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

For our wing tank fuel transfer pumps, the main pumping element is a centrifugal impeller driven by a three-phase variable frequency induction motor, with the input frequency varying between 360 and 800 Hz. The canister is installed on the wet side of the spar with the pump element installed into the canister from the dry side; this allows the element that contains the motor and bearings to be replaced without draining the fuel tank. Ranging from fuel boost and transfer pumps to hydraulic brake and actuation pumps, potable water pumps, recirculation pumps, and APU fuel feed pumps, Parker Aerospace’s 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.

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.

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.

Load rating : Static load from 1000 lbs to 4235 lbs

Size : Four-, five-, and six-inch bead seat diameter

Refuel shutoff valves such as the one above are mounted to a vertical rib and are designed with several features that are required in today’s demanding aerospace needs (i.e. FAR25.981, windmilling & engine blade out). This style of valve is also designed to keep surge pressure low when the valve is commanded to shutoff, thus protecting any downstream equipment. With its low pressure drop and low leakage rate, this valve is an ideal choice when properly selected for the right application. The refuel shutoff valve is designed to operate in conjunction with a refuel control solenoid or pilot-operated float valve. When the aircraft is connected to a ground refueling source, refuel pressure and flow are routed to the inlet of the valve, allowing the fuel tanks to be filled. When the selected aircraft fuel quantity is reached, the fuel management system will command the refuel-control solenoid or pilot-operated float valve to close, thus commanding the refuel shutoff valve to the closed position.

Incorporates a number of solenoid valves (two to six) that are used to control pneumatic valves. The solenoid bank is designed to be located in zone two of the engine. The solenoid valves are connected, via servo pipes, to individual pneumatic valves.

The fuel module functions as a self-contained variable speed electric motor-driven fuel metering pump that supplies fuel to the fuel manifold in a gas turbine engine. It is a completely sealed unit without drains or sumps. The unit is engine mounted and communicates directly with the engine FADEC (engine controller). It is fire resistant, withstanding direct flame for five minutes with optional fire shields.

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 ¼ inch) line sizes.

Parker Stratoflex’s 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.

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.

Temperature Range (F) : +140°F at 60 psig

Temperature Range (F) : -67°F to 200°F

Each rotor brake assembly is composed of a brake disc, friction surfaces, and two pistons opposing against the brake disc. The pistons will have spring retracts for positive clearance when the brake is not operational. The brake assembly uses a split-brake cylinder with a single inlet port. Wear indicator pins provide a visual or tactile indication of usable lining remaining. The disc, which is a wear component, is not part of the rotor brake assembly.

Master cylinders are located in the cockpit on each of the pilot’s rudder pedals. They are used to turn a force into a pressure to actuate the brakes on an aircraft. By integrating the reservoir directly into the master cylinder housing, Parker has eliminated the need for a separate, remotely mounted reservoir. There are several advantages to this fewer fittings translates into fewer possible leak paths and the elimination of the need to find a remote location for a reservoir in a space-limited aircraft. This also means there are fewer parts to inspect and maintain, no need for a hydraulic line between the remote reservoir and the master cylinder, and weight savings. Parker offers a version with a reservoir designed into the cylinder. It eliminates the need for a remote reservoir located in the firewall area, giving easier control over the system and less line from the brake assembly. The reservoir capacity ranges from 2 to 3.4 cubic inches with strokes from 1.2 to 1.75 inches. Total volumetric output is 0.36 to 0.77 cubic inches. Ports are 18-27 NPT thread, which is common in the general aviation market.

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 aircraft’s 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.

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.

Parker’s push-type master cylinders utilize hardened steel rods, aluminum housings, and pistons that have low seal friction, which means they are designed for long, reliable service life.

Parker Aerospace Stratoflex Products Division’s 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.

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.

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 pilot’s linear movement of the rod or cable causes rotation of the control arm which rotates the park brake valve’s 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.

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.

Load rating : Static load from 500 lbs to 8600 lbs

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.

The original application for carbon brakes was high-performance military aircraft applications. Although carbon brakes can come at a higher price, the gain in higher energy-absorption capability and lower weight are attractive alternatives to steel brakes. Recent improvements in carbon materials and more efficient manufacturing methods have increased the application of carbon brakes to commercial aircraft. Carbon brakes can offer twice the life of steel brakes, and are therefore more cost-effective. From a technical standpoint, the carbon material is more lightweight, has greater energy absorption, and a lower wear rate than the steel counterpart. The lighter weight of carbon reduces aircraft weight and fuel consumption, thereby reducing carbon-dioxide emissions being released into the environment.

Material : Aluminum construction

Each multi rotor steel brake assembly is composed of one brake cylinder, one pressure-plate assembly with replaceable steel wear pads, two or more rotating discs (rotors) with sintered-friction material on a steel core, one or more stationary discs (stators) with replaceable wear pads, one torque-tube assembly with replaceable wear pads, along with necessary nuts, washers, and bolts. Braking action begins to occur when hydraulic pressure is applied to the brake via the pilot’s or co-pilot’s master cylinders. As the hydraulic pressure reaches the brake it forces the pistons outward against the pressure plate assembly (with wear pads), which compresses the brake stack (rotors and stationary discs) against the torque tube assembly (with wear pads). This generated frictional force is transferred to the wheeltire through the rotors, which have drive slots to engage the main wheel, and thus slows the aircraft.

Material : Aluminum housing

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.

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.