The Boeing Company

David S Krug

Travis Allen Reynolds

Kamiar J Karimi

Andrew Johnson

George Michael Roe

Mark Eugene Liffring

Paul Robert Tretow

Thomas F Currier

Christopher Mark Severns

Mark William Lesyna

Andrew John Bayliss

Royal E Boggs

Keith Douglas Choyke

Michelle Louise Courtney

Scott Schorn

John Carl Szillat

Ian Whiteside

Angela O'Gorman

Christopher J Thompson

Phil McGovern

Steve Higginson

Vladimir Anton

Travis Reynolds

Phil Mcgovern

Christopher M Sevems

Auxiliary power systems, aircraft including the same, and related methods are disclosed herein. In one embodiment, the aircraft includes an airframe and an auxiliary power system that includes an auxiliary power unit (APU), an APU controller, and a bleed air temperature (BAT) sensor. The APU defines a bleed air outlet and is configured to regulate a BAT of a bleed air flow generated by the auxiliary power unit. The BAT sensor is positioned at a remote BAT location that is outside the bleed air outlet of the APU. In another embodiment, the auxiliary power system includes an APU configured to generate a bleed air flow, an APU controller configured to receive and transmit signals, and a BAT sensor suite configured to measure the BAT of the bleed air flow and to generate a BAT signal that is based, at least in part, on the BAT.

Auxiliary power systems, aircraft including the same, and related methods

Auxiliary power systems, aircraft including the same, and related methods. An auxiliary power system comprises an auxiliary power unit (APU) controller and an APU with an air intake, a powerhead, and a load compressor stage. The load compressor stage includes a flow regulator assembly, a load compressor, and a bleed air temperature (BAT) sensor for generating a BAT signal. The APU controller regulates a flow rate of a load compressor airflow through the load compressor based on the BAT signal. A method of utilizing an auxiliary power system includes compressing a load compressor airflow to generate a bleed air flow, measuring the BAT with a BAT sensor, generating a BAT signal based on the BAT, transmitting the BAT signal to an APU controller, generating a flow regulator command with the APU controller, transmitting the flow regulator command to a flow regulator assembly, and controlling a flow regulator assembly.

An aircraft may include at least one secondary power system requiring secondary power, at least two main engines, and at least three non-propulsive utility power (NPUP) generation systems. The NPUP generation systems may each be configured to provide full-time secondary power during operation of the aircraft. The NPUP generation systems may be configured to provide at least a portion of the secondary power required by the secondary power system.

Non-propulsive utility power (NPUP) generation system for providing secondary power in an aircraft

Non-propulsive utility power (NPUP) generation system for providing full-time secondary power during operation of an aircraft

A lubrication distribution system for an engine is disclosed. The system includes a source of lubricant for the engine and at least one feed line fluidly connected to the source of lubricant. The feed line includes a wall defining a passageway and an orifice. The feed line terminates at the orifice, and lubricant flows through the passageway and exits the feed line through the orifice. The feed line also includes a heating element contained substantially within the wall of the feed line and located at or directly upstream of the orifice. The heating element is selectively activated to heat the lubrication flowing through the passageway and exiting the orifice.

Engine lubrication heating system

An engine cooling system may include a housing forming an enclosed duct having an air intake opening, an air intake door, an exhaust opening, and an exhaust door; at least one heat exchanger positioned within the duct such that ambient air entering the air intake opening flows through the duct to contact the at least one heat exchanger and exits the duct through the exhaust opening; and a controller connected to vary a degree that one or both of the air intake door and exhaust door is open to modulate a mass flow rate of ambient air contacting the at least one heat exchanger to vary a heat transfer from the at least one heat exchanger to the ambient air in the duct to maintain a temperature of a fluid within the at least one heat exchanger within a preferred temperature range.

Engine cooling system

An air charge system for an internal combustion engine may include a charge path having a charge inlet configured to receive air, and a charge outlet configured to convey air to an intake of the internal combustion engine; a first compressor in the charge path, the first compressor being driven by a motor and configured to receive the air from the charge inlet and increase temperature, pressure and volumetric flow rate of the air in the charge path; a first valve in the charge path downstream of the first compressor configured to divert at least a portion of the air leaving the first compressor from exiting the charge path through the charge outlet; and a controller configured to modulate at least one of the first valve and a speed of the motor to adjust a volumetric flow rate of air leaving the charge outlet.

Air charge system and method for an internal combustion engine

An engine cooling system may include a housing forming an enclosed duct having an air intake opening, at least one heat exchanger positioned within the duct such that ambient air entering the air intake opening contacts the at least one heat exchanger, at least one radiator circulating coolant for the engine, at least one radiator positioned in the duct such that ambient air entering the air intake opening contacts at least one radiator, and the duct configured to include an exhaust opening positioned downstream of the at least one heat exchanger and the at least one radiator, such that ambient air flows in the air intake opening, through the duct to contact the heat exchanger and the radiator, and exits the duct through the exhaust opening.

A method and apparatus comprising a tube, an opening in the tube, and a valve associated with the opening. The tube is configured to carry an inert gas in a fuel tank. The valve is configured to control an amount of the inert gas that exits the opening based on a level of fuel relative to the opening.

Inert gas distribution system for a fuel tank

A fuel system for an aircraft has a vent system. The system has a conduit opening into the fuel section. The system has a member connected to the conduit at a proximal end. The member has a seal plate within the conduit sealing the opening into the fuel section when a buoyant section at a distal end rises along with the seal plate through the member with a rise in fluid level within the fuel section.

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Kirkland, WA, United States of America

David S Krug