An engine cowling of an aircraft gas-turbine engine with a core engine and a bypass duct surrounding the latter, with a front cowling enclosing the bypass duct and a rear cowling movable in the axial direction, and with stator vanes arranged in the bypass duct, where recesses for removing fluid from the bypass duct are provided in the area of the stator vanes on the inside of the front cowling, where the fluid discharged through the recesses is routed by means of flow ducts through the front cowling, brought into contact with at least one heat exchanger, and subsequently discharged to the environment.

An engine cowling of an aircraft gas-turbine engine with a core engine and a bypass duct surrounding the latter, with a front cowling enclosing the bypass duct and a rear cowling movable in the axial direction, and with stator vanes arranged in the bypass duct, where recesses for removing fluid from the bypass duct are provided in the area of the stator vanes on the inside of the front cowling, where the fluid discharged through the recesses is routed by means of flow ducts through the front cowling, brought into contact with at least one heat exchanger, and subsequently discharged to the environment.

An anti-icing system for a gas turbine engine comprises a closed circuit containing a change-phase fluid, at least one heating component for boiling the change-phase fluid, the anti-icing system configured so that the change-phase fluid partially vaporizes to a vapour state when boiled by the at least one heating component. The closed circuit has an anti-icing cavity adapted to be in heat exchange with an anti-icing surface of the gas turbine engine for the change-phase fluid to release heat to the anti-icing surface and condense. A feed conduit(s) has an outlet end in fluid communication with the anti-icing cavity to feed the change-phase fluid in vapour state from heating by the at least one heating component to the anti-icing cavity, and at least one return conduit having an outlet end in fluid communication with the anti-icing cavity to direct condensed change-phase fluid from the anti-icing cavity to the at least one heating component. A method for heating an anti-icing surface of an aircraft is also provided.

An anti-icing system for a gas turbine engine comprises a closed circuit containing a change-phase fluid, at least one heating component for boiling the change-phase fluid, the anti-icing system configured so that the change-phase fluid partially vaporizes to a vapour state when boiled by the at least one heating component. The closed circuit has an anti-icing cavity adapted to be in heat exchange with an anti-icing surface of the gas turbine engine for the change-phase fluid to release heat to the anti-icing surface and condense. A feed conduit(s) has an outlet end in fluid communication with the anti-icing cavity to feed the change-phase fluid in vapour state from heating by the at least one heating component to the anti-icing cavity, and at least one return conduit having an outlet end in fluid communication with the anti-icing cavity to direct condensed change-phase fluid from the anti-icing cavity to the at least one heating component. A method for heating an anti-icing surface of an aircraft is also provided.

A bleed air pressure regulation system for an aircraft anti-icing system comprises a first, upstream pressure regulating valve and a second, downstream pressure regulating valve arranged in series in a bleed airflow path. The respective pressure regulating valves each have a regulating pressure chamber in fluid communication with a respective pressure setting valve. Each pressure setting valve is in fluid communication with a bleed air inlet upstream of the first, upstream pressure regulating valve. The first, upstream pressure regulating valve is set to regulate the pressure of the bleed air to a first pressure and the second, downstream pressure regulating valve is set to regulate the pressure of the bleed air to a second pressure which is higher than the first pressure.

A bleed air pressure regulation system for an aircraft anti-icing system comprises a first, upstream pressure regulating valve and a second, downstream pressure regulating valve arranged in series in a bleed airflow path. The respective pressure regulating valves each have a regulating pressure chamber in fluid communication with a respective pressure setting valve. Each pressure setting valve is in fluid communication with a bleed air inlet upstream of the first, upstream pressure regulating valve. The first, upstream pressure regulating valve is set to regulate the pressure of the bleed air to a first pressure and the second, downstream pressure regulating valve is set to regulate the pressure of the bleed air to a second pressure which is higher than the first pressure.

The present disclosure provides a device for de-icing an air intake lip of an aircraft turbojet engine nacelle. The de-icing device includes a de-icing circuit in which a heat transfer fluid, working in a two-phase form, circulates. The de-icing circuit includes at least one device for circulating the heat transfer fluid in the de-icing circuit, a system for heating the heat transfer fluid and configured to change the phase of the fluid to a vapor phase, and an inlet conduit that opens into the lip through a rear wall and injects the vapor phase fluid into the lip. The fluid changes phase when it condenses on the front wall of the lip to de-ice the lip.

The system comprises at least one evaporator device arranged around a tube inside which a hot fluid flows and, for each evaporator device, a respective conduit connected at its opposite ends to the evaporator device so as to form with the latter a closed circuit containing a two-phase fluid. Each evaporator device comprises a casing, having an inner wall in contact with the respective tube and an outer wall enclosing a cavity with the inner wall, and a separating member of porous material arranged inside the casing so as to divide radially the cavity into an inner cavity, extending between the inner wall and the separating member, and an outer cavity extending between the separating member and the outer wall. Each conduit is in fluid communication at its opposite ends with the inner cavity and with the outer cavity, respectively, of the respective evaporator device so as to allow fluid in vapor phase to flow out from the evaporator device and the fluid in liquid phase to flow back into the evaporator device, respectively.

A nacelle inlet structure is provided for an aircraft propulsion system. This inlet structure includes an inlet lip, a bulkhead, a nozzle and a plurality of heat transfer augmentation features. The inlet lip includes an inner lip skin and an outer lip skin. The bulkhead is configured with the inlet lip to form a cavity axially between a forward end of the inlet lip and the bulkhead and radially between the inner lip skin and the outer lip skin. The annular cavity extends along a curvilinear centerline within the inlet lip. The nozzle is configured to inject fluid approximately tangentially into the annular cavity. The heat transfer augmentation features are configured with the inner lip skin and operable to interact with the fluid flow within the cavity in order to promote heat transfer between the inner lip skin and the fluid within the cavity.

A system for de-icing an aircraft structure or surface comprises an inert gas generating system comprising a catalyst for receiving fuel and oxygen and converting the fuel and oxygen to CO.sub.2 and H.sub.2O in gaseous form, and a condenser for condensing the H.sub.2O to liquid form, the condenser providing heat to the aircraft structure or surface.