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Since 1979, Parker Aerospace has supported AirVenture, the world’s largest fly-in air show, previously known as the Oshkosh Air Show. It’s now the “Woodstock” of the aviation industry, drawing huge numbers of exhibitors and attendees from all over the world.
The show is organized by the Experimental Aircraft Association or “EAA.” However, EAA might just as well stand for Everyone’s Aviation Association because this US-based event draws so many people from so many different parts of the aviation industry: pilots, mechanics, aircraft enthusiasts, builders of unique aircraft, civil aircraft OEMs, and even kids interested in aviation.
KidVenture is a series of interactive booths within AirVenture where kids learn basic aviation concepts and skills. *** Knapinski, the director of communications at EAA, reports that in 2018 KidVenture had approximately 25,000 young people visit the booths. While they were of all ages, the biggest groups were between seven and 13 years old.
“KidVenture is vitally important not only as a part of AirVenture, but to the future of aviation,”
“One of the best ways to inspire young people in any pursuit is to give them memorable experiences that they keep talking about, especially when they’re learning while having fun. That’s what KidVenture is all about. Kids often don’t have the opportunity to discover aviation and aeronautics through their usual activities, so this gives them the possibility to be open to a whole new area that we hope will spark additional discovery.”
— *** Knapinski, the director of communications at EAA
To give kids a memorable and valuable experience, KidVenture organizers go beyond just showing aircraft and telling kids what aviation is. They engage kids on a deeper level. It’s similar to the old Chinese proverb: Tell me and I forget. Show me and I remember. Involve me and I understand.
The interactive part of KidVenture is essential to its success.
“Kids (and anybody, really) would find ordinary presentations and demonstrations tedious after a while, especially in an event so full of sensory engagement as AirVenture. Engaging young people by having them put their hands and minds to work is a sure-fire way not only to create fun but also something tangible that kids and their parents often take away as a memory of the event.”
— *** Knapinski, the director of communications at EAA
Parker Aerospace has supported the KidVenture event for the past eight years with funding from both Parker’s Aircraft Wheel and Brake Division and Stratoflex Products Division. Parker’s support includes interactive displays that involve and engage kids of all ages. For the upcoming 2019 event, Parker Aerospace is working on a unique interactive wheel and brake display. It’s a hands-on activity that allows kids to see how the wheel and brake system functions. The display is designed so the kids have to take it apart, remove the wheel lining and brake pads, then reinstall them and put the assembly back together into a functional, working unit.
In all, there are two dozen interactive stations on the airport grounds for kids to play with. If the kids attend all of them and are successfully signed off at each station, they are then eligible to receive a complete set of tools at the end of the process. This gift for kids is intended to help them remember what they learned at the event and get them involved in aviation at an early age.
KidVenture also encourages and enables parents to hang out with their children for the entire day and share in the activities at each station. In this way, it’s not just an event for kids. It also becomes a special time for parents to bond with their children.
“Our participation in the show is an opportunity to get in front of people and reinforce our brand,”
“We get a chance to remind people that the engineering, design, manufacturing, assembly, maintenance, and other aspects of our products are all carried out right here in America, by Americans.”
— Vern Rodgers, business development and marketing representative at Parker’s Aircraft Wheel and Brake Division
Parker Aerospace is also sponsoring a Young Eagles gathering in 2019. The money donated for this activity goes to general aviation airports and helps teach young people about how to maintain aircraft. Wheel and brake products are also donated to the event’s aerial acrobatic performers.
Parker Aerospace employees attending the show often answer questions, go to the airplane parking lot with customers, diagnose issues, provide consultation, and offer other services for the AirVenture attendees who own aircraft, as well as pilots and mechanics at the event. Employees of Parker’s Aircraft Wheel and Brake Division use this opportunity to get to know the customers who use Parker products.
“Because aircraft parts are normally sold through Parker distributors, this event provides an important opportunity to meet our customers face to face,”
“Success in this business is built on trust. It helps establish a higher comfort level with customers when you can shake hands and look them in the eyes. You can’t do that in an email, a text, or even over the phone. Meeting with top management from our OEM customers in this setting can also open up conversations about their new projects and new applications of Parker products.”
— Vern Rodgers, business development and marketing representative at Parker’s Aircraft Wheel and Brake Division
2019 is the AirVenture show’s 50th anniversary. This year, AirVenture is also dubbed the “Year of the Fighter.” Parker Aerospace has products on nearly every fighter jet in operation around the world today, including the Lockheed Martin F-35 (arguably the world’s most advanced fighter jet after the F-22). To learn more about Parker’s role in supporting this aircraft, click here to read about Parker on the F-35 fighter.
Coincidentally, 2019 is also the 50th anniversary of the Apollo 11 moon landing, which happened in July of 1969. This moon landing marked the first time that humans landed on the moon and returned safely. Apollo 11 command module pilot Michael Collins will be the featured guest as EAA’s AirVenture 2019 commemorates the 50th anniversary of the mission. Parker Aerospace had more than 120 components on each of the Apollo missions.
This post was contributed by Sandi Schickel, eBusiness manager for Parker Aerospace’s Aircraft Wheel & Brake Division.
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Celebrating 50 years since humankind’s lunar landing and our significant role in that achievement
On July 16, 1969, Apollo 11 launched and on July 20 was the first landing of humans on the lunar surface with Parker Aerospace making the journey possible - from blast off to first step, and the return. Parker equipment provided vital functions on all three booster stages (first, second, third stage), the Command Service Module (CSM), the Lunar Module (LM), and even the astronauts’ suits.
From the development of the program, the early tests of Apollo 7 and Apollo 8, the landmark Apollo 11 landing, and through the final Apollo 17 Mission, Parker played an important role in the historic events. Parker Aerospace is proud of the important role played by our engineers and equipment.
During prelaunch operations and during the mission, Parker made sure the crew and spacecraft were safe. The ground support shutoff valves located in the launch pad complex directed liquid oxygen and fuel to the various Apollo systems. Eight six-inch ball valves were used during the fuel and oxygen fill operations of the first stage. The valves were also used to drain the vehicle in the event of an extended hold condition on the mission. Ten eight-inch pre-valves were used during the fuel and oxygen fill operations for the vehicle second stage
Fluid systems throughout the Apollo vehicle relied on specially designed Parker seals and fittings to prevent leaks that could cause serious mission delay. Critical sealing applications, such as the vehicle observation windows, relied on Parker seals to safeguard the astronauts. High-precision tube fittings, designed to meet exacting NASA specifications, were used throughout the vehicle to ensure leakproof, dependable connections on essential systems.
Beginning with ignition through the entire flight of the first stage, the four-inch ball valves circulated and maintained liquid oxygen (LOX) for the engines while the gaseous oxygen (GOX) flow control valve maintained a constant tank pressure during the first-stage operation.
After burnout and separation of the first stage, the accumulator reservoir manifold assembly (ARMA) provided the hydraulic energy for positioning the second-stage outer engines to assure proper mission trajectory. One hydrogen control valve and one oxygen control valve regulated the second-stage hydrogen and oxygen flow to the propellant tanks to maintain a constant propellant pressure during operation. Propellant shutoff valves were installed in each of the second-stage engine inlet lines. These valves would close in the event of an emergency, to shut off fuel to the malfunctioning engine.
When the vehicle reached an altitude of approximately 108 miles above the Earth, the second-stage separated, and the third-stage ignited. At the time of ignition, the LOX check valves served a vital function by preventing liquid oxygen and liquid hydrogen backflow into their respective supply tanks. Further protection of the all-important third stage was assured with the use of highly reliable hydraulic check valves throughout the hydraulic system.
During the entire mission, from countdown to separation of the service module prior to re-entry, the Apollo program utilized the Parker fuel cell reactant supply modules and oxygen and hydrogen modules. The fuel cell reactant supply modules controlled the flow of hydrogen and oxygen to the fuel cells, which furnished complete mission electrical power. The oxygen and hydrogen modules controlled the temperature and pressure in the oxygen and hydrogen storage tanks. Oxygen used for cabin pressurization was also controlled by this module.
The oxygen control assembly performed vital pressure control through the entire mission until lift-off from the lunar surface.
The assembly also controlled the oxygen used to pressurize the LM cabin and the astronauts’ suits. In addition, the oxygen control assembly was used to fill the astronauts’ backpacks for their lunar exploration. This assembly received high-pressure oxygen from the LM supply tanks and regulated the pressure to a usable level.
When the moment arrived for the astronauts to leave the lunar parking orbit and proceed to the surface of the moon, a command was given for Lunar Module (LM) separation from the Command Service Module (CSM). From here, the reaction control system (RCS) maneuvered using reaction control valves that were used to turn the LM to the descent attitude and control steering and attitude during descent to the surface of the moon. These valves were also critical to astronaut safety during ascent from the lunar surface and during hover, rendezvous, and docking maneuvers.
The descent engine was used to slow the LM from the lunar parking orbit and guide it to the lunar surface. The engine propellant tanks were pressurized by a Parker pressurization system. This system was comprised of a helium pressure-reducing valve, quad-check valve, burst disc, and relief valve. The helium pressure-reducing valve regulated the LM high-pressure helium, which forced the fuel and oxidizer into the engine.
The quad-check valve, used in both descent and ascent operations, prevented any backflow that might allow mixing of propellants. The burst disc acted as a seal, preventing propellant liquid or vapors from reaching the relief valve and, causing a corrosive reaction, worked in conjunction with the relief valve to prevent over pressurization of the system.
When the LM was unpressurized or the space suit umbilical cord was used, a suit loop pressure switch was incorporated in the system to assure maximum astronaut safety in the event of a torn suit.
Apollo 11’s touchdown on the moon was famously televised on July 20 and the post-lunar landing conversation between astronauts, “Cycle that Parker Valve,” was heard across the world. These valves were used to isolate the propellant feed systems, which were cycled open and closed immediately after landing. For years after, Parker Hannifin President and CEO Pat Parker would jokingly thank NASA and the astronauts for helping with Parker’s first global television advertisement from the moon.
Parker’s early work on the frontiers of space technology, made possible by our expert engineers and technicians, played a key role in the design, production, and flight of Apollo spacecraft. Parker equipment directly supported the success of Apollo missions as well as its astronaut’s safety.
The people of Parker Hannifin felt enormous pride during the years of the Apollo’s design, production, and flight. Today, remembering the part Parker played in this incredible achievement, we are still proud and humbled to be part of history.
This post was contributed by Brian King, eBusiness manager for Parker Aerospace.
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Tubing, piping, and hose – and the fittings that connect them – are the circulatory systems of today’s aircraft. Carrying high-pressure hydraulic fluid to and through critical subsystems and components such as flight control actuators, engine-driven pumps, auxiliary pumps, electric motor pumps, power transfer units, and more, these components are key to an aircraft’s power and flight control. Yet, despite the increased complexity of hydraulic systems today, fluid leakage is a nagging cause for re-work and unscheduled maintenance.
But what if there was a better way? What if an innovative approach offered lower installation time with a visual indicator for a leak-free connection?
Enter the new visual torque indication, a patent-pending family of fittings that offers these benefits and more from the Stratoflex Products Division of Parker Aerospace, the industry leader in fluid conveyance systems and components.
Plumbing and maintaining the hydraulic system of a large commercial aircraft can be a daunting and time-consuming task. A typical commercial transport contains hundreds of feet of tubing and thousands of fittings and fitting connections1.
Today, installers use torque wrenches and specialized torque procedures to secure system connections and apply a torque stripe to indicate completed assembly. However, the large number of connections and challenging installation requirements lead to improper connections, with no means of detection until the system is pressurized. Should the connection leak, additional time must be taken to locate the improper connection, clean hydraulic fluid spills, and re-torque or replace the leaking assembly.
With patent-pending design features, visual torque indication fittings offer significantly lower installation time for connections while providing an immediate, visual verification of a properly assembled connection. These benefits combine to support the increased production rates required by aircraft OEMs for the demanding aerospace market.
Developed from proven Parker fluid connection technology and qualified to industry and customer requirements, visual torque indication fittings offer:
Visual torque indication fittings are designed for operating pressures for today’s hydraulic systems. Visual torque indication fittings utilize aerospace materials (corrosion-resistant steel, aluminum, titanium) for sizes -4 through -24.
[ add video in YouTube frame, like prior blogs, once video is ready ]
For additional information on Parker Aerospace systems and capabilities, please visit our website.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Jonathan Golightly, senior engineer, and Scott Pearson, division engineering director, of Parker Aerospace’s Stratoflex Products Division.
References
1 https://www.aviationpros.com/home/article/10388648/hydraulic-systems-tubing
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The evolution of fly-by-wire flight control actuation systems has dramatically changed the way an aircraft performs many of its functions. A pilot’s actions are now converted to electrical signals interpreted by flight computers that initiate orders to actuate the control surfaces of the airplane. Replacing the conventional manual controls of an aircraft with an electronic interface improves safety and handling and reduces weight. Improved aircraft responsiveness and reduced pilot workload are making fully digital flight control systems the preferred method for new business, regional, and commercial aircraft.
“Parker’s capabilities in next-generation flight control systems extend across different types of aircraft with adaptations made to enhance flight stability, performance, safety, and efficiency. Our customers rely on us to fully meet stringent certification requirements made possible by working in conjunction with their engineers and the use of our state-of-the-art systems integration laboratory. Our flight control systems are designed with advanced redundancy and scalability for business jets, regional jets, and commercial transports with similar architectures proven to deliver reliability, speed development, and take advantage of economies of scale.”
– Drexel Pope, director of new business development, Parker Aerospace Control Systems Division
As the global leader in motion and control technologies, Parker is currently integrating, supplying, and supporting the digital flight control systems on key aircraft manufactured by its valued Gulfstream, Airbus, and Bombardier customers.
The Gulfstream G500 and G600
Anticipated in the second quarter of 2019, the Gulfstream G600 twin-engine, long-range business jet will receive its type certification from the Federal Aviation Administration (FAA) with Parker’s fully digital three-axis, fly-by-wire flight control system onboard. Parker worked closely with Gulfstream during the development and certification process, ensuring that the G600’s primary and secondary flight control system components demonstrated compliance and airworthiness requirements. The success of the digital flight control system with electric backup hydraulic actuators on the sophisticated aircraft follows the achievements Parker realized on the G500, which received its FAA type certification in July of 2018 and entered service that September.
The G600 shares its flight control systems architecture with the G500. The similar architecture helped with the development of the G600 model and provided Gulfstream with additional benefits such as proven design and reliability. The Parker Aerospace fly-by-wire control system comprises a suite of electrohydraulic and electronic equipment providing command and monitoring capabilities to assist the aircraft in its various mission profiles.
In addition to the flight controls, Parker provides a wide range of other equipment to the G500 and G600 aircraft, including equipment used in the fuel and hydraulic systems as well as their Pratt & Whitney Canada 800 series engines.
Through Parker Aerospace’s Customer Support Operations – a centralized support organization that provides customer and product support, as well as customized service solutions to meet customers’ needs for spares, repairs, and overhaul services for all Parker Aerospace airframe and engine products – Parker has the capability to support customers like Gulfstream, Bombardier, Airbus, as well as their customers, for the life of their aircraft programs.
To learn more about Parker’s electronic fly-by-wire flight control systems, please contact Doug Sutton, new business development manager, Parker Aerospace, Customer Systems Division, (949) 465-4879 or doug.sutton@parker.com.
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Steve Pitts, general manager for Parker Aerospace’s Control Systems Division.
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Commercial aircraft original equipment manufacturers (OEMs) have been building more-electric aircraft – or MEA – for over a decade. MEA are aircraft that rely on electric power to operate non-propulsion systems such as those for lubrication, flight control, fuel, thermal management, and more.
Today’s aircraft makers are collaborating with their suppliers to design new systems and implement new electrical-intensive architectures that are key to unlocking such efficiency improvements as lower aircraft weight, better fuel consumption, reduced total life-cycle costs, and enhanced maintainability and reliability.
One such supplier collaboration supporting the move to MEA has been launched by Parker Aerospace Gas Turbine Fuel Systems Division (GTFSD).
Long recognized for its motor-driven pump technology and pedigree in major platforms for both military and commercial applications – particularly for fuel and thermal management pumps – GTFSD is breaking new ground through its development of electric motor-driven smart pumps that can accommodate a wide range of voltage to the digital controller. The motor speed can be controlled by sensors or sensorless, depending on the application.
Electronic controllers interpret system signals, enabling a pump to respond with a specific flow to meet a specific system demand. Whether for more fuel, enhanced cooling, or greater pressure, this demand flow results in a highly efficient use of the aircraft’s finite energy resources, creating less fuel burn and fewer engine emissions.
Parker Aerospace’s auxiliary power unit (APU) fuel metering unit for the Boeing 787 Dreamliner is one such electric motor-driven smart pump already in service. The APU pump unit builds on GTFSD’s experience with electric motor-driven pumps, which includes those for missiles and military UAV applications, as well as for large transport turbine engines.
“The innovative APU fuel metering unit replaces conventional engine fuel control for the Boeing 787. Featuring an impeller boost pump and a high-pressure gear element, the two-staged pump assembly integrates 13 components into one and uses an AC- or DC-powered dual-processor digital controller with CAN bus interface to provide precise fuel flow in response to engine demand.”
– Rick Mossey, engine systems business development manager, Parker Aerospace, Gas Turbine Fuel Systems Division
Enhanced reliability is a key benefit of the APU pump unit. With 500-plus units fielded to date, the product is performing well.
GTFSD has developed a 270-volt, 27-horsepower brushless DC (BLDC) motor-driven, high-pressure main engine feed smart pump that is currently in testing. With a simplified system design and lower system procurement cost, the new pump unit improves both pump efficiency and system reliability. It includes an electric motor, BLDC motor controller, impeller, and high-pressure piston-based pumping element, offering:
Alternative propulsion systems are being looked at as a means of achieving fuel savings, lowered emissions, and reduced noise. One such alternative approach uses hybrid gas turbines. A highly efficient gas turbine engine and electric motor are paired to provide thrust via combinations of both sources.
The electric power can be used for the duration of a flight or when added power is required. Since Parker Aerospace’s electric motor-driven smart pumps are able to vary their routines almost infinitely based on the requirements of the systems they serve, they are readily adaptable for such next-generation applications.
For additional information on Parker Aerospace systems and capabilities, please visit our website.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Rick Mossey, engine systems business development manager, Parker Aerospace, Gas Turbine Fuel Systems Division.
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As an original equipment manufacturer (OEM) of innovative braking products and systems, Parker Aerospace’s Aircraft Wheel & Brake Division strives to keep its customers’ aircraft fleets operating as healthy and efficiently as possible. When operators of the Piaggio Aerospace P.180 Avanti and Avanti II executive transport turboprop expressed concerns over the expense of replacing the existing carbon brake systems, Parker responded with industry-leading support and a commitment to improve its original product design. Working in partnership with Piaggio Aerospace, a leading Italian aircraft manufacturer active in the business and defense & security sectors, Parker developed a new aftermarket steel brake system as a less-costly alternative retrofit configuration for the wheels and brakes on the P.180 aircraft.
On October 17, 2018, Parker Aircraft Wheel & Brake Division received the supplemental type certificate (STC) from the Federal Aviation Administration (FAA) for the alternative retrofit configuration. The certification is confirmation that Parker followed the original design approval process, including flight testing, to ensure the safety and performance of the new wheel and brake system.
Less costly than the P.180’s previous carbon brakes, the new Parker high-performance steel brakes were engineered to maintain smoother, more consistent operation with even wear across the available life. The wheels in the new retrofit system are aluminum-forged to provide excellent corrosion resistance as well as advanced safety features that protect against manual- and thermal-induced over-pressurization. Heat shields are also included in the new design to help maintain acceptable tire temperatures.
“Taking a team approach, we worked collaboratively with Piaggio to successfully plan, design, and test a program that demonstrated absolute quality with no requested changes from the FAA ... Our diligent planning and expertise in aerospace-grade materials resulted in a product retrofit that will bring a new stream of value to our customers’ operations.”
— Dan Basch, engineering manager at the Parker Aerospace Aircraft Wheel & Brake Division
In-flight qualification testing of Parker’s new steel brake and main wheel assembly was successfully conducted on the P.180 Avanti aircraft at Lakeland Linder International Airport in Florida in August 2018. During the testing, landing distances were measured and compared, and the following test points were evaluated with positive results:
Multiple companies coordinated the group testing including Momentum Aeronautics, a full-service engineering company that specializes in the design and certification of aircraft and aircraft systems. Momentum Aerospace submitted the STC application to the FAA on Parker’s behalf.
“Development of the P.180 wheel and brake retrofit program began in 2016 when Parker and Piaggio both sought to solve customers’ cost-reduction challenges with a solution that would neither compromise quality or add difficulty to maintenance, repair, and overhaul (MRO) activities for their fleet mechanics ... While carbon offers low weight advantages compared to steel, its cost of material is steep. We knew that if we could integrate steel into the retrofit and ensure its performance, we could achieve drastic results for our customers’ bottom lines.”
— Tom Dorinsky, business team leader, Parker Aerospace Aircraft Wheel & Brake Division
Parker’s new retrofit solution is expected to save P.180 operators as much as 70 percent in overhaul costs, according to Dorinsky.
The mutually designed, customized steel brake program is now offered to aircraft operators as a conversion kit through Piaggio’s P.180 wheel and brake upgrade program. The replacement kit integrates seamlessly with existing aircraft systems requiring no aircraft or landing gear modifications for installation.
“Piaggio Aerospace is working closely with its customers to update them on the new aircraft offering so they can immediately begin to take advantage of its improved design features and potential cost savings. We are proud to be part of this commitment to innovation that we believe will lead to similar endeavors between our two companies.”
— Tom Dorinsky, business team leader, Parker Aerospace Aircraft Wheel & Brake Division
The Parker Aerospace Aircraft Wheel & Brake Division also received the supplemental type certificate from the European Union Aviation Safety Agency (EASA) and Transport Canada (TC) in February of 2019. The EASA has jurisdiction as a technical agent for the member states of the European Union.
To request a conversion kit for the P.180 Avanti, Avanti II, and Avanti EVO aircraft, operators may contact Piaggio’s spare parts office at +39 335 8105920 or spareparts@piaggioaerospace.it. North or South American customers can contact Piaggio America at +1 561 253 0104 or spares@piaggioamerica.com.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Justin Hodges, Parker Aerospace, Aircraft Wheel & Brake Division.
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Airframers and engine builders alike are increasingly using composites to lower aircraft weight. It is no surprise, then, that the Gas Turbine Fuel Systems Division (GTFSD) of Parker Aerospace is also exploring the implementation of lighter-weight composites.
Parker GTFSD is the first in the industry to offer engine OEMs composite engine oil reservoirs as a way to lower weight in their power plants. Lowering weight reduces an engine’s fuel consumption, yields a higher power-to-weight ratio, and provides greater fuel efficiency – all of which lead to the reduced emissions desired by both engine OEMs and their customers.
The new composite reservoir design can be up to 40 percent lighter than conventional steel or aluminum oil tanks. With excellent fire resistance, the composite reservoirs will also eliminate the need for weight-adding fire blankets.
About engine oil reservoirs
Designed to last the life of the engine, the main engine oil reservoir provides clean, deaerated oil to the engine for use by the turbine engine bearings, pumps, and transmissions. Reservoirs typically incorporate a variety of different components to monitor and manage the health of the engine oil system.
These can include an integrated deaerator, visual oil sight gauge, remote oil level indicator, pressure regulating, relief, and fill valves, a gravity fill cap, and an adapter. Conventional tanks can be made of a stainless-steel weldment or aluminum with a fire blanket. The entire tank must be designed and certified to meet the FAA’s 15 minute, 2000-degree F fireproof requirement.
GTFSD’s composite tank innovation
With research begun in 2005, the GTFSD lubrication team has now finalized the design and material technology needed to produce composite engine oil reservoirs capable of handling oil system pressure requirements while withstanding the hostile environment of aerospace gas turbine engines. Development, design, and testing of the new tanks are taking place at the GTFSD’s Naples, Florida, facility in collaboration with Parker’s central engineering resource, and the Applications and Technology Transfer lab at the Center for Composite Materials / University of Delaware.
Successful flame resistance and high g-force vibration testing have moved the tank development into the prototype stage, while a product design review is currently underway with a customer’s demonstration engine. The 18.4-gallon tank in review weighs 50 pounds and can withstand engine oil temperatures from -65˚ F to 392˚, vibration loads exceeding 22Gs, and proof pressure of 33.9 psig. In addition, GTSFD is well along in defining the processes for manufacturing the composite tanks, confirming manufacturing repeatability, and establishing inspection standards to ensure 100-percent quality.
Composite reservoirs bring the same positive benefits to virtually anything that flies – including commercial, regional, and business jets. The lighter-weight reservoirs are particularly helpful for larger commercial aircraft where engine oil reservoirs need to accommodate higher fluid volumes. Military aircraft, too, enjoy the same advantages.
Lighter-weight composite reservoirs can prove beneficial for an aircraft’s specific mission requirements, whether it is for longer range, greater cargo-carrying ability, or additional ordnance capacity.
The GTFSD lubrication design team is dedicated to finding innovative, engineered solutions for customers’ toughest challenges. Whether for industry-leading lubrication pumps and accessories -- fully integrated subsystem or system solutions that include advanced thermal management technologies -- or components like composite oil reservoirs, our unique designs consistently save space and reduce weight, offering greater reliability, easy maintenance, simple operation, and longer life.
Our portfolio of lubrication products is used to support commercial and military programs worldwide and includes the following:
Military/large commercial transportsTo learn more about the capabilities of Gas Turbine Fuel Systems Division, please visit our website.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Glen Kukla, engineering team leader, Gas Turbine Fuel Systems Division, Parker Aerospace.
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Parker Aerospace is taking its industry-leading fluid atomization technology, including best-in-class fuel nozzles, to the next level through additive manufacturing (AM). Traditional techniques for making fuel nozzles use subtractive machining techniques, which lead to significant materials waste, increased lead time, and increased development costs. Substantial improvements to the aerodynamics of fuel nozzle injectors were not possible because of the limitations and constraints of the subtractive machining techniques. The internal flow passages, which are critical to the performance of the fuel spray, could not be optimized as a result of these constraints.
Current and future aerospace fuel component designs benefit from additive manufacturing in several ways. Better combustion for cleaner-burning engines, greater fuel efficiency, and other benefits are achieved through design optimization and advanced engineering and manufacturing techniques.
Parker Aerospace has completed multiple additive manufacturing builds for aerospace applications. For example, inner air swirlers had been designed and are planned for tests on ground engines later this year. Successful weld trials with additive manufacturing components have advanced well beyond prototypes. Parker engineers test the components’ integrity with CT scans, X-rays, vibration testing, and other means.
Some additive manufacturing components have progressed into their second round of design iterations. An inner heat shield for air blast nozzles, for example, is moving through testing and into an advanced development phase.
To support the development of additive manufacturing components, Parker’s Gas Turbine Fuel Systems Division (GTFSD) is dedicating resources and personnel for these advanced manufacturing processes, and ramping up procurement of needed equipment. The work of the GTFSD additive manufacturing team builds on a long history of additive manufacturing that has been underway for years at Parker Hannifin Corporation’s Center of Excellence. The long list of Parker collaborators includes specialists in data management, materials analysis, measurement, and other additive manufacturing skill sets who have previously worked with Parker and its OEM partners in other applications outside of aerospace.
Parker’s development for additive manufacturing fuel nozzles in aerospace applications has come far enough that an additive manufacturing nozzle is already going into production for use with non-aerospace power generation. Parker Aerospace has been approved by an OEM customer for a first engine platform to be produced using an additive manufacturing part that will go into field service. This accomplishment is a significant milestone that will build a foundation for the application in aerospace use.
Parker has a diverse history of partnerships with OEMs in many industries, including aerospace. These partnerships provided opportunities for faster development times, better performance, and cost reductions to OEM partners. The resulting best practices transfer to current projects.
Additive manufacturing techniques improve the fuel flow paths within nozzles. Improved fuel flow paths enable better fuel film formation and atomization performance for optimizing fuel distribution within engine combustion chambers, improving combustion performance. The new additive manufacturing nozzle design is optimized for fuel flow path, among other improvement features. The fuel flow path cross-sectional area is designed to decrease in the direction of the flow, which leads to an increase in fuel flow speed, a reduction in fuel residence time, and a commensurate reduction in the propensity for coking and clogging of flow paths over time.
Improved aerodynamic and spray performance are accomplished largely through modified swirler vane geometries, better fuel prefilming, and improved spray patternation. Advanced flow field diagnostic techniques, including laser diffraction droplet size measurement and phase Doppler interferometry, have demonstrated superior spray performance of the additive manufacturing air blast injector when compared to a conventionally manufactured injector.
Parker is currently validating the aerodynamics and spray performance of the additive manufacturing injector to establish equivalency and obtain ISO and AS certifications, FAA approvals, and buy-in from aerospace OEMs.
Parker’s evaluation of new additive manufacturing components also includes experimenting with various powders to enhance surface finish, mechanical properties, and geometric accuracy of the components and assemblies. The effects of other, secondary processes, including heat treatment, hipping, etc., are also being studied.
Proper fuel atomization and dispersion are both important to the efficient combustion of fuel. But how much? Parker has found that uniformity of film, or homogeneous thin film that interacts with a high-velocity air stream, leads to optimal atomization of fuel. We have documented a 30- to 40-percent reduction in droplet size under varying conditions (e.g., injector air pressure drops). A 40- to 50-percent emission reduction is anticipated as potential for lean burn engine systems. Parker has filed both design and utility patents for the additive manufacturing designs.
Improving the performance of an OEM’s product is one important goal in all Parker partnerships. But improving the OEM’s operations is another critical objective. In the development of the Inner heat shield mentioned above, what was previously made from three machined pieces is now a single piece, made with additive manufacturing from nickel-based material. A 3D printer uses laser beam fusion to create the single piece, which has a single part number to inventory and track versus three previously.
Additive manufacturing also positively impacts the product development cycle by reducing supply chain requirements and speeding a product’s time to market.
As a component supplier, Parker can also report a reduction in waste of raw materials and a lowering of energy usage with the use of its additive manufacturing techniques.
As Parker engineers validate fuel aerodynamics improvements and resulting spray performance to obtain certifications this year, the goal for 2020 is for OEM partners to receive additive manufacturing components for testing in their new aerospace engines. Additive manufacturing of fuel system components should help OEMs dramatically speed time to market in the future.
Parker’s long-range goals for additive manufacturing are to expand its list of aerospace components to include valves, housings, fuel mixers, and more. Additive manufacturing products will meet FAA certification standards and AS quality requirements. Eventually, ISO, SAE, ANSI, and other standards will be met, as well.
And as Parker’s product offerings in additive manufacturing grow, so will risk mitigation efforts and safety audits. Safety goals include identification of required maintenance and additive manufacturing machine health “checkups.” As with other Parker products made for a wide variety of markets, it will be important to define processes, procedures, and best practices needed for maintaining best-in-class status.
At Parker, a customer-focused philosophy extends beyond design—to operations, maintenance, and eventually replacement with even better products.
For more information, visit http://www.parker.com/gasturbine.
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by the additive manufacturing team of the Parker Aerospace Gas Turbine Fuel Systems Division.
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Some are fond of saying that “it’s not the destination but the journey that counts.” The Stratoflex Products Division (SPD) of Parker Aerospace might argue that it is both. The division has spent the last 18 months laying the groundwork for its zero defects program (ZDP), putting in place the training, technologies, and processes needed to help it continue along the path toward flawless manufacturing.
Specialists in engine fluid conveyance systems, SPD partners with airframe and engine providers to craft customized solutions for each application, integrating everything from hoses, couplings, swivels, regulators, and fuses to fuel lines, main landing gear hydraulics, and galley cooling into best-in-class systems. Developing such innovative and high-performance systems requires a fluid conveyance partner with a mindset for continuous improvement, which is why Stratoflex has embraced ZDP.
ZDP is a method that allows companies to identify and manage both known and unknown variables while predicting risk. The program is designed to use performance as a predictor of risk and helps to illuminate where improvement, corrective action, and risk mitigation need to be addressed. It also helps predict and prevent other potential escapes, whether in SPD operations or in our supply chain. Such ongoing process monitoring also affects product design, motivating design engineers to “design right the first time.”
Today, engine and airframe customers are no longer satisfied with simply receiving a product; every product received must now be on-time and on-quality. To assure that these standards are met, customers are raising the bar, demanding a higher level of quality and root-cause corrective action when quality standards are not met. In fact, many customers have established their own formal zero-defect programs.
This insistence on quality is due in part to historically high ramp rates for commercial aircraft. Boeing and Airbus both had record aircraft deliveries in 2018 and are anticipating continued high-production outputs. This puts enormous pressure on suppliers to provide products that precisely match requirements in every way, every time.
Additionally, the international effort establishing AS 9100 as the single quality management system used within the aerospace industry has also raised quality expectations. The industry has moved toward requiring subcontractors and suppliers to be AS9100 compliant and/or certified. By conforming to the standard, suppliers must be able to:
For SPD, meeting these mandates has meant implementing a three-pronged approach to zero defects. Stratoflex is not alone in its efforts to eliminate defects; Parker Aerospace and all of its manufacturing divisions are embracing ZDP.
ZDP starts with a mindset for quality.
“We’re working hard to create mindsets that won’t produce, pass on, or accept defects at SPD. We’re conducting training sessions to determine how the construct of zero defects relates to all employees, both in the factory and the office, and how quality and safety are interwoven. By understanding and agreeing on what’s important, we’re creating a culture of quality. For each and every one of us at Stratoflex, there’s no such thing as good enough.”
— David Withrow, site operations manager for Stratoflex
Quality mindsets at SPD are being augmented by quality-focused technologies that enable a deeper dive into defect detection and root causes. For example, Stratoflex has begun using process failure mode effects analysis (PFMEA) to analyze, identify, and rate risk within an existing process. The highest risk ratings are immediately targeted for elimination or mitigation.
By allowing Stratoflex to continually examine processes, PFMEA weeds out the potential for error in design, manufacturing, and purchasing. But the benefits don’t end there. PFMEA also helps move suppliers toward a zero-defect reality. In one case, SPD was able to a help a supplier digitize its material certification documents. This enabled faster digital transfer, saving time and increasing accuracy while automating conformance inspections.
New quality processes are being instituted as well. SPD is now moving toward advanced quality product planning (APQP), a structured process embraced by the automotive industry to ensure customer satisfaction when introducing new products or processes. APQP offers a framework of standardized quality requirements that enables suppliers to design a product that satisfies the customer.1 Core APQP tools include failure model and effects analysis (FMEA), measurement systems analysis (MSA), statistical process control (SPC), and production part approval process (PPAP).
When properly implemented, APQP ensures that the voice of the customer is clearly heard, understood, and translated into requirements, technical specifications, and special characteristics. Once begun, the process never stops, leading to early identification of risk and change, resulting in continuous improvement and innovations that support customer delight1.
Are customers delighted with SPD’s ZDP efforts? The answer is yes. New customer-focused solutions are emerging as SPD looks for ways to automate processes and eliminate defects. For example:
As SPD begins exercising the ZD parameters it has in place, the journey to perfection will accelerate. Waste and cost will be reduced, products will consistently meet specifications, and customers will be satisfied, leading to greater opportunities and partnerships.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
1. https://quality-one.com/apqp/
This post was contributed by Mark Vogel, director of quality for the Stratoflex Products Division of Parker Aerospace.
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Modern commercial aircraft rely on powerful turbofan engines to provide the high thrust needed to get airborne and travel long distances economically. Thrust is a result of the engine’s ability to efficiently breath in air, compress it, and burn fuel, a process that produces high-temperature pressurized gas that expands through the engine. The high-speed rush of hot air spins the engine’s turbines, which extract energy from the gas stream to power the compressor, and the gas expands rearward in the engine to produce the thrust that propels the jet forward.
With all this activity, it’s no surprise that engine cores are hostile environments where high temperatures and pressures exist and require continuous monitoring by the engine controller. Having reliable engine core data is critical for the engine to maintain desired operating conditions while monitoring engine combustion and compressor stability.
Current engine pressure monitoring systems work around the harsh conditions inside the engine’s core by obtaining pressure data using sensors mounted outside of the core on the engine fan casing. With the current technology, real-time, close-coupled core pressure measurement simply cannot be reliably achieved. Striving to advance aircraft engine pressure monitoring, the Fluid Systems Division of Parker Aerospace has entered into an exclusive technology license agreement with Oxsensis Ltd., a manufacturer of optical sensors used in harsh environments, to develop a unique optical-based system that can be installed on the engine’s core to deliver true, next-generation engine pressure monitoring capabilities for tomorrow’s aircraft.
Current monitoring approach: relying on transducers located away from the data source
Currently, aircraft engine pressure measurement is accomplished through the use of electrical pressure transducers, such as silicon-based micro-electromechanical systems (MEMS). The transducers measure pressure and convert it into an electrical signal that is interpreted and transmitted to the engine controller. The pressure transducers reside in a single manifold block, typically located in a relatively cool location on the engine’s fan casing to avoid being damaged by the high temperatures occurring inside the engine core where the data must be collected.
The transducers sense engine pressure data via thin, air-filled pipes – or sense lines – routed to pressure ports on the engine core wall. The transducers measure pressure variations in the sense lines, which follow the pressure variations in the core. However, the long, air-filled pipes introduce errors and changes to the pressure signal dynamics, meaning that the measured data does not provide the controller with a high-fidelity representation of what is happening inside the engine core. In addition to providing less-than-optimal data, the sense lines have the potential to gather humidity and form ice during flight, causing operational disruption.
The latest collaboration between Parker and Oxsensis will deliver the next-generation engine pressure monitoring system that uses passive, optical pressure sensors that can be directly mounted in the engine core to provide true and real-time engine pressure information. An interrogator is mounted on the fan casing and uses optical fibers to provide optical energy to the sensors and analyze their reflected light as absolute pressure, time-varying pressure term, and sensor head temperature.
The concept is similar to both companies’ joint silica-based optical high-accuracy pressure sensor (SOHAPS) systems being actively developed as a major advancement in aircraft fuel quantity measurement.
“When investigating new technologies, Parker Aerospace looks at the implications a shift will have on aircraft years from now. We also look for opportunities to partner with other leading companies that bring unique capabilities and excitement to shared projects. Working with Oxsensis to deliver our optical-based direct engine pressure measurement solution to market in this decade demonstrates a mutual commitment to advance aircraft engine monitoring.”
– Dr. Lewis Boyd, principal investigator of fuel gauging and sensors, Parker Aerospace Fluid Systems Division
Using optical sensors that perform direct measurement in an engine’s core results in significant benefits that current engine pressure monitoring systems cannot deliver. Able to withstand harsh, high-temperature conditions, gas turbine optical sensors eliminate the need for sense lines and are immune to electromagnetic interference (EMI).
Parker expects the new engine pressure monitoring system to be fully tested and ready for service by the mid-2020s to support the next generation of engines powering business jets and commercial aircraft.
This innovative technology has the potential to be applied to other aircraft engine applications as well. Optical sensors can be used to monitor engine exit temperatures to better inform engine controllers of engine performance and health, enabling more efficient engine operations and signaling a shift from current thermocouple-based measuring systems that can “drift” and provide inaccurate information over time.
Improving the accuracy of systems that require pressure and volume measurement such as engine oil lubrication systems also present an opportunity for optical sensors to replace current methods. Parker is investigating these and future possibilities as part of our ongoing commitment to customer success.
To learn more about Parker’s involvement in optical-based sensors for aircraft engine measurement and monitoring, contact the Parker Aerospace Fluid Systems Division at (949) 851-3500.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Dr. Lewis Boyd, principal investigator of fuel gauging and sensors, Parker Aerospace Fluid Systems Division.
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