A motor driven propulsor of an aircraft includes magnets disposed in fan shrouds of fan blades connected with a fan hub, a stator having individual conductive coils in a nacelle located radially outside of the fan hub, and a distributed inverter assembly having several inverter power stages and gate drivers, each of the inverter power stages coupled with a separate gate driver of the gate drivers and a separate coil of the coils in the stator. Each of the gate drivers is configured to individually control supply of direct current to the corresponding inverter power stage. Each of the inverter power stages is configured to convert the direct current supplied to the inverter power stage to an alternating current that is supplied to the corresponding coil in the stator to rotate the magnets and the fan blades around a center line of the fan hub for propelling the aircraft.

A system for delivering a flow stream of a gas to a compressor. A shroud extends from an inlet to the compressor and defines a main inlet passage configured to direct the flow stream from the inlet to the compressor. A communication plenum is separated from the main inlet passage. A port system includes first and second port subsystems that each provide an opening between the main inlet passage and the communication plenum. The first port subsystem is disposed further from the compressor than the second port subsystem. The port system is configured so that a portion of the gas enters or exits the compressor through the second port subsystem, depending on operating conditions of the compressor.

An assembly is provided for an aircraft. This aircraft assembly includes a cowl and a latch assembly. The cowl is configured to move between an open position and a closed position. The latch assembly includes a latch and a housing. The latch is pivotally mounted to the housing. The housing is connected to the cowl. The latch assembly is configured such that the latch is removable from the housing while the housing is connected to the cowl and the cowl is in the closed position.

A door roller includes a carriage member comprising a plurality of bores, and a plurality of roller assemblies connected to the carriage member, each roller assembly of the plurality of roller assemblies including a pivot bearing rotatably disposed within a bore of the plurality of bores and a pair of rollers coupled to the pivot bearing. Each wheel assembly is configured to pivot relative to the carriage member.

An assembly is provided for an aircraft propulsion system. This assembly includes a cowl door movable between a closed position and an open position. The cowl door includes a structural panel and a mount. The structural panel includes an inner skin, an outer skin and a cellular core. The cellular core is connected to and arranged between the inner skin and the outer skin. The mount includes a base and a coupler. The base is connected to and arranged between the inner skin and the outer skin. The coupler projects out from the base.

An aircraft defines a longitudinal direction and includes a fuselage extending between a forward end and an aft end along the longitudinal direction of the aircraft. An aft engine is mounted to the aft end of the fuselage. The aft engine further includes a nacelle including a forward section. An airflow duct extends at least partially through the nacelle of the aft engine and defines an outlet on the forward section of the nacelle for providing an airflow to the forward section of the nacelle.

An aircraft defines a longitudinal direction and includes a fuselage extending between a forward end and an aft end along the longitudinal direction of the aircraft. An aft engine is mounted to the aft end of the fuselage. The aft engine further includes a nacelle including a forward section. An airflow duct extends at least partially through the nacelle of the aft engine and defines an outlet on the forward section of the nacelle for providing an airflow to the forward section of the nacelle.

The present disclosure concerns an acoustic attenuation panel for an aircraft turbojet engine nacelle and a method for manufacturing this panel. The acoustic attenuation panel includes an alveolar central core interposed between an acoustic front skin comprising perforations and a rear skin, the acoustic attenuation panel including a front structure and a rear structure. The front structure includes the acoustic front skin and a first network of alveolar walls, the rear structure including the rear skin and a second network of alveolar walls, the first and second networks of alveolar walls being complementary so as to form, in an assembled position, the alveolar central core, the front structure and the rear structure being positioned opposite to each other and so that the network of alveolar walls of a structure is spaced from the skin of the other structure facing it by a clearance d.

The present disclosure concerns an acoustic attenuation panel for an aircraft turbojet engine nacelle and a method for manufacturing this panel. The acoustic attenuation panel includes an alveolar central core interposed between an acoustic front skin comprising perforations and a rear skin, the acoustic attenuation panel including a front structure and a rear structure. The front structure includes the acoustic front skin and a first network of alveolar walls, the rear structure including the rear skin and a second network of alveolar walls, the first and second networks of alveolar walls being complementary so as to form, in an assembled position, the alveolar central core, the front structure and the rear structure being positioned opposite to each other and so that the network of alveolar walls of a structure is spaced from the skin of the other structure facing it by a clearance d.

An anterior part of an aircraft propulsion assembly nacelle, having an air intake lip disposed at a front end and an outer panel, of which an outer face extends an outer part of the air intake lip. A front edge of the outer panel and a rear edge of the air intake lip are shaped so as to overlap radially and to nest so as to ensure a continuous surface between the outer surface of the outer part of the air intake lip and the outer face of the outer panel. Moreover, the front edge of the outer panel is connected to the rear edge of the air intake lip with no added rigid element. This permits a rigid connection while avoiding creating local irregularities on the outer surface of the nacelle, which irregularities might disrupt the flow of air around the nacelle, giving rise to additional drag.