Lord Corporation

Gerald P Whiteford

Daniel Zameroski

Kirk W Olsen

Scott K Thompson

Paul T Herbst

Jonathan Sacco

Pat Sheridan

James A Maciak

Jason Gregory

Douglas Edward Ivers

Dennis P McGuire

Peter J Jones

Paul Joseph Bachmeyer

Thomas R Law

Michael D Janowski

Kevin C Cooney

Douglas C Leicht

John L Sheppard

Jacques Lemire

Sean A Coots

Henry T Wu

Francis J DePriest

Daniel C Zameroski

The present disclosure provides an improved circular force generator having a housing configured to reduce vibrational forces transmitted to an aircraft structure. Additionally, the disclosed configuration provide the necessary safety redundancies required by the aviation industry. The circular force generator includes mounting point around the exterior of the CFG housing and a central mounting point thereby providing redundant mounting points.

Force generator with center attachment and/or redundant attachment points

Compliant mounting systems, devices, and methods for mounting a vehicle engine to a vehicle structure or base include a top mount, a lower mount, a center trunnion mount, and an aft mount which are configured to react forces transmitted by the engine to the vehicle structure. Metallic and elastomeric elements can provide vibrational and force isolation characteristics. Stops (e.g., snubbing elements) allow for a specific range of motion before internal mount structures contact each other to act as a conventional hard mount. Fluid elements and compressible gas-filled spaces/bladders may be incorporated to provide fluid damping behaviors to complement the metallic and elastomeric elements.

Engine mount system and elements for reduced force transmission and reduced static motion

Engine mount system and elements for reduced force transmission and reduced static motion and associated methods

Devices, systems, and methods for damping vibration of a structural component or power-transmission shafts are disclosed. Damping devices, systems, and methods utilize a lightweight damping device, which is targeted at reducing the resonant amplitude of the first several beaming modes and/or torsional modes of bending a structural component comprising a hollow shaft or strut. The damping device includes a stiff concentric tube with damping elements disposed at each end. The device is inserted within the original structural component or shaft and attached thereto. When the primary shaft undergoes bending due to modal characteristics, the damping elements react to dissipate energy, which effectively reduces the resonant amplitude.

Damping devices, systems and methods for hollow shafts, struts, and beams with bending modes

Aft-mounting systems, devices, and methods for turboprop and turboshaft engines include two or more coupling elementsthat are configured to couple an aft portion of an engine of an aircraft to a support structure of the aircraft. The two or more coupling elements are together configured to react forces generated in a vertical direction and in a lateral direction transverse to the engine but allow substantially unrestricted rotation of the engine with respect to the support structure about an axis of rotation of the engine.

Anti-torque aft-mounting systems, devices, and methods for turboprop/turboshaft engines

An engine mount system having failsafe securement points. The engine mount system includes a forward mount carrying a coat hanger shackle having a spherical bearing and a cylindrical bearing. Securement of the engine mount to a support utilizes pins and bolts with a retaining double wrench washer incorporated into the final mounting structure. The engine mount system additionally includes an aft mount.

Aircraft engine mount

An engine mount system having failsafe securement points. The engine mount system includes a forward mount carrying a coat hanger shackle having a spherical bearing and a cylindrical hearing. Securement of the engine mount to a support utilizes pins and bolts with a retaining double wrench washer incorporated into the final mounting structure. The engine mount system additionally includes an aft mount.

The invention includes an aircraft engine mounting system for mounting an aircraft engine to an aircraft. The mounting system includes a yoke member having a first end and a second end, with an aircraft attachment between the first end and the second end, the aircraft attachment for interfacing the yoke member with the aircraft, the yoke member having a yoke member length (YL) from the first end to the second end. The mounting system preferably includes a first engine mount, the yoke member first end contained by the first engine mount, with the first engine mount having first engine mount housing grounded to the aircraft engine. The mounting system preferably includes a second engine mount, the yoke member second end contained by the second engine mount, with the second engine mount having a second engine mount housing grounded to the aircraft engine.

Aircraft engine mounting system and method of mounting aircraft engines

An engine attachment system (EAS) includes a forward collar (), an aft collar (), at least one truss subassembly () disposed between the forward collar and the aft collar for supporting an engine, and at least one vibration isolator () integrated with each of the forward and aft collars for isolating engine vibration and reducing noise. A method of attaching a turboprop engine includes providing an EAS and hoisting a turboprop engine at least partially within the at least one truss subassembly ().

Turboprop engine attachment systems and methods

An aircraft mounting system is provided having a yoke that is interlocked with engine mounts securable to the engine and the yoke is interchangeable with other yokes on other engines. An aft engine mount is also provided.

In an embodiment the invention includes an aircraft engine mounting system () for mounting an aircraft engine to an aircraft. The aircraft engine mounting system preferably includes an airframe structure member having a first engine end () and a distal second engine end (), with an aircraft attachment between the first engine end and the distal second engine end, the aircraft attachment for interfacing the airframe structure member with the aircraft, the airframe structure member having an airframe structure member length (YL) from the first engine end to the distal second engine end. The aircraft engine mounting system preferably includes a first engine attachment structure member (), the airframe structure member first engine end () contained by the first engine attachment structure member, with the first engine attachment structure member having an outer engine mount member () grounded to the aircraft engine. The aircraft engine mounting system preferably includes a second engine attachment structure member (), the airframe structure member second engine end () contained by the second engine attachment structure member, with the second engine attachment structure member having an outer engine mount member () grounded to the aircraft engine. The aircraft engine mounting system preferably includes the first engine attachment structure member () and the second engine attachment structure member () grounded to the aircraft engine with a mounts spacing (MS) between the first engine.

The invention provides an aircraft with an auxiliary power unit isolated from the aircraft. An auxiliary power unit suspension system includes at least one suspension linkage. The suspension linkage terminates with a first low stiffness elastomeric rod end. The low stiffness elastomeric rod end has a low spring rate with the aircraft auxiliary power unit suspension system providing the aircraft auxiliary power unit with a suspended auxiliary power unit natural frequency, the suspended auxiliary power unit natural frequency below the aircraft auxiliary power unit operation frequency.

Aircraft auxiliary power unit suspension system for isolating an aircraft auxiliary power unit

A system for supporting an auxiliary power unit in an aircraft tailcone wherein the auxiliary power unit is supported by a focalized suspension system supporting the power unit, the focalized suspension system having a plurality of support means each having a line of action, the lines of action intersecting at the focal point. The support system simplifies removal and installation of the auxiliary power unit from and into the aircraft's tailcone.

Mounting assembly for an aircraft auxiliary power unit and method

A device for absorbing vibration is disclosed, along with compensator elements for use therein. The device comprises a primary fluid system for dynamic isolation and/or damping, and a volume compensator having an auxiliary chamber fluidly interconnected with, but dynamically isolated from, the primary fluid system. The volume compensator features a compensator element having an elastic layer in fluid communication with the auxiliary chamber and disposed in sealing engagement within the device. The compensator element advantageously comprises a deformable elastomer stiffener cooperative with the elastic layer for providing static pressurization to the primary fluid system. The compensator element may further provide a reduced rate of change in volume stiffness characteristic that allows the fluid pressure in the primary fluid system to increase at a reduced rate. Further, the reduced rate characteristic prevents excessive static pressure swings. The compensator element may further comprise a seal bead. Additionally, the device features an adhesive bond fluidly sealing at least one end of the primary fluid system.

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Waterford, PA, United States of America

Gerald P Whiteford