Abstract: A microfabricated valve with no moving parts. In one embodiment, the valve includes a reservoir of a liquid that is in fluid communication with an outlet channel having a throat that is less than 100 microns wide. Preferably, the channel is an elongated slit. The configuration of channel is adapted and configured such that surface tension of the liquid prevents flow out of the channel. A heater increases the temperature of the meniscus of the fluid, until a portion of the fluid is ejected from the channel. The ejection of the fluid creates both a thrusting effect and a cooling effect.

Abstract: A flow rate per unit time of fuel fed to a gas turbine is calculated. A flow rate per unit time of air fed to the gas turbine is calculated. A turbine inlet temperature is calculated through use of a physical model formula expressing a relationship of input and output of thermal energy relating to a combustor of the gas turbine. A fuel distribution ratio for each of a plurality of fuel supply systems connected to the combustor is calculated based on the turbine inlet temperature.

Abstract: A constant volume combustion system includes at least one combustion chamber having at least one admission port and an exhaust port. The system also includes at least one elastically deformable tongue made of ceramic matrix composite material forming an air admission valve, the tongue being present inside the chamber and being positioned facing the admission port, the tongue having a first end that is stationary relative to an inside wall of the chamber and a second end, opposite from the first end, the second end being free and movable relative to the inside wall.

Abstract: A compressor bleed port apparatus includes: a compressor shroud which defines a boundary between a primary flowpath and a plenum; a bleed port including one or more apertures passing through the compressor shroud, each of the one or more apertures having an inlet communicating with the primary flowpath and an outlet communicating with the plenum, and extending along a respective centerline. Each of the one or more apertures is bounded by sidewalls, and includes a diffuser section in which the sidewalls diverge from each other in a downstream direction; A diffusing angle between the sidewalls varies over the length of the diffuser section.

Abstract: A thermal management system for a gas turbine engine includes an additively manufactured nacelle component, at least a portion of the additively manufactured nacelle component forming an additively manufactured heat exchanger that extends into a fan bypass flow.

Abstract: Vehicles, such as aircraft, may include turbine-based combined cycle power plants (TBCC) for power to achieve high-mach speeds. An anti-unstart configuration provides control for transitioning between the amount of air directed to either engine during operation of gas turbine engine and scramjet engines, to avoid unstart during operation above sonic speeds.

Abstract: Provided are fluid exchange apparatuses and methods of exchanging fluids between streams. Exemplary fluid exchange apparatus includes a first interleaved pathway with a plurality of first passages, and a second interleaved pathway with a plurality of second passages, in which the plurality of first passages and the plurality of second passages interleave with one another. Exemplary methods include directing a first fluid through a first interleaved pathway of a fluid exchange apparatus and directing a second fluid through a second interleaved pathway of a fluid exchange apparatus. The first fluid may flow from an upstream portion of a first duct into the first interleaved pathway and may discharge into a downstream portion of the second duct. The second fluid may flow from an upstream portion of the second duct into the second interleaved pathway and may discharge into a downstream portion of the first duct.

Abstract: This disclosure relates to a system for actively controlling shock train in a high speed, air-breathing propulsion engine. The system includes an isolator, a sensor associated with the isolator, and a shock train fuel injector in electrical communication with the sensor. The sensor is configured to sense changes in pressure generated by a shock train in the isolator. The shock train fuel injector is in electrical communication with the sensor. The shock train fuel injector is configured to modulate fuel flow to the engine to control back pressure produced by the engine in response to predetermined pressure changes in the shock train.

Abstract: Integrated chemical propellant and cold gas propulsion systems and methods are provided. A storage or fuel tank containing the chemical propellant is pressurized by a pressurant. The chemical propellant is selective passed to a propellant thruster through a first port of the storage tank and a propellant valve. The pressurant is selectively passed to a cold gas thruster through a second port of the storage tank and a cold gas valve. In addition, a pressurant tank can be provided. Pressurant contained within the pressurant tank can be selectively placed in communication with the pressurant contained within the storage tank via a pressurant valve, or can be selectively passed to the cold gas thruster through the cold gas thruster valve. Systems can also include bi-propellant thrusters, with a first and second chemical compounds and volumes of pressurant stored in first and second storage tanks respectively.

Abstract: There is provided a heat management system for a hybrid electrical aircraft comprising electric propulsors powered by a power plant. The heat management system comprises a heat exchanger integrated to a nacelle of at least one of the electric propulsors for dissipating heat withdrawn from the power components of the power plant into ambient air.

Abstract: A fuel system for an aircraft can include one or more airframe fuel lines configured to transfer fuel from one or more fuel tanks to an engine, one or more engine fuel pumps in fluid communication with the one or more airframe fuel lines and configured to pressurize fuel from a main stage boost pressure to a combustor pressure to be injected into a combustor of an engine, one or more airframe fuel pumps configured to pressurize fuel within the one or more airframe fuel lines to the main stage boost pressure used by the engine fuel pump. For example, the main stage boost pressure can be about 250 psi.

Abstract: A flight vehicle has an engine that includes air inlet, an isolator (or diffuser) downstream of the air inlet, and a combustor downstream of the isolator. The isolator includes a bulged region that has at least one dimension, perpendicular to the direction of the air flow from the inlet to the combustor, that is at a local maximum, larger than comparable isolator dimensions both upstream and downstream of the bulged region. The bulged region stabilizes shocks within the isolator, and facilitates flow mixing. The flow diversion of high energy flow around the outermost walls of the bulged section into the center of the flow at the aft end of the isolator, increases mixing of the flow, and results in a more consistent flow profile entering the combustor over a wide range of flight conditions (Mach, altitude, angle-of-attack, yaw) and throttle settings.

Abstract: A thermal management system is provided for incorporation into at least one of a gas turbine engine or an aircraft. The thermal management system includes: a thermal transport bus having a heat exchange fluid flowing therethrough, the thermal transport bus further including: a first flow loop comprising at least one first heat source exchanger, at least one first heat sink exchanger, and a first pump to move the heat exchange fluid through the first flow loop; and a second flow loop comprising at least one second heat source exchanger, at least one second heat sink exchanger, and a second pump to move the heat exchange fluid through the second flow loop; wherein the first flow loop is isolated from the second flow loop, and wherein the first heat source exchanger and the second heat source exchanger are configured with a common heat source.

Abstract: A heat exchanger apparatus includes: spaced-apart peripheral walls extending between an inlet and an outlet, the peripheral walls collectively defining a flow channel which includes a diverging portion downstream of the inlet, in which a flow area is greater than a flow area at the inlet; a plurality of spaced-apart fins disposed in the flow channel, each of the fins having opposed side walls extending between an upstream leading edge and a downstream trailing edge, wherein the fins divide at least the diverging portion of the flow channel into a plurality of side-by-side flow passages; and a heat transfer structure disposed within at least one of the fins.

Abstract: An axial flow turbomachine (102) for producing thrust to propel an aircraft is shown. The turbomachine has an inner duct (202) and an outer duct (204), both of which are annular and concentric with one another. An inner fan (206) is located in the inner duct, and is configured to produce a primary pressurised flow (P). An outer fan (207) is located in an outer duct, and is configured to produce a secondary pressurised flow (S). The outer fan has a hollow hub (208) through which the inner duct passes. A hub-tip ratio of the outer fan is from 1.6 to 2.2 times a hub-tip ratio of the inner fan.

Abstract: An aircraft turbomachine has a longitudinal axis A and includes a reduction gear, at least one turbine shaft, an upstream end of which is connected to an input shaft of a reduction gear, a fan, one shaft of which is connected to an output shaft of the reduction gear, and dynamic sealing means between said reduction gear input shaft and the fan shaft. The sealing means includes an annular cowling, the axial cross-section of which is substantially U-shaped An outer annular leg of the annular cowling is fastened to the fan shaft, and an inner annular leg supports at least one annular sealing joint that cooperates with the reduction gear input shaft. The cowling is elastically deformable in the radial direction in relation to the axis A.

Abstract: A rocket engine includes a copper alloy combustion chamber, a non-copper weld transition ring welded to the copper alloy combustion chamber, and an injector assembly welded to the non-copper weld transition ring. The engine can be manufactured by forming the copper alloy combustion chamber using additive manufacturing, welding the non-copper weld transition ring to the copper alloy combustion chamber, and welding the injector assembly to the non-copper weld transition ring.

Abstract: An abnormality determination device according to one aspect of the present disclosure is an abnormality determination device that determines an abnormality of an inducer used for a pump, the abnormality determination device including a stress-response acquisition unit that acquires a stress response indicating a temporal change in stress applied to the inducer, an accumulated-fatigue-damage-degree calculation unit that calculates an accumulated fatigue-damage degree of the inducer based on the stress response, a lifetime-consumption-rate calculation unit that calculates a lifetime consumption rate that is a changing rate of the accumulated fatigue-damage degree with respect to time, and a determination unit that determines an abnormality of the inducer based on the accumulated fatigue-damage degree and the lifetime consumption rate, in which the inducer is used only for a predetermined use time per operation of the pump.

Abstract: A gas turbine engine includes a housing includes an inlet case and an intermediate case that respectively provide an inlet case flow path and an intermediate case flow path. A rotor is connected to the hub and supports a compressor section. The geared architecture includes an epicyclic gear train. A fan is rotationally driven by the geared architecture. First and second bearings support the shaft relative to the intermediate case and the inlet case, respectively. The radially inner boundary of the core inlet is at a location of a core inlet stator and the radially inner boundary of the compressor section inlet is at a location of the first stage low-pressure compressor rotor.

Abstract: The invention relates to an aircraft comprising a fuselage (1), which is propelled by a turbine engine with two coaxial fans, namely an upstream fan (7) and a downstream fan (8), driven by two contra-rotating rotors (5, 6) of a power turbine (3). The two fans (7, 8) and the turbine (3) are integrated into a nacelle (14) which projects downstream from the fuselage (1) and through which air flows. According to the invention, at least one of the fans (7, 8) of the aircraft and, in particular, the downstream fan (8) comprises variable-spacing blades, and at least one stator-forming variable-spacing blade ring (25) in the aircraft is placed upstream of the upstream fan (7). The variable-spacing stator blades (25) and the variable-spacing blades of the downstream fan (8) are mutually configured to direct the air flow in a first mode in which the air flows through the nacelle (14) from upstream to downstream and in a second mode in which the air is pushed back upstream through the nacelle (14).

Abstract: A gas turbine engine includes a turbomachine and a thermal management system. The thermal management system includes a heat source heat exchanger configured to collect heat from the turbomachine during operation; a heat sink heat exchanger; and a thermal transport bus having a heat exchange fluid configured to flow therethrough at a pressure within an operational pressure range. The thermal management system defines an operational temperature range for the heat exchange fluid, the operational temperature range having a lower temperature limit less than about zero degrees Fahrenheit at a pressure within the operational pressure range and an upper temperature limit of at least about 1000 degrees Fahrenheit at a pressure within the operational pressure range.

Abstract: A method for operating a rocket propulsion system comprises the steps of supplying oxygen to a combustion chamber, supplying hydrogen to the combustion chamber and combusting the oxygen-hydrogen mixture in the combustion chamber. The rocket propulsion system is operated alternately in a first operating mode, in which oxygen and hydrogen are supplied to the combustion chamber in a first mass mixing ratio of oxygen to hydrogen, and in a second operating mode, in which oxygen and hydrogen are supplied to the combustion chamber in a second mass mixing ratio of oxygen to hydrogen that is greater than the first mass mixing ratio.

Abstract: A propulsion system for an aircraft. The propulsion system comprises a core, an internal fixed structure secured to the core and arranged around the core, and a nacelle surrounding the core and the internal fixed structure in which a secondary flow path is delimited between the internal fixed structure and the nacelle. The internal fixed structure has a slot which permits fluidic communication between a compartment on the inside of the internal fixed structure and the secondary flow path.

Abstract: A turbofan engine including: a turbine shaft; a fan shaft; and a reduction mechanism coupling the turbine shaft and the fan shaft, is provided. The turbofan engine has a bypass ratio greater than or equal to 10, and the turbine shaft is supported by four bearings such that the flexural deformation modes of the turbine shaft are positioned in transient phase or outside the operating range of the turbofan engine.

Abstract: A gas turbine engine fuel additive control system includes a sensor positioned to sense an operational parameter of a gas turbine engine that includes a compressor section, a combustion section, and a turbine section. The system also includes a control valve positioned to supply a fuel additive to a fuel line. The fuel line contains fuel for supply to the combustion section of the gas turbine engine to which the fuel additive is selectively added by injection into the fuel line. The system also includes a controller configured to monitor the operational parameter in real time during operation of the gas turbine engine and adjust the control valve to dynamically modulate an amount of the fuel additive being supplied in the fuel in accordance with operation of the gas turbine engine.

Abstract: A jet engine which includes: a fan with a plurality of stages of rotor blades; a compressor compressing air sent from the fan; a combustor generating combustion gas by using compressed air generated by the compressor; a turbine generating a driving force from the combustion gas; a nozzle discharging the combustion gas; a variable guide vane disposed upstream of the rotor blades of a second and later stage of the rotor blades of the fan and adjusts an inlet angle of air flow against the second and later stage of the rotor blades; a fluid resistance adjusting device adjusting a fluid resistance at the nozzle; and a controller which controlling the variable guide vane such that the inlet angle at the time of cruise flight is smaller than the inlet angle at the time of acceleration.

Abstract: An oil heating system in a turbine engine such as an aircraft turbojet or turboprop main engines, or in an aircraft auxiliary power unit (APU). The turbine oil heating system includes a turbine engine oil circuit for conducting lubricating oil to the turbine engine, an electric starter generator oil circuit for conducting cooling oil from the electric starter generator, and an oil-to-oil heat exchanger connected with the engine oil circuit and connectable with the electric starter generator oil circuit, for transferring heat from the starter generator oil to the engine oil as to warm-up the engine oil during turbine engine motoring prior to actual starting sequence. A low cost and highly integrated system is therefore provided for reducing drag torque of a turbine engine prior to the starting phase.

Abstract: Systems and methods for controlling a gas turbine engine and a propeller are described herein. A target output power for the engine and a target speed for the propeller are received. A measurements of at least one engine parameter and a measurement of at least one propeller parameter are received. At least one engine control command is generated based on the target output power, the measurement of the at least one engine parameter and at least one model of the engine. At least one propeller control command is generated based on the target speed, the measurement of the at least one propeller parameter and the at least one model of the propeller. The at least one engine control command is output for controlling an operation of the engine accordingly and the at least one propeller control command is output for controlling an operation of the propeller accordingly.

Abstract: A gas turbine engine has a compression system blade ratio defined as the ratio of the height of a fan blade to the height of the most downstream compressor blade in the range of from 45 to 95. This results in an optimum balance between installation benefits, operability, maintenance requirements and engine efficiency when the gas turbine engine is installed on an aircraft.

Abstract: A gas turbine engine, in particular an aircraft engine, includes: a turbine connected via an input shaft device to a gearbox device having a sun gear, a planet carrier having a plurality of planet gears attached thereto, and a ring gear, the sun gear is connected to the input shaft device, the planet carrier or the ring gear is connected to a propulsive fan via an output shaft device of the gearbox device, with a rear carrier bearing device radially between the planet carrier and a static structure on the input side of the gearbox device, an inter-shaft bearing system being positioned radially between the input shaft device and the planet carrier of the gearbox device. The input shaft device having a high rigidity or the input shaft device having a diaphragm section.

Abstract: Various embodiments include a drive system for a vehicle, the system comprising: an internal combustion engine for converting chemical energy stored in a liquid fuel into mechanical energy; a fuel tank for storing fuel for use by the internal combustion engine; and an electric machine having a rotor, a stator, and a cooling system for cooling at least one component of the electric machine using a cooling liquid. The cooling liquid comprises the fuel.

Abstract: Herein provided are systems and methods for synchrophasing multi-engine aircraft. A phonic wheel is coupled to a first propeller of a first engine of the aircraft. A sensor is disposed and configured for producing a signal in response to passage of first and second position markers on the phonic wheel. A control system is communicatively coupled to the sensor for obtaining the signal, and configured for: determining an expected delay between two subsequent signal pulses of the signal; identifying from within the plurality of signal pulses a particular pulse associated with the second position marker; determining, based on a particular time at which the particular pulse associated with the second position marker was produced, that a rotational position of the first propeller corresponds to a reference position at the particular time; and performing at least one synchrophasing operation for the aircraft based on the rotational position of the first propeller.

Abstract: A centrifugal compressor includes an impeller that rotates about an axis; an inlet guide vane including a plurality of vanes disposed on an upstream side of the impeller and provided at intervals in a circumferential direction of the axis, the inlet guide vane being directed inward in the radial direction between adjacent vanes, and forming a guide flow path having an exit angle in the radial direction and guiding the fluid; and a suction flow path that introduces the fluid from a part in a circumferential direction into the inlet guide vane. The exit angle of the vane of the first region on the one side when viewed from the suction flow path in the inlet guide vane is displaced to the suction flow path side as compared to the exit angle of the vane of a second region on the opposite side of the one side.

Abstract: A gas turbine engine comprises a housing having an inlet leading to a fan rotor. A bypass door is mounted upstream of the inlet to the fan rotor, and is moveable away from a non-bypass position to a bypass position to selectively bypass boundary layer air vertically beneath the engine. An aircraft is also disclosed.

Abstract: A method is provided for operating a propulsion system of a vertical takeoff and landing aircraft, the propulsion system including a turbomachine, an electric machine, a forward thrust propulsor, and a plurality of vertical thrust electric fans. The method includes driving the forward thrust propulsor with the turbomachine; rotating the electric machine with the turbomachine to generate electrical power; determining a failure condition of the turbomachine; and providing electrical power to the electric machine to drive the forward thrust propulsor with the electric machine in response to determining the failure condition of the turbomachine.

Abstract: Control systems and methods for controlling an engine. The control system includes a computation module and an input/output (I/O) module attached to the engine. The computation module is located in an area of the engine, or off-engine, that provides a more benign environment than the environment that the I/O module is subject to during operation of the engine. The I/O module includes a first processor and a first network interface device. The computation module includes a second processor with higher processing power than the first processor, and a second network interface device. The control system also includes a sensor configured to provide sensor readings to the first processor. The first processor transmits data based on the sensor readings to the second processor. The control system also includes an actuator operably coupled to the I/O module and that is controlled by the first processor based on commands from the second processor.

Abstract: A method of operation for a gas turbine engine according to an exemplary aspect of the present disclosure includes, among other things, reducing a rotational speed of a fan relative to a shaft through a gear train, driving the shaft with a first turbine, driving a compressor with a second turbine, communicating airflow from the fan through a bypass passage defined by a nacelle, the nacelle extending along an engine axis and surrounding the fan, and having a bypass ratio of greater than 10, discharging the airflow through a variable area fan nozzle defining a discharge airflow area, detecting an airfoil flutter condition associated with adjacent airfoils of the fan, and moving the variable area fan nozzle to vary the discharge airflow area and mitigate the airfoil flutter condition.

Abstract: A system is provided for alternating starter use during multi-engine motoring in an aircraft. The system includes a first engine starting system of a first engine and a controller. The controller is operable to coordinate control of the first engine starting system to alternate use of power from a power source relative to use of the power by one or more other engine starting systems of the aircraft while maintaining a starting spool speed of the first engine below a resonance speed of the starting spool during motoring of the first engine.

Abstract: Various enhanced rocket engine systems are discussed herein. In one implementation, a rocket engine system includes a combustion chamber, and at least one propellant tank that holds propellant in at least a liquid state. The rocket engine system also includes a pump configured to pump liquid propellant from the at least one propellant tank through a thermoelectric generator (TEG) system and a heat exchanger. The TEG system is configured to produce electrical power for the pump based at least on a temperature differential between the liquid propellant from the at least one propellant tank and heat produced in the combustion chamber during an active state of the rocket engine. The heat exchanger is configured to receive heat from the combustion chamber and pressurize the at least one propellant tank by heating at least partially liquid propellant received from the TEG system.

Abstract: Methods and systems for operating a turboprop engine having a high pressure spool and a low pressure spool rotating independently from one another. Each spool contains at least one compressor stage and the low pressure spool is connected to a propeller. The method comprises determining a target temperature-corrected rotational speed of the low pressure spool for a given set of operating parameters; and controlling a mechanical speed of the low pressure spool to maintain the temperature-corrected rotational speed of the low pressure spool substantially constant throughout at least a portion of a range of a power demand on the turboprop engine.

Abstract: A power and propulsion system includes an air compressor, a combustor positioned to receive compressed air from the air compressor as a core stream, and a closed-loop system having carbon dioxide as a working fluid that receives heat from the combustor and rejects heat to a cooling stream. The closed-loop system configured to provide power to a fan that provides the cooling stream, and to one or more distributed propulsors that provide thrust to an aircraft.

Abstract: A testing apparatus for Scramjet engine is capable of preventing breakage of liners in a high-pressure and high-temperature environment in which pressure is 10 Mpa or above and temperature is 1800 K or above. To this end, the testing apparatus for Scramjet engine includes a pipe that endures high-pressure environment, a first liner in a tubular shape, being provided within the pipe, and a second liner in a tubular shape, being provided within the pipe, in which an outer circumference of the second liner is overlapped with an inner circumference of a rear end of the first liner.

Abstract: Systems and methods for shutting down a gas turbine engine in response to a severe mechanical failure include determining a rate of change of one or more process conditions. If the rate of change of the one or more process conditions exceeds a respective predetermined failure threshold, a potential severe mechanical failure of the gas turbine engine may be determined. Steps may be taken to confirm the potential severe mechanical failure of the gas turbine engine. In response, an engine restart is prevented.

Abstract: Compression assembly for a turbine engine, in particular a turboshaft engine, said assembly comprising an air inlet duct capable of receiving an air flow, at least one air compression stage comprising at least one movable compressor wheel onto which the duct discharges, and a pre-rotation grille which is positioned in the air inlet duct upstream of the movable compressor wheel in order to adjust the speed of the air in said flow at the inlet of the movable wheel and comprises a plurality of variable-setting vanes, the assembly being characterized in that the pitch between two consecutive vanes of the grille is greater than the chord of one of the two vanes at a given height of the air duct, preferably in its upper part.

Abstract: The invention relates generally to dual mode bipropellant chemical rocket propulsion systems to be used in aerospace applications for 1) orbit raising, orbit maneuvers and maintenance, attitude control and deorbiting of spacecraft, and/or 2) propellant settling, attitude and roll control of missiles, launchers and space planes. The present invention also relates to a dual mode chemical rocket engine for use in such systems. The engine uses low-hazardous storable liquid propellants and can be operated either in monopropellant mode or in bipropellant mode. The monopropellants used are a low-hazard liquid fuel-rich monopropellant, and a low-hazard liquid oxidizer-rich monopropellant, respectively.

Abstract: A gas turbine engine according to an example of the present disclosure includes, among other things, a turbine section including a fan drive turbine and a second turbine. The fan drive turbine has a first exit area at a first exit point and is rotatable at a first speed. A mid-turbine frame is positioned intermediate the fan drive turbine and the second turbine, and can include a bearing support. The second turbine has a second exit area at a second exit point and is rotatable at a second speed. A first performance quantity is defined as the product of the first speed squared and the first area. A second performance quantity is defined as the product of the second speed squared and the second area.

Abstract: An airflow control system for a gas turbine system according to an embodiment includes: an airflow generation system for attachment to a rotatable shaft of a gas turbine system for drawing in an excess flow of air through an air intake section; a mixing area for receiving an exhaust gas stream produced by the gas turbine system; an air extraction system for extracting at least a portion of the excess flow of air generated by the airflow generation system to provide bypass air; an enclosure surrounding the gas turbine system and forming an air passage, the bypass air flowing through the air passage and around the gas turbine system into the mixing area to reduce a temperature of the exhaust gas stream; and an exhaust processing system for processing the reduced temperature exhaust gas stream.

Abstract: A turbofan engine that includes a first flowpath, a second flowpath, a third flowpath, and a third flowpath exhaust nozzle is provided. The first flowpath is radially inboard of the second flowpath at a location upstream of a core section of the turbofan engine. The third flowpath is radially outboard of the second flowpath at the location upstream of the core section. The third flowpath exhaust nozzle defines a plurality of third flowpath exhaust exit ports through which gas traveling along the third flowpath may be discharged. An area or a geometry of each of the plurality of third flowpath exhaust exit ports is independently and selectively adjustable. A method for operating the turbofan engine includes independently and selectively adjusting an area or a geometry of at least one of the plurality of third flowpath exhaust exit ports to achieve a desired engine operation.

Abstract: A control system for a variable area fan nozzle (VAFN) having a plurality of petals is disclosed. The control system may include at least one fiber optic shape sensor extending along at least one of the plurality of petals, and a light source operatively connected to the at least one fiber optic shape sensor. The control system may further include a receiver operatively connected to the at least one fiber optic shape sensor. The control system may further include a VAFN control unit in operative communication with the plurality of petals and the receiver. The VAFN control unit may be configured to receive a signal from the receiver indicative of the measured strain along the at least one fiber optic shape sensor, and calculate a nozzle area of the VAFN based on the measured strain.

Abstract: A turbine frame cooling system for use with a gas turbine engine includes an outer ring defining a cavity and a hub positioned radially inward of the outer ring. The turbine frame cooling system also includes a plurality of circumferentially-spaced first fairings coupled between the outer ring and the hub and a plurality of circumferentially-spaced second fairings coupled between the outer ring and the hub, wherein the first and second fairings are alternatingly positioned about the hub. The turbine frame cooling system also includes a plurality of circumferentially-spaced air scoops coupled to the outer ring. The plurality of air scoops extend into a bypass stream and are configured to channel a bypass air cooling flow into the cavity of the outer ring.