Abstract: A rotor for an aircraft rotary engine includes a rotor body. The rotor body extends about an axial centerline. The rotor body includes an outer body portion, an annular inner body portion, and ribs. The outer body portion forms a plurality of sides and a plurality of apex portions of the rotor. The annular inner body portion is disposed radially inward of the outer body portion. The ribs extend radially between and connect the outer body portion and the annular inner body portion. The rotor body forms at least a first lubrication passage within the inner body portion and within a first rib of the ribs. The first lubrication passage includes at least one passage inlet and at least one passage outlet. The at least one passage inlet is disposed at the annular inner body portion.

Abstract: A gas turbine engine according to a first embodiment, having a case; a core within the case; an exhaust nozzle that is fluidly coupled to the case; a duct having a duct outlet that is fluidly coupled to the exhaust nozzle and a duct body extending from the duct outlet to a duct inlet; an air/oil cooler having an airflow outlet disposed at the duct inlet and a cooler body extending from the airflow outlet to an airflow inlet; and an airflow control baffle disposed at one of: the duct inlet; the duct outlet; and the airflow inlet of the cooler, wherein the airflow control baffle is configured to open when oil temperature in the engine is above a first threshold and close when the oil temperature is below a second threshold that is lower than the first threshold.

Abstract: A combustor for a gas turbine engine comprises an inner annular liner wall and an outer annular liner wall cooperating to form a combustion chamber of the combustor. A first dome wall has a circumferential array of first fuel injection bores. A second dome has a circumferential array of second fuel injection bores. An intermediate wall extends between the first dome wall and the second dome wall. A first combustion stage is defined by the inner liner wall forward end, the first dome wall and the intermediate wall. A second combustion stage is defined at least by the outer liner wall forward end, the second dome wall and the intermediate wall, the first combustion stage communicating with the first fuel injection bores, the second combustion stage communicating with the second fuel injection bores.

Abstract: A gas turbine engine apparatus includes a variable vane. The variable vane includes a pivot axis and an airfoil. The variable vane is configured to pivot about the pivot axis between a first position and a second position. The airfoil extends spanwise along a span line between a first end and a second end. The airfoil extends chordwise along a chord line between a leading edge and a trailing edge. The chord line is angularly offset from a reference plane containing the pivot axis by a twist angle. A first section of the airfoil is disposed at the first end. The twist angle varies as the first section extends spanwise along the span line. A second section of the airfoil is disposed spanwise between the first section and the second end. The twist angle is uniform as the second section extends spanwise along the span line.

Abstract: A fluid cooler for installation in a bypass duct of a turbofan gas turbine engine and associated methods are provided. The fluid cooler includes an inlet duct, a heat exchanger and an outlet duct. The inlet duct includes an inlet protruding into the bypass duct to receive a portion of the bypass air into the inlet duct. The heat exchanger is in fluid communication with the inlet duct. The heat exchanger facilitates heat transfer between a fluid and the portion of bypass air received into the inlet duct. The heat exchanger defines a general flow direction for the portion of bypass air that is different from the main flow direction of bypass air inside the bypass duct. The outlet duct conveys the portion of bypass air from the heat exchanger back to the bypass duct.

Abstract: A variable guide vane assembly for a gas turbine engine stator is provided. The variable guide vane assembly includes a plurality of vanes and a plurality of RT mechanisms. The vanes extend between a shroud and hub. The vanes are circumferentially disposed and spaced apart from one another. Each vane includes inner and outer radial ends, and inner and outer radial posts. Each vane is pivotally mounted to rotate about its rotational axis. Each RT mechanism is in communication with the inner or outer radial post of a respective vane. The RT mechanism includes a pin connected to the vane that is disposed in a ramp slot non-rotational relative to the pivotable vane. The ramp slot extends between first and second lengthwise ends. Rotation of the vane relative to the ramp slot causes the pin to travel within the ramp slot and the vane to translate linearly.

Abstract: An air intake plenum for a gas turbine engine is provided that includes an axial centerline, first and second gas path surfaces, and a plurality of struts. The gas path surfaces are spaced apart from one another and define at least a portion of a plenum interior. The struts extend lengthwise between the gas path surfaces. Each strut has a cross-section geometry. The cross-section geometry has a center, and major and minor axes. The struts are circumferentially spaced apart from one another within the plenum. Each strut is oriented at a clocking angle theta. The clocking angle theta for each respective strut is disposed between the major axis of that strut and a line that intersects the cross-section geometry center of that strut and the axial centerline. At least one strut of the plurality of struts is oriented at a clocking angle theta that is greater than zero.

Abstract: An air intake for an aircraft propulsion system includes an air inlet duct, a core flow duct, a bypass flow duct, a splitter, and a flow control device. The air inlet duct includes an intake inlet and a gas path floor. The core flow duct includes a core flow outlet. The bypass flow duct includes a bypass flow outlet. The bypass flow duct includes the gas path floor. The splitter separates the core flow duct and the bypass flow duct. The flow control device is disposed on a portion of the gas path floor. The flow control device is configured to be selectively positioned to control an air flow path for air flowing through the air inlet duct, the core flow duct, and the bypass flow duct.

Abstract: A method includes controlling an electric motor of a hybrid-electric powerplant for an aircraft using an EPC (electric powertrain controller) and controlling a heat engine of the hybrid-electric powerplant using an ECU (engine control unit). The method includes performing at least one of the following to protect the hybrid-electric powerplant: using the ECU to power down the electric motor, and/or using the EPC to power down the heat engine.

Abstract: An assembly is provided for a gas turbine engine. This engine assembly includes a bladed rotor rotatable about an axis, and an engine case. The engine case includes an outer duct wall, a first circumferential stiffener, a second circumferential stiffener and a plurality of axial stiffeners. The outer duct wall forms a shroud around the bladed rotor. The first circumferential stiffener extends circumferentially about the outer duct wall. The second circumferential stiffener extends circumferentially about the outer duct wall. The axial stiffeners are arranged circumferentially about the outer duct wall. Each of the axial stiffeners extends axially between the first circumferential stiffener and the second circumferential stiffener.

Abstract: A turbine shroud segment has a shroud body including a platform having forward and aft hooks extending from a radially outer surface of the platform for engagement with a shroud support structure of a turbine support case. A pin receiving hole is defined in the shroud body. An anti-rotation pin is engaged in the pin receiving hole. The anti-rotation pin projects outwardly from the pin receiving hole for engagement with a corresponding anti-rotation abutment on the shroud support structure.

Abstract: A rotor blade control system includes a main control valve having an inlet for receiving liquid and an outlet for issuing liquid to a rotor pitch change actuator. The main control valve is configured to control flow of liquid from the inlet to the outlet to modify pitch angle of rotor blades. A feathering system has a first conduit in fluid communication with the outlet of the main control valve, a second conduit in fluid communication with the rotor pitch change actuator, and a drain conduit in fluid communication with a liquid return system. The feathering system has a normal operation mode for supplying liquid from the main control valve to the rotor pitch change actuator, and a feathering mode for allowing drainage from the rotor pitch change actuator to the drain conduit across a range of flow rates.

Abstract: There is described a ventilator for ventilating an airway of a patient. The ventilator is generally configured to perform a series of respiration cycles, wherein each respiration cycle includes the delivery of a main volume of fresh respiratory gas into the patient's airway, followed by the evacuation of a corresponding volume of used respiratory gas, and to further perform a series of subcycles during a corresponding one of the respiration cycles, wherein each subcycle includes the delivery of an auxiliary volume of fresh respiratory gas into the patient's airway, followed by the evacuation of a corresponding volume of used respiratory gas, the auxiliary volume being smaller than, and distinct from, the main volume.

Abstract: Assemblies and methods for directing a flow of air through a compressor section of a gas turbine engine are disclosed. A method includes receiving the flow of air over a strut extending radially across a substantially annular gas path of the gas turbine engine, and at least partially confining and modifying a strut wake generated in the flow of air by the strut using one or more variable orientation guide vanes.

Abstract: There are described methods and systems for operating an aircraft having two or more engines. One method comprises operating the two or more engines of the aircraft in an asymmetric operating regime, wherein a first of the engines is in an active mode to provide motive power to the aircraft and a second of the engines is in a standby mode to provide substantially no motive power to the aircraft; governing the first engine in the active mode using a first governing logic; and governing the second engine in the standby mode using a second governing logic, the second governing logic based on a target compressor speed and variable geometry mechanism (VGM) settings that are adjusted using trim values dependent on at least one parameter of the second engine in the standby mode.

Abstract: An exhaust duct of an aircraft engine includes an annular inlet conduit having an inlet central axis, and at least two outlet conduits in flow communication with the inlet conduit. The at least two outlet conduits are located non-parallel to the inlet central axis. Each of the at least two outlet conduits include an outlet port defining a distal end of each of the two outlet conduits. At least one of the outlet ports is non-circular in cross-sectional shape.

Abstract: A filter housing for containing a cartridge assembly having a filter cartridge secured to a filter cover, the filter housing has a peripheral wall extending around a longitudinal axis, and end wall secured to the peripheral wall, the filter housing defining a cavity partially enclosed by the peripheral wall and the end wall, the peripheral wall defining a cartridge-receiving section extending from the end wall along the longitudinal axis and sized for receiving the filter cartridge and a cover-receiving section extending along the longitudinal axis from the cartridge-receiving section to an open end of the filter housing opposed to the end wall and sized for receiving the filter cover, a portion of the cover-receiving section recessed radially outwardly from the cartridge-receiving section relative to the longitudinal axis, a lubricant outlet of the filter housing extending through the portion of the cover-receiving section of the peripheral wall.

Abstract: A vapor-to-air heat exchanger for an aircraft powerplant that includes: a pressurized vapor source supplying vapor; and a condenser including a condenser inlet in fluid communication with the pressurized vapor source to receive the vapor, a condenser outlet, and at least one pneumatic vessel defining a cavity in fluid communication between the condenser inlet and the condenser outlet. The pneumatic vessel is reversibly inflatable to be configurable between a collapsed vessel configuration and an inflated vessel configuration. A volume of the cavity is greater in the inflated vessel configuration than in the collapsed vessel configuration. The pneumatic vessel is inflatable from the collapsed vessel configuration to the inflated vessel configuration when the cavity is pressurized by the vapor.

Abstract: An assembly is provided for a turbine engine. This turbine engine assembly includes a turbine engine structure and a sensor system. The sensor system includes a probe and an optical sensor. The probe is connected to the turbine engine structure. The probe projects into a gas path of the turbine engine. The sensor system is configured to measure a temperature of the probe using the optical sensor.

Abstract: There is described a method of operating a multi-engine system of an helicopter. The multi-engine system has a first turboshaft engine having a first shaft, a second turboshaft engine having a second shaft, a gearbox having a clutch system, and a range of rotation speeds defined as a placarded zone. The method generally has rotating the first shaft at a flight rotation speed when clutched and rotating the second shaft at a first idle rotation speed when unclutched, the first idle rotation speed above the placarded zone; decreasing a rotation speed of the first shaft from the flight rotation speed to a given rotation speed within the placarded zone; decreasing a rotation speed of the second shaft to the given rotation speed; clutching the second shaft; and decreasing the rotation speeds of the first and second shafts to a second idle rotation speed below the placarded zone.