A vane assembly may be configured to mechanically couple to a first air mover and a second air mover, and the vane assembly may include a first set of one or more vanes configured to be proximate to the first air mover when the vane assembly is mechanically coupled to the first air mover and the second air mover and a second set of one or more vanes configured to be proximate to the second air mover when the vane assembly is mechanically coupled to the first air mover and the second air mover. The first set of one or more vanes and the second set of one or more vanes may be configured to be arranged relative to the first air mover and the second air mover such that when the first air mover and the second air mover are operational, the first set of one or more vanes and the second set of one or more vanes each assume a respective first position allowing air to flow from the first air mover and the second air mover and when the first air mover is failed and the second air mover is operational the first set of one or more vanes assumes a second position to prevent recirculation of air through the first air mover and at least one of the second set of one or more vanes assumes a third position to redirect air flow of the second air mover to compensate for failure of the first air mover.

A control assembly for an aircraft system according to an example of the present disclosure includes a multi-core processor that has a plurality of cores coupled to a communications module and to an arbitration module. The communications module is operable to communicate information between the plurality of cores and one or more aircraft modules. The plurality of cores include first and second cores operable to concurrently execute a first discrete set of software instructions to generate respective instances of an output. The arbitration module is operable to communicate each and every one of the respective instances to control the one or more aircraft modules. A method of operating an aircraft system is also disclosed.

A fuel system for a gas turbine engine includes a first electric motor, a main fuel pump driven by the first electric motor to provide a fuel flow, and an actuator operable by a second electric motor. A first motor controller governs operation of the first electric motor. A second motor controller governs operation of the second electric motor. The second motor controller is operable to control operation of the first electric motor in response the first motor controller being incapable of governing operation of the first electric motor.

A bumpless transfer fault tolerant control method for aero-engine under actuator fault is disclosed. For an aero-engine actuator fault, by adopting an undesired oscillation problem produced by an active fault tolerant control method based on a virtual actuator, in order to solve the shortage of the existing control method, a bumpless transfer active fault tolerant control design method for the aero-engine actuator fault is provided, which can guarantee that a control system of the reconfigured aero-engine not only has the same state and output as an original fault-free system without changing the structure and parameters of a controller, to achieve a desired control objective, and that a reconfigured system has a smooth transient state, that is, output parameters such as rotational speed, temperature and pressure do not produce the undesired transient characteristics such as overshoot or oscillation.

A method, apparatus, system, and computer program product for managing pumps in an aircraft. Flight information about an operation of the pumps in a pump package in the aircraft is received by a computer system. The flight information is received from the aircraft. A number of times that an abnormal switching occurred for the pumps within a window of consecutive flights is determined by the computer system when the abnormal switching is identified from the flight information. A set of actions is performed by the compute system when the abnormal switching occurred a number of times for the pumps within the window of consecutive flights that exceeds a set of thresholds for the abnormal switching that is considered healthy for the pumps.

A method for active fault tolerant control of a turbofan engine control system designs a linear parameter varying gain scheduling robust tracking controller with good dynamic performance. Adaptive estimation of fault amplitude of a sensor and an actuator is realized according to the change of the operating state of the turbofan engine to accurately reconfigure a fault signal. An active fault tolerant control strategy based on a virtual actuator is designed according to a fault estimation result. Without redesigning the controller, through the designed active fault tolerant control strategy, on the premise of ensuring the stability of the control system, a control effect similar to that of the control system without fault is obtained.

An embodiment of an independent cooling circuit for selectively delivering cooling fluid to a component of a gas turbine system includes: at least one coolant feed channel fluidly coupled to a supply of cooling fluid; and an interconnected circuit of cooling channels, including: an interconnected circuit of cooling channels embedded within an exterior wall of the component; an impingement plate; and a plurality of feed tubes connecting the impingement plate to the exterior wall of the component and fluidly coupling a supply of cooling fluid to the interconnected circuit of cooling channels; wherein the cooling fluid flows through the plurality of feed tubes into the interconnected circuit of cooling channels only in response to a formation of a breach in the exterior wall of the component that exposes at least one of the cooling channels.

In accordance with one embodiment, a fan controller operates in a standard mode when main power is provided to the power supply unit in which speed of the fan is controlled in response to a primary pulse width modulation (PWM) signal from a power controller. A loss of the main power to the power supply unit may be detected at a logic circuit, which provides a secondary PWM signal to the fan controller in response to the loss of the main power. In certain embodiments, the fan controller is operated in a power loss mode in response to the secondary PWM signal to direct the speed of the fan to a low-power consumption target speed.

Methods and systems for starting an aircraft propulsion engine are described herein. Operation of the engine is controlled by an engine controller having a first channel and a second channel. An engine start request is received on the second channel while the first channel is inactive. It is determined which one of the first channel and the second channel was used to conduct a last successful engine start. Responsive to determining that the last successful engine start was conducted on the second channel, a predetermined time period is waited to elapse and for the first channel to reinitialize before commanding, via the first channel, an engine start based on the engine start request.

A vane assembly may be configured to mechanically couple to a first air mover and a second air mover, and the vane assembly may include a first set of one or more vanes configured to be proximate to the first air mover when the vane assembly is mechanically coupled to the first air mover and the second air mover and a second set of one or more vanes configured to be proximate to the second air mover when the vane assembly is mechanically coupled to the first air mover and the second air mover. The first set of one or more vanes and the second set of one or more vanes may be configured to be arranged relative to the first air mover and the second air mover such that when the first air mover and the second air mover are operational, the first set of one or more vanes and the second set of one or more vanes each assume a respective first position allowing air to flow from the first air mover and the second air mover and when the first air mover is failed and the second air mover is operational the first set of one or more vanes assumes a second position to prevent recirculation of air through the first air mover and at least one of the second set of one or more vanes assumes a third position to redirect air flow of the second air mover to compensate for failure of the first air mover.