Latest Blog Posts
  • For decades, futurists have been dreaming of “flying cars” that are easier and nimbler to operate than a helicopter and accessible to everyone. Today, many aerospace technologies are coming together helping numerous companies develop small passenger electric aircraft as soon as 2023. 

    It’s no secret that Advanced Air Mobility (AAM) is going to be a hotly contested market with legacy aircraft builders, nimble startups, and original equipment manufacturer (OEM) systems providers clarifying their vision of the future. This new market aims to transport passengers and cargo at lower altitudes through urban, suburban, and regional landscapes. Aircraft that will meet these needs will utilize more- or all-electric technologies. 


    Vast possibilities, by any measure

     According to a 2020 Roland Berger study on Urban Air Mobility (UAM), a submarket of AAM, “the passenger UAM industry will generate revenues of almost $90 billion a year, with 160,000 commercial passenger drones plying the skies.” Further, Morgan Stanley Research projects that the UAM market could grow to $1.5 trillion by 2040. 

    Even the most conservative forecasts indicate the AAM market has huge potential as evidenced by the hundreds of vehicles in development.


    AAM is evolving toward reality

    In early 2021, Air One, the world’s first airport for electric aircraft, was launched in Coventry, England by Urban Air Port, a subsidiary of sustainable tech company small (Six Miles Across London Limited) in partnership with Hyundai Motor Company, Coventry City Council, and the UK government. 

    As technology evolves, infrastructure is built, and the regulatory/certification requirements established, AAM vehicles will take different forms:

    • Hybrid electric vehicles will be using on-board electrical generating equipment, such as hydrogen power plants or small gas turbines, to generate the electricity needed for propulsion as well as for other systems like flight controls, environmental controls, accessories, and electric braking. Hybrid aircraft may be tasked with shorter regional routes – as opposed to short-hop intra-urban routes – and could be fixed-wing types that take off and land traditionally, or those that takeoff and land vertically. Such hybrid vehicles, which have the potential of significantly reducing emissions, are bridging the gap between today’s conventionally powered aircraft and all-electric ones.
    • All-electric vehicles will primarily utilize rechargeable battery packs for flight energy. These aircraft will likely be of the electric vertical takeoff and landing (eVTOL) type, using distributed electric propulsion systems where the propulsive motors are distributed around the vehicle in proximity to the rotors that provide lift, forward motion, and flight control.


    MEA: a pathway to an all-electric future

    More-electric aircraft (MEA), which have been in production for over a decade, utilize electric power for all non-propulsive systems. The trend toward more-electric aircraft has been driven by the desire for improvements in aircraft weight, fuel efficiency, emissions, life-cycle costs, maintainability, and reliability. 

    Technology advancements in the areas of electric motors, motor controllers and inverters, electromechanical actuators (EMAs), and thermal management equipment are providing the building blocks that enable development of systems for more-electric aircraft.


    Technologies for more-electric and all-electric aircraft

    Parker Aerospace, via its dedicated AAM systems team, offers a broad range of products and systems expertise for present-day applications as well as future-state aircraft:

    • Cockpit controls – Parker Aerospace cockpit controls provide functional and ergonomic interfaces between pilots and aircraft fly-by-wire systems. Compact and lightweight, these solutions can be seamlessly integrated into cockpit designs, including sidestick or yoke-based cockpit layouts. 
       
    • Electro-mechanical actuators –These types of actuators are used for primary, secondary (flap/high lift/electronically synchronized), utility, stabilizer trim, and more. Of note is Parker’s development of patented jam-tolerant EMAs.
       
    • Electric motors and controllers – Motor and controller technology is at the core of many Parker solutions for more-electric and all-electric aircraft. Parker is developing families of motors and controllers to reduce cost and development time, while also looking at the newer high-power market needs for motors and controllers/inverters.
       
    • Electric braking development – Applying its broad and deep experience in hydraulic aircraft braking systems, Parker is developing advanced electric braking systems for next-generation hybrid and all-electric aircraft.

    • Integrated power management systems – These higher-voltage solid-state electric power distribution systems are required by the AAM market to address the higher-voltage power architectures noted below.  
       
    • High-voltage power architectures – AAM vehicle builders are looking for high-voltage system architectures on the order of 500, 700, and even 1,000 volts and higher. These types of systems enable electronic equipment OEMs to design products that are much smaller and lighter-weight than the systems currently in use on commercial aircraft.
       
    • Advanced thermal management solutions – Parker’s offering includes thermal management for electric motors and battery systems utilizing cooling pumps (ePumps), reservoirs, heat exchangers, valves, conveyance equipment, and more. This recent blog article explores the challenges and solutions available for eVTOL thermal management.

       
    • Vibration attenuation and motion control – Technologies that safely and securely attach the propulsion system and airframe equipment, while mitigating the effects of vibration, shock, and sound disturbances, providing longer equipment life and noise reduction.

       
    • Localized hydraulic powerpack solutions – When electric power solutions may not yet be feasible – flight controls for larger aircraft, for example – hydraulic powerpacks offer a robust, compact, and lighter-weight answer. This blog article provides a deeper dive into the benefits of hydraulic powerpacks. 

     

    Certification: where concepts meet reality

    The AAM market is dynamic and changing rapidly. New ideas for platforms, infrastructure, and the technologies that make this exciting segment possible are surfacing daily.

    Amid this excitement, these aircraft must be certified for their intended purpose, as do the systems and components that enable the platforms to execute their missions. Regulatory agencies such as the FAA and EASA are presently establishing the parameters under which AAM vehicles can be approved to fly.

    Platform builders need to know that their partners have the engineering muscle and experience to not only design an innovative solution that meets requirements, but to also produce a solution that can be certified. This is where an experienced aerospace technology partner is crucial.

    Over decades, Parker Aerospace has built thousands of certifiable components and systems for commercial and military aircraft. All Parker equipment is conceived and engineered to offer redundancy, safety, and reliability with the certification process in mind. Contributing to Parker’s track record of certification success is its state-of-the-art simulation capabilities, advanced test equipment, and thorough knowledge of global regulatory requirements.


    Helping customers seize opportunity

    As the market continues to ascend, Parker Aerospace and its AAM team are actively innovating to help customers take full advantage of these new and fast-changing opportunities. 

    To learn more about how Parker Aerospace innovation is shaping the AAM market, email the team at airmobility@parker.com.

     

    Making the world a better place is in our DNA  

    As a trusted partner, Parker's team members work alongside customers to enable technology breakthroughs that change the world for the better. We help our customers and distribution partners meet the newest standards for safety or emissions, reduce power usage, improve efficiency, and move faster to optimize resources. Parker's Purpose is at the core of everything we do. Watch the introduction video with Parker's CEO Tom Williams.

     

     


     This blog was contributed by Chris Frazer key account manager and UAM/eVTOL/AAM business development lead of Parker Aerospace. 

    Advanced Air Mobility Market Outlook Charged with Opportunity - Version 2

    For decades, futurists have been dreaming of “flying cars” that are easier and nimbler to operate than a helicopter and accessible...

    Read more

  •  In this post, you will learn how to change the transmission fluid (HT-1000) in Parker's HTG hydrostatic transmission in your mower. The HT-1000 Service Kit includes all the replacement parts needed for a smooth fluid change.

    The transmission fluid in your mower should be changed at regular intervals to maintain the life of the mower. The HT-1000 transmission fluid only needs to be changed once every 1000 hours, as opposed to as early as 500 hours with other brands. Our Hydrostatic Transmission Fluid HT-1000™ is a synthetic transmission oil engineered to provide maximum durability and long life for heavy-duty hydrostatic drive systems.

     

    Making oil changes simple and efficient

    Our transmissions for off-road vehicles are designed to make oil changes very quick and simple, and the new service kit makes the process even easier by providing all the necessary oil change components. Contact your local dealer for more information!

    Each transmission includes a low-speed, high torque motor (Torqmotor) integrated with a hydraulic pump to provide an all-in-one transmission package. the transmissions are ideal for zero-turn mowers, golf course maintenance equipment, and light-duty utility vehicles. 

    Each HTG service kit includes:

    • (2) gallons of HT-1000

    • (2) replacement filters

    • (2) plugs w/ washers

     

    Watch how to change your transmission oil in this video:

     

     

    How to Change Your HT-1000 Using a Parker Hydrostatic Transmission Service Kit step-by-step:

    1) Remove Plug from the Transmission Bottom Cover

     

          2) Remove Vent Plug from the Top of Transmission

     

    3) Remove Filter from Transmission

     

       4) After Oil is Drained, Insert New Filter

     

       5) Install New Transmission Plugs

     

        6) Lower the Mower

     

        7) Raise the Seat

     

     8) Remove Expansion Tank Cap

     

      9) Add HT-1000 Fluid to Tank

     

    10) Re-install Cap and the Vent Plug

     

    11) Close the Seat

     

    That's it! After completing these simple steps, you will have successfully changed your HT-1000 transmission fluid.

    Our Pump & Motor Division (PMD) is a market leader in gear pump and low speed-high torque gerotor motors. PMD continues to blaze a trail by developing new technologies while maintaining a high level of service synonymous with Parker. Between the two divisions in North Carolina and Tennessee, the PMD team members have decades of industry experience to better serve you and your application. 

     

    Article contributed by CT Lefler, marketing product manager, Parker Hydraulics Pump and Motor DivisionArticle contributed by CT Lefler, marketing product manager, Pump, and Motor Division.

     

     

     

     

     

    Related, helpful content for you:

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    Integrated Transmissions That are a Cut Above

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  •  This article will teach you to how to change the transmission fluid (HT-1000) in the Parker HTE and HTJ hydrostatic transmissions on your mower. The HT-1000 Service Kit includes all the replacement parts needed for a smooth fluid change.

    The transmission fluid in a mower should be changed at regular intervals to maintain the life of the mower. Parker’s HT-1000 only needs to be changed once every 1000 hours, as opposed to as early as 500 hours with other brands. Parker’s Hydrostatic Transmission Fluid HT-1000™ is a synthetic transmission oil engineered to provide maximum durability and long life for heavy-duty hydrostatic drive systems.

     

    Meet the quick and simple oil change

    Parker’s transmissions are designed to make oil changes very quick and simple, and the new Service Kit makes the process even easier by providing all the necessary oil change components. Contact your local dealer for more information.

    Each transmission includes a low-speed, high torque motor (Torqmotor) integrated with a hydraulic pump to provide an all-in-one transmission package. The transmissions are ideal for zero-turn mowers, golf course maintenance equipment, and light-duty utility vehicles. 

    Each HTE/HTJ Service Kit includes:

    • (1) gallon of HT-1000,
    • (2) replacement filters, and
    • (4) magnetic plugs.

     

    Watch how to change your oil:

     

    How to change your HT-1000 fluid using a Hydrostatic Transmission Service Kit - step by step:

    1) Remove Filter Cap

     

    2) Twist off Breather Cap / Dipstick

         

    3) Remove Magnetic Plugs

     

     4) Remove Filter Plug and Allow Oil to Drain

     

    5) Install New Magnetic Plugs

     

    6)  Install New Filter

     

    7) Re-install Filter Plug

     

    8) Lower Mower and Raise Seat

     

    9) Locate Tank and Insert Funnel

     

    10) Add HT-1000 to Tank

     

    11) Replace Breather Cap / Dipstick

     

    12) Raise Mower and Place on Supports

     

    13) Engage Wheels in Both Directions


    That's it! After completing these simple steps, you will have successfully changed your HT-1000 transmission fluid.

     

    Our Pump & Motor Division (PMD) is a market leader in gear pump and low speed-high torque gerotor motors. PMD continues to blaze a trail by developing new technologies while maintaining a high level of service synonymous with Parker. Between the two divisions in North Carolina and Tennessee, the PMD team members have decades of industry experience to better serve you and your application.

     


    CT Lefler, marketing product manager, Pump and Motor DivisionArticle contributed by CT Lefler, marketing product manager, Pump, and Motor Division.

     

     

     

     

     

    Related, helpful content for you:

    Defining Parker's Purpose

    Integrated Transmissions That are a Cut Above

    Hydrostatic Transmission Fluid Engineered for Low Maintenance

    How to Change Your Engine and Machine Oil Faster, Cleaner and Safer

    Hydraulic Pump and Motor Combination Packs Power on Rayco Stump Cutter

    Orbital Motors Boost Efficiency Across Ag and Construction Markets

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  • Combating Salt in Gas Turbine Applications for Offshore Oil and Gas - Turbine blade close up - Parker HannifinSalt is one of the most troublesome contaminants for gas turbine operators. In the offshore/coastal environment or indeed anywhere close to bodies of saltwater, corrosion of turbines can be swift and severe if airborne salts are not adequately understood and properly filtered. Salt removal is one of the areas that needs to be understood and defined. 

    The enormous amount of air a gas turbine consumes means even the smallest percentage of salt can have serious consequences. Over time, advanced filtration systems have moved from offering 95% salt removal efficiency to today, greater than 99.9%. This 5% difference seems small but is very significant in terms of the reliability and performance of the turbine.

    Salt is perilous to gas turbines for two main reasons;

    • Firstly, the sodium within it can mix with the sulphur from the fuel to create an effect known as sulphidation (also known as sulphidization or hot corrosion). A chemical reaction between the sodium and the sulphur creates molten sodium sulphate (Na2SO4) which attacks and corrodes the base metal of the turbine blades. Adding in the heat from combustion (which acts as a catalyst), this corrosion effect is accelerated, very quickly eating away at the clean, smooth surfaces of the turbine blades, potentially leading to catastrophic failure of components. If sour fuels are used, the high level of sulphur in them will further increase the rate of sulphidation. 
    • Secondly, chlorine from the salt can act as a pitting corrosion initiator in the colder compressor end of the turbine. 

    To rub further salt into the wounds, the hygroscopic/sticky nature (has an affinity for water and absorbs moisture from the surrounding air) of salt when in moisture-rich environments means it easily adheres to the compressor and turbine blades; increasing the rate at which contaminants build up on the surfaces and so more quickly impacting the aerodynamic performance of the turbine and its overall thermal efficiency. Below 40% relative humidity (RH), salt appears in dry form. Above 75% RH, it is in a liquid form. In between these states, salt exists in a particularly problematic, damaging wet and sticky form.

      A bit of history on measurement

    How much salt is in the air was defined by the National Gas Turbine Establishment (NGTE) 30 knot aerosol standard back in the 1970s? Based on the amount of salt present in a series of air samples collected by the UK Royal Navy in the North Atlantic, this figure was set at 3.6 ppm (parts per million). Unfortunately, 3.6 ppm is very high and not a realistic appraisal of the true offshore environment. This was recognised by the NGTE at the time and was only ever meant to be an interim measure until more detailed test information became available. Less salt in the air is of course a good thing, however, it is also key that GT operators have a realistic view of how much salt is in the air in order that they may correctly specify filtration systems that limit the amount reaching the inside of the machine. This anomaly prompted Parker Hannifin, to carry out an ASME paper research project back in 2004, resulting in a new ppm figure for ambient air salt concentration and size distribution in the marine environment. This revised figure, now known as the McGuigan Marine Boundary Layer (MMBL), provides a conservative, realistic figure for the average salt levels in the lower marine boundary layer (MBL) throughout the world. Still a realistic measure today, it puts the salt level at 0.1067 ppm.

     

    Each percentage point counts

    The more contaminants that are allowed through to the turbine, the quicker its aerodynamic efficiency will reduce and the greater the risk of damage to the machine. Ultimately this reduction in performance will result in reduced power output, lower system availability and reliability, and higher maintenance costs.  

    Unlike contaminants that cause compressor fouling (and can be cleaned away by water washing), one of the major problems with salt corrosion is that its effects are often not perceived in turbine performance data until something actually breaks. Unscheduled maintenance can be significant but, in many mechanical drive applications, the cost of lost productivity can also be huge.

    If a turbine consumes 350,000 kg of air per hour (typical 30MW GT) and there is 0.1607 ppm of salt by weight in the air to start with (1ppm(w) = 1mg/kg), this equates to an unfiltered gas turbine exposure of nearly 300 kg of salt per year for an 8000hr operating year!.  This means each 0.1% improvement in filtration efficiency protects the turbine from an extra 0.3 kg of salt exposure per year. 

     

    Designing a filter for salt removal

    Salt can exist in a solid, a liquid or a sticky in-between state. Changes in relative humidity affect the state of solidity of the salt. As a liquid salt droplet is transformed through drying to a solid particle, it will also contract to about 25% of its original size. To handle salt effectively, a filtration solution needs to allow for input concentration, aerosol size distribution and aerosol physical state; whether droplet, dry particle or any in-between/sticky state. 

    A filter system also needs to provide this protection without getting easily blocked itself. The right solution for a given application therefore also has to consider the impact of increased pressure drop from multiple filtration stages with the Gas Turbine salt protection needs and must be designed to handle and remove both salt phases in order to properly protect the turbine. Dust filters will capture solid dry salt particles. Liquid removal stages and hydrophobic filters prevent salt from attacking the turbine internals in liquid form. 

    One of the vital elements in handling salt corrosion in offshore and coastal environments is to effectively handle the moisture in the air. Filter media with high dry particulate efficiency ratings may not necessarily be effective at handling liquid droplets. Coalescers can manage free moisture and salt in liquid form (brine) by agglomerating droplets to make them larger and heavier so they will fall out of the airstream. Although traditionally associated with large maintenance overheads, coalescers are now available that will run for extended periods without sudden pressure spikes and in configurations that can be easily cleaned with a water or air hose.

    Dry salt particles can be dealt with by high efficiency (HEPA/EPA) filters but care needs to be taken with media selection to ensure these filters are not quickly blocked by moisture or sticky salt particles. Tests in real-world applications have shown that thicker glass fibre media is less prone to blockage in such environments than ePTFE membranes, which are 10 times thinner. Glass fibre media with effective hydrophobic coatings have been shown to prevent virtually all liquid salt and/or sticky salt particles from entering the turbine. 

     

    How offshore installations are different

    For an offshore oil and gas installation, a multi-stage filtration system is required to handle the various, harsh environmental challenges faced. As space offshore is at a premium, it often makes sense to install a more compact, high velocity filter system with a multi-stage Vane Coalescer Vane (VCV) salt removal system. Stage one is an inertial vane separator that removes bulk water including rain, sea spray and coarse aerosols. This is followed by a coalescer that coalesces fine salt aerosols into larger droplets (>20 µm). This stage also captures fine dust and dry salt. The final inertial vane separator stage stops and removes the re-entrained larger salt droplets. 

    Comating Salt in Gas Turbine Applications for Offshore Oil and Gas - bucket corrosion - Parke rHannifin

     

     

     

     

     

     

     

     

     

    A traditional M6 (EN779) VCV inlet filtration system is a popular choice for offshore turbines and offers excellent wet salt and bulk water removal capability. However, at high air velocities (as the units are designed to be compact) these systems are typically limited to an F7 (EN779) dry particulate removal efficiency rating. If the environment is considered dusty then this configuration can have a limited filter life, produce high operating pressure losses and have reduced effectiveness against dry salts. As well as a need to replace filters on a regular basis, maintenance of the drain system on these units is also critical to operation, so overheads can be higher than desired. These VCV systems are therefore typically employed when salt is the main concern rather than a combination of salt and high dust levels. 

    To address issues that result from a combination of high concentrations of salt as well as high concentrations of dust, the latest high-velocity filtration systems are designed with extra filtration stages that provide very high small particulate removal efficiency with hydrophobic properties; meaning they prevent liquid penetration while still capturing fine (< 3µm) dust and dry salt particles. These F8 (EN779) to H13 (EN1822) rated high-velocity filters can also be configured with deeper glass fibre filtration cells (24” deep) which means that although turbine inlet air velocity is high, the air velocity at the media is similar to low and medium velocity systems. This increases filtration efficiency and reduces pressure loss across the system. The thicker filter media has the added benefit of being less prone to blockage than thinner, high-efficiency alternatives.

     

    Testing salt efficiency removal

    Ultimately, whatever the ppm of salt in the air inlet, the more that is removed the better the turbine is protected from deteriorating performance and catastrophic failure. However, salt leaching rates are not covered in standard efficiency tests (EN779, ASHRAE 52.2, EN1822, JIS Z8122). The only real test of the effectiveness of an inlet filtration system is the performance of the turbine over time in the variety of environmental conditions it faces. To simulate the real world, Parker (CLARCOR) created a hydrophobic salt test protocol to help determine salt removal efficiency and in order to correctly and realistically evaluate new filter system designs when they are subject to variations in salt concentration, dust concentration and relative humidity. Specifically designed to test for phenomena such as salt leaching, the test takes the filter through a total of nine wet/dry cycles in a ten-day testing protocol. 

    Combating Salt in Gas Turbine Applications for Offshore Oil and Gas  figure 3 Salt is Perilous to gas turbines - Parker HannifinThe test requires that the filter(s) are clamped and installed as they would be on site. This ensures that the seal and clamping system are not weak points in the unit where liquid and contaminants can bypass the filtering media itself. Salt is first introduced into the test as an aerosol. Repeated tests are then completed (10 days’ worth) when the filter is loaded with dust. This adds back pressure to the system while the dust coats the fibres within the media as it gets captured, simulating real-world particulate build up. This combination of salt aerosol and loaded filter is very important to analyze as captured dust often acts as an alternative flow path for wet salt transfer downstream, in effect acting as a shortcut for wet salt transmittal downstream, bypassing the media!

    Combating Salt in Gas Turbine Applications for Offshore Oil and Gas - Hydrophobic Test Rig - Parker HannifinTesting a filter system in this way provides comprehensive data about performance over time including the amount of water and salt that passes through the filter during various test stages and highlights any pressure loss increase that occurs. There are two widely used filter tests with accepted ratings used in the filtration industry – the EN779 standard and the EN1822 standard. The EN779 test standard has a set of criteria that a filter must meet to achieve a certain rating. Depending on the filter, a rating of G1-G4, M5-M6 or F7-F9 will be given. The higher the rating, the more effective (typically) the filter. The EN1822 standard is used to test higher efficiency filters, in the EPA/HEPA range, and produces a ratings scale of E10-E12, and H13-H17. When the multi-stage hydrophobic high-velocity system was tested against this salt test protocol, it showed salt removal efficiency to be improved by a factor of 10,000 compared with traditional M6 (EN779) units, giving an E11 (EN1822) efficiency rating with similar pressure loss to a standard M6 (EN779) efficiency system. Such units have also been proven to reduce the frequency of offline turbine water washes by up to a factor of 6 (from around four weeks to six months) without creating sudden pressure spikes.

     

    No single filtration solution is right for all installations

    Understanding the nature and impact of salt is a vital consideration in designing a filtration system for use in offshore or coastal environments. Systems need to be tested and evaluated for their performance in handling wet, dry and sticky salt to protect turbines from serious damage without sudden pressure spikes. If filters are selected solely on efficiency rating, operators may be left with systems that are difficult to maintain and, although higher rated, may not protect assets as well as lower efficiency solutions. With a careful assessment of conditions and selection of filter configuration, modern filtration solutions have been shown to virtually negate corrosion of turbine blades over 20,000 fired hours in real-world conditions.

     

    About Parker Gas Turbine Filtration Division

    Parker Hannifin supplies a full range of inlet systems and filters engineered to meet your operating goals, including: 

    • Higher power output.
    • Lower operating costs.
    • Proven performance utilizing advanced filter technology.
    • Extended gas turbine availability.
    • Maximum protection against corrosion and fouling.
    • Easy maintenance and change out.

    We are the choice for advanced filtration for new units and replacement filters. Our inlet system designs include self-cleaning (pulse) and static inlet systems for all gas turbine OEMs. We supply a full range of filter types at all efficiency levels. The predictable and reliable performance of our air filters significantly reduces compressor contamination and the need for unplanned maintenance. 

     

    Combating Salt in Gas Turbine Applications for Offshore Oil and Gas- Peter McGuigan - Parker Gas Turbine Filtration DivisionThis article was contributed by Peter McGuigan, global LNG market manager, Parker Gas Turbine Filtration Division. It was originally published in Gas Turbine World, September 2017.

     

         

    Other related and helpful articles on oil and gas applications:

    Defining Parker's Purpose

    Parker Solutions for Oil and Gas

    Learn more about applications solved by Parker solutions

    How to Avoid Gas Turbine Shutdowns in LNG Processing Facilities

    The Importance of Using the Right Filtration in LNG Production

     

     

    Follow Parker Filtration on LinkedIn - Parker HannifinFor the latest trends, best practices and practical engineering advice, follow Parker’s Filtration Technology page.

     

     

    Combating Salt in Gas Turbine Applications for Offshore Oil and Gas

    Salt is one of the most troublesome contaminants for gas turbine operators. In the offshore/coastal environment or indeed...

    Read more

  • Parker Global Blog

    Parker Global publishes news from inside the company that focuses on our efforts to be a good corporate citizen around the world and illustrate our commitment to deliver on our brand promise to partner with our customers to increase their productivity and profitability.

    ParkerStore MRO Authority

    ParkerStore MRO Authority is your resource for the Maintenance, Repair and Overhaul space. Our goal is to improve your productivity and profitability with information on ParkerStore Service Points nearest you, Parker product and Technology Centers (Hydraulic, Pneumatic, Seal) updates, expert tips, troubleshooting, how-to articles and the latest industry news. We're ready to help you; not just with critical replacement parts, but solutions. And it's important those solutions are available where you are - onsite and off. If you know us already, you know that getting you back to work is our "thing". If you're not working with your local Distributor and ParkerStore, please read more.