General Electric Company

Ge Avio S.r.l.

General Electric Company Polska Sp. Z O.o.

General Electric Deutschland Holding Gmbh

Randy M Vondrell

Brandon Wayne Miller

Darek Tomasz Zatorski

Kurt David Murrow

Glenn David Crabtree

Daniel Alan Niergarth

Patrick Michael Marrinan

Matthew Ryan Polakowski

Andrew Breeze-Stringfellow

Thomas Kupiszewski

David Marion Ostdiek

Christopher Charles Glynn

Jeffrey Donald Clements

Nikolai N Pastouchenko

Anthony Austin Bouvette

Thomas Ory Moniz

Narendra Digamber Joshi

Paul Robert Gemin

Ian Francis Prentice

Craig William Higgins

Donald Albert Bradley

Jeffrey Anthony Hamel

Lawrence Chih-hui Cheung

Keith A Miedema

Alexander Kimberley Simpson

Samuel Jacob Martin

Michael Anthony Benjamin

Arthur William Sibbach

Manoj Ramprasad Shah

Bugra Han Ertas

Honggang Wang

James William Bray

Richard Louis Hart

Dominic L Barone

William Joseph Solomon

John A Kastl

Ryan St Pierre

Mohamed Osama

Jan Christopher Schilling

Robert Joseph Orlando

Scott Alan Schimmels

Konrad Roman Weeber

Daniel Edward Mollmann

Michael Thomas Gansler

Syed Arif Khalid

Tsuguji Nakano

Robert Charles Hon

Erich Alois Krammer

Daniel Lawrence Tweedt

Jixian Yao

John Christopher Brauer

Wu-Yang Tseng

Kenneth Lee Fisher

Mehdi Milani Baladi

Barry Lynn Allmon

Kevin Edward Hinderliter

Donald Scott Yeager

Nicholas Taylor Moore

Bala Corattiyil

Nicholas Rowe Dinsmore

Robert Harold Weisgerber

Glenn Crabtree

Craig Miller Kuhne

Jeffrey S Spruill

Keith Blodgett

James Grooms

John Leslie Henry

Morris Green Penn

Raymond Felix Patt

James Patrick Dolan

Daniel John Oehrle

David Cory Kirk

Michael Joseph Gambone

Craig Williams Higgins

Alexander Kimberely Simpson

Raymond Anthony Humble

Michael Jay Epstein

Lawrence Chih-Hui Cheung

Darek T Zatorski

Thomas Bonser

A gas turbine engine is provided, comprising: a turbomachine having a compressor section, a combustion section, and a turbine section in serial flow order; and a fan section having a fan drivingly coupled to the turbomachine and an airflow surface rotatable with the fan and exposed to a fan airflow provided to and through the fan during operation of the gas turbine engine, the airflow surface defining a plurality of boundary layer openings configured to ingest a boundary layer of the fan airflow over the airflow surface during operation of the gas turbine engine.

Gas turbine engine

A gas turbine engine is provided. The gas turbine engine includes a turbomachine defining an engine inlet to an inlet duct, a fan duct inlet to a fan duct, and a core inlet to a core duct; a primary fan driven by the turbomachine; and a secondary fan located downstream of the primary fan within the inlet duct. The gas turbine engine defines a thrust to power airflow ratio between 3.5 and 100 and a core bypass ratio between 0.1 and 10, wherein the thrust to power airflow ratio is a ratio of an airflow through a bypass passage over the turbomachine plus an airflow through the fan duct to an airflow through the core duct, and wherein the core bypass ratio is a ratio of the airflow through the fan duct to the airflow through the core duct.

Gas turbine engine with third stream

A turbofan engine for an aircraft includes a fan and a fan actuation system. The fan has a plurality of fan blades coupled to a fan shaft having one or more fan bearings. The fan blades are rotatable about a pitch axis. The fan actuation system is disposed within a fan hub and includes one or more actuators for rotating the fan blades about the pitch axis and one or more radial thrust bearings. The fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24 and given by Nis a number of the fan blades, Dis a fan tip diameter of the fan blades, Ris a thrust bearing radius of the radial thrust bearings, and Lis an axial length from a fan hub tip to the fan bearings.

Turbofan engine including a fan actuation system

A turbine engine including a fan having a plurality of fan blades, a turbo-engine positioned downstream of the fan and having a core inlet, an engine intake that extends to the core inlet, and a variable engine intake system. Air enters the turbine engine through the engine intake. The variable engine intake system includes a plurality of wind condition sensors for sensing wind conditions about the turbine engine, and a controller. The plurality of wind condition sensors includes a first wind condition sensor on a first side of the turbine engine and a second wind condition sensor on a second side of the turbine engine. The controller adjusts the engine intake based on the wind conditions about the turbine engine from the first wind condition sensor and the second wind condition sensor.

Turbine engine having a variable engine intake system

A gas turbine engine includes a turbomachine defining an engine inlet to an inlet duct, a fan duct inlet to a fan duct, and a core inlet to a core duct, a primary fan driven by the turbomachine, a secondary fan located downstream of the primary fan within the inlet duct, and a booster located downstream of the secondary fan and comprising a booster rotor blade, an inlet guide vane, and booster cowl, the booster cowl separating an upstream portion of the fan duct into an upper fan duct having an upper fan duct inlet and a lower fan duct having a lower fan duct inlet, the upper fan duct inlet and lower fan duct inlet collectively forming the fan duct inlet, the inlet guide vane located forward of the booster rotor blade.

A propulsion system for an aircraft can include an electric power source and an electric propulsion assembly having an electric motor and a propulsor. The propulsor can be powered by the electric motor. An electric power bus can electrically connect the electric power source to the electric propulsion assembly. The electric power source can be configured to provide electrical power to the electric power bus. An inverter converter controller can be positioned along the electric power bus and can be electrically connected to the electric power source at a location downstream of the electric power source and upstream of the electric propulsion assembly.

Propulsion system for an aircraft

A turbofan engine includes a fan and a fan actuation system. The fan has a plurality of fan blades. Each of the plurality of fan blades is rotatable about a pitch axis. The fan actuation system includes one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more thrust bearings. The fan actuation system is characterized by a fan actuation system envelope in a range of 300 to 1860. The fan actuation system envelope is given by where Nis a number of the plurality of fan blades, Dis a fan tip diameter of the plurality of fan blades, Mis a Mach number of the turbofan engine at cruise operating conditions, and Ris a thrust bearing radius of the one or more thrust bearings.

A gas turbine engine is provided. The gas turbine engine includes a turbomachine having a compressor section, a combustor, and a turbine section arranged in serial flow order, the turbomachine further including an outer casing and, during operation of the gas turbine engine, an exhaust gas flow from the turbine section; and a fuel cell assembly positioned within the outer casing of the turbomachine, the fuel cell assembly having a fuel cell defining an inlet positioned to receive a portion of the exhaust gas flow, an outlet positioned to provide output products directly to the exhaust gas flow, or both.

Gas turbine engine and fuel cell assembly

A gas turbine engine is provided. The gas turbine engine includes a turbomachine having a compressor section, a combustor, and a turbine section arranged in serial flow order, the turbomachine further including an outer casing; a fuel cell assembly positioned within the outer casing of the turbomachine, the fuel cell assembly including a fuel cell and an output products line in fluid communication with an outlet of the fuel cell for receiving output products from the fuel cell; a fuel delivery assembly including a fuel line; and a reformer in communication with the fuel line and the output products from the fuel cell during operation of the gas turbine engine to convert a fuel flow through the fuel line to a hydrogen rich gas.

An electric propulsor is provided. The electric propulsor includes a core cowl and an outer cowl. A first air flowpath is defined radially outward of the outer cowl and a second air flowpath is defined between the core cowl and the outer cowl. The electric propulsor also includes one or more electric machines, a fan rotatably drivable by at least one electric machine, and a booster having a plurality of airfoils disposed at least in part in the second air flowpath, the booster being rotatably drivable by at least one electric machine for compressing air flowing along the second air flowpath. The electric propulsor further includes a heat exchanger disposed within the second air flowpath downstream of the booster, the heat exchanger being in thermal communication with at least one of the one or more electric machines and/or a gearbox mechanically coupled with the fan.

Electric propulsor with electric machine in thermal communication with a heat exchanger

A gas turbine engine defines an axial direction and a radial direction and comprises a turbomachine having an unducted primary fan, a core engine a combustor casing enclosing a combustor and defining an outer surface, a core cowl surrounding at least a portion of the core engine. The outer surface of the core cowl defines a peak cowl diameter (D) in the radial direction, and the outer surface of the combustor casing defines a maximum combustor casing diameter (d) along the radial direction. The core engine defines an overall core axial length (L) along the axial direction and an under-core cowl axial length (L) along the axial direction. The gas turbine engine defines a core cowl diameter ratio (CDR) equal to the peak cowl diameter (D) divided by the maximum combustor casing diameter (d) and a core cowl length ratio (CLR) equal to the under-core cowl axial length (L) divided by the overall core axial length (L). The CDR is between 2.7 and 3.5 and the CLR is between 0.25 and 0.50.

An example turbo engine includes a rotary hub and a propeller including a blade coupled to the rotary hub. The blade is rotatable about a radial axis to change a pitch of the blade. The turbo engine also includes a blade pitch actuation system including an actuator coupled to the blade. The actuator is moveable in a first direction to rotate the blade to a feather position and in a second direction to rotate the blade away from the feather position. The blade pitch actuation system also includes a hydraulic system to provide hydraulic fluid to one or more hydraulic chambers to move the actuator and a pressurized pneumatic chamber formed by a portion of the actuator. The pressurized pneumatic chamber biases the actuator in the first direction to move the blade to the feather position in an event of failure of the hydraulic system.

Turbo engine having blade pitch actuation system for variable pitch fan

A hybrid electric aircraft equipped with gyroscopic stabilization control is provided. In one aspect, a hybrid electric aircraft includes a turbo-generator having a gas turbine engine and an electric generator operatively coupled thereto for generating electrical power. The turbo-generator defines a rotation axis. The aircraft also includes one or more electrically-driven propulsors for producing thrust for the aircraft. In addition, the aircraft includes a pivot mount operatively coupled with the turbo-generator. To provide gyroscopic stabilization control of the aircraft, the pivot mount is controlled to adjust the rotation axis of the turbo-generator relative to a prime stability axis of the aircraft. Additionally or alternatively, a rotational speed of the turbo-generator can be changed to provide gyroscopic stabilization control of the aircraft.

Hybrid electric aircraft with gyroscopic stabilization control

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Cincinnati, OH, United States of America

Randy M Vondrell