An airplane has main propulsion engines and a first fuel supply for the main propulsion engines. The airplane further has an auxiliary propulsion engine and a second fuel supply for the auxiliary propulsion engine, this second fuel supply being separate from the first fuel supply. The auxiliary propulsion engine can be switched on independently from the main propulsion engines. Such airplane has increased safety, since it will be possible to maintain flight, particularly when at high altitude, even if all main propulsion engines have failed.

The invention relates to a measuring device for an aircraft engine, characterized by at least one probe device for measuring a physical and/or chemical state in at least one measuring space within the aircraft engine, wherein the at least one measuring space is fluidically connected to a cavity, and at least one air-conducting device, which is fluidically coupled to the cavity in such a manner that a fluid flow, in particular a gas flow, can be removed from the at least one cavity to a pressure sink. The invention also relates to an aircraft engine and to a measuring method.

A power system of an aircraft includes a hybrid energy storage system with at least two energy storage subsystems each having a different power-energy density, power draw characteristics and/or dissimilar configuration. A primary power unit includes an aircraft engine coupled to an electric motor and a first generator. A secondary power unit is coupled to a second generator. A bidirectional power converter is coupled to the hybrid energy storage system and one or more controllers of the electric motor, the first generator, and the second generator. A power management controller is configured to interface with the hybrid energy storage system and the one or more controllers of the electric motor, the first generator, and the second generator and perform a model predictive control to dynamically adjust one or more electric power flows through the bidirectional power converter based on an engine propulsion power demand of the aircraft engine.

A power system of an aircraft includes a hybrid energy storage system with at least two energy storage subsystems each having a different power-energy density, power draw characteristics and/or dissimilar configuration. A primary power unit includes an aircraft engine coupled to an electric motor and a first generator. A secondary power unit is coupled to a second generator. A bidirectional power converter is coupled to the hybrid energy storage system and one or more controllers of the electric motor, the first generator, and the second generator. A power management controller is configured to interface with the hybrid energy storage system and the one or more controllers of the electric motor, the first generator, and the second generator and perform a model predictive control to dynamically adjust one or more electric power flows through the bidirectional power converter based on an engine propulsion power demand of the aircraft engine.

A feeder duct assembly for a gas turbine engine, which negates the need for a ball or axial joint in the duct for required for flexibility under thermal loading. The feeder duct assembly of the present innovation comprises an end fitting designed to meet flexibility requirements without compromising dynamic performance of the system with added weight from ball or axial joints in the ducts.

A feeder duct assembly for a gas turbine engine, which negates the need for a ball or axial joint in the duct for required for flexibility under thermal loading. The feeder duct assembly of the present innovation comprises an end fitting designed to meet flexibility requirements without compromising dynamic performance of the system with added weight from ball or axial joints in the ducts.

Apparatus and method for conditioning engine-heated air onboard an aircraft including a heat exchanger (140) at least partially disposed in a pylon structure (118) for supporting an engine (134) of the aircraft. The pylon heat exchanger (140) extracts heat from a flow (156) of engine-heated air. A flow (142) of ambient air is provided to the pylon heat exchanger (140) from a ram air inlet (150).

Apparatus and method for conditioning engine-heated air onboard an aircraft including a heat exchanger (140) at least partially disposed in a pylon structure (118) for supporting an engine (134) of the aircraft. The pylon heat exchanger (140) extracts heat from a flow (156) of engine-heated air. A flow (142) of ambient air is provided to the pylon heat exchanger (140) from a ram air inlet (150).

An aircraft starting and generating system includes a starter/generator and an inverter/converter/controller that is connected to the starter/generator and that generates AC power to drive the starter/generator in a start mode for starting a prime mover of the aircraft, and that converts AC power, obtained from the starter/generator after the prime mover have been started, to DC power in a generate mode of the starter/generator. A four leg inverter is coupled with the DC power output and has an inverter/converter/controller (ICC) with a four leg MOSFET-based bridge configuration that drives the starter/generator in a start mode for starting a prime mover of the aircraft, and converts DC power to AC power in a generate mode of the starter/generator. A four leg bridge gate driver is configured to drive the four leg MOSFET-based bridge using pulse width modulation (PWM) during start and generate mode.

An acoustic panel is provided that includes a perforated first skin, a second skin and a corrugated structure. The corrugated structure is between and is connected to the perforated first skin and the second skin. The corrugated structure includes a first baffle, a first septum, first material and second material that is configured with the first material. The first baffle is formed by an uninterrupted portion of the first material. The first septum is formed by a portion of the second material that is exposed through an interruption in the first material.