The invention relates to a cradle (10) for an aircraft turbopropeller engine (12) of a substantially axial orientation, comprising a front arch (16) and a rear arch (18) extending transversely relative to said axial direction (A), said arches (16, 18) being open at their lower ends and connected to each other by at least one axial longeron (34) extending between said arches (16, 18), characterised in that the longeron (34) is arranged in an upper portion of the cradle (10) and is formed in a single piece with the front arch (16).

A compound engine assembly including a common air conduit having an inlet in fluid communication with ambient air, a compressor, at least one internal combustion engine having an inlet in fluid communication with an outlet of the compressor, a turbine section having an inlet in fluid communication with an outlet of the at least one internal combustion engine, the turbine section configured to compound power with the at least one internal combustion engine, and at least one heat exchanger in fluid communication with the common air conduit, each of the at least one heat exchanger configured to circulate a fluid of the engine assembly in heat exchange relationship with an airflow from the common air conduit circulating therethrough. The compressor has an inlet in fluid communication with the common air conduit upstream of the at least one heat exchanger. The internal combustion engine may be a reciprocating engine.

An electronic control system (30) for a turbopropeller engine (1) having a gas turbine (2, 4, 5, 6) and a propeller (7), coupled to the gas turbine, the control system (10) having a propeller control unit (14) and a turbine control unit (15) to jointly control engine power output based on an input request (PLA), wherein the propeller control unit (14) has a first reference generator (16), to determine a reference propeller speed (N.sub.pref) based on the input request (PLA), and a first regulator (19), to regulate a propeller speed (N.sub.p). The propeller control unit (14) has a reference correction stage (31) to apply a correction to the reference propeller speed (N.sub.pref) and generate thereby a corrected reference propeller speed (I), and the first regulator (19) regulates the propeller speed (N.sub.p) based on the corrected reference propeller speed (I) to achieve optimized efficiency.

An aircraft engine, has: an inlet leading to a compressor section, the inlet extending circumferentially around a central axis; an annular inlet duct extending circumferentially around the central axis, the annular inlet duct having a duct inlet fluidly connected to an environment outside of the aircraft engine and a duct outlet fluidly connected to the inlet, the duct outlet extending circumferentially around the central axis; and a flow restrictor located within the annular inlet duct, the flow restrictor extending across the annular inlet duct, being movable within the annular inlet duct along a circumferential direction relative to the central axis in response to a fluid pressure differential on opposed sides of the flow restrictor.

An aircraft engine, has: an inlet leading to a compressor section, the inlet extending circumferentially around a central axis; an annular inlet duct extending circumferentially around the central axis, the annular inlet duct having a duct inlet fluidly connected to an environment outside of the aircraft engine and a duct outlet fluidly connected to the inlet, the duct outlet extending circumferentially around the central axis; and a flow restrictor located within the annular inlet duct, the flow restrictor extending across the annular inlet duct, being movable within the annular inlet duct along a circumferential direction relative to the central axis in response to a fluid pressure differential on opposed sides of the flow restrictor.

Hybrid propulsion engines for aircraft are described herein. An example hybrid propulsion engine includes a propulsor and a gas turbine engine to drive the propulsor during a first mode of operation. The gas turbine engine has a core air intake. The hybrid propulsion engine also includes an electric motor to drive the propulsor during a second mode of operation and a damper disposed in the core air intake of the gas turbine engine to block airflow through the core air intake during the second mode of operation.

An apparatus for providing foreign object debris protection and anti-icing capabilities to an air intake of an aircraft engine. The apparatus includes a frame having at least a portion configured to conduct fluids. A tube is positioned such that different portions of the frame are fluidly connected. There is a discharge outlet defined within the frame that is configured to discharge fluids from the frame into the air intake. An inlet is defined within the frame and is fluidly connected to a compressor section of the aircraft engine. In this manner, air from the compressor section of the aircraft engine can flow through the inlet, through the tube, and through the discharge outlet, to return to the compressor section of the aircraft engine.

A turboprop includes a rotary propeller upstream from an engine and an air intake that is not coaxial to the propeller, said air intake defining a conduit for supplying air to the engine and further defining a bypass to said conduit, the bypass having an outlet oriented substantially axially towards the downstream of the engine. The turboprop further includes a nacelle surrounding the engine and the air intake, wherein the air intake is secured to a housing of the engine and is not rigidly connected to the nacelle, so as to allow, during operation, relative movements between the air intake and the nacelle. The outlet is connected by a flexible link to an intake of an air circuit carried by the nacelle.

A propulsion system for an aircraft has at least two fans with each fan having a fan drive shaft. A turboshaft gas turbine engine drives each of the at least two fans. The turboshaft engine drives an output shaft which drives a gear to, in turn, engage to drive a gear on a first intermediate shaft extending from the turboshaft gas turbine engine in a rearward direction toward an intermediate fan drive shaft. The intermediate fan drive shaft drives the fan drive shaft, and the at least two first intermediate drive shafts extending over a distance that is greater in an axial dimension defined between the turboshaft gas turbine engine and the fan than it is in a width dimension defined between the at least two fans.

The invention relates to a cradle (10) for an aircraft turbopropeller engine (12) of a substantially axial orientation, comprising a front arch (16) and a rear arch (18) extending transversely relative to said axial direction (A), said arches (16, 18) being open at their lower ends and connected to each other by at least one axial longeron (34) extending between said arches (16, 18), characterised in that the longeron (34) is arranged in an upper portion of the cradle (10) and is formed in a single piece with the front arch (16).