and air is generally supplied from an APU, ground-operated air cart, or an operating engine. For ample starting power, most air turbine starters require a source of 30 to 50 psi, and ducts will work to maintain a minimum pressure.
 
To begin the starting process with an air turbine starter, air is first supplied under pressure through the starter inlet. From there, air will move into the turbine rotor housing where it will collide with a set of rotor blades. With the use of nozzle vanes that direct air at an angle against the blades, the assembly will begin to revolve as the air’s kinetic energy is harvested. Rotating the rotor assembly allows for the reduction gear train and clutch arrangement to be driven, that of which is a complex assembly containing various planet gears, pinions, valves, clutch mechanisms, and more. Through collaborative operation, this assembly can effectively manage air supply, drive systems, and switch off or disconnect parts when the engine is started and air supply is no longer needed.
 
While air turbine starters are generally reliable for engine starting, there are various instances in which they can run into issues and will require troubleshooting. When issues arise, it is important to determine what is wrong with the assembly so that a probable cause and remedy can be determined. For instance, a starter that cannot rotate or operate is a major problem, and the cause of this can range from a lack of air supply to a damaged starter drive coupling. As such, users should quickly determine the issue and check areas such as the air supply, cutout switch, drive coupling, or starter to ensure that any aging or defective parts are quickly repaired or replaced.
 
As air turbine starters can make the difference between a reliable aircraft and one that remains on the ground, starters should be given an appropriate amount of attention when conducting maintenance, repair, or other such operations. It is always important to conduct ample research on repair stations before carrying out MRO servicing, and having a reputable distributor to ensure access to spare parts will always make the job easier. Luckily for you, Aerospace Purchasing is your sourcing solution with over 2 billion new, used, obsolete, and hard-to-find parts readily available for purchase.
 
Aerospace Purchasing belongs to the ASAP Semiconductor family of websites, and we are unmatched in our ability to provide customers time and money savings on even the most hard-to-find parts on the market. Even if you happen to be facing a time constraint, our expansive supply chain network enables us to expedite the shipping process with ease. Take the time to explore our expansive catalogs as you see fit, and our team is always available to assist you however necessary. When you are ready to begin the purchasing process, give us a call or email, and we would be more than happy to assist you however we can!