Ground Service Equipment

Maximum Operating Pressure (psig) 3000, 1000
Minimum Operating Pressure (psig) 5
Proof Pressure 4500, 1500

Thread-together style self-sealing quick disconnect (QD) couplings are designed for connecting ground support carts to the aircraft. The ground service equipment QD provides reliable performance, simple one hand operation, and positive latching.

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SLIDE-LOK QUICK-DISCONNECT COUPLINGS

Maximum Operating Pressure (psig) 4000, 1000
Minimum Operating Pressure (psig) -5
Proof Pressure 6000, 1500
Burst Pressure (psi) 10, 000, 2500

Slide-LokTM couplings provide quick connectdisconnect capability with self-sealing action and superior performance during operation and maintenance of fluid systems. The Slide-Lok design is a push-to-connect, pull-to-disconnect style coupling. The Slide-Lok series are compatible with a range of system fluids currently used in today's high-technology aerospace andground, plus under-sea systems and are available in a variety of temperature and pressure ranges. Slide-Lok couplings are the ideal selection for a quick disconnect where size, weight, performance, and reliability are important application criteria and are deal for use in cooling, fuel, hydraulic, and pneumatic system applications. Series sizes range from -02 (18 inch) up to -20 (1 inch) line sizes.

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SINGLE SHUT-OFF COUPLINGS

Fluid Type Skydrol
Proof Pressure 6, 000 psig, 4, 500 psig, 1, 800 psig
Burst Pressure (psi) 7, 500 psig, 3, 600 psig
Maximum Fluid Temperature (F) 250

Parker Stratoflexs single shut-off coupling (SSC) is designed with self-sealing valving to prevent fluid leakage when disconnected from the fluid system. The SSC provides one-side sealing of fluid when disconnected. Used in aircraft hydraulic systems and located at the interface of the engine-driven pump or similar equipment, the SSC is installed on the flexible hose assembly and threads on to an industry standard fitting at the pump, SAE AS4375, AS33514 or bulkhead fitting equivalents. Operation and use of the SSC is simple, positive and reliable. In the fully connected and torqued (installed) position, the SSC valving is open to flow and provides low pressure drop performance. To uncouple, the SSC outer collar is untorqued and unthreaded from the mating standard male fitting. As the SSC is unthreading, the internal valving seals and prevents excess loss of fluid from the SSC and flex hose side of the connection. The standard fitting side remains open, with no self-sealing valving on that side of the connection to retain fluid. Once fully disconnected, the pump or mating equipment and fitting are able to be removed and replaced as required.

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Non-Locking Couplings, 316 Series

Line Size - Inlet 3/16 inch
Minimum Operating Pressure (psig) -5
Burst Pressure (psi) 540, Consult Parker
Fitting Type Consult Parker SPD

Parker Stratoflex offers a range of non-locking coupling designs, materials, features, and sizes for fluid system applications. Non-locking couplings are commonly used in aerospace and military fluid cooling systems, providing modularity for key components such as electronics boxes and fast, reliable connection to open-fluid flow when the coupling halves are fully engaged. The 316 series non-locking couplings are equivalent to size -3 (316 inch) for fluid flow area. They are uniquely designed to connect with self-aligning valving for applications needing inlet and outlet fluid flow. Locking the coupling halves in place typically requires some form of external retention and latch. The 316 series couplings are often used in electronic boxes or cards that install into an overall rack or chassis that provides the cooling fluid. These couplings make the connection between the rack-coupling half and the module- (or box-) coupling half to allow fluid flow when fully engaged. Self-aligning valving allows for manufacturing tolerances to be accommodated and the coupling halves to align properly during connection. Self-sealing valving prevents fluid spillage and leakage when the coupling halves are disconnected. Parker uses our precision valving design, common in many of Stratoflex coupling products, to provide optimum fluid-flow characteristics.

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Park Brake Valves

Operating Temperature (F) -65° to 275°F
Rotation 60° to 90° angle
Seal Type Multiple fluids MIL-PRF-5606, MIL-PRF-83282 and MIL-PRF-87257
Weight (lbs) 0.5 lb to 5.5 lb

Park brake valves are located in the brake lines between the master cylinders and the brakes. They are used to hold pressure in the brakes on an aircraft as a way of preventing the aircraft from moving when grounded. Park brake valves have two inlet ports or fittings connected to the upstream master cylinders and two outlet ports or fittings connected to the downstream brakes. They are actuated by way of a control arm that is mechanically attached by a rod or a cable to the cockpit. The pilots linear movement of the rod or cable causes rotation of the control arm which rotates the park brake valves internal camshaft. This motion of the camshaft opens or closes internal poppets. The poppets allow two-way flow when the valve is in the open position and one-way flow, only from inlet to outlet, when the valve is in the closed position. The basic park brake valve functionality is as described above. However, additional features are often built into or added onto the park brake valve to meet customer requirements. A micro switch or proximity sensor is a common addition that provides feedback to let the pilot know the position of the control arm.Thermal relief valves are also commonly added to allow for pressure relief of the brake hydraulics. The heat generated during a stop can migrate into the system when the aircraft is parked. This prevents the brakes from being inadvertently pressurized beyond their design limits.

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Potable Water Pump

Flow Rate (GPM) 6 @ 18psi
Maximum Pressure (psig) 42.6
Voltage 115 VAC single phase

This pump uses single-phase 115V AC at frequencies from 360-800Hz to drive a high-efficiency, brushless DC motor. The pump is mounted in line and uses standard flexible coupling style hydraulic connections. The pump is mounted via four mounting holes in the feet. A standard military-style connector is used for the electrical connection.

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Electric Backup Hydraulic Actuation

Operating Pressure (psig) 3000 to 5000 psig range
Electrical Output Range 28 VDC, 270 VDC, 115 VAC with transformer rectifier unit
Output HP Rating 1 kw (1.5 Hp) to 15 kw (20 Hp)

Parker Aerospace designs and manufactures electric backup hydraulic actuation (EBHA) systems. An EBHA is a conventional electrohydraulic servoactuator with a backup EHA in one integrated package. This result in an actuator that is smaller and lighter than dual tandem or two independent simplex actuators. EHBAs allow higher surface availability, or probability loss of function (PLOF), than with a single actuator. A single EBHA can replace dual tandem or multiple simplex actuators primarily used to address loss of the hydraulic system. EBHAs incorporate an independent power source to mitigate potential common mode failures. EBHAs contain all of the components and function of a conventional electrohydraulic servoactuator. In addition, to provide back-up mode upon loss of the hydraulic system, EBHAs contain of a fixed displacement, high speed, reversible pump driven by a brushless DC electric motor. In electric back-up (EB) mode, the actuator position is controlled by the pump rotation direction and actuator piston velocity is controlled by pump rotational speed.

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Mechanical Input Actuator

Operating Temperature (F) -65° to +275°F
Operating Pressure (psi) 3, 000 psi
Weight (lbs) 5 to 60 lbs
Flow Rate (GPM) 1 -20 GPM

Parker Aerospace mechanical input actuators have been the industrys leading flight control actuators for over 40 years. Parkers mechanical input actuators control primary and secondary flight controls for a safe and reliable means of translating mechanical input signals from the pilot into hydraulically powered output motion. The pilot input provides a mechanical input command to the hydraulic servo and mechanical linkage provides feedback to move the flight control surface to the desired position. The mechanical input positions the hydraulic control valve, which directs hydraulic pressure and flow to extend or retract the piston, thereby moving the aircraft flight control surface to the desired position. Our mechanical designs offer overload protection, fail safe features, ballistic tolerant capabilities, and optimized packaging to reduce weight and are known throughout the industry for providing reliable performance within customer specifications.

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Heat Exchanger

Maximum Fluid Temperature (C) 260°F
Fluid Temperature Min (C) -67°F
Voltage (VDC) 28 VDC nominal

The heat exchanger is typically fabricated from aluminum construction. It is designed to allow easy installation and removal for periodic maintenance. The interface features are tailored to accommodate various installations, and in some instances the cooling flow inlet and outlet headers may be integral with the ram air ducting. The heat exchanger performance can be sized to best meet the required temperature application. Fundamentally, the air-to-air heat exchanger conditions the temperature of engine bleed air or boosted output flow from a compressor prior to delivery of the pressurized air flow to the downstream air separation module (ASM). The pressurized air flow is cooled by means of ram air or by way of an electric cooling fan using a prescribed thermal control algorithm.

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Fuel Boost Pump Controller

Weight (lbs) 1.6 lbs
Size 7.13L x 5.13W x 1.91H inches
Operating Temperature (C) -40°C to 80°C fuel temperature
Electrical Output Range 2970 watts

Parkers Fuel Boost Pump Controller is a 270 VDC brushless, sensorless motor drive controller with electro-magnetic interference (EMI) filtering and lightning protection. The controller performs motor power regulation based on a discrete input command. The controller features a multiprocessor-based architecture which allows motor control operation along with health monitoring and status reporting. The primary Digital Signal Processor (DSP) is responsible for the motor control. The Secondary DSP is responsible for health monitoring and status reporting. The discrete input command has four power settings : OFF (pump off), LOW (50 percent), MEDIUM (75 percent) and HIGH (100 percent).

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Fuel Tank Inerting Controller

Weight (lbs) 10 lbs
Size 9.0"H x 2.8"W x 13.5"D
Operating Temperature (F) 59ºF to 158ºF

The fuel tank inerting controller monitors and controls the fuel tank inerting system (FTIS). The FTIS provides protection against fuel tank fire and explosion by creating inert conditions within the ullage space of the fuel tanks. Pressure, oxygen, and temperature data acquired via analog sensors are used by the controller to support the distribution of nitrogen enriched air (NEA) into the fuel tank ullage.

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Core Inlet Guide Vane Actuator

Weight (lbs) 6.45 lbs.
Stroke Range 3.1 inches
Bore Size (inch) 2.6 inches

The function of the core inlet guide vane (CIGV) actuator is to mechanically position the inlet guide vanes when commanded by the full authority digital engine control (FADEC). During normal operation, the actuators are modulated according to the FADEC based upon feedback from the masters linear variable differential transformer (LVDT) signal. Typically, there are two types of CIGV actuators, master and slave. The master is the only one that contains an electro hydraulic servo valve (EHSV) and a LVDT position sensor provides electrical feedback to the FADEC. Generally, core inlet guide vane (CIGV) actuators are fuel or oil operated. Fuel enters the EHSV cavity of the spoolsleeve area through the P inlet port. Electrical signals sent to the dual-coil servo from the full authority digital engine control (FADEC) cause the servo to modulate pressures Control 1 (C1) and Control 2 (C2). C1 and C2 are connected to the two chambers of the actuator piston.

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Dual Wall Transfer Tube

Fluid Type Fuel JP-5, Fuel JP-8
Inlet Line Size (inch) 1.5
Flow Diameter (inch) 1.5

The function of the core inlet guide vane (CIGV) actuator is to mechanically position the inlet guide vanes when commanded by the full authority digital engine control (FADEC). During normal operation, the actuators are modulated according to the FADEC based upon feedback from the masters linear variable differential transformer (LVDT) signal. Typically, there are two types of CIGV actuators, master and slave. The master is the only one that contains an electro hydraulic servo valve (EHSV) and a LVDT position sensor provides electrical feedback to the FADEC. The dual-wall transfer tube is designed for use in aircraft fuel system applications to connect two or more fuel tanks or subsystems and convey the system fluid from one tank subsystem to another, providing radial and axial movements or offsets between the connecting ends of the fuel tanks. In today's commercial and military aircraft auxiliary fuel tank systems, the fuel tank storage volume or the number of the fuel tanks are designed according to the distance to the destination or extending flight hours. The purpose of the dual-wall transfer tube is to connect aircraft auxiliary fuel tanks and transfer fuel from one tank to another during flight. The use of traditional connection methods such as tubing, hose, and bellows is constrained on aircraft due to the limited connection space between the fuel tanks; the large diameter of the flow passage; and the large radial and axial movements caused by the manufacturing tolerances of the fuel tank equipment and dynamic environment during flight. The dual-wall transfer tube is designed to overcome these installation and flight conditions and to endure the harsh environment of modern airplane auxiliary fuel tank systems. The dual-wall transfer tube is typically adapted to specific platform applications and interface connections (flange mounting configurations). This product qualification is based on specific platform installation and performance requirements.

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Dynatube Fittings

Features The original “beam seal” design • Patented design proven in millions of space, lunar, and aviation installations

Developed initially for the demanding performance requirements of NASA, Parker Stratoflex invented the original beam seal Dynatube design for high temperature, high pressure aerospace systems. Parker Stratoflexs Dynatube fittings have been proven through decades of testing, development, and installation in nearly every aerospace application. Using an elegantly simple geometric design and the utilization of compression and load forces, Dynabute fittings create several redundant seals for a zero-leak seal even after repeated assembly and disassembly. Dynatube fittings can also be used on aircraft hydraulic systems without the need for safety wiring, as proven by repeated NASA testing in high vibration rocket applications.

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Air Separation Module

Operating Pressure (psig) 60 psig max at 140°F +/-10°F
Minimum Operating Pressure (psig) -11 psig max at 150°F
Operating Temperature (F) +140°F +/-10°F (inlet air temperature)
Temperature Range (F) -67°F to 185°F

The air separation module (ASM) uses semi-permeable, hollow fiber membranes, packaged in a cylindrical canister that removes oxygen from a compressed air stream to generate a nitrogen enriched air (NEA) stream. Parker Aerospace's air separation modules are used in a variety of our inerting systems designed and manufactured for military, commercial, and business aircraft. Our separation modules benefit from proprietary, higher-performance Parker fibers not available to other companies, resulting in a smaller, lighter, and less-costly system. Parker's air separation module (ASM) keeps fuel tanks more safe, utilizing our semi-permeable hollow fiber membrane technology. The Parker fiber also has the highest performance of all available aerospace ASMs, enabling the smallest total ASM weight and package volume on the market today. Each ASM is put through rigorous test scenarios to meet strict requirements for tolerance and resistance. Parker has broad experience in analyzing, testing, and fielding all major ASM fibers, allowing the best choice of fiber to be selected for each program or application. As the premier world leader in fuel tank inerting systems, Parker has turned 50-plus years of inerting technology leadership into an unequalled pedigree that translates into durable, world-class products that last, flight after flight.

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Ecology Tank

Fluid Type Fuel, engine oil, hydraulic fluids, and other
Oil Type All jet oils

Ecology tanks are designed to capture fluids in a variety of different applications. Parker has fielded designs for fuel, oil, and hydraulic systems. The fuel ecology tanks capture fuel during engine shutdown and return the oil to the fuel tanks during the start of the engine. Oil and hydraulic ecology tanks capture small amounts of oil during flight that can be returned to the tank or drained before the next flight.

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PTFE Hose Assemblies

Maximum Fluid Temperature (F) Up to 450° fahrenheit
Hose Type Various hose types
Maximum Bend Radius (inch) Most ranging from .75- up to 14-inches

Parker Aerospace Stratoflex Products Divisions medium- and high-pressure PTFE hose assemblies are designed for reliable fuel, oil, and hydraulic fluid conveyance in even the most demanding aerospace systems. Aerospace fluid systems demand hose assemblies that perform well under pressure and provide years of reliable service. Our PTFE hose assemblies are constructed with seamless, smooth-bore inner tubes for maximum flow and include a thin layer of carbon to eliminate static charge buildup. Braided with stainless steel for durability and wear resistance, Stratoflex Products PTFE materials are designed to withstand all aircraft fuel, oil, coolants, and solvents. In addition, they feature an unlimited shelf life. Backed by years of aerospace engineering experience and design capabilities, our PTFE hoses will provide the performance you need with the reliability you expect.

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Alternate Flight Control Unit

Size Two MCU
Installation ARINC 600 with tray
Weight (lbs) 7 lbs
Input Power 28 VDC

Parker Aerospace developed and certified an alternate flight control unit (AFCU) that allows for full independent control using dedicated flight deck sensors and the existing hydraulic actuators on the control surfaces. With certification agencies demanding greater independence between primary flight controls and standby or backup systems, a robust response is to incorporate an independent flight controller that will allow continued safe flight and landing. This Parker AFCU contains the simplified direct mode control laws similar to what is provided in the primary system and provides servo-loop control and engagement logic for controlling every axis. With the AFCU, all other electronic units used in the primary system can be bypassed with continued safe flight and landing being maintained. Protection against inadvertent engagement is assured and monitoring is routinely and independently performed by the primary flight control computer. The AFCU is designed for simplicity and includes a power supply (including for the dedicated flight deck sensors), feedback demodulation, application of the simplified control laws, servo loop control, and engagement signals to one actuator on each primary control surface. The associated actuators include a dual coil electro-hydraulic servo valve, a dual LDVT main ram position sensor, and a dual coil shutoff valve.

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Hydraulic Accumulators

Maximum Temperature Rating (F) 400°F
Fluid Type HSDHA0001_Desc_Fluid Type

The Parker Aerospace piston-type hydraulic accumulators are designed to meet very stringent weight, envelope, and performance requirements. Many of these units incorporate single-end caps andor ballistic tolerant wraps for additional weight savings. This set of custom-designed accumulators complements our MIL-Spec, double end-cap accumulators that are designed in accordance with MS28700 and MS28797.

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Hydraulic Flow Regulators

Fluid Type Skydrol

Aerospace hydraulic fluid conveyance systems are often subjected to widely varying pressure changes and actuator loadings throughout an operating cycle. Parker Stratoflexs hydraulic flow regulators are designed to control hydraulic actuator velocities and provide precisely timed rates of flow. Typically found in dynamic applications, such as aircraft landing gear systems, Stratoflex flow regulators allow for rapid actions, such as gear retraction, while minimizing dynamic forces to reduce structural strain. As fluid passes through the valve in the regulated direction, sets of predetermined pressure drops and springs exert pressure and counter-pressure on a precisely engineered piston in a throttling action that increases or decreases the flow velocity. As a result of the pistons movement, only the correct rate of flow is permitted to pass through the regulator which provides a constant upstream or downstream pressure, depending on application.

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Bootstrap Reservoirs

Dry Weight (lbs) Up to 63.4 lbs.
Diameter (inch) Ranging from 9.34 up to 20.1 inches

Parker bootstrap reservoirs designed and manufactured by Parker Aerospaces Hydraulic Systems Division are found on many of todays leading military and commercial aircraft, including the F-22 Raptor, F-16 Fighting Falcon, FA-18 EF Hornet, C-17 Globemaster, V-22 Osprey, and 787 Dreamliner. Our reservoirs range in size from 21.5 to 3, 119 cubic inches and operate at system pressures between 3, 000 to 5, 000 psi. Working side by side with our customers, we have provided everything from stand-alone reservoirs to highly customized and fully integrated reservoirfilter modules. Our reservoirfilter modules contain electrical sensors for measuring fluid level, temperature, and pressure, as well as filter replacement indicators. Most of our reservoirs also include an overboard relief valve and a bleed valve. New Parker proprietary auto-bleed valve technology is also available to improve system performance and reduce the time and cost of maintenance.

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Highly Resistive Unions

Diameter (inch) 1.3, 1.575, 0.929, 1.26
Insulation 0.1 MΩ - 50 MΩ (end to end) resistance, 0.1 MΩ - 50 MΩ (flange to end) resistance

As the aerospace industry replaces existing aluminum and metal materials with composites, new technology is needed to dissipate electrical charge from safety critical components within aircraft fluid conveyance systems. With a forward thinking design and patented manufacturing technologies, Parker Stratoflex patented highly resistive unions (HRUs) are the leading safety innovation to ensure safe passage of fluid through aircraft fluid systems. Parker Stratoflex HRUs are engineered to provide exceptional insulation resistance without reducing flow rates or requiring special adapters or modifications. Compatible with multiple tube material options, Parker Stratoflex HRUs give aerospace fluid systems application flexibility and ease of maintenance.

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Electrically Conductive Adhesives

Color Beige
POLYMER FAMILY Polyolefin
FILLER MATERIAL Silver-Plated Glass
PACKAGING 1 pint aluminum can
PRIMER INCLUDED Not required
RATIO 1-part
VOLUME RESISTIVITY (OHM-CM) 0.005
LAP SHEAR STRENGTH (KPA) 28
SPECIFIC GRAVITY 1.7
NOMINAL HARDNESS (SHORE D) N/A

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Zone Valves

Brand Name Parker
Usage Industrial

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Crankcase Oil

Brand Name Parker
Product Type Accessory
Usage Leisure and Commercial

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Air Brake Tubing

Brand Name Parker
Color Black, Blue, Brown, Green, Orange, Purple, Red, Silver, Tan, White, Yellow
Minimum Bend Radius 10 - 76 mm
Tube I D 2 - 14 mm
Tube O D inch 1/8, 5/32, 3/16, 1/4, 5/16, 3/8, 1/2, 5/8, 3/4 Inch
Tube O D mm 3, 4, 5, 6, 8, 10, 13, 16, 19 mm
Minimum Working Temperature -40 F
Maximum Working Pressure 150 psi
Maximum Working Temperature 200 F
Minimum Bend Radius inch 3/8 - 3 Inch
Tube I D inch 0.079 - 0.566 Inch
Tubing Material Nylon
Industry Standards SAE J844; D.O.T. FMVSS 49CFR 571.106
Tube Wall Thickness 0.6 - 2.3 mm
Maximum Working Pressure bar 10.3 bar
Minimum Burst Pressure bar 55.2 - 96.5 bar
Minimum Bend Radius mm 9.4 - 76.2 mm
Minimum Working Temperature C -40 C
Maximum Working Temperature C 93 C
Media Brake Fluid

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Hydraulic Reservoirs

Brand Name Parker
Features Aluminum Construction for better heat dissipation, 50 gallon aluminum reservoir
Mounting Style Saddle mount
STORAGE TANK 50 Gallon
FILTER STAGES 40 Micron
TYPICAL APPLICATION Dump trucks / trailers - Low boys - Moving floors
RAPID EXHAUST Auxiliary mushroom vent

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Miniature Diaphragm Pump

Brand Name Parker
Features Highest efficiency in class. The TTC supports low power for portable and battery powered instruments.
Applications Gas Analysis, Anesthesia Monitors, CO2 Monitors, Patient Monitoring , Wound Therapy , Urinalysis .

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MOTOR-OPERATED FUEL SHUTOFF VALVE

Dry Weight (lbs) 2.10 lbs
Temperature Range (C) -67ºF to 185ºC
Fluid Temperature Min (C) -50ºC
Maximum Fluid Temperature (C) 55ºC

The motor-operated fuel shutoff valve is spar-mounted and is driven by a 28 VDC brush-type motor actuator to open and close when electrically commanded.

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HIGH-PRESSURE SWIVEL JOINTS

Maximum Operating Pressure (psig) 4000, 3000
Minimum Operating Pressure (psig) -5
Proof Pressure 8000, 6000
Burst Pressure (psi) 16, 000, 12, 000

Parker Stratoflex high-pressure swivel joints provide key functionality and reliability when rotation is required in a fluid or pneumatic conveyance systems. Designed with precision-made bearings for smooth movement and reduced torque, and qualified at over 100, 000 swivel cycles, Parker Stratoflex swivel joints are the ideal solution for rotating conveyance systems. Full 360-degree rotation with low torque at full system pressure prevents hydraulic system flex hoses and rigid tubes from potential damage due to twisting, binding, or kinking. The protection is beneficial both during installation and operation in critical areas, including landing gear and cargo door actuation. Engineered and tested to meet or exceed military standards, Parker Stratoflex swivel joints are built for long life in the harshest conditions. Combined with Parker Stratoflexs leading hose and tube assemblies, and innovative coupling designs, high-pressure swivel joints from Parker Stratoflex ensure your aerospace fluid conveyance system is performing with proven reliability.

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Aerospace Electrohydraulic Servo Valve

Minimum Operating Pressure (psi) 300
Maximum Operating Pressure (psi) 4500
Supply Proof Pressure (psi) 4500
Maximum Return Proof Pressure (psi) 3000

These valves are a series of three- or four-way electrohydraulic servovalves (EHSVs) commonly used to control position, velocity, and force in a variety of hydraulic system, fuel system, and engine control applications. Driving aerospace hydraulic actuators or motors in closed-loop servosystems, the EHSVs provide flows to 10 GPM at 1000 psi drop across the valve. The first stage is driven by an efficient force motor that is balanced so that lateral accelerations have little effect on output flow.The electrohydraulic servovalves provide unparalleled performance due to the highly reliable jet-pipe first-stage and large second-stage spool design. The result is an exceptionally contamination-resistant, erosion-tolerant, and high-flow servovalve that's designed to last. With an ability to perform in a contaminated environment, the Parker EHSV allows particles as large as 208 microns (0.008") to pass through the first stage without difficulty. Because the first-stage fluid impinges on a receiver that is fixed to the second stage, the Jet-Pipe motor has low first-stage noise. The integrity of the projector jet stream results in optimum hydraulic efficiency (first-stage pressureflow recovery) and better dynamic performance at low fluid temperatures.

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BREAKAWAY VALVE

Fluid Type Fuel (JP-5, JP-8)
Line Size - Inlet 1.0 inch
Flow Diameter 0.84 inch
Operating Pressure (psig) 60

Proven lifesavers, Stratoflex breakaway valves separate under high loads on fluid lines exceeding a predetermined value. Upon separation, the valves automatically seal the fluids in the lines to effectively prevent spills. Breakaway valves are typically used on fuel lines, main fuel tanks, extended range aircraft auxiliary fuel tanks, air-to-air refueling systems, and fall-away external tanks. Tank vent lines often use the single valve versions. The basic design incorporates a butterfly valve mounted to a cam shaft loaded by a coil spring. This design allows for a small envelope, lightweight, and minimum pressure drop across the coupling. The mechanism consists of two valve plates andor a single plate and detent post. These are held against each other by spring action until the fuse section separates to allow valve closure. An internal sealing sleeve is installed in between the interface joint of the two valve bodies and seals the fluid leakage from internal to external before valve bodies are totally separated. This construction permits a clean valve passage, minimizing ice formation and contamination. No parts are released to interfere with the valve operation during closure.

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Actuator Systems

Temperature Range (F) -65° to 275° F
Stroke Range Parker can design for stroke lengths up to 30 inches

Linear actuators consist of a piston and rod that move within a cylinder. The cylinder has two hydraulic ports; one for extension of the piston and rod and one port for retraction. When hydraulic fluid is directed to the extension port of the actuator, the piston moves to extend the rod out of the cylinder. When hydraulic fluid is directed to the retract port, the piston moves to retract the rod into the cylinder. The cylinder is pinned in two places, one fixed point and one translational point. As the piston rod extends and retracts, the translating point moves with it, providing motion control to accomplish tasks such as deploying thrust reversers or opening and closing doors. Actuators can be outfitted with locking mechanisms designed to hold the actuator in a desired position. This aids functionality and safety of the actuator. Parker has the capability to design an entire actuation system to meet your project requirements. Actuation systems incorporate all the necessary elements to keep a system clean and controlled, including filters, valving, and hydraulic lines. Multi-actuator systems, such as those required for thrust reverser applications, can also be synchronized using a shaft and worm gear system which ensures the system works together smoothly and safely.

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Fuel Boost Pump

Rated Voltage 28VDC, 115.5 VAC
Rated Flow (gpm) Up to 100 gpm
Fuel Type JET A, TYPE ll, JP-5, JP-8, TS-1
Maximum Current (amps) 25 amps for 28 VDC, 9 amps per phase for 115.5 VAC

Our fuel boost pumps use 28 V direct current (DC) to drive a high efficiency, brushless DC (BLDC) motor or 115.5 V alternating current (AC) three-phase induction motors. The BLDC motor-driven pumps incorporate integral electronic controllers using Hall Effect sensor rotor-position feedback. The hardware-only controller does not use any software or programmable logic devices. Ranging from fuel boost and transfer pumps to hydraulic brake and actuation pumps, potable water pumps, recirculation pumps, and APU fuel feed pumps, Parker Aerospaces fuel pumps add real power to both military and commercial aircraft. Our brushless, electric DC motor-driven pumps with sensorless or sensor-based electronic controls offer powerful advantages.

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Fly-by-Wire Flight Control Actuators

Operating Pressure (psi) 3000 to 5000 psi
Force (lbf) 1500 lbf to greater than 120, 000 lbf
Stroke Range 0.2 inch to over 16 inches stop-to-stop

Parker Aerospace fly-by-wire (FBW) primary and secondary flight control actuators have demonstrated highly reliable, fault-tolerant, precise position-control solutions for commercial and military applications for decades. Fly-by-wire flight control actuators receive signals from the flight control computer and convert them into control surface motion for optimal flight control and flying qualities. Parker Aerospace FBW actuators have proven reliability and performance records on a wide variety of commercial, military, and business jet aircraft. FBW actuators feature Parker's Jet-Pipe electrohydraulic servovalve technology or direct drive valve technology along with the latest developments in fly-by-wire technology. Today's aircraft manufacturers rely on fly-by-wire for improved performance, reliability, and weight savings gained through the elimination of the control linkages necessary with mechanical input actuation. The fly-by-wire actuators use the latest technology, materials, and coatings for failsafe and reliable performance over the entire service life. Our proven design tools and engineering teams optimize the packaging for envelope and weight.

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Horizontal Stabilizer Trim Actuator

Temperature Range (F) -65F to 160F
Load Rating 1080 lbf to 15, 000 lbf
Stroke Range 4.5 in to 21.9 in

Our horizontal stabilizer trim actuators (HSTAs) maintain the most optimum horizontal stabilizer surface on the airplane, improving fuel efficiency and reducing pilot workload. With over 25 years of HSTA experience, Parker has strong heritage in electromechanical HSTAs for aerospace commercial applications. Our broad experience and HSTA pedigree includes business jet, regional jet, and transport markets. Our HSTA designs meet the most stringent safety regulations driven by the certification authorities (FAA and EASA). In order to meet these safety requirements, the HSTA is designed as two actuators in one. The HSTA has two different load paths (ball screw and safety rod) connecting the stabilizer surface to the aircraft structure. The ball screw is driven by two electric brushless DC motors via a torque sum gear train. The HSTA has primary-load-activated passive brake (skewed roller) and an electric fail-safe electromechanical brake. The position of the stabilizer surface is captured via two rotary variable differential transformers (RVDTs). In case of a primary load path failure, the primary load path is locked in place and the load is transferred to the secondary load path.

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Electromechanical Missile Control Actuation Systems

Application Missile and launch vehicles
Current (amps) 1 - 20 amps/channel limit
Stall Torque Continuous (in-lbs) 10 - 25, 000
Stroke Range ±3 - ±45 degrees

With over 25 years of experience, Parker has a strong pedigree in missile applications. Our control actuation systems are uniquely packaged to meet the demands of performing in challenging operational and storage environments. The CAS is capable of providing independent control of each surface, or utilizing mechanical linkages to provide a single channel of control to multiple surfaces. Our missile control actuation systems (CAS) include control electronics which provide electrical power and closed loop feedback control to the DC motors, converting electrical energy to rotary motion. The control electronics receive aerosurface position commands from the missiles guidance section through either an analog or digital communication interface. Rotary- or linear-output motion may be accommodated through a series of mechanical gear reduction stages connecting the DC motor and the aerosurface. Motor commutation and position loop closure is achieved through sensor feedback. Sensors may include traditional bi-polar Hall Effects, rotary encoders, or resolvers depending upon the application. We can provide a wide variety of solutions, ranging in diameters from 3.5" to 14" as well as custom solutions. By combining the building blocks of mechanical advantage and electronic controls into an integrated system, we are able to deliver customized system solutions to reduce cost, lead time, and technical risk.

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Electromechanical Flight Control Actuators

Temperature Range (F) -65F to 160F (TBD)
Load Rating Rotary: 30 in/lbs @ 600 rpm 80 in/lbs @1132 RPM
Stroke Range 61.5 degree - Continuous - Unlimited
Voltage (VDC) 28 VDC - 270 VDC drive voltage

Parker Aerospace linear and rotary electromechanical actuators (EMAs) offer a safe and reliable means to control primary and secondary aircraft control surfaces, based on pilot or autopilot commands. With over 25 years of electromechanical flight control actuation, Parker has a strong heritage in electromechanical actuation and motor control for aerospace applications. Our EMAs allow for electronic control conversion to mechanical displacement through using AC or DC motor controls. Our actuation is used to position the aircraft flight control surfaces, improving fuel efficiency, and reducing pilot workload. Our broad experience and EMA pedigree include both military and commercial applications. Our EMA designs meet the most stringent safety regulations driven by the certification authorities (FAA and EASA) as well as military aircraft standards. In order to meet safety requirements, the EMAs can be designed with dual-redundant motors and dual-load paths (ball screw and safety rod) connecting an actuator to a flight control surface. Our electromechanical actuators utilize a ball or Acme screw driven by electric brushless motors via a torque sum gear train. The EMA may have a primary load-activated passive brake (skewed roller) or an electric fail-safe electromechanical brake. The position of the flight control surface is determined by either linear or rotary variable differential transformers (LVDT, RVDT).

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Transcowl Locking System

Continuous Power Range < 3 amps peak (0.75 amps RMS) continuous (35 seconds maximum)
Current (amps) <15 amps peak (9 amps RMS) 300 msec
Weight (lbs) 6.0 lbs (2.7 kg) maximum

When thrust reverser deployment is commanded, the transcowl locking system electromechanical actuator will be energized. This will unlock the TLS pawl from the transcowl structure load plate within 200 ms. The redundant proximity switches in the TLS will send an unlock signal to the electronic engine control before the pawl moves through the position where it would be incapable of carrying load. At the same time, a lever arm on the TLS pushes the visual indicator (installed on the fan cowl door) to an extended position, indicating that the TLS is unlocked. Using the appropriate time delays, the electronic engine control signals the transcowlthrust reverser system to deploy. The TLS electromechanical actuator will continue to be energized while deploy is commanded. When stow is commanded, the TLS will be de-energized following a 15-second delay, causing the pawl to move to a locked position. The visual indicator will retract (indicating that it is locked) and the TLS proximity switches will indicate a TLS locked state at this time. As the transcowlthrust reverser system moves to the near-stowed position, the transcowl load plate pushes the pawl aside to allow complete stowage of the transcowl. When the load plate has cleared the TLS pawl, the pawl load spring returns the TLS to the locked position. The transcowl locking system actuator is designed such that failure of the TLS will default the pawl to the locked position.

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Electrohydrostatic Actuation

Operating Pressure (psig) Variable up to 5000 psig
Electrical Output Range 270 Vdc, 115 VAC with transformer rectifier unit
Output kW Rating 1 kw (1.5 Hp) to 25 kw (33 Hp)

Parker Aerospace designs and manufactures electrohydrostatic actuation (EHA) systems that eliminate the need for central hydraulic systems. EHA systems are power-by-wire actuation systems that utilize aircraft electric power for flight control surface actuation. These systems are highly energy efficient and provide an overall weight benefit to the aircraft. EHA technology is power-on-demand actuation that results in reduced overall aircraft power consumption. EHAs result in improved maintainability since there are no hydraulic connections between actuation equipment and the vehicle system. EHAs consist of a fixed displacement, high speed, reversible pump driven by a brushless DC electric motor. Actuator position is controlled by the pump rotation direction and actuator piston velocity is controlled by pump rotational speed. The actuator output force is a function of the electric motor output torque. Our EHA designs are dual tandem and simplex hydraulic output and contain fail-safe features, overload protection, and optimized packaging to reduce weight. Parker EHAs and are known throughout the industry for providing reliable performance within customer specifications.

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Nose Wheel Assemblies

Load rating Static load from 500 lbs to 8600 lbs
Bearing Tapered roller bearings
Accessories Hubcaps or dust shields

Nose wheels are designed to support a portion of the load requirements for the aircraft along with the main wheels. The nose wheel provides a means of steering control, if so equipped. The main wheels transmit stopping forces from the brake to the ground. Wheels are made from either aluminum castings, magnesium castings, or aluminum forgings. The wheel is of the divided type, incorporating inner wheel half and outer wheel half, which are fastened together with tie bolts, washers, and nuts. The wheel rotates on two tapered roller bearings which seat in bearing cups, shrink fitted into the hubs. Molded grease seals provide protection and lubricant retention for the bearings. Hubcaps, when used, are secured to the outboard wheel half by a snap ring and screws.

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Tail Wheel Assemblies

Load rating Static load from 1000 lbs to 4235 lbs
Size Four-, five-, and six-inch bead seat diameter
Bearing Tapered roller bearings

The tail wheel assembly can be on tricycle-type landing gear, as well as conventional gear with the tricycle gear being the most common. Tail wheels are designed to support a portion of the load requirements for the aircraft along with the main wheels, and are steerable on some aircraft. Wheels are made from either aluminum castings, magnesium castings, or aluminum forgings. The wheel is of the divided type, incorporating inner-wheel half and outer-wheel half, which are fastened together with tie bolts, washers, and nuts. The wheel rotates on two tapered roller bearings which seat in bearing cups, shrink fitted into the hubs. Molded grease seals provide protection and lubricant retention for the bearings. Hubcaps, when used, are secured to the outboard wheel half by a snap ring and screws.

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Main Wheel Assemblies

Load rating Static load from 800 lbs to 12, 957 lbs
Bearing Tapered roller bearings
Size Range (inch) Five-inch up to 16-in bead seat diameter

Main wheels are designed to support the larger portion of the load requirements for the aircraft along with the nose wheels. The main wheels transmit stopping forces from the brake to the ground. Wheels are made from either aluminum castings, magnesium castings, or aluminum forgings. The wheel is of the divided type, incorporating inner wheel half and outer wheel half, plus a disc, which are fastened together with tie bolts, washers, and nuts. The wheel rotates on two tapered roller bearings which seat in bearing cups, shrink fitted into the hubs. Molded grease seals provide protection and lubricant retention for the bearings. Hubcaps, when used, are secured to the outboard wheel half by a snap ring and screws.

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Single ASM Pallet

Temperature Range (F) +140°F at 60 psig
Temperature Range (F) -67°F to 200°F
Fluid Type Air
Operating Pressure (psig) 60 psig max at 140°F +/-10°F

Parker's inerting pallet system provides inert gas to aircraft fuel tanks. The nitrogen-enriched air (NEA) generation subsystem removes oxygen from the conditioned bleed airstream to supply the tanks with inert gas. The pallet incorporates an air separation module to remove oxygen from a conditioned bleed air supply to generate the inert gas. The Pallet is designed with a significant level of safety to protect the fuel tanks against over temperature, unsafe low pressure, over pressure, and contamination ingression. Single ASM Pallet designs promote a modular approach to support on-wing maintenance actions. The pallet is installed in non-pressurized belly fairing compartment(s). The general architecture features air filtration, over-temperature protection, fuel ingress protection, flow switching, system control, health monitoring, and NEA generation using an air separation module (ASM). Most of the equipment upstream of the ASM is used to properly condition the ASM inlet air to ensure optimal ASM performance and life. As the premier world leader in fuel tank inerting systems, Parker has turned 50-plus years of inerting technology leadership into an unequalled pedigree that translates into durable, world-class products that last, flight after flight.

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Multi ASM Pallet

Operating Pressure (psig) 60 psig max at 140°F +/-10°F
Operating Temperature (F) Max temperature of +140°F at 60 psig
Temperature Range (F) -67°F to 200°F

Parker's inerting pallet system provides inert gas to aircraft fuel tanks. The nitrogen enriched air (NEA) generation subsystem removes oxygen from the conditioned bleed airstream to supply the tanks with inert gas. The pallet incorporates an air separation module to remove oxygen from a conditioned bleed air supply to generate the inert gas. The pallet is designed with a significant level of safety to protect the fuel tanks against over temperature, unsafe low pressure and over pressure and contamination ingression. The multi ASM pallet promotes a modular design approach and is typically installed in a non-pressurized zone. Line replaceable unit (LRU) placement supports an on-wing maintenance philosophy for ease of access. The general architecture features air filtration, over-temperature protection, flow switching, health monitoring, and NEA generation using multi air separation modules (ASM). Most components upstream of the ASMs are used to properly condition the inlet air supply to ensure optimal ASM performance and service life. As the premier world leader in fuel tank inerting systems, Parker has turned 50-plus years of inerting technology leadership into an unequalled pedigree that translates into durable, world-class products that last, flight after flight.

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Lightning-Safe Aircraft Fuel Tank Gravity Fuel Filler Caps

Diameter (inch) 3
Operating Pressure (psig) 50
Maximum Proof Pressure (psig) 75
Burst Pressure (psi) 1000

Parker Aerospace lightning-safe gravity fuel filler caps are used to lock, seal, and act as an identifier for the gravity fill port of an aircraft fuel tank. The advantages of Parkers gravity fuel filler cap include the use of a lightweight composite base that meets current lightning-safe standards, O-rings with a fluorosilicone seal, and a lanyard made of polyurethane. Non-lightning-safe caps have lanyards of varied material and type, such as chain links and cables. Parker Aerospace gravity fuel filler caps are three inches in diameter, and are both indexing and non-indexing. To fuel the aircraft, the caps are manually actuated by lifting and turning the handle, which vents the fuel tank. The cap is then removed from its mating adapter, allowing the aircraft to be refueled. The cap remains attached to the aircraft by a lanyard. Once refueling is complete, the cap is inserted back into the adapter and the handle is actuated back to a closed position, which effectively reseals the gravity fill refuel port. Parker Aerospace is the leading provider of Lightning-Safe products for aircraft, with almost 50 years of lighting protection expertise. Our equipment will work to dissipate the static charge caused by lightning strikes and other electrical upset conditions. Our array of Lightning-Safe products has been designed to meet and even exceed the stringent lightning safety requirements of the aircraft industry.

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Aircraft Fuel Tank Pressure Refuel Caps

Diameter (inch) 4.5
Operating Pressure (psig) 60
Maximum Proof Pressure (psig) 120

Parker Aerospaces pressure refuel caps are used to lock, seal, and vent the pressure refuel port for an aircraft fuel tank. Pressure refueling allows for single point refueling on larger aircraft. Parkers pressure refuel cap is designed in accordance with military specification MIL-C-8605B (for technical requirements) and MS29526-2 (for envelope requirements). The cap can be used with all aircraft fuels, and also features an aluminum base and handle, a fluorosilicone O-ring seal, and an anti-sparking brass chain lanyard (per industry standard RR-C-271) with a plastic tubing cover and corrosion resistant steel hooks. Lanyards can also be fabricated with corrosion-resistant steel or flexible plastic and fuel resistant tubing. Parker Aerospace pressure refuel caps are 4.5 inches in diameter, with a refuel coupling indexing feature. They fit into a 2.5 inch pressure refuel adapter per military specification MS24484. To fuel the aircraft, the caps are manually actuated by pressing down on the handle, which will vent and unlock the cap for removal by twisting. The cap remains attached to the aircraft by a lanyard. Once refueling is complete, the cap is inserted back onto the adapter and twisted until locked into place, which effectively reseals the pressure refuel port. Parker Aerospace offers over 3, 000 active, certified parts, including market-leading fuel caps and adapters. From flame arrestors to fuel caps, Parker Aerospace components are meticulously designed to meet the highest military and commercial specifications and standards. Our on-site development, qualification, and test capabilities are just further advantages to partnering with Parker.

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Aircraft Waste System Composite Ducting

Operating Pressure (psig) 15
Proof Pressure 22.5
Negative Pressure (psi) -13

Parker Aerospace composite ducting is fitted between the on-board waste collection tank and the ground servicing panel, allowing for the smooth flow of the tank contents overboard to the ground servicing receptacle. We fabricate our composite ducting from a pre-impregnated E-glass fiber fabric, with a thermoset resin. In the cured state, the composite meets Boeing specification BMS-8-79 and DMS2296, DMS2297, and DMS2441. The fabrication process allows for the production of complex integrated shapes with varying diameters, where required. Dependent upon shape, ducts can be formed over hard or soft tooling. Additionally, various types of end fittings are either formed as part of the lay-up procedure or are mechanically bonded into position. Internal coating on the ducting provides a low-friction surface on the duct interior. The external coating is provided for aircraft fluid compatibility (including compatibility with Skydrol), and the coating also provides a redundant fluid barrier.The advantages of Parkers composite ducting include the use of weight-reduced lower density materials (including duct and end fittings) to replace heavier and more expensive aluminum and titanium. Our composite ducting is flexible, with the capability to resist heavy mechanical loads, as well as the high vibration of aircraft landings. Parkers ducting is resistant to chemical attack and much easier to install than conventional materials. Lower maintenance costs are also a benefit as our ducting features an inner polytetrafluoroethylene paint that reflects the buildup often occurring in other water or waste systems.

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Remote Engine Oil Replenishment Unit

Weight (lbs) 11.5 pounds (5.25kg)
Volume (Gallons) 1.75 gallons (6.6L)
Dimension: Height 10 inches

An oil replenishment system allows business aircraft operators to replenish system oil levels as required in areas where ground maintenance crews may not be readily available. A control panel at ground level in the rear of the fuselage is easily accessed by the flight crew, allowing operators to replenish engine oil in seconds by simply turning a switch and pressing a button. The system is powered by the aircrafts 28V battery. The digitally controlled brushless DC electric motor (BLDC) motor allows oil replenishment from -20F to 120F. The system is designed to replenish two gallons of oil in three minutes at 70 degrees F. The system can be easily adapted to meet any application including two- or three-engine aircraft.

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Fireproof Main Engine Oil Tank

Material Stainless steel or aluminum
Temperature Range (F) -65 F to 450 F typical engine oil temperatures
Cyclic Life Infinite; designed to last the life of the engine

The main engine oil tanks primary purpose is to provide clean deaerated oil to the engine for the turbine engine bearings. Parker Aerospace tanks are available with fireproof The oil tank incorporates a variety of different components to monitor the health of the engine oil system: reservoir, integrated deaerator, visual oil sight gauge, remote oil level indicator, pressure regulating valve, pressure relief valve, pressure fill valve, gravity fill cap, and adapter. The entire tank needs to be designed and certified to meet the FAA 15 minute 2000-degree fireproof requirement. The main reservoir can be manufactured using stainless steel or aluminum. Aluminum designs requires a fireblanket or other insulation methods to meet the fireproof requirement.

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Parker Hannifin India Private Limited TTC Industrial Area, Navi Mumbai, Maharashtra

Our Products

Ground Service Equipment

SLIDE-LOK QUICK-DISCONNECT COUPLINGS

SINGLE SHUT-OFF COUPLINGS

Non-Locking Couplings, 316 Series

Park Brake Valves

Potable Water Pump

Electric Backup Hydraulic Actuation

Mechanical Input Actuator

Heat Exchanger

Fuel Boost Pump Controller

Fuel Tank Inerting Controller

Core Inlet Guide Vane Actuator

Dual Wall Transfer Tube

Dynatube Fittings

Air Separation Module

Ecology Tank

PTFE Hose Assemblies

Alternate Flight Control Unit

Hydraulic Accumulators

Hydraulic Flow Regulators

Bootstrap Reservoirs

Highly Resistive Unions

Electrically Conductive Adhesives

Zone Valves

Crankcase Oil

Air Brake Tubing

Hydraulic Reservoirs

Miniature Diaphragm Pump

MOTOR-OPERATED FUEL SHUTOFF VALVE

HIGH-PRESSURE SWIVEL JOINTS

Aerospace Electrohydraulic Servo Valve

BREAKAWAY VALVE

Actuator Systems

Fuel Boost Pump

Fly-by-Wire Flight Control Actuators

Horizontal Stabilizer Trim Actuator

Electromechanical Missile Control Actuation Systems

Electromechanical Flight Control Actuators

Transcowl Locking System

Electrohydrostatic Actuation

Nose Wheel Assemblies

Tail Wheel Assemblies

Main Wheel Assemblies

Single ASM Pallet

Multi ASM Pallet

Lightning-Safe Aircraft Fuel Tank Gravity Fuel Filler Caps

Aircraft Fuel Tank Pressure Refuel Caps

Aircraft Waste System Composite Ducting

Remote Engine Oil Replenishment Unit

Fireproof Main Engine Oil Tank

Contact Us

Parker Hannifin India Private Limited
TTC Industrial Area, Navi Mumbai, Maharashtra