Pratt & Whitney Canada

A modular floor stand (20) for supporting an aircraft engine (30) includes a first cart (40) having a first base (41) equipped with a first set of wheels (42), and first engine support members (43) extending upwardly from the first base (41). The modular floor stand (20) further includes a second cart (50) having a second base (51) equipped with a second set of wheels (52), and second engine support members (53) extending upwardly from the second base (51), the second cart (50) sized and shaped to selectively engage the first cart (40) in a nested arrangement. A linking bar (60) has a first end (60a) detachably connectable to the first cart (40) and a second end (60b) detachably connectable to the second cart (50). The linking bar (60) is configured to rigidly retain the first cart (40) and the second cart (50) in a fixed opposed facing relationship.

A system for controlling operation of engines of a multi engine aircraft includes an idle cruise regimen controller configured to actuate exit of a selected engine from a standby mode of operation. The idle cruise regimen controller is further configured to increase a maximum gas generator speed limit (NHMAX) of the selected engine from a standby mode level (604) to a predetermined exit limit (612), decrease a maximum torque limit (QMAX) of the selected engine to 20% of a maximum torque level (614), maintain the maximum torque limit (QMAX) of the selected engine at the 20% of the maximum torque level (614) for a predetermined warm up period, increase a gas generator speed (NH) of the selected engine to a first gas generator speed level (616), increase the maximum torque limit (QMAX) to a maximum torque level (600) and increase a speed of the selected engine to a re-engagement speed responsive to increasing of the maximum torque limit (QMAX).

An apparatus for protecting signals from electromagnetic interference comprising a first conducting wire (302) configured to carry the signals from a first end of the first conducting wire (302) to a second end of the first conducting wire (302). A shield (306) made of a conducting material surrounds the first conducting wire (302) from the first end of the first conducting wire (302) to the second end of the first conducting wire (302). A second conducting wire (300) is associated with the shield (306). A ground connection connects the second conducting wire (300) to ground at a single location.

A system for controlling operation of engines of a multi engine aircraft between standby mode and active mode includes an idle cruise regimen controller configured to actuate abnormal exit of a selected engine from the standby mode of operation. The idle cruise regimen controller is further configured to increase a maximum gas generator speed limit (NHMAX) of the selected engine from a standby mode level (604) to a predetermined exit limit (612), increase a speed of the selected engine to a re-engagement speed responsive to increasing of the maximum gas generator speed limit (NHMAX) and maintain a maximum torque limit (QMAX) of the selected engine at a maximum torque level (600) during increase of a gas generator speed (NH).

A system for controlling operation of engines (102, 104) of a multi engine aircraft between standby mode and active mode comprising an idle cruise regimen controller (304) configured to actuate entry of a selected engine (102, 104) into the standby mode of operation in response to receipt of an indication of the selected engine (102, 104) as a standby engine. The idle cruise regimen controller (304) is further configured to decrease a torque of the selected engine (102, 104) until the torque of the selected engine (102, 104) reaches a low setting, reduce a gas generator speed of the selected engine (102, 104) to a first target speed responsive to the torque of the selected engine (102, 104) reaching the low setting, maintain the gas generator speed of the selected engine (102, 104) at the first target speed for a predetermined cool down period and reduce the gas generator speed of the selected engine (102, 104) from the first target speed to a second target speed after expiration of the predetermined cool down period.

A system for selecting an active engine and a standby engine in an aircraft having at least two engines (102, 104) includes an engine selection controller (110) configured to select a first engine of the at least two engines (102, 104) to operate in a standby mode and a second engine of the at least two engines (102, 104) to operate in an active mode responsive to at least one engine selection parameter and generate engine mode selection data indicating the first engine to operate in standby mode. The engine selection controller (110) is further configured to output the engine mode selection data to an Idle Cruise Regimen (ICR) controller (304). A memory (106; 302) is configured to store the engine mode selection data indicating the selected first engine to operate in the standby mode from the engine selection controller (110) and sensor data from the at least two engines (102, 104).

A rotating seal assembly (24) of a gas turbine engine (14) includes a rotating seal element (34), and a rotationally stationary seal support (36; 64) positioned radially outboard of the rotating seal element (34). The rotating seal element (34) and the seal support (36; 64) are configured to define a seal interface therebetween. The seal element (34) includes an axial pump portion (54) defined by one or more axially and circumferentially extending grooves (56) to urge an airflow (50) therethrough. The airflow (50) is configured to prevent a fluid from entering the seal interface. The axial pump portion (54) defines a radial running clearance (62) with a floating seal (60).

The air oil separator (130) can have a Venturi conduit (134) having, in sequential fluid flow communication along a fluid path, an inlet, a converging section (140), a throat section (142), a diverging section (144) and an air outlet, a motive flow nozzle (132) coaxial to the Venturi conduit (134) and directed to the inlet, a secondary flow passage between the motive flow nozzle (132) and the inlet, and an annular groove (160) defined around the fluid path, between the throat section (142) and the diverging section (144), the annular groove (160) fluidly connecting an oil outlet.

A method is provided for operating an aircraft engine (10) in a fire-induced emergency state. The engine (10) is housed in a nacelle (41) defining a nacelle bypass duct (43) having a first outlet (45a) fluidly connected to an inlet (11) of the engine (10) and a second outlet (45b) fluidly connected to an environment external to the nacelle (41). An indication of a fire of the aircraft engine (10) is received. In response to receiving the indication, an emergency shutdown sequence of the engine (10) is initiated. In response to the initiating the emergency shutdown sequence, a volume of air entering the inlet (11) of the aircraft engine (10) is increased by restricting air flow through the second outlet (45b) of the nacelle bypass duct (43). The volume of air entering the inlet (11) is used to drive a rotor (14) of the engine (10). The rotor (14) is used to drive an oil pump (32) to circulate oil through a main oil conduit (35) of the engine (10).

A gearbox de-oiler comprises a housing (102) mounted to a shaft (104) for rotation therewith. The housing (102) defines a chamber (102e) containing a porous separator matrix (114). The chamber (102e) has an air-oil mixture inlet (106), an oil outlet (108) and an air outlet (110). A separation plate (120) separates the porous separator matrix (114) into a primary flow path segment (F1) and a secondary flow path segment (F2). The primary flow path segment (F1) extends axially from and fluidly connects the air-oil mixture inlet (106) to a radial passage. The secondary flow path segment (F2) extends axially from and fluidly connects the radial passage to the air outlet (110), ) axially overlaps the primary flow path segment (F1) and is disposed radially inwardly with respect thereto. Oil collector tubes (140) projects radially outwardly from the separation plate (120) across at least a portion of the primary flow path segment (F1) for fluidly connecting the secondary flow path segment (F2) to the oil outlet (108).