Abstract: A gas turbine engine includes, among other things, a fan section including a fan rotor, a gear train defined about an engine axis of rotation, a high spool, and a low spool including a low pressure turbine that drives the fan rotor through the gear train. A static structure includes a first engine mount location and a second engine mount location.

Abstract: An engine support mount including an airframe structure having a first anchor surface and a length extending along an x-axis, with a second axis defined perpendicularly to the x-axis. A support member is fixed to the airframe structure and defines a first aperture and a second aperture. A mounting assembly includes an elongated arm and first and second primary attachment assemblies respectively attaching the arm to the support member at the first and second apertures, the arm having a second anchor surface. A moment arm reduction feature includes a lug fixed to one of the anchor surfaces and a corresponding fastener fixed to the other of the anchor surfaces. The first anchor surface is positioned on the airframe structure outside of the first and second apertures, and the second anchor surface is positioned on the arm outside of the first and second attachment assemblies.

Abstract: An aircraft with an auxiliary power unit attached to the aircraft fuselage via an attachment system. The auxiliary power unit is placed inside the aircraft fuselage structure. The attachment system comprises a plurality of structural wires that link the auxiliary power unit to the aircraft fuselage structure. An attachment device is located at the end of each structural wire to connect the structural wire to the aircraft fuselage structure. Each attachment device comprises a metallic plate adjacent to the aircraft fuselage structure and a layer of damping elastomeric material adjacent to the metallic plate. The metallic plate is placed between the layer of damping elastomeric material and the aircraft fuselage structure. The attachment device is joined to the aircraft fuselage structure by attachment fasteners.

Abstract: A hanger for use in a gas turbine engine exhaust system comprises a first bracket, a second bracket, a pin and a bumper. The first bracket is for connecting to an exhaust duct or liner of the gas turbine exhaust system. The second bracket is for connecting to an exhaust duct or liner of the gas turbine exhaust system. The pin extends through the first and second brackets to bring the first and second brackets into pivotable engagement. The bumper is positioned adjacent the first or second bracket to inhibit movement of the first bracket relative to the second bracket.

Abstract: An aircraft featuring: a fuselage with a fuselage section, an energy supply device, at least two supporting devices that are arranged on the fuselage section and serve for fastening the energy supply device, a mounting device for mounting an energy supply device on a structural component of an aircraft and an aircraft with a mounting device, as well as to a mounting device for mounting an energy supply device on a structural component of an aircraft and to an aircraft with a mounting device.

Abstract: The mounting system can be used in mounting a turbofan gas turbine engine having a nacelle including two halves, each half having a hinged end hingedly connected to the pylon and a free end lockingly engageable with the engine structure. The mounting system can include a primary connection connecting the engine structure to the pylon, and a flexible connection provided between the hinged connections and the pylon, the flexible connection being elastically deformed when a significant force is exerted in a transversal plane upon one of the halves in the closed position.

Abstract: A structural rod has a primary rod that has an axial cavity and a secondary rod inside the axial cavity so that the secondary rod is able to move inside the axial cavity along the direction of the longitudinal axis of the rod. The primary rod has a bearing for fastening the structural rod at the first end in a rigid manner and is not fastened rigidly to the structure at the second end. Conversely, the secondary rod has a bearing for fastening the structural rod at the second end in a rigid manner and is not fastened rigidly to the structure at the first end. The primary and secondary rods are joined through one or more intermediate linkage elements made of a deformable and elastic material.

Abstract: A mount assembly includes a main body, a bayonet, and a block. The bayonet is movable relative the main body to insert a portion of the bayonet into an internal cavity of the main body. The block is disposed within the internal cavity and is movable relative to the main body from a first position to a second position. In the first position, the bayonet is captured and held between the block and an inner wall of the internal cavity. In the second position, the block allows the bayonet to be removed from the internal cavity.

Abstract: A mount bracket for use in a cabin air supply system for an aircraft has three legs extending from a cylindrical central bore and at a first axial end of the bracket. There are two legs at an opposed second axial end. A central leg is on the first axial end, and two of the legs are positioned at each of two lateral sides at first and second ends. The legs extend to feet. Strengthening legs connect feet at each of the lateral sides, and to the central leg foot. A thickness of the strengthening legs connected to the central leg is defined as a first dimension. A distance along the first axial end between a laterally outermost portion of the feet at each of the lateral sides is defined as a second dimension. A ratio of the first dimension to the second dimension is between 0.032 and 0.037.

Abstract: An aircraft engine assembly including a mounting pylon including a rigid structure fitted with a central box, together with a forward extension and a rear extension each including an attached upper organ supported on an upper surface of the central box, and an attached lower organ supported on a lower surface of the front end. The forward and rear extensions support at least a part of the first fasteners interposed between the rigid structure and a turbine engine.

Abstract: In an embodiment the invention includes a method of mounting an engine in a rotary wing aircraft. The method includes providing a rotary wing aircraft having an aircraft body supported in flight through an exterior air space by a rotary wing system rotating with an operational rotating frequency (P) with a plurality of (N) rotary wings, the rotary wing aircraft body having a persistent in flight operational rotating frequency vibration. The method includes providing a first engine, the first engine for providing power to rotate the rotary wing system at the rotary wing system operational rotating frequency (P).

Abstract: An auxiliary power unit is composed of a gas turbine engine, a gearbox, and a gearbox driven generator. A mount bracket is mechanically attached to the gearbox. The bracket is for connecting to an aircraft strut system. The aircraft strut system connects to the aircraft structure. The mount bracket has an upper mechanical attachment point and a lower mechanical attachment point to the gearbox. The gearbox includes an oil reservoir, and the lower attachment point is beneath the oil level within the oil reservoir such that said lower attachment point will be cooled by oil in the oil reservoir.

Abstract: Resilient aircraft engine mounts and mounting systems including the same are provided. A resilient aircraft engine mount comprises a base and a pair of opposed spiral springs in parallel forming a clevis with the base. A first spiral spring of the pair of opposed spiral springs has a first center opening extending therethrough. A second spiral spring of the pair of opposed spiral springs has a second center opening extending therethrough that is concentric with the first center opening for accepting a clevis pin. First and second spiral springs are each comprised of a rectangular cross section beam. The resilient aircraft engine mount is tunable in three translational axes to support three degrees of freedom vibration isolation. Two or more resilient aircraft engine mounts provide six degrees of freedom vibration isolation. Resilient aircraft engine mounts attach the aircraft engine to a pylon structure and help isolate vibratory forces.

Abstract: This invention relates to an aft pylon fairing (30) for a suspension system of an aircraft engine, comprising two side panels (44) assembled to each other by inner cross stiffening ribs (46) spaced at intervals from each other along a longitudinal direction (X) of the fairing, and also comprising a heat protection deck (32) designed to delimit an engine core flow (36). According to the invention, it also comprises two longitudinal connecting walls (58) offsetting the deck (32) from the ribs (46), each of these two longitudinal walls (58) being provided with a first side end (62) fixed to one or the other of the two side ends (60, 60) of the deck (32), and a second side end (64) rigidly fixed to the ribs (46).

Abstract: A lower enclosure has a first recess. A first annular retainer is adapted for engaging a lower portion of a capacitor and the first recess. The first annular retainer has a plurality of tabs that extend radially outward from an outer diameter surface of the first annular retainer. Each of the tabs has a sloped surface or a peaked surface for compression of the first annular retainer against the capacitor. An upper enclosure has a plurality of second recesses. A second annular retainer is adapted for engaging an upper portion of the capacitor and the second recesses. The second annular retainer has a plurality of protrusions that extend upward from the second annular retainer. Each of the protrusions has a slit for receiving a wedge, such that if the protrusions engage the wedge the second annular retainer is compressed against the capacitor.

Abstract: An aft part of an aircraft, including at least one engine assembly including a turbine engine and a turbine engine mounting pylon. A rigid structure of the mounting pylon includes a longitudinal central box and a connection box carried by the box and projecting from the box. The aircraft structure includes a fuselage lateral extension projecting from it, and the connection box is pressed into contact with the fuselage extension, below it, an attachment mechanism being arranged between these two entities.

Abstract: The present invention broadly comprises an aircraft motion control auxiliary power unit suspension system device, the aircraft motion control auxiliary power unit suspension system device comprising a first motion control nonelastomeric member and a second motion control nonelastomeric member, a first motion control elastomer member disposed to operatively interconnect the first motion control nonelastomeric member and the second motion control nonelastomeric member. The first motion control elastomer member includes an exterior surface coating formed from an elastomeric polymer dissolved in an organic solvent and the elastomeric polymer dissolved in the solvent is applied to an exterior surface of the first motion control elastomer member, the solvent evaporates, and the elastomeric polymer crosslinks.

Abstract: A rear part of an aircraft including two connecting rods positioned symmetrically on either side of a median vertical plane, wherein each connecting rod has an end mounted on a support structure of the engines and another end mounted on the fuselage, wherein this part is configured to allow, by rotation of the connecting rods around their axes of rotation, an oscillating movement of limited amplitude of the assembly formed by the support structure and the engines, relative to the fuselage, through the first and second fuselage openings.

Abstract: The invention provides an aircraft with an auxiliary power unit isolated from the aircraft. An auxiliary power unit suspension system includes at least one suspension linkage. The suspension linkage terminates with a first low stiffness elastomeric rod end. The low stiffness elastomeric rod end has a low spring rate with the aircraft auxiliary power unit suspension system providing the aircraft auxiliary power unit with a suspended auxiliary power unit natural frequency, the suspended auxiliary power unit natural frequency below the aircraft auxiliary power unit operation frequency.

Abstract: A rear part of an aircraft including a support structure for supporting engines, extending through the fuselage, through a first opening and a second opening. A connection structure connects the support structure to the fuselage, including a first connection mechanism connecting the support structure to a first casing forming the first opening and a second connection mechanism connecting the support structure to a second casing forming the second opening. The connection structure also includes at least one effort recovery connecting rod, the first end of which is mounted on the support structure and the opposite end is mounted on the fuselage, at a distance from the first and second openings.

Abstract: An aircraft engine assembly including an engine, an engine mounting structure, and a nacelle surrounding the engine and including fan cowls. The mounting structure includes a rigid structure and a forward aerodynamic structure on which the fan cowls are hinged, the forward aerodynamic structure including a cradle provided with an aft mounting mechanism mounted on the rigid structure. The cradle also includes a forward mounting mechanism mounted on a fan case of the engine.

Abstract: Mounting of gas turbine engines in aircraft requires use of thrust struts associated with mountings. It is important should there be failure that a load path is maintained. Furthermore, on a wing or in-situ inspection is highly desirable with respect to reducing maintenance costs. Of particular concern is failure as a result of cracking both sideways and vertical which may result in loss of all load paths through the mounting. By provision of independent cranks which are associated through crank pivots in apertures of the cranks and then articulation about central pivots provided in apertures and a central element along with pivot association of the struts through pivots created about apertures in the cranks load paths are maintained. By independent provision of the cranks sideways and vertical cracking cannot cause failure in both load paths to the arrangement from the struts.

Abstract: A damage-tolerance attachment system for an aircraft engine includes first and second attachment devices attaching the aircraft engine to a pylon fixedly attached to the aircraft, and a third backup attachment device including a first portion attached to the pylon and a second portion attached to the engine, the first and second portions connected together loosely so as not to disrupt an isostasy of the first and second attachment devices.

Abstract: A pylon for suspending an engine beneath an aircraft wing, capable of being attached by one end to a casing of the engine and by another end to the wing is disclosed. The pylon includes at least one articulation actuated by a actuator making it possible to change the height position of the engine on the ground and in flight.

Abstract: An engine unit for an aircraft including a turboprop engine and its device for mounting on to a wing surface. The device includes a rigid structure and a mechanism for fastening the turboprop engine on to this structure. The fastening mechanism includes six mutually independent hydraulic systems, each one exclusively dedicated to the transfer, to the rigid structure, of forces exerted respectively according to one of the six degrees of freedom of movement. Each hydraulic system includes at least one hydraulic jack with a piston attached to one of the two elements, i.e. either the turboprop engine or the rigid structure, together with a cylinder housing the piston and attached to the other of the two elements.

Abstract: A rear lower aerodynamic fairing for an attachment device for an aircraft engine, including two side panels assembled together with transverse stiffening inner ribs spaced apart from each other along a longitudinal direction of the fairing, and a heat protection floor to be closely followed by a primary flow of the engine. The floor includes plural floor segments distributed along the direction and non-rigidly bound to each other, and the fairing further includes an assembling mechanism assembling the floor segments, offsetting the latter of the ribs to which are connected the assembling mechanism.

Abstract: A mount system for an auxiliary component includes two side brackets and a top bracket for rigidly attaching an auxiliary component to an engine casing. Each side bracket defines mount segments, a deformable member and two retainer members between the mount segment. The deformable member plastically deforms during a fan-blade out event, thereby absorbing a majority of the high shock load experienced on the auxiliary component. The retainer members maintain the attachment between the auxiliary component and the engine casing subsequent to the fan-blade out event.

Abstract: A suspension for suspending of a turbine engine from the structure of an aircraft using a beam with an attachment device which attaches to the structure and at least one link rod articulated via one end to a journal secured to the beam and via the other to a fitting secured to the turbine engine is disclosed. This suspension is one wherein the journal is mounted on the beam via a flexible coupling formed of two preloaded laminated, elastomer and metal, cylinders.

Abstract: A structural rod has a primary rod that has an axial cavity and a secondary rod inside the axial cavity so that the secondary rod is able to move inside the axial cavity along the direction of the longitudinal axis of the rod. The primary rod has a bearing for fastening the structural rod at the first end in a rigid manner and is not fastened rigidly to the structure at the second end. Conversely, the secondary rod has a bearing for fastening the structural rod at the second end in a rigid manner and is not fastened rigidly to the structure at the first end. The primary and secondary rods are joined through one or more intermediate linkage elements made of a deformable and elastic material.

Abstract: An arrangement (10) for installing a component (12) in an aircraft comprises a guide device (14) which is connectable to an aircraft structure or is formed integrally with the aircraft structure, as well as an elastically deformable damping element (16; 16a, 16b, 16c) which is adapted to enable the component (12) to be mounted in the guide device (14) in a self-supporting manner. A locking mechanism (26) is adapted to fasten the component (12) in a desired position in the guide device (14) in a releasable manner.

Abstract: A method of controlling an elastomeric damper. The damper is heated by passing an electric current through the damper or through a heating element in contact with the damper said heating causing a decrease in stiffness of the damper. The elastomeric damper may comprise an elastomeric material filled with electrically conductive particles, and the damper may be heated by passing an electric current through the elastomeric material. Alternatively the damper may be heated using a discrete resistive heating element, such as a coil embedded within the elastomeric damper or wound around it.

Abstract: A rigid structure of a suspension pylon for an aircraft engine, which is in a shape of a box closed by first and second box side panels. The structure includes inter-rib spaces, each space delimited by two directly consecutive box transverse ribs. For each inter-rib space forming part of a group including at least three arbitrary and directly consecutive inter-rib spaces, a single access opening is provided on the side panels, the openings arranged alternately on the first and second side panels.

Abstract: The invention provides an aircraft with an auxiliary power unit isolated from the aircraft. An auxiliary power unit suspension system includes at least one suspension linkage. The suspension linkage terminates with a first low stiffness elastomeric rod end. The low stiffness elastomeric rod end has a low spring rate with the aircraft auxiliary power unit suspension system providing the aircraft auxiliary power unit with a suspended auxiliary power unit natural frequency, the suspended auxiliary power unit natural frequency below the aircraft auxiliary power unit operation frequency.

Abstract: A suspension for suspending a turbine engine from the structure of an aircraft is disclosed. The suspension includes a beam with a first element including a first attachment unit which attaches the beam to the structure and a second element including a second attachment unit which attaches to the beam to the turbine engine. The beam further includes a first plate and a second plate. The plates are positioned transversely to the axis of the engine and joined together by a layer of elastomer. The first plate being secured to the first element and the second plate to the second element. This arrangement allows vibration damping between the engine and the structure of the aircraft.

Abstract: An aft attachment for an aircraft engine assembly. The attachment has a double boomerang structure including two three-point shackles that are duplicated: only four attachment points are present at the engine mount and two at the engine, the failsafe function being ensured by the dual structure. This attachment design does not sacrifice safety criteria, while providing a more lightweight structure.

Abstract: In an annular torsional rigid static component for an aircraft engine, the component includes at least one arrangement for mounting the engine to an aircraft. The mounting arrangement comprises a body formed in a composite material.

Abstract: The invention provides an aircraft with an auxiliary power unit isolated from the aircraft. An auxiliary power unit suspension system includes at least one suspension linkage. The suspension linkage terminates with a first low stiffness elastomeric rod end. The low stiffness elastomeric rod end has a low spring rate with the aircraft auxiliary power unit suspension system providing the aircraft auxiliary power unit with a suspended auxiliary power unit natural frequency, the suspended auxiliary power unit natural frequency below the aircraft auxiliary power unit operation frequency.

Abstract: This invention relates to a force transmission system (50) between a turboprop and an attachment pylon, comprising: a first and a second force transmission device (52a, 52b) each comprising a first hollow cylinder (54) with an axis (56) that will be made parallel to a first force transmission direction, said first cylinder defining a first space (58) full of a fluid (60) and closed off in a sealed manner at its two opposite ends, by a first damping layer (62) that will bear in contact with a bearing element (66) of the turboprop, and by a second damping layer (64) that will bear in contact with a bearing element (68) of the attachment device, said first and second layers possibly being compressed by the pressure of said fluid; and first means (70) of fluid communication between the two spaces (58, 58).

Abstract: Arrangement for mounting a propulsive system on an aircraft airframe by an external pylon which connects the engine with the airframe, the pylon 4comprising a plurality of spars intruding into the airframe and units for attaching the spars to the internal airframe structure, the cited units being dampers, shock absorbers or active actuators with characteristics chosen so that the units are particularly suited for the efficient reduction of attachment and internal dynamic loads arising mainly but not only from hard landing events and aircraft flight manoeuvres, and for damping sustained vibrations of the propulsive system-airframe assembly, the arrangement allowing the easy removal of the pylon 4 from the rest of the airframe and the interchangeability of the pylon 4 between different aircrafts, being also the cited arrangement tolerant to damage or complete failure of at least one of the spars.

Abstract: A support strut includes a strut isolator with a first strut end member and a second strut end member, the second strut end distal from the first strut end. The first strut end member includes an outer rigid housing with an inner cavity. The second strut end member includes an inner rigid member extending into the outer rigid housing inner cavity and includes an inertial track extending in a direction from the first strut end towards the second strut end. The inertial track has a first entrance end proximate the first strut end and a second entrance end proximate the second strut end. The isolator includes a first outer tubular elastomer disposed between the outer rigid housing and the inner rigid member. The isolator includes a second inner end tubular elastomer disposed between the outer rigid housing and the inner rigid member proximate the second strut end.

Abstract: The present invention relates to a suspension for suspending a turbine engine from the structure of an aircraft, comprising a beam with a first element accepting means of attachment to said structure and a second element accepting means of attachment to the turbine engine. It is one wherein the beam comprises at least a first plate and a second plate, which plates are intended to be positioned transversely with respect to the axis of the engine and joined together by a layer of elastomer, the first plate being secured to the first element and the other plate to the second element. This arrangement allows vibration damping means to be incorporated in between the engine and the structure of the aircraft.

Abstract: A system, in one embodiment, may include a chassis, an engine coupled to the chassis, a generator coupled to the engine, and a rotary screw compressor coupled to the chassis independent from the engine. The engine may be configured to drive both the generator and the rotary screw compressor. A method, according to another embodiment, may include isolating a rotary air compressor from an engine and a generator in a common chassis. The isolating may include separately mounting the rotary air compressor and the engine with a resilient or distance adjustable connection in between. The isolating also may include resiliently mounting the engine, or the rotary air compressor, or both.

Abstract: This invention relates to a mounting system (1) inserted between an aircraft engine and a rigid structure of an attachment strut, the system particularly comprising a thrust resistance device (20). The thrust resistance device (20) comprises two lateral actuators (30) each provided with a rod (34) in which a forward end (34b) is a piston located inside a chamber (38) of a central casing (22) of the engine, the chamber (38) comprising a forward compartment (40) and an aft compartment (42). Moreover, the thrust resistance device (20) comprises a device (32) including a piston (48) fixed to the forward mount (16) and located inside a chamber (50) fixed to the central casing, the chamber (50) comprising a forward compartment (52) and an aft compartment (54), the forward compartment (52) of the chamber (50) being hydraulically connected to the aft compartments (42) of the actuators (30).

Abstract: A suspension part for mounting a turbojet engine includes two ends equipped with two elements, juxtaposed in a widthwise direction of the suspension part, for fixing the suspension part to the fixed structure. The ends are shaped into pairs of yokes respectively flanking connecting rods and each including fixing elements and a bearing of a journal of a connecting rod which bearing is situated underneath a fixing element. The suspension part also includes slots passing through the two ends of the suspension part and running between the yokes without running over a central portion of the suspension part. Each of the yokes has an upper portion with an additional thickness located on an inside of each of the yokes.

Abstract: A mounting arrangement (46) for mounting a turbofan gas turbine engine (10) on an aircraft pylon (44). The gas turbine engine (10) comprises a core engine (24) having a core engine casing (26). The mounting (46) comprises a first mounting (48) for mounting the core engine casing (26) on the pylon (44) and a second mounting (50) for mounting the core engine casing (26) on the pylon (44). The first mounting (48) comprises a first hinge adjacent (52) the core engine casing (26) and a second hinge adjacent (54) adjacent the pylon (44). The first hinge (52) is arranged parallel to the axis (S) of the gas turbine engine (10) to form a roll hinge. The second hinge (54) is arranged in a plane perpendicular to the axis (S) of the gas turbine engine (10) to form a pitch hinge. The second mounting (50) comprises a third hinge (56) adjacent the core engine casing (26) and a fourth hinge (58) adjacent the pylon (44).

Abstract: A mounting arrangement (46) for mounting a turbofan gas turbine engine (10) on an aircraft pylon (44). The gas turbine engine (10) comprises a core engine (24) having a core engine casing (26). The mounting (46) comprises a first mounting (48) for mounting the core engine casing (26) on the pylon (44) and a second mounting (50) for mounting the core engine casing (26) on the pylon (44). The first mounting (48) comprises a first hinge adjacent (52) the core engine casing (26) and a second hinge adjacent (54) adjacent the pylon (44). The first hinge (52) is arranged parallel to the axis (S) of the gas turbine engine (10) to form a roll hinge. The second hinge (54) is arranged in a plane perpendicular to the axis (S) of the gas turbine engine (10) to form a pitch hinge. The second mounting (50) comprises a third hinge (56) adjacent the core engine casing (26) and a fourth hinge (58) adjacent the pylon (44).

Abstract: A vibration isolator is provided that includes a plurality of elastomeric members. The vibration isolator includes a first support, a second support and at least one third support. The second support is spaced from the first support such that the first and second supports define at least one recess. The at least one third support is spaced from the first support such that the third support and the first support define at least one recess. The recesses between the first and second supports and the first and third supports are structured to at least partially receive at least one of the elastomeric members. The vibration isolator includes at least one fastener that is structured to mount the corresponding elastomeric members between the first and third supports and between the first and second supports such that elastomeric members damp vibration transmitted between the first and second supports.

Abstract: A motor mounting structure having a motor and a mounting portion to which the motor is mounted. When an external force resulting from a load acting in a direction orthogonal to a motor shaft is applied to the shaft, a hardness or configuration of an elastic member disposed between the motor and the mounting portion to which the motor is mounted changes. Alternatively, a configuration of the mounting portion may be changed and the motor mounted such that the motor shaft is parallel to a set target mounting direction. Accordingly, an unbalanced load is not partially applied to a driving force transmission mechanism at the time the motor is rotated, and an excessive load is not placed on the motor.

Abstract: An aircraft engine mount for mounting an engine to an aircraft includes a mounting frame fixedly joined to the aircraft, first and second prime links and a waiting failsafe link. The first prime link is joined to the engine at a first joint and to the mounting frame at second and third joints. The second prime link is joined to the engine at a fourth joint and to the mounting frame at fifth and sixth joints. The waiting failsafe link is joined to the engine at a seventh joint and to the mounting frame at an eighth joint. The first, third, fourth, sixth and seventh joints are ball joints, and the second and eighth joints are translating ball joints. The fifth joint is a clearance pin joint. All of the translating ball joints include a spherical bearing disposed in an opening in the respective link and a pin extending through the spherical bearing. An inner bushing is disposed on the pin and an outer bushing disposed over the inner bushing.

Abstract: The excitations from the engines of launch vehicles and the aerodynamics of flight produce large vibrations which are highly detrimental to spacecraft during launch. Significant dynamic loads often exist in all three translations and for rotations as well, therefore, complete six degree-of-freedom vibration load isolation is often desired. The disclosed device utilizes a previously disclosed passive axial vibration isolation device to simply and effectively create a passive three-axis vibration isolation device suitable for effecting a six degree-of-freedom whole-spacecraft passive vibration isolation system. The vibration isolation system design can be simply tuned to address various dynamic load frequency bands of concern, including isolation for pyrotechnic shock. The resulting system is compact and lightweight and can be easily utilized with existing launch vehicle-to-payload support structures.