Abstract: An assembly of an engine with a pylon, including a force reacting assembly having a connection device and two rods, the connection device including a shoe. A spreader extends between first and second ends and has a central part connected to the shoe by a main connection including a main rotation pin and axis in a plane of symmetry of the connection device. Two fittings are on either side of the plane of symmetry each having two arms between which the spreader is positioned. A first, respectively second, rod includes a front end fastened to the engine and a rear end fastened to the first, respectively second, end of the spreader and to the first, respectively second, fitting by a secondary connection. Two extensions of the spreader are each associated with a pair of elastic stops. For the first, respectively second, end of the spreader, each stop is between an arm of the first, respectively second, fitting and the extension.

Abstract: A front engine attachment system for an engine of an aircraft, the front engine attachment system having an engine pylon having, in its front part, a frontal part having an attachment wall with a front face, and a front engine attachment having a beam, which is fastened to the front face and to which a link rod is fastened on either side of a median plane. Each link rod is fastened to the beam in an articulated manner by at least one first connection point and is configured to be fastened to the engine in an articulated manner by at least one second connection point. The beam is made up of front, intermediate and rear plates. The rear plate is pressed against the front face. The front plate is disposed in front of the rear plate. The intermediate plate is disposed between the front plate and the rear plate.

Abstract: A pivoting connection device connects at least two components and comprises a guide ring, positioned in an orifice of a first branch of a clevis, which guide ring has a tubular body together with a flange pressing against the interior face of the first branch, a cylindrical shaft connecting the clevis and an arm, having a first end stop, configured to prevent translational movement of the cylindrical shaft in a first sense and a second end stop configured to prevent translational movement of the cylindrical shaft in a second sense, the opposite to the first sense, an immobilizing system configured to immobilize the cylindrical shaft in terms of rotation with respect to the guide ring, the guide ring comprising a first longitudinal groove or slot configured to allow the first end stop to pass.

Abstract: An assembly is provided for an aircraft propulsion system. This assembly includes a nacelle inner structure and a deflection limiter. The nacelle inner structure includes an internal compartment and a cowl. The internal compartment is configured to house a core of a gas turbine engine. The cowl is configured to form an outer radial periphery of the internal compartment. The cowl is also configured to form an outer radial periphery of a compartment exhaust to the internal compartment at an aft end of the cowl. The deflection limiter is attached to the cowl. The deflection limiter is configured to limit radial outward movement of the cowl.

Abstract: An aircraft engine attachment connecting an attachment body and a primary structure of an aircraft pylon, the engine attachment comprising a shear pin immobilized in translation by a first immobilization system that comprises a shoulder and a removable stop that are integral with the primary structure, between which a flange of the shear pin is immobilized, and a second immobilization system that comprises a stop plate, connected by at least one removable link to the primary structure, which closes the first hole, at least in part.

Abstract: A front engine attachment system for an aircraft engine, the front engine attachment system having an engine pylon having, in its front part, a frontal part having an attachment wall with a front face, and a front engine attachment having a beam fastened to the front face and to which a link-rod system is fastened on either side of a median plane. The beam has front, intermediate and rear plates. The rear plate is pressed against the front face. The front plate is disposed in front of the rear plate. The intermediate plate is disposed between the front plate and the rear plate. Each link-rod system is fastened to the intermediate plate in an articulated manner by at least one first connection point and is configured to be fastened to a front part of the engine in an articulated manner by at least one second connection point.

Abstract: A nacelle for use in an aircraft having a turbojet engine (the turbojet engine including a fan casing and a suspension pylon) includes a D-shaped structure downstream section embedding a thrust reverser device. The D-shaped structure downstream section includes a movable cascades vane. The D-shaped structure downstream section also includes two D-shaped half-structures each having an outer half-cowl movable in translation along a longitudinal axis, a connector between the cascades vane and the outer half-cowl, a twelve o'clock half-bifurcation, an inner half-structure defining an inner portion of the annular flow path, and a twelve o'clock half-beam mounted on the twelve o'clock half-bifurcation articulated on the pylon. The nacelle further includes an axial retention device of the downstream section of the nacelle, relative to the turbojet engine, configured to provide a connection defining an axial retention between the twelve o'clock half-beam and a fixed element of the fan casing.

Abstract: A propulsion assembly for an aircraft, the propulsion assembly having a pylon configured to be fastened beneath a wing of the aircraft, a turbomachine having a longitudinal direction, a median plane and a transverse plane, and a nacelle surrounding the turbomachine and having a load support disposed in the top part of the nacelle. The load support has a structural part fastened to the pylon and an aerodynamic part capping the structural part. The aerodynamic part has, at the front, a front part fastened to the structural part and, at the rear, a rear part fastened to the pylon. Separating the load support into two parts makes it possible to reduce the movements of the aerodynamic part capping the structural part of the load support.

Abstract: Apparatus and methods to reduce unwanted motion in precision instruments are described. An active vibration-isolation system may include a feedback loop that senses motion of an intermediate mass. In noisy environments, where the feedback loop would otherwise fail or provide inadequate isolation, feedforward control can be implemented to sense floor vibrations and reduce motion of the intermediate mass that would otherwise be induced by the floor vibrations. The feedforward control can reduce motion of the intermediate mass to a level that allows the feedback loop to operate satisfactorily.

Abstract: The invention relates to a concentric gas flow mixer in a multiple-flow turbomachine, comprising a nominally cylindrical upstream part and a downstream part having outer and inner lobes distributed peripherally around the tower of said mixer, characterised in that it comprises at least one modified lobe having a wall thickness, in at least one area, which is different from the other lobes, so as to modify the vibratory response of said mixer.

Abstract: An attachment for attaching an aircraft engine with a first receiving element to an aircraft structure with a second receiving element may include at least three fasteners and a stacked layer. Stacked layer may include at least two sheets, at least three holes through the stacked layer, a first connecting portion that includes a first hole of the at least three holes, a second connecting portion that includes second and third holes of the at least three holes, and a suspension portion that is located between the first connecting portion and the second connecting portion.

Abstract: An aircraft (10) is described as including a reference axis extending along at least a portion of the aircraft, and a propulsion system having a thrust vector feature (43) defining generally a direction of thrust of the turbofan engine (18), the thrust vector feature (43) extending relative to a thrust vector axis, where the turbofan engine (18) is disposed on the aircraft with the thrust vector feature (43) oriented with respect to the reference axis of the aircraft.

Abstract: A VTOL fixed wing aircraft capable of high-speed forward flight. The aircraft has a main wing internally reinforced with front and aft spars. Spar boxed are located in roll-balanced locations along the wing. Each spar box serves as a connection point for a support linkage that supports a leading-edge and trailing-edge propulsion unit. The leading-edge propulsion unit is fitted with a puller propeller and designed for articulated movement between a VTOL position in front of the wing leading edge and a forward flight position below the wing leading edge. The trailing-edge propulsion unit is fitted with a pusher propeller and designed for articulated movement between a VTOL position in behind the wing trailing edge and a forward flight position above the wing leading edge. The propeller includes a propulsor thrust ring having an aerodynamic profile and a thrust nozzle to capture and vector radial air leakage into thrust.

Abstract: An engine pylon for mounting a jet engine beneath a wing of an aircraft, the engine pylon having a primary structure having two internal lateral fittings that face one another and a rib that is fastened between the two internal lateral fittings and a primary box that at least partially surrounds the primary structure and comprises a first part made from a composite material.

Abstract: A rear engine fastener for an aircraft connecting a primary structure and an engine of an aircraft, the rear engine fastener comprising a support configured to be connected to the primary structure, at least one main shackle connected to the support by first and second support link pins, which are symmetrical relative to a vertical longitudinal plane, and to the engine by a first lateral engine link pin and by a central engine link pin, and at least one secondary shackle connected to the engine by a second lateral engine link pin and to the main shackle by a secondary link pin.

Abstract: A nacelle for a bypass turbojet engine includes a cascade thrust reverser provided with reversal cascades arranged around an annular stream of fresh air, beneath front cowls. The cascades move backward with movable rear cowls, opening side passages in the annular stream, which receive the cascades for directing the fresh air flow forward, the bypass turbojet engine. The bypass turbojet engine includes fixing points, and the nacelle includes outer hatches closing openings of the front cowls, which are arranged radially outside the fixing points for access thereto, each hatch opening including a contour with edges of two front cowls.

Abstract: A supersonic jet aircraft and a method of operating the same. The supersonic jet aircraft having at least three turbofan engines and an engine management computer. A first engine of the at least three turbofan engines is configured to be de-activatable during flight to move from an operational state in which it provides thrust to an operational state in which it stops providing thrust. Other engines of the at least three turbofan engines are configured to provide sufficient thrust to the supersonic jet aircraft when the first engine is de-activated such that the aircraft can perform a supersonic climb operation and/or a supersonic cruise operation.

Abstract: A liquid inertia vibration eliminator unit for an aircraft having first and second components includes an outer housing coupled to the first component of the aircraft, the outer housing forming an outer housing cavity. The liquid inertia vibration eliminator unit includes a spherical bearing disposed in the outer housing cavity and forming a spherical bearing cavity. A piston is disposed in the spherical bearing cavity and coupled to the second component of the aircraft. Top and bottom fluid chambers are disposed in the spherical bearing cavity on opposite sides of the piston. A tuning passage provides fluid communication between the top and bottom fluid chambers. A tuning fluid moves between the top and bottom fluid chambers via the tuning passage to isolate vibration between the first and second components of the aircraft.

Abstract: A supporting structure arrangement for fastening an aircraft gas turbine engine to an aircraft, including: a supporting structural element of the aircraft engine and a supporting structure with at least one support and at least one bearing, by means of which the support can be connected or is connected to the aircraft, wherein the support can be connected or is connected rigidly to the supporting structural element of the aircraft engine by means of a connecting device.

Abstract: The invention concerns a suspension device (4) for a turbomachine comprising a body (15) intended to be fixed to a fixed part of an aircraft, extending along a longitudinal axis (A) intended to be parallel to a driving shaft axis of the turbomachine once the suspension device (4) is connected to the turbomachine, a first connecting rod (28) and a second connecting rod (29) located in the same transverse plane (P) perpendicular to the longitudinal axis (A) of the body, each comprising a first end articulated with respect to the body (15), and a second end intended to be articulated to a first part of the turbomachine, a third connecting rod (37) articulated on the body (15) between the first ends of the first and second connecting rods (28, 29) and intended to be articulated on a first part of the turbomachine between the second ends of the first and second connecting rods (28, 29), the suspension device (4) being characterised in that it further comprises a rudder (45) articulated on the body (15) and a fourt

Abstract: An aircraft engine attachment connecting an attachment body and a primary structure of an aircraft pylon, the engine attachment comprising a shear pin immobilized in translation by a first immobilization system that comprises a shoulder and a removable stop that are integral with the primary structure, between which a flange of the shear pin is immobilized, and a second immobilization system that comprises, first, a groove positioned in an extension of the shear pin and, second, a fork connected to the primary structure via at least one removable link and interacting during operation with the groove in such a manner as to immobilize the shear pin in translation.

Abstract: A grid-type thrust reverser for a turbojet engine includes a moving O-shaped thrust reverser body that is generally cylindrical in shape around a longitudinal central axis (A) and includes an inner wall configured to delimit a cold air stream, with an inner structure that surrounds the turbojet engine, the movable thrust reverser body being mounted so as to be able to slide along the longitudinal central axis (A) between a direct jet position in which the outer cowl covers the thrust reverser grids, and a thrust-reversal position in which the outer cowl uncovers the thrust reverser grids. The movable thrust reverser body includes a first half-portion and a second half-portion that are mounted so as to each pivot about a longitudinal pivot axis (B), between a closed position and an open gullwing position for removing the turbojet engine, via the cradle.

Abstract: A gas turbine engine (100) for an aircraft comprises a pylon attachment (112) and a shaft (108) defining an engine centreline (110). The engine centreline lies in an engine central plane (120) which intersects the pylon attachment. The gas turbine engine comprises an intake (104) having a non-axisymmetric geometry and a medial plane (130) defining left and right halves of the intake. The left and right halves are configured for at least one of optimum cross wind performance, optimum incidence performance and optimum cruise performance when the medial plane is aligned with a vertical plane. The intake is installed so that the medial plane is angularly offset with respect to the engine central plane. The engine may be installed on a wing of an aircraft with the medial plane closer to its optimal orientation than is the case for a conventional engine.

Abstract: A rear engine attachment having first and second parts, wherein the first part has two first clevises fixed to a lower face of a pylon, two second clevises fixed to a structural casing, two connecting rods mounted to be articulated between first and second clevises, and two shafts realizing the connections between the connecting rods and the clevises. The second part has a shoe fixed to the lower face and having a bore, a main rod which bears a vertical peg engaging in the bore and which is fixed to the structural casing by a first pivot connection, and a secondary rod fixed to the main rod by a second pivot connection and to the structural casing by a third pivot connection. Such a rear engine attachment is more compact, taking up space in the longitudinal direction and thus minimizing the space taken up in the transverse direction.

Abstract: An aircraft and propulsion system are provided. The aircraft includes an airframe including one or more of a fuselage, a wing, or an empennage. The aircraft includes an aircraft propulsion system including a front frame and an aft frame. A front mount link is connected to the airframe and the front frame, and the aft frame is selectively connected to the airframe by an aft mount link.

Abstract: A propulsion system includes a fan, a gear, a turbine configured to drive the gear to, in turn, drive the fan. The turbine has an exit point, and a diameter (Dt) is defined at the exit point. A nacelle surrounds a core engine housing. The fan is configured to deliver air into a bypass duct defined between the nacelle and the core engine housing. A core engine exhaust nozzle is provided downstream of the exit point. A downstream most point of the core engine exhaust nozzle is defined at a distance from the exit point. A ratio of the distance to the diameter is greater than or equal to about 0.90.

Abstract: An engine attachment configured to link an engine and an aircraft pylon comprising a first end fitting having two mutually parallel wings, a joining piece positioned between the first end fitting wings and linked to the first end fitting by a link system, fixing elements, linking the first end fitting and the pylon, including first and second fixing elements positioned between the first end fitting wings which are inclined by an angle of between 10 and 45° to be able to be put in place and removed in the presence of the joining piece linked to the first end fitting by the link system. The inclined fixing elements absorb lateral loads. The joining piece and the first end fitting are linked by the link system before the engine is fixed to the pylon. The engine is fixed to the pylon by putting the fixing elements in place.

Abstract: An aircraft propulsive assembly comprising a pylon and a turbomachine attached to the pylon by an engine attachment system. The attachment system comprises two engine attachments each secured to the pylon and to the turbomachine. Each engine attachment comprises at least one fitting attached to the pylon by a first main link, and attached to the turbomachine by a second main link. Each main link has a clearance-free fit. The fitting being, moreover, secured to either the pylon or the turbomachine by an additional link, referred to as a safety link, which backs up one of the main links. The safety link is in the form of an assembly with a clearance. The assembly of the safety link comprises at least one passage which receives, in a sliding manner, a tool for checking a presence of the clearance.

Abstract: A heat shield for an aircraft. The heat shield comprises a lower skin configured to be exposed to exhaust heat of a jet engine, and side skins that are indirectly joined to the lower skin.

Abstract: A projector for illuminating a target area is presented. The projector includes an array of emitters positioned on a substrate according to a distribution. Each emitter in the array of emitters has a non-circular emission area. Operation of at least a portion of the array of emitters is controlled based in part on emission instructions to emit light. The light from the projector is configured to illuminate the target area. The projector can be part of a depth camera assembly for depth sensing of a local area, or part of an eye tracker for determining a gaze direction for an eye.

Abstract: A forward engine attachment system for an engine of an aircraft, the forward engine attachment system including a jet engine pylon including, in the region of the forward part thereof, a front part having an attachment wall, and a forward engine attachment with a connecting rod system on either side of a median plane, wherein each connecting rod system is fixed in articulated manner by at least one first link point to the attachment wall and is designed to be fixed in an articulated manner by at least one second link point to a forward part of the engine. Such a forward engine attachment system thus includes a direct coupling between the jet engine pylon and the engine, allowing the production of an assembly that is less heavy and is easier to produce.

Abstract: A primary structure of a strut for bearing an aircraft power plant including a front part intended to be joined to an aircraft power plant and a rear part intended to be joined to a structure of the aircraft, the front part being formed from a box including an upper longitudinal member, a lower longitudinal member, and lateral panels. A main rib is located at an interface between the front part and the rear part. The rear part is formed from a set of four connecting rods. The first end of each connecting rod is joined to the front part of the primary structure and the second end of each connecting rod is joined to a separate interface for fastening to the structure of the aircraft. This allows a substantial simplification of the primary structure of a strut for bearing an aircraft power plant, which can have advantages in particular in terms of cost, mass, and simplicity of implementation and integration.

Abstract: A linking device connecting an aircraft engine and a primary structure of an aircraft pylon, comprising a support connected to the primary structure, a spreader, extending between first and second ends that has a central part connected to the support by a principal link comprising a principal rotation axis, at least one system for limiting the deflection of the spreader comprising an extension secured to the spreader and also upper and lower stops, secured to a fitting secured to the support, between which the extension is positioned.

Abstract: An aircraft comprises a wing, an engine attachment pylon comprising a primary structure and an arrangement for securing the primary structure to a wing box. This arrangement comprises two lateral front fittings, each of these fittings comprising a first connecting portion secured to the front wing spar, a second connecting portion secured to the primary structure, at least one securing member articulated to each of the first and second connecting portions. Furthermore, the first connecting portions of the two fittings are made in one piece in a single wing connector extending over essentially the entire height of the front wing spar.

Abstract: A mounting pylon comprising a structure that comprises two C-shaped semi-structures and comprising an upper spar, a lower spar and a lateral flank, an upper panel, a lower panel, a reacting attachment point, two bars attached between the reacting attachment point and a jet engine, and a front wing attachment point attached to a wing box. The lateral flank comprises joists that are aligned between the front wing attachment point and the reacting attachment point, and where the angles between two successive joists are equal.

Abstract: An aircraft comprising a wing, an engine attachment pylon comprising a primary structure and an arrangement for securing the primary structure to a wing box. The arrangement comprises two lateral front fittings, each of these fittings comprising a first connecting portion secured to the front wing spar, a second connecting portion secured to the primary structure of the attachment pylon, at least one securing member linking the first and second connecting portions, this securing member being articulated to the first connecting portion with the aid of a first pin system oriented substantially parallel to the front wing spar.

Abstract: An autonomous cargo delivery aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. The aircraft includes a fuselage having an aerodynamic shape with a leading edge, a trailing edge and first and second sides. First and second wings are coupled to the fuselage proximate the first and second sides, respectively. A distributed thrust array includes a first pair of propulsion assemblies coupled to the first wing and a second pair of propulsion assemblies coupled to the second wing. A flight control system is operably associated with the distributed thrust array and configured to independently control each of the propulsion assemblies. The first side of the fuselage includes a door configured to provide access to a cargo bay disposed within the fuselage from an exterior of the aircraft with a predetermined clearance relative to the first pair of propulsion assemblies.

Abstract: A wing assembly mount for mounting a wing to a fuselage of an aircraft. The wing assembly mount includes a spigot arrangement between a wing assembly and a fuselage assembly. The spigot arrangement is able to react a load between the wing assembly and the fuselage assembly.

Abstract: In order to bring the primary structure of an engine mounting pylon of an aircraft as close as possible to a wing box: an aircraft wing includes a wing box made partly by a front spar and an intermediate spar; a mounting pylon including a primary structure in the form of a box having transverse reinforcement ribs; and attachment means for attaching the primary structure of the mounting pylon on the wing box. These attachment means include a row of bolts along which each bolt passes through a structural part of the pylon on one hand, and on the other hand a fitting attached to one of the front and intermediate spars.

Abstract: A propulsion unit includes a nacelle, a turbojet engine, and a thrust reverser having gratings provided with movable thrust reversal gratings arranged around an annular duct for fresh air from the turbojet engine. The propulsion unit further includes actuators arranged around the annular duct and each actuator has a front end attached to the turbojet engine and a rear end which translates movable rear covers and gratings for opening, in the annular duct, radial passages which receive said gratings. The propulsion unit further has lifting points that are arranged around the annular duct for lifting the turbojet engine. At least one of the lifting points is formed on a beam for attaching an front end of an actuator.

Abstract: A system for mounting a gas turbine engine to a pylon on a wing of an aircraft. A temporary forward link, being length-adjustable, and at least one temporary rearward link, being length-adjustable, are provided. These are for temporarily attaching the gas turbine engine to the pylon. The temporary forward link and the temporary rearward link are each adapted to resist tension and compression, to maintain a positional relationship between the gas turbine engine and the pylon in the absence of adjustment of the lengths of the temporary forward link and the temporary rearward link. Adjustment of the length of the temporary links brings engine mounts into alignment with pylon mounts for service attachment of the gas turbine engine to the pylon.

Abstract: A hinge assembly may include a support structure and a panel hingedly coupled to the support structure via at least one hinge of a plurality of hinges. The plurality of hinges may include a first hinge having a first rotational axis, a second hinge having a second rotational, and a third hinge having a third rotational axis. The second rotational axis may be collinear and aligned with the third rotational axis such that the second hinge and the third hinge have a shared concentric axis. The first rotational axis may be eccentric to the shared concentric axis. The hinge assembly may be implemented in a nacelle to improve the aerodynamics of the interfaces between the fan cowl and adjacent structure.

Abstract: An aircraft can include a stacked propeller to generate lift during assent and descent. The stacked propeller includes a first propeller and a second propeller that co-rotate about an axis of rotation. In one embodiment, the blades are coupled to a rotor mast that contains an internal cavity. In one mode of operation, the first propeller and/or the second propeller can be stored in the internal cavity in order to reduce drag during flight. The aircraft can include one or more stacked propellers, such as a port propeller and a starboard propeller, which rotate in opposite directions during one or more modes of flight.

Abstract: An aircraft turbine engine assembly including a nacelle structure with a strut attachment zone, a first cover forming an air intake lip, a hinged cover arranged on the nacelle upper portion, between the first cover and the attachment zone, a hinge system of the cover comprising, on either side of a mid-plane of the nacelle, a front rod and a rear rod that are one in front of the other. The two ends of each rod are co-planar, parallel to the mid-plane. A first end of each rod is hinged on the cover. A second end of each rod is hinged on the structure. A locking system is actuatable from the outside of the nacelle between a locked and an unlocked positon. The nacelle comprises at least one cylinder with a first end mounted hinged on the structure and the other end mounted hinged on the cover.

Abstract: A primary structure of an aircraft pylon, which comprises upper and lower spars, right-hand and left-hand lateral panels, transverse reinforcers that are disposed in transverse planes and, each have a square or rectangular contour and at least one sole to which the upper and lower spars and the right-hand and left-hand lateral panels are fastened. At least one of the transverse reinforcers of the primary structure has first and second link rods that are oriented along diagonals of the transverse reinforcer, and connecting systems that each connect first and second ends of the first and second link rods to the sole or to one of the soles.

Abstract: A method is provided that includes providing a first turbine engine and providing a second turbine engine. The first turbine engine is configured with a first thrust rating. The first turbine engine includes a first engine rotating assembly and a first engine case structure housing at least the first engine rotating assembly. The second turbine engine is configured with a second thrust rating that is different than the first thrust rating. The second turbine engine includes a second engine rotating assembly and a second engine case structure housing at least the second engine rotating assembly. The first engine case structure and the second engine case structure have at least substantially common configurations. The first turbine engine and the second turbine engine are provided by a common entity.

Abstract: An apparatus includes an inner rotor motor and a stationary wiring conduit. The inner rotor motor includes a stator and a rotor spaced at least in part radially inside the stator. The rotor is rotatable relative to the stator about an axis. The rotor includes a rotatable shaft that presents a shaft bore extending axially therethrough. The stationary wiring conduit extends through the shaft bore and is fixed relative to the motor housing. The shaft bore rotatably receives the wiring conduit, such that the wiring conduit is permitted to remain stationary as the shaft rotates.

Abstract: The invention relates to an aircraft incorporating an enhanced power unit for generating electric, pneumatic and/or hydraulic power for the aircraft during all stages of the aircraft operation. The power unit (1) comprises: a heat engine (14) with a drive shaft (2) and a combustion gases exhaust (7). The power unit (1) also includes a Rankine cycle system (12) for recovering thermal energy from a heat source of the power unit (1) for the assistance of the heat engine (14). The heat source for the Rankine cycle system can be taken from the exhaust gases of the heat engine, from the oil coolant circuit of the heat engine or from the output of a compressor driven by the heat engine. Preferably, the aircraft cabin air is reused as a source of oxygen for the combustion. The invention reduces bleed air extraction from the aircraft main engines thereby reducing fuel consumption.

Abstract: An aircraft nacelle arrangement includes a compression rod disposed between a first nacelle half and a second nacelle half, wherein the first nacelle half and the second nacelle half are rotatable about a hinge between a closed position and an open position, a compression rod disposed between the first nacelle half and the second nacelle half, and a mounting bracket coupled to an exhaust nozzle flange of the aircraft engine, wherein the compression rod extends through the mounting bracket.

Abstract: A method for securing an engine using an adjustable mounting assembly is provided including adjusting an extendible element of the adjustable mounted assembly from a first position to a second position. Another extendible element of the adjustable mounting assembly is adjusted from a third position to a fourth position. The engine is mounted using the adjustable mounted assembly with the extendible element in the second position and another extendible element in the fourth position.