A gas turbine engine includes a fan positioned at an engine central longitudinal axis, and a fan drive turbine located at the engine central longitudinal axis and configured to drive rotation of the fan. A gas generator is non-coaxial with the fan drive turbine and operably connected to the fan drive turbine such that exhaust from the gas generator drives rotation of the fan drive turbine. An auxiliary power core is located at the engine central longitudinal axis, and one or more bleed passages connect the gas generator and the auxiliary power core. The one or more bleed passages are configured to selectably combine a bleed airflow from the gas generator and an auxiliary core airflow at the auxiliary power core to direct the combined airflow to the fan drive turbine to increase output of the fan drive turbine.

Aircraft turbomachine including a centrifugal compressor, a combustion chamber, the combustion chamber being supplied by the compressor via a diffuser and via a straightener, and a heat exchanger, the exchanger including a first circuit, supplied with exhaust gas from the turbomachine, and a second circuit, which are connected by volutes on the one hand to an outlet of the diffuser and on the other hand to an inlet of the straightener, the volutes having reversed winding directions such that their connection ports to the exchanger are independent of one another and are substantially diametrically opposed, and such that the minimum cross section of each duct is situated at a larger cross section of the other duct.

A gas turbine engine comprises at least a power output turbine unit (POT), which is rotatably arranged inside an outer housing unit, and a compressor-turbine unit (CTU), which is rotatably arranged inside the POT, and the CTU, POT and outer housing unit are arranged about a common axis of rotation (CL). The POT and the CTU are arranged in such close proximity (d) that a dynamic friction coupling is generated between the POT and the CTU.

A turboshaft gas turbine engine comprises, in fluid flow series, a gas-generator compressor, a combustor, a gas-generator turbine, and a free power turbine. The expansion ratios of the turbines are dependent upon an outlet temperature of the combustor, and an expansion relationship between the turbines is defined as the ratio of expansion ratios of the turbines over a running range of non-dimensional power outputs of the gas turbine engine. A second derivative of the expansion relationship is from 0.6 to 1.0.

A starter generator located within a sump region of a turbofan engine and coupled to an adapter shaft. The adapter shaft rotationally coupled to the high pressure shaft, forward of a high pressure shaft bearing, and secured by a spanner nut. The engine makes use of two pluralities of electrical conductors, the first extends through an electrical conduit defined by a forward strut extending from the sump region to the outward casing, the second extends axially away from the electric starter. Each of the first plurality of electrical conductors makes reversible contact with a respective one of the second plurality of electrical conductors via an elbow/pin connector, producing a tight turn in area of limited space.

Disclosed is a turbogenerator, in particular for an electrically-driven rotary wing aircraft, comprising a gas generator equipped with a first shaft, at least one reversible electrical machine, and a free turbine provided with a second shaft and caused to rotate by a gas flow generated by the gas generator. The second shaft is coupled to the at least one electrical machine during all phases of operation of the turbomachine, and the turbomachine further comprises a single mechanical coupling means for coupling the first mechanical shaft to the second mechanical shaft when the electrical machine is operating in motor mode and mechanically uncoupling the first mechanical shaft from the second mechanical shaft when the electrical machine is operating in generator mode.

A low cost, high power density, low emissions general aviation turbine engine (GATE) with improved fuel economy over current engines. Ideally suited for 50 to 500 shaft horsepower (SHP) range aircraft applications such as GA, UAS, UAS, air taxi, helicopters and commercial markets. The engine design features with centrifugal compressor and radial turbine rotors has a high-end practical limit of ˜800 (SHP). The new turboprop incorporates 2 non-concentric spools aero-thermal—pressure coupled wherein staged compressor rotors lend to a simple engine design, optimized high overall engine pressure ratio (OPR) and low specific fuel consumption (SFC). An integral starter-generator system further simplifies the engine design and offers high electrical output power capability for auxiliary power requirements. A 2-stage low emissions combustor with fuel-air premix chambers is incorporated lending to stable combustion at any engine spool speed/power requirement, further fuel optimization and use of a low cost simple fixed pitch propeller. Some other highlights include: any fuel or mixture thereof, TBO greater than piston or other turbine engines, less maintenance costs, oil/filter change at ˜15000 hrs. and other inherent advantages of a gas turbine engine. Of the two spools that make up this turboprop engine, one is the High Pressure (HP) spool that is part of the gas generator using combustor hot gases to power the integral HP turbine rotor, HP compressor and high-speed alternator starter—generator. The other engine spool is the Low-Pressure (LP) spool that receives the HP turbine exhaust heat energy to power the integral LP compressor rotor, LP turbine rotor, integrated gearbox with resultant output shaft horsepower. This invention represents the most advanced engine for general aviation since Charles Edward Taylor's engine powered the Wright Brothers first aircraft-controlled powered flight Dec. 17, 1903.

Disclosed is a turbomachine, comprising a gas generator (13) equipped with a first shaft (18), at least one reversible electrical machine (11), a free turbine (12) provided with a second shaft (17) and caused to rotate by a gas flow generated by the gas generator (13), an accessory gear box (14) and at least one accessory (15, 16).

Said at least one electrical machine (11) is mechanically coupled to said second mechanical shaft (17) via the accessory gear box (14) during all phases of operation of the turbomachine (10), the accessory gear box (14) is coupled to the at least one accessory (15, 16) and the turbomachine (10) further comprises a single mechanical coupling means (20) for mechanically coupling said first mechanical shaft (18) to the accessory gear box (14) in a first configuration and mechanically uncoupling said first mechanical shaft (18) from the accessory gear box (14) in a second configuration.

A low cost, high power density, low emissions general aviation turbine engine (GATE) with improved fuel economy over current engines. Ideally suited for 50 to 500 shaft horsepower (SHP) range aircraft applications such as GA, UAS, UAS, air taxi, helicopters and commercial markets. The engine design features with centrifugal compressor and radial turbine rotors has a high-end practical limit of ˜800 (SHP). The new turboprop incorporates 2 non-concentric spools aero-thermal-pressure coupled wherein staged compressor rotors lend to a simple engine design, optimized high overall engine pressure ratio (OPR) and low specific fuel consumption (SFC). An integral starter—generator system further simplifies the engine design and offers high electrical output power capability for auxiliary power requirements. A 2-stage low emissions combustor with fuel-air premix chambers is incorporated lending to stable combustion at any engine spool speed/power requirement, further fuel optimization and use of a low cost simple fixed pitch propeller. Some other highlights include: any fuel or mixture thereof, TBO greater than piston or other turbine engines, less maintenance costs, oil/filter change at ˜15000 hrs. and other inherent advantages of a gas turbine engine.

Of the two spools that make up this turboprop engine, one is the High Pressure (HP) spool that is part of the gas generator using combustor hot gases to power the integral HP turbine rotor, HP compressor and high-speed alternator starter—generator. The other engine spool is the Low-Pressure (LP) spool that receives the HP turbine exhaust heat energy to power the integral LP compressor rotor, LP turbine rotor, integrated gearbox with resultant output shaft horsepower.

This invention represents the most advanced engine for general aviation since Charles Edward Taylor's engine powered the Wright Brothers first aircraft-controlled powered flight Dec. 17, 1903.

A turboshaft gas turbine engine comprises, in fluid flow series, a gas-generator compressor, a combustor, a gas-generator turbine, and a free power turbine. The expansion ratios of the turbines are dependent upon an outlet temperature of the combustor, and an expansion relationship between the turbines is defined as the ratio of expansion ratios of the turbines over a running range of non-dimensional power outputs of the gas turbine engine. A second derivative of the expansion relationship is from 0.6 to 1.0.