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Our Products

  1. Brakes & Braking Systems 6 Products available
  2. Coupling 3 Products available
  3. Cranes & Lifting Machines 3 Products available
  4. Electric Actuators 3 Products available
  5. Pumps, Pumping Machines & Parts 8 Products available
  6. Hoses, Hose Assemblies & Fittings 3 Products available
  7. Sewing Accessories 3 Products available
  8. Industrial Valves 9 Products available
  9. Valves & Valve Fittings 3 Products available
  10. Others 41 Products available

Other Products / Services

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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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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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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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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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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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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Fuel Boost Pump

  • 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
  • Voltage 28VDC, 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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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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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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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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Remote Electronics Unit

  • Version Single-channel and dual-channel functionality
Parker Aerospace designs and manufactures a family of electronic controllers offering adaptable and scalable solutions. Remote electronics unit products are used in the most advanced fly-by-wire systems providing precise closed-loop actuation control.
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Motor Control Electronics

  • Frequency (Hz) 320 to 800 Hz
  • Maximum Operating Frequency 800 Hz
  • Input Power 1500 W continuous (4500 W peak)
  • Maximum Output 26 A current
Parker Aerospace designs and manufactures a variety of motor control electronics (MCE) for flight control actuation. MCEs provide closed-loop velocity control of the motors used in aerospace applications such as aircraft pitch trim and flap systems.
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Two Phase Liquid Cooling System

  • Configuration Application specific sizes
  • Performance Cooling is application specific
  • Operating Temperature (C) Application specific, typically -54° to +71° C
Developed by Parker Hannifins Gas Turbine Division, the unique macrolaminate construction employs a diffusion-bonding manufacturing process. This process allows multiple layers of extremely thin material to be bonded together, resulting in a finished product that has a material strength greater than 90 percent of the base material. Each layer may contain complex liquid paths that transport the coolant to specific areas of concentrated heat flux. This multilayer approach results in the ability to create parallel low temperature flow paths for the coolant prior to reaching multiple locations of the specific heat sources.

The unique manufacturing process includes the capacity to produce fluid channel passages with extremely high aspect ratios. A slot style fluid channel provides the most efficient method of thermal transfer (maximum contact area versus volume) from the cold plate wall to the coolant.

Thin cold plates and low-fluid volumes result in reduced sizes for any associated pumps or reservoiraccumulators in the overall system, contributing towards size, weight, and power (SWAP) benefits.

Very large format cold plates may be constructed with fluid passages of greater size and may therefore utilize vacuum brazing as a construction technique.

Single-phase and two-phase cooling can be achieved with a variety of fluids or refrigerants. Two-phase cooling may require the cold plate to operate with the coolant under considerable pressure. Parker has many years of experience manufacturing and testing complex fluid management systems and components that need to operate under extreme pressures in harsh environments.
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  • Noel Dbritto (Parker Hannifin India Private Limited)
  • Plot No. El- 26, MIDC TTC Industrial Area, Mahape, Navi Mumbai, Maharashtra
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