Abstract: Methods and systems for starting aircraft turbofan engines are disclosed. A system in accordance with one embodiment includes an electrically-powered starter motor coupled to a turbofan engine to provide power to the turbofan engine during an engine start procedure. The system can further include an on-board, deployable, ram air driven turbine coupled to an electrical generator, which is in turn coupled to the starter motor to provide electrical power to the starter motor. In other embodiments, the ram air driven turbine can be replaced with a fuel cell or a battery. In still further embodiments, a single controller can control operation of both the engine starter and other motors of the aircraft.

Abstract: Heat exchanger systems and associated systems and methods for cooling aircraft starters/generators are disclosed. A system in accordance with one embodiment includes a first fluid flow path for a first fluid, a second fluid flow path for a second fluid, and a third fluid flow path for a third fluid. The first and second flow paths are positioned proximate to the third flow path to transfer heat between the third fluid and both the first and second fluids. The third flow path is configured to allow a transfer of heat between the second and third fluids at a first transfer rate when the first fluid carries heat at a first rate, and at a second transfer rate different than the first transfer rate when the first fluid does not carry heat, or carries heat at a second rate less than the first rate. Accordingly, when the heat to be rejected by one fluid is decreased, the heat transfer rate for the remaining fluid can be increased.

Abstract: Heat exchanger systems and associated systems and methods for cooling aircraft starters/generators are disclosed. A system in accordance with one embodiment includes a first fluid flow path for a first fluid, a second fluid flow path for a second fluid, and a third fluid flow path for a third fluid. The first and second flow paths are positioned proximate to the third flow path to transfer heat between the third fluid and both the first and second fluids. The third flow path is configured to allow a transfer of heat between the second and third fluids at a first transfer rate when the first fluid carries heat at a first rate, and at a second transfer rate different than the first transfer rate when the first fluid does not carry heat, or carries heat at a second rate less than the first rate. Accordingly, when the heat to be rejected by one fluid is decreased, the heat transfer rate for the remaining fluid can be increased.

Abstract: Methods and systems for providing secondary power to aircraft systems. In one embodiment, an aircraft system architecture for providing power to an environmental control system includes an electric generator operably coupled to a jet engine. The jet engine can be configured to provide propulsive thrust to the aircraft, and the electric generator can be configured to receive shaft power from the jet engine. The environmental control system can be configured to provide outside air to a passenger cabin of the aircraft in the absence of bleed air from the jet engine.

Abstract: Methods and systems for providing secondary power to aircraft systems. In one embodiment, an aircraft system architecture for providing power to an environmental control system includes an electric generator operably coupled to a jet engine. The jet engine can be configured to provide propulsive thrust to the aircraft, and the electric generator can be configured to receive shaft power from the jet engine. The environmental control system can be configured to provide outside air to a passenger cabin of the aircraft in the absence of bleed air from the jet engine.

Abstract: Methods and systems for providing secondary power to aircraft systems. In one embodiment, an aircraft system architecture for providing power to an environmental control system includes an electric generator operably coupled to a jet engine. The jet engine can be configured to provide propulsive thrust to the aircraft, and the electric generator can be configured to receive shaft power from the jet engine. The environmental control system can be configured to provide outside air to a passenger cabin of the aircraft in the absence of bleed air from the jet engine.

Abstract: Methods and systems for providing secondary power to aircraft systems. In one embodiment, an aircraft system architecture for providing power to an environmental control system includes an electric generator operably coupled to a jet engine. The jet engine can be configured to provide propulsive thrust to the aircraft, and the electric generator can be configured to receive shaft power from the jet engine. The environmental control system can be configured to provide outside air to a passenger cabin of the aircraft in the absence of bleed air from the jet engine.

Abstract: Heat exchanger systems and associated systems and methods for cooling aircraft starters/generators are disclosed. A system in accordance with one embodiment includes a first fluid flow path for a first fluid, a second fluid flow path for a second fluid, and a third fluid flow path for a third fluid. The first and second flow paths are positioned proximate to the third flow path to transfer heat between the third fluid and both the first and second fluids. The third flow path is configured to allow a transfer of heat between the second and third fluids at a first transfer rate when the first fluid carries heat at a first rate, and at a second transfer rate different than the first transfer rate when the first fluid does not carry heat, or carries heat at a second rate less than the first rate. Accordingly, when the heat to be rejected by one fluid is decreased, the heat transfer rate for the remaining fluid can be increased.

Abstract: Methods and systems for starting aircraft turbofan engines are disclosed. A system in accordance with one embodiment includes an electrically-powered starter motor coupled to a turbofan engine to provide power to the turbofan engine during an engine start procedure. The system can further include an on-board, deployable, ram air driven turbine coupled to an electrical generator, which is in turn coupled to the starter motor to provide electrical power to the starter motor. In other embodiments, the ram air driven turbine can be replaced with a fuel cell or a battery. In still further embodiments, a single controller can control operation of both the engine starter and other motors of the aircraft.

Abstract: Methods and systems for providing secondary power to aircraft systems. In one embodiment, an aircraft system architecture for providing power to an environmental control system includes an electric generator operably coupled to a jet engine. The jet engine can be configured to provide propulsive thrust to the aircraft, and the electric generator can be configured to receive shaft power from the jet engine. The environmental control system can be configured to provide outside air to a passenger cabin of the aircraft in the absence of bleed air from the jet engine.

Abstract: A fuel system includes a first fuel line carrying fuel at a first line pressure (P22), a second fuel line carrying fuel at a second line pressure (PFNC) greater than the first line pressure (P22), at least one pressure regulating section 102 having an input 101 connected to the second fuel line and at least one output (103), a first pressure regulator (120) connected to the input and a second pressure regulator (130) connected between the first pressure regulator (120) and the at least one output (103), and a controller (160) controlling the position of the first and second pressure regulators (120, 130) to produce at the output (103) one of a predetermined number of output pressures relative to the first line pressure (P22).

Abstract: A modular reed switch assembly and method for making the same are provided. A switch assembly (101) includes a reed switch (206, 106) that is enclosed between a primary reed switch cover (208) and a reed switch base (104) wherein the reed switch cover and reed switch base are recessed to accommodate the reed switch. A secondary reed switch cover (102) further covers the primary reed switch cover (208) and the secondary reed switch cover (102) connects with the reed switch base (104). A protrusion (106) provides access to the electrical contacts (302) of the reed switch (206, 106) through the primary reed switch cover (208) and secondary reed switch covers (102).

Abstract: Methods and systems for providing secondary power to aircraft systems. In one embodiment, an aircraft system architecture for providing power to an environmental control system includes an electric generator operably coupled to a jet engine. The jet engine can be configured to provide propulsive thrust to the aircraft, and the electric generator can be configured to receive shaft power from the jet engine. The environmental control system can be configured to provide outside air to a passenger cabin of the aircraft in the absence of bleed air from the jet engine.

Abstract: A fireproof electrical wire housing (9) for routing electrical wires through a barrier wall, such as an aircraft bulkhead (21), without destroying the fireproof and hermetic functions of the bulkhead (21) is disclosed. The fireproof electrical wire housing (9) includes a sleeve (13) which surrounds a wire bundle (11) and a tubular housing (19). The tubular housing (19) includes a cover plate (17) that is mounted to the bulkhead(21). Thereafter, the sleeve (13) is inserted into the tubular housing (19). Holes (35) penetrating the wall of the sleeve (13) are used to inject a sealant into a cavity (39) in the sleeve (13) to prevent vapors and flames from passing through the fireproof electrical wire housing (9).

Abstract: The vertical fuel pipe of a fluidized bed extends up through the perforated support structure of the bed to discharge granulated solid fuel into the expanded bed. A cap, as a deflecting structure, is supported above the discharge of the fuel pipe and is shaped and arranged to divert the carrier fluid and granulated fuel into the combusting bed. The diverter structure is spaced above the end of the fuel pipe and provided with a configuration on its underside to form a venturi section which generates a low pressure in the stream into which the granules of solid fuel are drawn to lengthen their residence time in the combustion zone of the bed adjacent the fuel pipe.

Abstract: Apparatus for supporting a perforated plate (24) air distributor for a fluidized bed combustion boiler. The plate (24) is supported (26) around its entire periphery, and at given points (42) within its periphery, in such a manner that it is free to expand due to thermal growth in a horizontal direction, while still being capable of supporting a vertical load (12) without sagging, buckling, or being subject to failure.

Abstract: The air-supply system for a fluidized-bed furnace includes two air conduits for the same combustion zone. The conduits feed separate sets of holes in a distributor plate through which fluidizing air flows to reach the bed. During normal operation, only one conduit and set of holes is used, but the second conduit and set of holes is employed during start-up.