Abstract: A fuel injector assembly can include a manifold defining a manifold channel and a nozzle extending from the manifold. The nozzle can be configured to direct flow from the manifold channel into a combustor. The nozzle can define a fuel inlet open to the manifold channel, a fuel outlet configured to be open to a combustor, and a throat fluidly connecting the fuel inlet to the fuel outlet. The assembly can include a trim device inserted into the manifold. The trim device can be configured to adjust flow between the manifold channel and the fuel inlet to adjust flow through the throat and out of the fuel outlet.

Abstract: A baffle component for a turbine starter includes a first baffle level and a second baffle level stacked with the first baffle level. The first baffle level and the second baffle level may be arranged with a starter assembly such that airflow entering the baffle levels is directed by the first baffle level and the second baffle level to exit the starter assembly.

Abstract: A ramjet including: a combustion area having an air inlet and an exhaust outlet; and a fuel cell in fluid communication with the air inlet and a fuel supply of the ramjet, wherein the fuel cell is in thermal communication with the combustion area.

Abstract: A combustor liner has an annular outer liner and an annular inner liner that define a combustion chamber therebetween, the combustion chamber having a dilution zone. The annular outer liner and the annular inner liner each has a converging-diverging section extending into the dilution zone of the combustion chamber that form a throat between them. Each of the converging-diverging sections includes at least one dilution opening defined through the respective converging-diverging section at the throat for providing a flow of an oxidizer through a respective liner to the dilution zone of the combustion chamber.

Abstract: A method for controlling a fuel metering device with a movable metering element, comprising at least two iterations of the following steps: a detection (E1) of a possible change in the operating state among two position sensors of the metering element, if no change in the operating state is detected, a determination (E2_1) of the position of the metering element from an average of the measurements of the sensors or otherwise a determination (E2_2) from the non-defective sensor, a determination (E4) of a fuel flow rate setpoint, a conversion (E5) of the flow rate setpoint, a determination (E6) of a command of displacement of the metering element, a control (E7) of the position of the metering element, and if a change in the operating state is detected, the calculation of an instantaneous fuel flow rate from the position of the metering element, and, during the second iteration of the method, the determination of the flow rate setpoint according to instantaneous flow rate to match the position setpoint t

Abstract: An aircraft propulsion system includes a hydrocarbon fuel store, a hydrogen fuel store, an engine system capable of producing thrust by combusting hydrocarbon fuel and/or combusting or oxidising hydrogen fuel, a conveying system to convey hydrocarbon and hydrogen fuel from the fuel stores to the engine system and a control system to control the respective flow rates of the fuel within the conveying system. The control system adapts the fractions of the total fuel energy flow rate to the engine system represented by the hydrocarbon and hydrogen fuel energy flow rates in order to reduce climate warming impact caused by at least one of carbon dioxide, water vapour and condensation trails and/or increase climate cooling impact caused by condensation trails produced by the aircraft propulsion system compared to a dual-fuel propulsion system in which a reserve of hydrocarbon fuel is entirely combusted before any of a reserve of hydrogen fuel.

Abstract: The method can include determining a mass flow rate W of working fluid circulating through the compressor stage, determining a control parameter value associated to the geometrical configuration of the variable geometry element based on the determined value of mass flow rate W; and changing the geometrical configuration of the variable geometry element in accordance with the determined control parameter value.

Abstract: A waste heat recovery system including a drive unit, the drive unit having a drive shaft, a compressor, the compressor operably coupled to the drive shaft, wherein operation of the drive unit drives the compressor, and a waste heat recovery cycle, the waste heat recovery cycle coupled to the drive unit and the compressor, wherein a waste heat of the drive unit powers the waste heat recovery cycle, such that the waste heat recovery cycle transmits a mechanical power to the compressor, is provided. Furthermore, an associated method is also provided.

Abstract: A gas turbine engine includes, among other things, a propulsor section including a rotor, a gear train, a low spool and a high spool. A static structure includes a first case and a second case. A mount system includes a forward mount and an aft mount arranged in a plane containing an engine axis of rotation. The forward mount is secured to the first case. The aft mount is secured to the second case.

Abstract: In accordance with at least one aspect of this disclosure, a pump selector system can include a primary pump fluidly connected to provide a primary flow to a fluid destination, a secondary pump fluidly connected to provide a secondary flow to the fluid destination, and a selector valve disposed downstream of the primary pump and the secondary pump. The selector valve can be configured to toggle between a first position configured to allow flow from the primary pump to flow to the fluid destination and to block flow from the secondary pump to the fluid destination, and a second position configured to allow flow from the secondary pump to flow to the fluid destination and to block flow from the primary pump to the fluid destination.

Abstract: An aircraft including a combustion engine with a combustion chamber an injection device for injecting fuel in the combustion chamber and an air separation device adapted to separate air into an oxygen-enriched gas mix and an nitrogen-enriched gas mix, wherein the oxygen-enriched gas mix is injected into the combustion chamber with the fuel while the nitrogen-enriched gas mix is used to inert at least some portions of the aircraft in the environment of said combustion engine.

Abstract: A combined power generation system is provided. The combined power generation system includes a gas turbine configured to combust fuel to generate a rotational force, a heat recovery steam generator (HRSG) configured to heat feedwater using combustion gas discharged from the gas turbine and include a high-pressure section, a medium-pressure section, and a low-pressure section with different pressure levels, a fuel preheater configured to heat the fuel supplied to the gas turbine and include a primary heating part and a secondary heating part, and a high-pressure feedwater supply pipe connected to the high-pressure section to supply high-pressure feedwater to the secondary heating part.

Abstract: A fuel system includes a fuel metering unit having a fuel inlet and a fuel outlet defining a flow path therebetween. The fuel system includes a bleed valve in fluid communication with the flow path of the fuel metering unit. The fuel system includes a controller in communication with the fuel metering unit and the bleed valve to send data thereto and/or receive data therefrom. The bleed valve is configured and adapted to open or close depending on a command from the controller. The flow path is configured and adapted to be in selective fluid communication with a fuel system interstage through the bleed valve.

Abstract: Methods, apparatus, systems and articles of manufacture are disclosed to methods and apparatus for gas turbine bending isolation. An example mechanical interface to couple a first section of a gas turbine to a second section of the gas turbine, the mechanical interface comprising a first mating surface disposed on the first section, and a second mating surface disposed on the second section and circumferentially around the first mating surface, wherein the coupling of the first mating surface to the second mating surface enables the first section to rotate about the mechanical interface during operation of the gas turbine.

Abstract: A fan module for an aircraft turbine engine, this module comprising a fan and an electrical machine, such that the electrical machine is coaxially mounted downstream of the fan and comprises a rotor coupled to rotate with the fan and an annular member with generally C-shaped axial cross-section, the opening of which is axially orientated and receives the rotor, this member comprising a radially outer portion forming a stator, and a radially inner portion forming a support for bearings guiding the rotor.

Abstract: A turbofan gas turbine engine includes, in axial flow sequence, a heat exchanger module, a fan assembly, a compressor module, and a turbine module. The fan assembly includes fan blades defining a corresponding fan area (AFAN). The heat exchanger module is in fluid communication with the fan assembly by an inlet duct, and includes radially-extending vanes arranged in a circumferential array with at least one vane including a heat transfer element for heat transfer from a first fluid contained within each element to an airflow passing over a surface of each heat transfer element before entering the fan assembly inlet. Each heat transfer element extends axially along the corresponding vane, with a swept heat transfer element area (AHTE) being the wetted surface area of all heat transfer elements in contact with the airflow. A Fan to Element Area parameter FEA of AHTE/AFAN lies in the range of 47 to 132.

Abstract: An engine vibration monitoring and control system includes an aircraft autopilot and a flight management system (FMS). The FMS is in operable communication with the aircraft autopilot and is configured to determine when the aircraft autopilot is engaged and disengaged. The FMS is also adapted to receive vibration data from an engine vibration data source and is configured, upon determining that the aircraft autopilot is engaged, to: process the vibration data to determine when engine vibrations exceed one or more first thresholds, and when the engine vibrations exceed the one or more first thresholds, supply commands to the autopilot that cause the autopilot to take corrective actions to reduce the engine vibrations below the one or more first thresholds.

Abstract: A turbine engine including a fan, a nacelle circumscribing at least the fan, a compressor section downstream of the fan, and a conduit defined, at least in part, by the nacelle. The conduit includes a first opening at the compressor section, a second opening downstream of the fan and upstream of the compressor section, and a third opening upstream of the fan. Pressure sensors coupled to the nacelle are communicatively coupled to at least one actuator. The at least one actuator can adjust airflow between the first opening and the second opening, or between the first opening and the third opening. The pressure sensors can provide outputs for generating commands that control the at least one actuator.

Abstract: A gas turbine engine has an engine core, a fan arranged upstream of the engine core, and a hollow low-pressure shaft. The low-pressure shaft includes axially front and rear ends, wherein hot compressor air is applied to the axially rear end during operation. A valve is integrated into the interior of the low-pressure shaft, configured to open or close in accordance with the rotational speed of the low-pressure shaft, wherein the valve is closed from a predefined rotational speed and is open below this rotational speed, and wherein the valve, in the open state, allows hot compressor air to flow from the axially rear end of the low-pressure shaft to the axially front end of the low-pressure shaft and, in the closed state, prevents hot compressor air from flowing through the low-pressure shaft. A mechanism, when the valve is open, feeds hot compressor air outside of the fan disk.

Abstract: A turbofan gas turbine engine comprises, in axial flow sequence, a heat exchanger module, an inlet duct, a fan assembly, a compressor module, and a turbine module. The fan assembly comprises a plurality of fan blades defining a fan diameter D, and the heat exchanger module comprises a plurality of heat transfer elements for transfer of heat from a first fluid contained within the heat transfer elements to an airflow passing over a surface of the heat transfer elements prior to entry of the airflow into the fan assembly. In use, the first fluid has a maximum temperature of 80° C., and the heat exchanger module transfers at least 300 kW of heat energy from the first fluid to the airflow.