Abstract: A powerplant assembly for an aircraft includes a first driven rotor, a second driven rotor, a gas turbine engine, and an auxiliary engine. The gas turbine engine includes a compressor section, a combustor section, and a turbine section forming a core gas flow path. The gas turbine engine further includes a rotational assembly including a bladed turbine rotor and a shaft. The shaft couples the bladed turbine rotor with the first driven rotor. The auxiliary engine is mechanically independent of the gas turbine engine. The auxiliary engine includes an engine output shaft, an air inlet, and an exhaust outlet. The engine output shaft is coupled with the second driven rotor. The auxiliary engine further forms the core gas flow path with the air inlet connected in fluid communication with the compressor section and the exhaust outlet connected in fluid communication with the combustor section.

Abstract: A pusher aircraft power plant for propelling an aircraft is described. The pusher aircraft power plant is configured to improve serviceability of swirl recovery vanes. The pusher aircraft power plant includes a prime mover operable to generate motive power, an enclosure housing at least part of the prime mover, a bladed rotor drivingly coupled to the prime mover and disposed aft of the prime mover, and a plurality of vanes angularly distributed about a rotation axis of the bladed rotor and being non-rotatable about the rotation axis of the bladed rotor. The vanes are disposed aft of the bladed rotor to interact with a flow of air propelled by the bladed rotor during rotation of the bladed rotor. The vanes are disposed aft of the enclosure permitting the vanes to be uninstalled from the pusher aircraft power plant without accessing the enclosure.

Abstract: A tractor aircraft power plant for propelling an aircraft is described. The tractor aircraft power plant is configured to improve serviceability of swirl-recovery vanes. The tractor aircraft power plant includes an intermittent combustion engine such as a Wankel engine operable to generate motive power. A bladed rotor is drivingly coupled to the Wankel engine and is disposed forward of the Wankel engine relative to a propulsion direction. A gearbox drivingly couples the bladed rotor to the Wankel engine. A plurality of vanes are angularly distributed about a rotation axis of the bladed rotor and are non-rotatable about the rotation axis of the bladed rotor. The vanes are disposed aft of the bladed rotor to interact with a flow of air propelled by the bladed rotor during rotation of the bladed rotor. The vanes are mounted to the gearbox to facilitate serviceability of the vanes.

Abstract: A system is provided for an aircraft. This aircraft system includes a propulsion system, and the propulsion system includes a first thermal engine, a second thermal engine and a first electric machine. The propulsion system is configured to operate the first thermal engine and the second thermal engine, without operating the first electric machine, during a first mode of operation to provide aircraft thrust. The propulsion system is configured to operate the first electric machine and the second thermal engine, without operating the first thermal engine, during a second mode of operation to provide the aircraft thrust.

Abstract: A tractor aircraft power plant for propelling an aircraft is described. The tractor aircraft power plant is configured to improve serviceability of swirl-recovery vanes. The tractor aircraft power plant includes an intermittent combustion engine such as a Wankel engine operable to generate motive power. A bladed rotor is drivingly coupled to the Wankel engine and is disposed forward of the Wankel engine relative to a propulsion direction. A gearbox drivingly couples the bladed rotor to the Wankel engine. A plurality of vanes are angularly distributed about a rotation axis of the bladed rotor and are non-rotatable about the rotation axis of the bladed rotor. The vanes are disposed aft of the bladed rotor to interact with a flow of air propelled by the bladed rotor during rotation of the bladed rotor. The vanes are mounted to the gearbox to facilitate serviceability of the vanes.

Abstract: An aircraft propulsion system including at least first airmover, an electric motor configured to at least partially power the at least first airmover, wherein the first airmover includes a propeller having at least a first position configured to provide thrust to the aircraft and a second position configured to recharge a power source, wherein the second position is a reverse windmilling position, and a heat engine configured to at least partially power the first air mover or a second air mover.

Abstract: An engine assembly includes a propulsor, a first gearbox, an engine, a gas turbine engine, and a variable speed drive. The first gearbox includes a first gear assembly coupled with the propulsor. The engine includes an air inlet, an exhaust outlet, and an engine output shaft. The engine output shaft is coupled with the first gear assembly. The gas turbine engine includes a first rotational assembly, a compressor section, a turbine section, and a combustor. The first rotational assembly is configured for rotation about a rotational axis. The first rotational assembly includes a bladed compressor rotor, a bladed first turbine rotor, and a first shaft interconnecting the bladed compressor rotor and the bladed first turbine rotor. The compressor section is connected to the air inlet. The combustor is connected to the exhaust outlet. The VSD couples the first rotational assembly to the first gear assembly.

Abstract: A hybrid electric engine control module (ECU) configured to be operatively connected to a hybrid electric aircraft powerplant having a heat engine system and an electric motor system to control a torque output from each of the heat engine system and the electric motor system. The ECU can be configured to receive a torque command and split output power between the electric motor system and the heat engine system. Additionally and/or alternatively, the ECU can be configured to balance a total torque against a second total torque of a second aircraft powerplant.

Abstract: An engine assembly includes a propulsor, a gearbox, an engine, a gas turbine engine, and an electric control assembly. The gearbox includes a gear assembly coupled with the propulsor. The engine includes an air inlet, an exhaust outlet, and an engine output shaft. The engine output shaft is coupled with the gear assembly and configured to drive rotation of the propulsor through the gear assembly. The gas turbine engine includes a first rotational assembly, a compressor section, a turbine section, and a combustor. The compressor section is connected to the air inlet. The combustor is connected to the exhaust outlet. The combustor is configured to direct a combustion gas through the turbine section to drive rotation of the first rotational assembly. The electric control assembly includes a first electric motor. The first electric motor is coupled with the gear assembly. The first electric motor is configured to selectively apply a rotational force to the gear assembly to further drive rotation of the propulsor.

Abstract: A system is provided for an aircraft. This aircraft system includes a propulsion system, and the propulsion system includes a first thermal engine, a second thermal engine and a first electric machine. The propulsion system is configured to operate the first thermal engine and the second thermal engine, without operating the first electric machine, during a first mode of operation to provide aircraft thrust. The propulsion system is configured to operate the first electric machine and the second thermal engine, without operating the first thermal engine, during a second mode of operation to provide the aircraft thrust.

Abstract: A hybrid propulsion system includes a heat engine configured to drive a heat engine shaft. An electric motor is configured to drive an electric motor shaft. A transmission system includes at least one gearbox. The transmission system is configured to receive rotational input power from each of the heat engine shaft and the electric motor shaft and to convert the rotation input power to output power.

Abstract: The aircraft includes a fuselage and at least one wing extending from the fuselage. The wing includes first and second original portions and a plug portion positioned between the first and second original portions. A propulsion system is positioned on the at least one wing. The propulsion system includes at least one electric powerplant and at least one combustion powerplant. Each powerplant delivers power to a respective air mover for propelling the aircraft. The electric powerplant and/or the combustion powerplant is positioned outboard from the plug portion.

Abstract: A hybrid electric engine control module (ECU) can be configured to be operatively connected to a hybrid electric aircraft powerplant having a heat engine system and an electric motor system to control a torque output from each of the heat engine system and the electric motor system. The ECU can be configured to determine whether at least one of the electric motor system or the heat engine system are in a normal mode such that one of the electric motor system and/or the heat engine can provide a predetermined amount of torque. The ECU can be configured to switch to a degraded mode if either of the electric motor system or the heat engine system cannot provide the predetermined amount of torque. In the degraded mode the ECU can be configured to control the electric motor system and the heat engine system differently than in the normal mode or to not control one or both of the electric motor system or the heat engine system.

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: An aircraft power system comprises a turbocharger, the turbocharger including a compressor for supplying combustion air to an internal combustion engine, a turbine operatively connected to an internal combustion engine to receive an exhaust flow from the internal combustion engine and convert energy of the exhaust flow into rotational power and, a turbo shaft operatively connecting the turbine to the compressor to transfer at least some of the rotational power to the compressor. A generator is operatively connected to the turbo shaft to receive at least some of the rotational power from the turbo shaft for generating electrical power. At least one electrically powered air-mover is electrically connected to the generator to receive at least some of the electrical power to produce thrust.

Abstract: A hybrid electric aircraft powerplant arrangement can include a first wing pair of powerplants for a first wing of an aircraft, the first wing pair comprising a first electric powerplant configured to drive a first air mover and a first heat engine powerplant configured to drive a second air mover separate from the first air mover. The arrangement can include a second wing pair of powerplants for a second wing of the aircraft, the second wing pair comprising a second electric powerplant configured to drive a third air mover separate from the first and second air movers, and a second heat engine powerplant configured to drive a fourth air mover separate from the first, second, and third air movers.

Abstract: A system is provided for an aircraft. This aircraft system includes a propulsion system, and the propulsion system includes a first thermal engine, a second thermal engine and a first electric machine. The propulsion system is configured to operate the first thermal engine and the second thermal engine, without operating the first electric machine, during a first mode of operation to provide aircraft thrust. The propulsion system is configured to operate the first electric machine and the second thermal engine, without operating the first thermal engine, during a second mode of operation to provide the aircraft thrust.

Abstract: A hybrid propulsion system for driving an air mover about a rotation axis, has: a heat engine driving a heat engine shaft; an electric motor driving a motor shaft, the heat engine and the electric motor being axially offset from one another relative to the rotation axis; a gearbox having at least one input in driving engagement with the heat engine shaft and the motor shaft, and an output drivingly engageable to the air mover; and a disconnect mechanism disposed between one of the heat engine and the electric motor and the gearbox, the disconnect mechanism having an engaged configuration in which the one of the heat engine and the electric motor is drivingly engaged to the gearbox through the disconnect mechanism and a disengaged configuration in which the disconnect mechanism disengages the one of the heat engine and the electric motor from the gearbox.

Abstract: The aircraft includes a fuselage and at least one wing extending from the fuselage. The wing includes first and second original portions and a plug portion positioned between the first and second original portions. A propulsion system is positioned on the at least one wing. The propulsion system includes at least one electric powerplant and at least one combustion powerplant. Each powerplant delivers power to a respective air mover for propelling the aircraft. The electric powerplant and/or the combustion powerplant is positioned outboard from the plug portion.

Abstract: Aircraft power plants including combustion engines, and associated methods for recuperating waste heat from such aircraft power plants are described. A method includes transferring the heat rejected by the internal combustion engine to supercritical CO2 (sCO2) used as a working fluid in a heat engine. The heat engine converts at least some the heat transferred to the sCO2 to mechanical energy to perform useful work onboard the aircraft.