11/21/2023 0 Comments Airflow performance orings aircraftMost fluorosilicone seal applications begin to leak because the O-ring takes a compression set-it permanently flattens out and no longer makes good contact with the mating surfaces.Ī two-week lab test comparing standard fluorosilicone materials with LM100-70 (see Table 1) showed that performance of Parker’s material far surpasses “generic” materials, which can permanently lose more than half the amount they are squeezed. Parker’s next generation fluorosilicone, LM100-70, meets AMS-R-25988 and MIL-DTL-25988 specs and offers considerable savings without the engineering expense of material specification changes. ![]() ![]() Parker now offers two new elastomer materials for longer-lasting O-rings that can handle jet fuel and maintain a reliable seal over the critical application temperature range of -65 to +300☏. Spring-energized PTFE lip seals are a potential alternative, but this usually means the joint has to be completely re-engineered. Fluorocarbon O-rings consistently do that, but only seal down to about -35 or -40☏. As one engine manufacturer said, ideally, O-rings would last an entire C-check cycle (about 5 years for most aircraft). But, O-rings made of this material have to be replaced yearly or any time the engine comes in for any other maintenance or repair. It offers good resistance to jet fuel with outstanding low temperature properties (sealing down to -100☏) and thermal stability up to 350☏. For years, fluorosilicone rubber has been the go-to seal material for jet fuel applications in the aerospace industry.
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