An engine vibration monitoring and control system includes an aircraft autopilot and a flight management system (FMS). The FMS is in operable communication with the aircraft autopilot and is configured to determine when the aircraft autopilot is engaged and disengaged. The FMS is also adapted to receive vibration data from an engine vibration data source and is configured, upon determining that the aircraft autopilot is engaged, to: process the vibration data to determine when engine vibrations exceed one or more first thresholds, and when the engine vibrations exceed the one or more first thresholds, supply commands to the autopilot that cause the autopilot to take corrective actions to reduce the engine vibrations below the one or more first thresholds.

An engine vibration monitoring and control system includes an aircraft autopilot and a flight management system (FMS). The FMS is in operable communication with the aircraft autopilot and is configured to determine when the aircraft autopilot is engaged and disengaged. The FMS is also adapted to receive vibration data from an engine vibration data source and is configured, upon determining that the aircraft autopilot is engaged, to: process the vibration data to determine when engine vibrations exceed one or more first thresholds, and when the engine vibrations exceed the one or more first thresholds, supply commands to the autopilot that cause the autopilot to take corrective actions to reduce the engine vibrations below the one or more first thresholds.

The present disclosure relates to a housing for an engine component. The housing comprises a wall made of a light alloy. An epoxy primer coating having at least one layer of a primer containing at least 80 wt. % epoxy covering the wall. An intumescent paint coating having at least one layer of intumescent paint directly covering the epoxy primer. And, an epoxy top coat directly covering the intumescent paint coating, the epoxy top coat having at least one layer of a top coat containing at least 80 wt. % epoxy.

An aircraft propulsion system includes at least first and second electrical generators, each being configured to provide electrical power to a respective first and second AC electrical network. The system further comprises at least first and second AC electrical motors directly electrically coupled to a respective AC network and coupled to a respective propulsor, and a DC electrical network electrically coupled to the first and second AC networks via respective first and second AC to DC converters, and to a further electrical motor, the further electrical motor being coupled to a propulsor.

A lubrication system for an aircraft engine includes an engine lubricant tank including at least a supply port hydraulically connectable to the aircraft engine, a lubricant makeup port, and an overfill port, an auxiliary lubricant tank, a lubricant makeup conduit hydraulically connecting the auxiliary lubricant tank to the lubricant makeup port. The lubricant makeup conduit includes a pump operable to move lubricant from the auxiliary lubricant tank to the lubricant makeup port, and an overfill conduit hydraulically connecting the overfill port to the auxiliary lubricant tank. A method of operating a lubrication system of an aircraft engine of an aircraft is also disclosed.

A hybrid propulsion chain for an aircraft, the hybrid propulsion chain comprising a plurality of propulsion rotors connected to an electrical distribution module by a plurality of electrical connections, the electrical distribution module being connected, on the one hand, to a non-propulsion turbine engine via an electrical generation system and, on the other hand, to an electric battery, each propulsion rotor comprising a stator member and at least one rotor shaft which is configured to be rotated with respect to the stator member when the stator member is electrically powered, the hybrid propulsion chain comprising an auxiliary mechanical drive system mechanically connected to the non-propulsion turbine engine, the auxiliary mechanical drive system comprising a plurality of mechanical connections for mechanically rotating at least one rotor shaft of each propulsion rotor.

The turboshaft engine for a rotorcraft includes a low pressure spool having a low pressure compressor and a low pressure turbine section, and a high pressure spool having a high pressure compressor and a high pressure turbine section. The spools are independently rotatable relative to one another. The low pressure compressor section includes a mixed flow rotor. A set of variable guide vanes (VGVs) are discposed upstream of each of the low pressure and high pressure compressors, the VGVs being configured to be independently operable relative to one another.

The turboshaft engine for a rotorcraft includes a low pressure spool having a low pressure compressor and a low pressure turbine section, and a high pressure spool having a high pressure compressor and a high pressure turbine section. The spools are independently rotatable relative to one another. The low pressure compressor section includes a mixed flow rotor. A set of variable guide vanes (VGVs) are discposed upstream of each of the low pressure and high pressure compressors, the VGVs being configured to be independently operable relative to one another.

There is provided a system and a method for operating a multi-engine rotorcraft. When the rotorcraft is cruising in an asymmetric operating regime (AOR) at least one engine is an active engine and is operated in an active mode to provide motive power to the rotorcraft and at least one second engine is a standby engine and is operated in a standby mode to provide substantially no motive power to the rotorcraft, at least one of a power level of the at least one second engine is increased and at least one variable geometry mechanism of the at least one second engine is moved to shed any ice accumulation on the at least one second engine.

A gas turbine engine for an aircraft includes a core engine assembly including a compressor section communicating air to a combustor section where the air is mixed with fuel and ignited to generate a high-energy gas flow that is expanded through a turbine section. The turbine section is coupled to drive the compressor section. A free turbine is configured to be driven by gas flow from the core engine. A propulsor section aft of the core engine and is driven by the free turbine. An exhaust duct routes exhaust gases from the core engine to the free turbine. The free turbine is disposed aft of the propulsor section and the exhaust duct includes an outlet aft of the propulsor section communicating gas flow to drive the free turbine. An aircraft is also disclosed.