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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:
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:
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
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The future of air travel is evolving beyond fossil fuels with hybrid electric and all-electric aircraft leading the way. The growing need for low emissions and carbon neutrality has created a new focus on more electric aircraft (MEA), as aircraft original equipment manufacturers (OEMs) look to satisfy the growing needs of travelers while achieving the environmental goals being mandated around the world.
Power for all systems on conventional aircraft today is derived primarily from jet engines, fueled, of course, by fossil fuels. Engine gearbox-driven generators provide power for standard electrical equipment like avionics, lighting, and general cabin power. High-pressure engine bleed air is used to drive pneumatic systems such as cabin pressurization, anti-icing, and air conditioning. The engine gear box also drives hydraulic pumps for flight controls, landing gear, braking systems and door actuation as well as mechanical systems such as oil and fuel pumps. Parker Aerospace has a deep pedigree stretching back decades with sub-systems and components in conventional engines.
Moving towards more electric aircraft
The evolution to MEA changes the way these systems are implemented. Whether it’s a more electric aircraft with jet engines, a hybrid electric, or a fully electric aircraft, mechanically-driven pumps for hydraulics, pneumatics, oil, and fuel will be replaced with fully electric pumps and actuators for everything including flight surface controls, environmental systems, and braking.
Initially, gas-powered engines will still drive the electric generators for these systems. Ultimately, gas turbine engines may be replaced entirely with fully electric motors and batteries. This migration will start small, with commuter transports and urban air mobility platforms first reaching the market.
Migration from hydraulic and pneumatic energy to electric energy requires improved power-handling capability and efficiency. System voltages for MEA will climb from 28VDC and 115VAC to upwards of 1,000VDC. This power will be delivered by a complex combination of generators and batteries and requires a highly advanced and flexible electrical distribution system capable of managing system needs.
Developing improved solutions for new demands
Along with the increase in demand and capacity, the potential for significant damage during short or overload conditions must be recognized. For example, a 270V Li-Ion battery can deliver more than 2,000 amps into a short in a matter of microseconds. The typical electrical interfaces on today’s aircraft consist of mechanical relays and contactors, which are not fast enough to prevent fault propagation, and may even fuse during a fault event. This drives a need for an effective solution for high voltage, high-power buses with enhanced capability.
To answer that call, Parker Aerospace’s Fluid Systems Division has been developing a modular solid-state power controller (SSPC) for use as a standalone unit that is an electronic replacement for a relay or contactor. As part of a larger electrical distribution system, multiple SSPCs can be configured into a solid-state electrical distribution unit (SSEDU). Think of an SSPC as an individual circuit breaker whereas the SSEDU would be the entire circuit breaker box containing multiple breakers. An SSEDU can be configured with two or more SSPCs, with each SSPC being an individually controlled channel.
Utilizing advanced silicon carbide technology, Parker’s SSPC design is a modular architecture that yields the potential to accommodate multiple platform applications without costly redesigns and qualifications. Some features include:
Multiplying the benefit from solid-state power controllers
An individual SSPC can be programmed and coordinated with other SSPCs to provide staggered power on/off configurations when used in a multi-channel configuration. Power sequencing, source and load isolation, power routing, and bi-directional flow for battery charge/discharge, can all be configured in the same SSEDU. Voltage, current, temperature and other performance and fault data is available for each SSPC.
The Parker Aerospace modular SSPC design provides benefits beyond the technical specifications. The initial concept was to provide the protection and control in a format that would allow scalability and flexibility in an electrical distribution system implementation. Taking advantage of the common SSPC design allows for:
Parker has completed testing of a first-generation, eight-channel SSEDU, with each channel configured for 270VDC and handling loads from 20 amps to 150 amps. The capability demonstrated included programmed and manual switch control, bolted short fault mitigation, startup and operational overcurrent protection, thermal efficiency with continuous loads, and bi-directional power flow on individual channels.
Current development on the second-generation SSPC will culminate with a two-channel unit in a more compact, thermally efficient, and lighter unit. This fully capable demonstrator will provide an example of how the Parker Aerospace SSPC and SSEDU can be utilized for multiple applications and configurations requiring the control, protection, and flexibility required to satisfy the needs of the new generation of more electric aircraft.
This blog was contributed by electronics engineering manager Andrew Walsh from the Fluid Systems Division of Parker Aerospace.
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When people think of the Exotic Metals Forming Division, a division of Parker Aerospace, most think of manufacturing new parts for commercial and military aircraft programs. Many don’t know what happens to new hardware once it leaves the factory and is installed on new aircraft. For the Exotic Metals Forming Aircraft Services (EMFAS) team members, this is where the story begins.
In an ideal world, components from aerospace manufacturers — like pneumatic ducts, auxiliary power unit mufflers, engine exhaust plugs, nozzles, and other sheet metal parts — would last the lifetime of an airplane. A myriad of things that happen during the daily operation of an aircraft can impact this goal. For example, a baggage cart bangs into the engine exhaust plug. A duct is inadvertently dented during an engine change. A bellows flex joint prematurely wears. Or a technician accidentally damages a part. That’s where aftermarket services are critical to get planes back in the air. And that is one of the reasons Parker Aerospace acquired Exotic Metals in 2019.
Serving the world’s airline fleets
An idle aircraft is an expensive and complex reality for airlines trying to serve thousands of people. When such an event occurs, the EMFAS team delivers on its mission to serve airline customers and keep their fleet of aircrafts doing what they are designed to do: move people and goods as seamlessly and safely as possible.
EMFAS team members work in a dynamic environment. Every day brings new adventures, issues, customers, and people. These technical experts find it rewarding to help customers solve problems, develop relationships, and work with people from nearly every continent.
When are you likely to recommend?
Most service businesses are built on relationships. Customers consider a company only as good as its last order. EMFAS views itself as a service business rather than a company that manufactures a product. There are no long-term contracts and no ownership of the intellectual property on the parts they repair so they must perform at the highest level every time.
How often have you gone to the same restaurant, had a good experience, and then the next time the service and food are terrible? One bad experience might keep you from ever going back. It works the same way with the aircraft services business. One bad experience can cost a customer’s business forever.
A pedigree of top performance
Since 2002, the EMFAS team has had an excellent performance track record with customers. In the first year of operation, EMFAS had five customers; today it has more than 250. EMFAS is a successful team that supports partners internally and externally. With the full support of Parker, EMFAS is just getting started, and the brightest times are ahead.
This blog was contributed by Chris Capuano of Exotic Metals Forming Division Aircraft Services.
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With an increased focus on strengthening United States military capabilities for the 21st century, Parker Aerospace takes pride in having a long history supporting the country’s defense endeavors around the world with flight-critical components. One of Parker’s most essential product lines for military aircraft is its aerial refueling equipment.
In-flight refueling couplers, nozzles, receptacles, and test kits from Parker Aerospace’s Fluid Systems Division represent today’s leading edge in design, performance, and durability.
The division produces two standard systems for aerial refueling:
• Boom nozzle and receptacle system
• Probe-and-drogue system
The boom nozzle and receptacle are the interface traditionally adapted for Air Force applications including strike aircraft, tankers and transports, while the probe-and-drogue are traditionally adapted for Navy/Marine strike aircraft and military trainers.
Staying on target non-stop
Aerial refueling is the process by which an aircraft is loaded with fuel mid-air while still in flight. The crucial operation allows military craft to fly prolonged maneuvers and reconnaissance missions. In some cases, our inflight refueling equipment has been incorporated into platforms derived from commercial aircraft. One noteworthy example is the Boeing 747-200 used for Air Force One.
Parker’s development of in-flight refueling equipment began more than 55 years ago with Lockheed Martin’s reconnaissance aircraft, the SR71 Blackbird (1964). Parker designed the aerial refueling receptacle for this historic aircraft. After advancing early variants of a universal aerial refueling receptacle slipway installation (UARRSI) for the development of the Rockwell B-1 Lancer and the Fairchild A-10 Thunderbolt, Parker’s expertise was again put to use on the refueling receptacle for another U.S. fighter jet. In those early days of evolving aerial refueling solutions, Parker augmented its knowledge base through the strategic acquisition of Schultz Tool and Manufacturing in 1971 a company that had designed receptacles for the F-111 Aardvark, the C-5 Galaxy, and the A-7 Corsair II.
In 1997, Parker again advanced its air-to-air offerings and necessary ground test equipment by acquiring the aerial refueling product line from XAR Industries in California. The company had previously provided aerial refueling product designs for Lockheed Martin’s F-16, F-117, and F-22 as well as Universal Aerial Refueling Receptacle (UARRSI) variants.
Building on the technologies and applications from Parker, Shultz and XAR, our teams developed a unique receptacle and slipway assembly for the B-2 program. Since this time, Parker has subsequently designed multiple derivatives of the UARRSI and application-specific receptacles for several programs including the F-22 and F-35 programs.
Utah Air National Guard members from the 191st Air Refueling Squadron execute an air refueling mission from a KC-135 Stratotanker. A B-2 Spirit from the 509th Bomb Wing at Whiteman AFB, Missouri participated during this training mission. Video by Staff Sgt. Erin Mills.
The multi-purpose UARRSI convenience and adaptability
In 1976, Parker introduced an improved universal aerial refueling receptacle slipway installation (UARRSI) which has proven to be Parker’s most versatile piece of aerial refueling equipment. UARRSI adapts to aircraft that require a nozzle and receptacle-type apparatus. The unit features a lighted slipway and voice command functionality to facilitate the fuel transferring process. UARRSIs are used on military aircraft including the Boeing C-17, McDonnell Douglas KC-10, the Airbus A330 MRTT, and the Boeing GTTA, P-8A, and the 737 AEW&C E-7 Wedgetail.
Testing equipment within critical industry standards
Parker’s aerial refueling ground test kits are used to evaluate at the aircraft or component levels, along with the voice inter-communication capability. This testing function allows engineers to assess specific status modes (connect and disconnect), as well as alignment and engagement states of the equipment. Parker’s product line conforms to original equipment manufacturing (OEM) specifications, U.S. military standards, and additional requirements developed by the Aerial Refueling Systems Advisory Group (ARSAG) and other like agencies.
Supporting the next generation of aerial refueling
The future of in-flight refueling technology is now taking off in innovative directions, with a renewed emphasis on safety and efficiency. Aerial refueling for helicopters and unmanned aerial vehicles (UAVs) is also an active field of development. As the technology evolves, customers may see updated offerings from Parker based on our extensive pedigree, and our always-advancing capabilities.
To learn more about the capabilities of Parker's Fluid Systems Division, please visit our website.
This blog was contributed by the engineering team from the Fluid Systems Division of Parker Aerospace.
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Exotic Metals Forming Division began in 1963 with the creation of titanium sheet metal flanges. Today, the organization continues to be a leader in the forming of specialty metals in the aerospace industry as an expert using titanium and nickel alloys. These high-strength metals are corrosion resistant at high temperatures, making them ideal for aerospace applications. Also, these materials’ characteristics make them difficult to form, requiring specialized infrastructure and innovative proprietary processes. Exotic continues to refine and develop ways to form these alloys using specialized manufacturing processes.
Engineering philosophy
Exotic employs a cradle-to-grave engineering philosophy. Engineers take a project from concept to full-rate production and support throughout the product lifecycle. A project begins with the engineering team providing technical leadership in quoting, manufacturing design, process development, and tooling design. Engineers use the latest CAD and simulation software, including Siemens NX and ANSYS. They develop tooling processes and work with our in-house tool and die shop.
Customer focus and quality are key components of the cradle-to-grave engineering philosophy. Engineer teams work collaboratively in all stages of process development. With forward-thinking, a collaborative mindset, and advanced technology, the engineering teams create manufacturing processes and product design solutions that best match our customers' needs.
The following are examples of the manufacturing technology, equipment, tools, and the process followed to form, trim, and assemble parts today and how Exotic works to advance their technology for the future.
Manufacturing technology: forming
Exotic first used an axial load bulge in the forming process. Bulge forming seals raw material inside of a die cavity and is pressurized until the raw material takes the shape of the die cavity.
Hydroforming uses a pressurized bladder that pushes a flat piece of raw material into a contoured die cavity. The contoured punch is also used to force a flat piece of raw material into the pressurized bladder, forming it to the punch contour.
Exotic uses many other processes to turn raw material into a complete part. Raw material arrives as sheet stock, which may be rolled and welded into tubing using an automated longitudinal seam welder or cut into a dimension blank using a flat pattern laser or waterjet. To form successfully, Exotic has developed welding techniques to optimize the formability of welds.
Several unique forming processes are used at Exotic. One of those processes is superplastic forming. A piece of raw material and die are heated until the raw material is in a superplastic state. One side of the die is then pressurized using gas to force the raw material into the contour on the other half of the die.
Manufacturing technology: material trimming
The teams at Exotic have developed industry-leading capability and knowledge in the area of laser trimming. Primary trimming tools at Exotic are a suite of six-axis laser cutters. The lasers are capable of a high average power output, which allows for quick continuous cuts. These tools are used in trimming formed subassemblies and final processing of assemblies.
Manufacturing technology: assembly
A variety of welding processes are used at Exotic to join details to form complete assemblies. The following types of welding processes are used to create complex assemblies; tungsten inert gas (TIG) welding performed manually and automated, seam, laser, and plasma welding.
Manual riveting is used at Exotic alongside robotic-riveter machines to automatically drill, countersink fastener holes, load, and squeeze rivets for assembly with fasteners.
Development of technology at Exotic
The advanced technology and automation team at Exotic is dedicated to developing new technologies to improve manufacturing processes continuously. Examples include retrofitting manual-operated forming equipment with electronic controls; improving the accuracy of forming operations; installing a robotic parts mover to deliver material around facilities without human involvement; and incorporating additive manufacturing into the growing list of capabilities.
The Exotic engineering and manufacturing teams remain committed to pushing the boundaries of what's possible by developing new processes and technologies to maintain our position as the industry leader in sheet metal assembly fabrication. Exotic celebrates our past, enjoys the present, and looks forward to the future.
Article contributed by members of the Engineering Team at Exotic Metals Forming Division.
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Exotic Metals Forming Division began in 1963 with the creation of titanium sheet metal flanges. Today, the organization continues to be a leader in the forming of specialty metals in the aerospace industry as an expert using titanium and nickel alloys. These high-strength metals are corrosion resistant at high temperatures, making them ideal for aerospace applications. Also, these materials’ characteristics make them difficult to form, requiring specialized infrastructure and innovative proprietary processes. Exotic continues to refine and develop ways to form these alloys using specialized manufacturing processes.
Exotic employs a cradle-to-grave engineering philosophy. Engineers take a project from concept to full-rate production and support throughout the product lifecycle. A project begins with the engineering team providing technical leadership in quoting, manufacturing design, process development, and tooling design. Engineers use the latest CAD and simulation software, including Siemens NX and ANSYS. They develop tooling processes and work with our in-house tool and die shop.
Customer focus and quality are key components of the cradle-to-grave engineering philosophy. Engineer teams work collaboratively in all stages of process development. With forward-thinking, a collaborative mindset, and advanced technology, the engineering teams create manufacturing processes and product design solutions that best match our customers' needs.
The following are examples of the manufacturing technology, equipment, tools, and the process followed to form, trim, and assemble parts today and how Exotic works to advance their technology for the future.
Exotic first used an axial load bulge in the forming process. Bulge forming seals raw material inside of a die cavity and is pressurized until the raw material takes the shape of the die cavity.
Hydroforming uses a pressurized bladder that pushes a flat piece of raw material into a contoured die cavity. The contoured punch is also used to force a flat piece of raw material into the pressurized bladder, forming it to the punch contour.
Exotic uses many other processes to turn raw material into a complete part. Raw material arrives as sheet stock, which may be rolled and welded into tubing using an automated longitudinal seam welder or cut into a dimension blank using a flat pattern laser or waterjet. To form successfully, Exotic has developed welding techniques to optimize the formability of welds.
Several unique forming processes are used at Exotic. One of those processes is superplastic forming. A piece of raw material and die are heated until the raw material is in a superplastic state. One side of the die is then pressurized using gas to force the raw material into the contour on the other half of the die.
Manufacturing technology: material trimming
The teams at Exotic have developed industry-leading capability and knowledge in the area of laser trimming. Primary trimming tools at Exotic are a suite of six-axis laser cutters. The lasers are capable of a high average power output, which allows for quick continuous cuts. These tools are used in trimming formed subassemblies and final processing of assemblies.
Manufacturing technology: assembly
A variety of welding processes are used at Exotic to join details to form complete assemblies. The following types of welding processes are used to create complex assemblies; tungsten inert gas (TIG) welding performed manually and automated, seam, laser, and plasma welding.
Manual riveting is used at Exotic alongside robotic-riveter machines to automatically drill, countersink fastener holes, load, and squeeze rivets for assembly with fasteners.
Development of technology at Exotic
The advanced technology and automation team at Exotic is dedicated to developing new technologies to improve manufacturing processes continuously. Examples include retrofitting manual-operated forming equipment with electronic controls; improving the accuracy of forming operations; installing a robotic parts mover to deliver material around facilities without human involvement; and incorporating additive manufacturing into the growing list of capabilities.
The Exotic engineering and manufacturing teams remain committed to pushing the boundaries of what's possible by developing new processes and technologies to maintain our position as the industry leader in sheet metal assembly fabrication. Exotic celebrates our past, enjoys the present, and looks forward to the future.
Article contributed by members of the Engineering Team at Exotic Metals Forming Division.
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What do you do when your production and maintenance, repair, and overhaul (MRO) teams are faced with unscheduled demand for new equipment and overhaul/repair services from a customer supporting the United States military? Especially when you are required to cut lead times in half?
The answer: collaborate with your customer, thoroughly analyze data, sharpen lean processes, and get creative with supply chain strategy to hit the target. Then, in this case, the customer recognizes the success of your efforts.
GA-ASI MQ-9, Avenger, and Gray Eagle increasing landing cycles
The Aircraft Wheel & Brake Division (AWBD) of Parker Aerospace is the original equipment manufacturer (OEM) of wheels and brakes for the MQ-9, Avenger, and Gray Eagle remotely piloted aircraft (RPA) built by General Atomics Aeronautical Systems, Inc. (GA-ASI). Parker has enjoyed a long relationship with GA-ASI, providing not only OEM equipment but also overhaul and maintenance services for the fielded product.
As the GA-ASI aircraft have been called to fly more missions for the United States Air Force and Army, the number of aircraft landing and braking cycles and demand for new aircraft has grown. This growth led to a surge in order requirements which required AWBD to respond quickly and decisively to deliver in an aggressive time frame.
Leaning forward to reduce production lead times
As deployment of remotely-piloted aircraft grew, the need for new production wheels and brakes increased. Customer GA-ASI asked Parker to initially double, and ultimately triple, the number of deliveries per month to meet this requirement.
Lead times for new complex production orders, including the manufacture of forged and machined components plus assembly and testing, can take many months. Though not an uncommon reality for highly engineered products, the customer can encounter unscheduled demand due the aircraft’s success in the field. It was calculated that the greater need could only be met by cutting lead times by at least 50 percent.
With this increase in demand and the timeframe required, it became apparent that a key impediment to success was the procurement of long-lead components, especially forged parts. Traditionally, the AWBD team would order forged parts when an order requiring them was in-house; this usually added weeks to the lead time. In the case with GA-ASI, AWBD’s supply chain team was able to adjust their forecast model and commit to carrying inventory for a number of long-lead parts, saving critical time.
Using Lean principles to improve in-service support
The Parker team has continued to refine every aspect of its support to consistently meet customer expectations. With increased sorties comes increased demand for support, which is where Parker’s culture of continuous improvement can ensure operational capability and capacity. To keep up with increased demand, AWBD developed a prioritized overhaul schedule that was cost effective and ensured that necessary repairs were done on time. Additional AWBD kaizen events have yielded improved product flow through the repair station and cut turnaround times by nearly 70 percent.
Collaboration key to improving lead time
In both new production and field support, gaining a clear understanding of the hurdles to meet customer objectives was paramount to implementing change. And that took a concerted effort between the Parker and GA-ASI teams. Starting with forecasting data from the customer, the teams expanded their insight into which wheel and brake components needed to be ordered in advance and which would require repair or replacement.
“When we were faced with the need to shrink lead times and improve turnaround time for GA-ASI repairs, we naturally opened dialogue with the customer. We saw an opportunity for the Parker and customer teams to examine a broad range of data and meaningfully engage, aligning our systems while optimizing what we do and how we do it.”
– Mark Harbison, key account manager, Parker Aerospace
Sign of success: AWBD team acknowledged for its efforts
In recognition of their commitment and work required to support increasing demand over multiple years, GA-ASI recognized Parker AWBD for its outstanding support. The Parker Aircraft Wheel & Brake team was presented with a banner from GA-ASI that thanked them for the outstanding support. The banner proudly hangs in the AWBD facility as a reminder of a job well done and the value in providing premier customer service.
This post was contributed by Justin Hodges, business development manager, Parker Aerospace, Aircraft Wheel & Brake Division.
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Women have been a part of the Exotic Metals Forming Division from the inception of the organization. In the company’s 50+ year history, women have and continue to serve in manufacturing, engineering, operations, leadership, and executive-level positions. Exotic's commitment to a diverse and inclusive workplace creates an environment that fosters innovation and delivers on the promise of the best solution for customers.
Women's History Month and International Women's Day
March is Women's History Month, a celebration of women's contributions to history, culture, and society. International Women's Day is a global celebration of women's economic, political, and social achievements observed annually on March 8.
Exotic is celebrating the achievements and contributions of women by highlighting narratives from employees about a woman who inspires them. These are powerful messages of inspiration that we want to share with the world for International Women's Day.
"Amelia Earhart. She was the first woman in history to fly solo across the Atlantic Ocean. Her accomplishments were built off hard work, dreams, and a solid passion."
— Bekka, assembler, when asked which woman in cultural history most inspires her.
"It's challenging, but it’s made me a better person in a lot of different ways. That’s what I love most about what I do – experiencing my own growth as well as the growth of the people around me."
— Tandi, supervisor, her thoughts on being a woman in a leadership role.
"I'm inspired by my mother. She taught me that hard times can be overcome and losing battles can be won. She taught me the value of helping myself."
— Linh, assembler, remembering her mother who continues to inspire her today.
"The conversations are still real today to help our daughters and the women around us know that the boxes may be there, but they should still push, they should still grow, they should still lean into the calling to fulfill their potential and do what only they can do in the community around them."
— Ernie, general manager, on breaking through barriers.
"During a one on one with a supervisor a few years back, he said, 'Do you know that you have knocked down walls and inspired others to want to do more?' and I said 'Really? I guess I never thought of it like that.'"
— Heidi, machine operator, reflecting on the realization that she can inspire other women in the industry.
"The Suffragettes. Because they moved us forward."
— Margaret, human resources, sharing her appreciation for the activist organization that fought for women’s right to vote in public elections.
"I've been absolutely terrified every moment of my life - and I've never let it keep me from doing a single thing I wanted to do." — Georgia O'Keefe."
"When I consider that statement in the context of the barriers she faced, it is even more powerful to me, and a great inspiration to us all."
— Teri, training director, sharing a quote from her cultural history icon.
"I chose this path for my profession because it was something I could take pride in. Knowing that I can program my machine to check any given tool is a great feeling of accomplishment."
— Michelle, CMM operator, reflecting on her path to becoming a CMM operator.
"It's exciting to look back and see powerful women blazing trails. It's something that will continue to inspire my girls and propel them into a future where they can do whatever they put their minds to."
— Shasta, safety manager, reflecting on influential women who have helped pave a strong future for young women.
"My advice to other women is: Never let success get to your head and never let failure get to your heart. You are your own limit."
— Sunshine, welder, giving advice to other women aspiring to be in her field.
"My daughter has continued to be the one inspiring me rather than the other way around. I could easily write a novel about what my daughter means to me, what she has accomplished, and continues to accomplish. Now I get the joy of watching her blossom into an independent young lady."
— Damon, supervisor, reflecting on being a father to a daughter in today's world.
"I often think about what I would tell my younger self. I would say 'you are enough, you can accomplish your dreams and anything you set your mind to.'"
— Jenny, lean engineer, reflecting on advice she shares on being a woman in today's society.
Peer W
In 2015, Parker Hannifin launched its first business resource group to assist in changing the representation and inclusion of women in the company's workforce. Named Peer W, the group supports the recruitment, development, and retention of women at Parker. Peer W has chapters throughout the globe and more to come.
Exotic and Parker are proud to celebrate Women’s History Month, International Women’s Day, and recognize the women whose contributions built a solid foundation, the present-day achievements, and the women of tomorrow who will build future success.
This article was contributed by the Human Resources Team at Exotic Metals Forming Division.
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There is growing, perhaps booming, commercial investment in electric vertical takeoff and landing (eVTOL) vehicles that will serve the new urban air mobility (UAM) aerospace market. Upstart and established companies are in a race to develop platforms that can bring about an age of civilian, commercial, and military mobility that enables users to break free of terrestrial limitations and move freely about the sky.
Many aircraft for the new UAM market are in development independently, with large and small aerospace companies reaching out to our experts. Thermal management is a specific technology in demand where Parker Aerospace has deep experience and is now helping multiple UAM companies.
Accelerating takeoff
The United States Air Force recently launched the Agility Prime program, a “a non-traditional program seeking to accelerate the commercial market for advanced air mobility vehicles.” The program will enable the more rapid development, testing, and certification of eVTOL platforms – which Agility Prime calls “orbs” – for both civil and military use. The applications that Agility Prime cites for orbs include logistics and sustainment, medical evacuation, firefighting, disaster relief, search and rescue, and humanitarian relief operations.
Going beyond its car-based ride-sharing beginnings, Uber is engaged in the civilian and commercial side of developing eVTOL aircraft – and the required infrastructure for aerial ride sharing – through its Uber Elevate team. Its aircraft development efforts are underpinned by strategic partnerships with several leading aircraft manufacturers. Recently Uber Elevate was acquired by competitor Joby Aviation with a goal to leverage the work of both companies.
Further, eVTOL aircraft development is independently underway with a number of the world’s biggest names in aerospace.
Transporting people with these vehicles creates a new mode of transportation that will connect between commercial air travel and automobiles. Yet moving goods with eVTOL vehicles, even with unmanned drones, may have a larger impact on our society. Cargo delivery drones require the same engineering and the same regulatory conditions, without people, however with the conventions needed and infrastructure to support regular flight. Widespread implementation of delivery drones will prove the systems and processes needed for like vehicle power management, communication, landing locations, and support infrastructure.
Distributed electric propulsion (DEP) is the system for eVTOL
Among the propulsion systems being considered for eVTOL applications, distributed electric propulsion (DEP) has emerged as the likely configuration for UAM applications. DEP relies on multiple electric motor-driven rotor-type propulsors distributed across the aircraft to provide vertical lift, thrust, and flight control.
Though DEP system-equipped vehicles will take advantage of the maneuverability afforded them by the technology, DEP systems pose unique challenges for the heat management of the electric motors, electric controllers, and battery packs necessary for their operation.
The electric motors that drive the multiple rotors are arrayed around the aircraft, located in proximity to the rotors. These motors variably generate heat as they perform their propulsive duties, creating a need for effective thermal management to ensure optimal efficiency and motor life. Reducing weight is an important benefit of electric motors. Besides being environmentally friendly, the system for an electric motor has a dramatic weight reduction compared to traditional hydraulic motor systems. Lighter aircraft changes the flight profile and how the aircraft flies, allows for more passengers/cargo and provides more flexibility for other aircraft systems.
Electronic controllers are required to provide the digital commands that govern rotor speed and position, which enable an eVTOL’s ability to climb, descend, and navigate in airspace. These digital controllers take full advantage of the ongoing advancements in semiconductor manufacturing that permit more and more computational power in smaller footprints, giving rise to higher heat levels and heat densities that must, in turn, be removed from the controllers themselves.
The battery packs that provide the electricity needed to power the motors generate heat as energy is released for use by the aircraft. There is significantly higher power demand placed on the batteries at takeoff and landing, which results in a variable thermal management requirement across the vehicle’s flight profile. The aircraft’s thermal management system must be responsive to this variability.
Systems approach to eVTOL thermal management
The key to successfully managing the heat generated by DEPs lies with a thermal management system (TMS) with the ability to collect heat in one location then transport it to a place where it can be safely rejected or dissipated. Such systems consist of three major elements:
• Heat collection components – such as liquid flow through cold plates or liquid-cooled enclosures
• Transport components – consisting of pipes, hose, connectors, and pumps
• Heat rejection/dissipation equipment – Heat rejection or dissipation equipment, or heat exchangers
• Controllers to coordinate and manage the system entire thermal dissipation of the system
Designing an efficient and size, weight, and power (SWaP) solution requires access to a wide-ranging portfolio of components and subject matter experts experienced in fluid and thermal management. A previous blog article from the Parker Aerospace Gas Turbine Fuel Systems Division’s thermal management team details the criteria for selecting a thermal management system supplier.
“Because SWAP is such a key challenge with an airborne end use, thermal management needs to be a common design feature of every component and sub-system in electric or hybrid-electric aircraft.”
— Michael Humphrey, business development manager for thermal management solutions, Gas Turbine Fuel Systems Division of Parker Aerospace
Challenges that can be met by an experienced thermal management systems provider
It should be noted that heat density and precise location that needs to be the primary focus when assessing an entire thermal management system. Frequently, heat “spreading” – or a reduction in thermal density – is the first stage of creating a solution. Many materials and control components are capable of operating efficiently at extreme temperatures. Thus, reducing thermal density may allow a passive solution, such as heat dissipating into a large thermal mass, to be employed. Other TMS challenges include:
Thermal management has widespread impact across these vehicles, integral with other technologies such as:
The Parker advantage: proven system-level TMS capability
The thermal management team at the Parker Aerospace Gas Turbine Fuel Systems Division offers proven thermal management system-level experience developing solutions for demanding environments, including applications for advanced defense and intelligence gathering systems employing technologies that create exceptional thermal density challenges.
“With the DNA of an engineering-focused problem-solving culture, Parker’s TMS team offers the ability to optimize system performance with SWaP-focused solutions while maintaining aircraft safety, applying Parker’s full understanding of the needs of the regulatory authorities. Contributing further to this is Parker’s corporation-wide strength in the areas of materials – including composites – and the availability of subject matter experts to address any aspect of engineering at the component and sub-assembly level.”
— Michael Humphrey, business development manager for thermal management solutions
As the development, testing, and certification of eVTOL platforms accelerates, so too will the demands placed on the thermal management systems needed for these exciting vehicles. As a proven TMS solutions provider, Parker is looking forward to assisting its customers in meeting these coming challenges, helping to bring about a new age of civilian, commercial, and military air mobility.
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This blog was contributed by Jeff Melzak, engineering manager for thermal management solutions, Gas Turbine Fuel Systems Division of Parker Aerospace.
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There are many types of bearing greases for aviation wheel assemblies. Here, we will examine the four main types of bearing grease used by Parker's Aircraft Wheel & Brake Division, an industry leader in the design, manufacture, and support of superior braking systems since its founding in 1936.
Safety is the first step
1. Be sure to always use eye protection and rubber gloves when cleaning repacking or handling bearings.
2. Also remember to never mix any two bearing greases together because it may result in premature failure of the bearing.
3. Always replace bearings as a set cup and cone.
Types of greases
The four types of bearing greases used by Parker Aircraft Wheel & Brake Division are:
Cleveland Wheel and Brake technicians and service guides and general maintenance manual calls out to specifications mill PRF81322 and D O D G245088.
SHC 100 Mobil aviation grease
The first of the four greases we will explore is SHC 100 Mobil aviation grease. This grease is synthetic and provides a high dropping point. It has excellent resistance to water wash, and it is an outstanding protector against wear corrosion and high temperature, which can be damaging. And finally, it is red in color.
Aeroshell grease 22
The Aeroshell grease 22 is a versatile multi-purpose grease for aircraft wheel bearings. It is recommended for general anti-friction bearings operating at high speed and at high or low temperatures, this grease is brown in color.
HCF grease P/N 605 (amphibious)
The HCF grease P/N 605 is an amphibious grease. It provides protection against the corrosive action of fresh water, salt, water, and chemical fumes. It maintains lubricating film under adverse conditions of load and torque, and it is dark brown in color.
OMNI waterproof grease number 2 (amphibious)
The fourth grease is the OMNI waterproof grease number two, which is also an amphibious grease. This grease acts as a rust preventative protecting bearings seals and open gears against costly wear. It repels fresh or salt waters. This grease is green in color.
Now, watch the training video
For more information on greases and other topics like this, please visit our website.
This blog was contributed by the Aerospace Technology Team, Parker Wheel & Brake Division.
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To learn more about Parker Aerospace thermal management capabilities and solutions, visit this website