Engine mount system for a gas turbine engine

Information

  • Patent Grant
  • 11731773
  • Patent Number
    11,731,773
  • Date Filed
    Friday, August 6, 2021
    3 years ago
  • Date Issued
    Tuesday, August 22, 2023
    a year ago
Abstract
A gas turbine engine includes, among other things, a propulsor section including a rotor, a gear train, a low spool and a high spool. A static structure includes a first case and a second case. A mount system includes a forward mount and an aft mount arranged in a plane containing an engine axis of rotation. The forward mount is secured to the first case. The aft mount is secured to the second case.
Description
BACKGROUND

The present invention relates to a gas turbine engine and more particularly to an engine mounting configuration for the mounting of a turbofan gas turbine engine to an aircraft pylon.


A gas turbine engine may be mounted at various points on an aircraft such as a pylon integrated with an aircraft structure. An engine mounting configuration ensures the transmission of loads between the engine and the aircraft structure. The loads typically include the weight of the engine, thrust, aerodynamic side loads, and rotary torque about the engine axis. The engine mount configuration must also absorb the deformations to which the engine is subjected during different flight phases and the dimensional variations due to thermal expansion and retraction.


One conventional engine mounting configuration includes a pylon having a forward mount and an aft mount with relatively long thrust links which extend forward from the aft mount to the engine intermediate case structure. Although effective, one disadvantage of this conventional type mounting arrangement is the relatively large “punch loads” into the engine cases from the thrust links which react the thrust from the engine and couple the thrust to the pylon. These loads tend to distort the intermediate case and the low pressure compressor (LPC) cases. The distortion may cause the clearances between the static cases and rotating blade tips to increase which may negatively affect engine performance and increase fuel burn.


SUMMARY

A gas turbine engine according to an exemplary aspect of the present disclosure includes a core nacelle defined about an engine centerline axis, a fan nacelle mounted at least partially around the core nacelle to define a fan bypass airflow path for a fan bypass airflow, a gear train defined along an engine centerline axis, the gear train defines a gear reduction ratio of greater than or equal to about 2.3, a spool along the engine centerline axis which drives the gear train, the spool includes a three to six (3-6) low pressure turbine, and a fan variable area nozzle axially movable relative to the fan nacelle to vary a fan nozzle exit area and adjust a pressure ratio of the fan bypass airflow during engine operation.


In a further non-limiting embodiment of any of the foregoing gas turbine engine embodiments, the gear train may define a gear reduction ratio of greater than or equal to about 2.5.


In a further non-limiting embodiment of any of the foregoing gas turbine engine embodiments, the engine may further include a controller operable to control the fan variable area nozzle to vary the fan nozzle exit area and adjust the pressure ratio of the fan bypass airflow.


In a further non-limiting embodiment of any of the foregoing gas turbine engine embodiments, the controller may be operable to reduce the fan nozzle exit area at a cruise flight condition. Additionally or alternatively, the controller may be operable to control the fan nozzle exit area to reduce a fan instability.


In a further non-limiting embodiment of any of the foregoing gas turbine engine embodiments, the fan variable area nozzle may define a trailing edge of the fan nacelle.


In a further non-limiting embodiment of any of the foregoing gas turbine engine embodiments, the gear train may drive a fan within the fan nacelle.


In a further non-limiting embodiment of any of the foregoing gas turbine engine embodiments, the low pressure turbine may be a five (5) stage low pressure turbine.


In a featured embodiment, a gas turbine engine comprises a gear train defined along an axis. A spool along the axis drives the gear train and includes a low stage count low pressure turbine. A fan is rotatable at a fan speed about the axis and driven by the low pressure turbine through the gear train. The fan speed is less than a speed of the low pressure turbine. A core is surrounded by a core nacelle defined about the axis. A fan nacelle is mounted at least partially around the core nacelle to define a fan bypass airflow path for a fan bypass airflow. A bypass ratio defined by the fan bypass passage airflow divided by airflow through the core is greater than about ten (10).


In another embodiment according to the previous embodiment, the low stage count includes six or fewer stages.


In another embodiment according to any of the previous embodiments, the low pressure turbine is one of three turbine rotors. The low pressure turbine drives the fan, while the other two of the turbine rotors each drive a compressor section.


In another embodiment according to any of the previous embodiments, a high pressure turbine is also included, with each of the low pressure turbine and the high pressure turbine driving a compressor rotor.


In another embodiment according to any of the previous embodiments, the gear train is positioned intermediate a compressor rotor driven by the low pressure turbine and the fan.


In another embodiment according to any of the previous embodiments, the gear train is positioned intermediate the low pressure turbine and the compressor rotor is driven by the low pressure turbine.


Although the different examples have the specific components shown in the illustrations, embodiments of this invention are not limited to those particular combinations. It is possible to use some of the components or features from one of the examples in combination with features or components from another one of the examples.


These and other features disclosed herein can be best understood from the following specification and drawings, the following of which is a brief description.





BRIEF DESCRIPTION OF THE DRAWINGS

The various features and advantages of this invention will become apparent to those skilled in the art from the following detailed description of the currently disclosed embodiment. The drawings that accompany the detailed description can be briefly described as follows:



FIG. 1A is a general schematic sectional view through a gas turbine engine along the engine longitudinal axis;



FIG. 1B is a general sectional view through a gas turbine engine along the engine longitudinal axis illustrating an engine static structure case arrangement on the lower half thereof;



FIG. 1C is a side view of an mount system illustrating a rear mount attached through an engine thrust case to a mid-turbine frame between a first and second bearing supported thereby;



FIG. 1D is a forward perspective view of an mount system illustrating a rear mount attached through an engine thrust case to a mid-turbine frame between a first and second bearing supported thereby;



FIG. 2A is a top view of an engine mount system;



FIG. 2B is a side view of an engine mount system within a nacelle system;



FIG. 2C is a forward perspective view of an engine mount system within a nacelle system;



FIG. 3 is a side view of an engine mount system within another front mount;



FIG. 4A is an aft perspective view of an aft mount;



FIG. 4B is an aft view of an aft mount of FIG. 4A;



FIG. 4C is a front view of the aft mount of FIG. 4A;



FIG. 4D is a side view of the aft mount of FIG. 4A;



FIG. 4E is a top view of the aft mount of FIG. 4A;



FIG. 5A is a side view of the aft mount of FIG. 4A in a first slide position; and



FIG. 5B is a side view of the aft mount of FIG. 4A in a second slide position.



FIG. 6 shows another embodiment.



FIG. 7 shows yet another embodiment.





DETAILED DESCRIPTION


FIG. 1A illustrates a general partial fragmentary schematic view of a gas turbofan engine 10 suspended from an engine pylon 12 within an engine nacelle assembly N as is typical of an aircraft designed for subsonic operation.


The turbofan engine 10 includes a core engine within a core nacelle C that houses a low spool 14 and high spool 24. The low spool 14 includes a low pressure compressor 16 and low pressure turbine 18. The low spool 14 drives a fan section 20 connected to the low spool 14 either directly or through a gear train 25.


The high spool 24 includes a high pressure compressor 26 and high pressure turbine 28. A combustor 30 is arranged between the high pressure compressor 26 and high pressure turbine 28. The low and high spools 14, 24 rotate about an engine axis of rotation A.


The engine 10 in one non-limiting embodiment is a high-bypass geared architecture aircraft engine. In one disclosed, non-limiting embodiment, the engine 10 bypass ratio is greater than about six (6), with an example embodiment being greater than about ten (10), the gear train 25 is an epicyclic gear train such as a planetary gear system or other gear system with a gear reduction ratio of greater than about 2.3 and the low pressure turbine 18 has a pressure ratio that is greater than about 5. In one disclosed embodiment, the engine 10 bypass ratio is greater than ten (10:1), the turbofan diameter is significantly larger than that of the low pressure compressor 16, and the low pressure turbine 18 has a pressure ratio that is greater than 5:1. The gear train 25 may be an epicycle gear train such as a planetary gear system or other gear system with a gear reduction ratio of greater than about 2.5:1. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present invention is applicable to other gas turbine engines including direct drive turbofans.


Airflow enters the fan nacelle F which at least partially surrounds the core nacelle C. The fan section 20 communicates airflow into the core nacelle C to the low pressure compressor 16. Core airflow compressed by the low pressure compressor 16 and the high pressure compressor 26 is mixed with the fuel in the combustor 30 where is ignited, and burned. The resultant high pressure combustor products are expanded through the high pressure turbine 28 and low pressure turbine 18. The turbines 28, 18 are rotationally coupled to the compressors 26, 16 respectively to drive the compressors 26, 16 in response to the expansion of the combustor product. The low pressure turbine 18 also drives the fan section 20 through gear train 25. A core engine exhaust E exits the core nacelle C through a core nozzle 43 defined between the core nacelle C and a tail cone 33.


With reference to FIG. 1B, the low pressure turbine 18 includes a low number of stages, which, in the illustrated non-limiting embodiment, includes three turbine stages, 18A, 18B, 18C. The gear train 25 operationally effectuates the significantly reduced number of stages within the low pressure turbine 18. The three turbine stages, 18A, 18B, 18C facilitate a lightweight and operationally efficient engine architecture. It should be appreciated that a low number of stages contemplates, for example, three to six (3-6) stages. Low pressure turbine 18 pressure ratio is pressure measured prior to inlet of low pressure turbine 18 as related to the pressure at the outlet of the low pressure turbine 18 prior to exhaust nozzle.


Thrust is a function of density, velocity, and area. One or more of these parameters can be manipulated to vary the amount and direction of thrust provided by the bypass flow B. The Variable Area Fan Nozzle (“VAFN”) 42 operates to effectively vary the area of the fan nozzle exit area 45 to selectively adjust the pressure ratio of the bypass flow B in response to a controller (not shown). Low pressure ratio turbofans are desirable for their high propulsive efficiency. However, low pressure ratio fans may be inherently susceptible to fan stability/flutter problems at low power and low flight speeds. The VAFN 42 allows the engine to change to a more favorable fan operating line at low power, avoiding the instability region, and still provide the relatively smaller nozzle area necessary to obtain a high-efficiency fan operating line at cruise.


A significant amount of thrust is provided by the bypass flow B due to the high bypass ratio. The fan section 20 of the engine 10 is designed for a particular flight condition—typically cruise at about 0.8 Mach and about 35,000 feet. The flight condition of 0.8 Mach and 35,000 ft, with the engine at its best fuel consumption—also known as “bucket cruise Thrust Specific Fuel Consumption (‘TSFC’)”—is the industry standard parameter of 1 bm of fuel being burned divided by 1 bf of thrust the engine produces at that minimum point. “Low fan pressure ratio” is the pressure ratio across the fan blade alone, without the Fan Exit Guide Vane (“FEGV”) system 36. The low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45. “Low corrected fan tip speed” is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [(Tambient deg R)/518.7){circumflex over ( )}0.5]. The “Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft/second.


As the fan blades within the fan section 20 are efficiently designed at a particular fixed stagger angle for an efficient cruise condition, the VAFN 42 is operated to effectively vary the fan nozzle exit area 45 to adjust fan bypass air flow such that the angle of attack or incidence on the fan blades is maintained close to the design incidence for efficient engine operation at other flight conditions, such as landing and takeoff to thus provide optimized engine operation over a range of flight conditions with respect to performance and other operational parameters such as noise levels.


The engine static structure 44 generally has sub-structures including a case structure often referred to as the engine backbone. The engine static structure 44 generally includes a fan case 46, an intermediate case (IMC) 48, a high pressure compressor case 50, a combustor case 52A, a high pressure turbine case 52B, a thrust case 52C, a low pressure turbine case 54, and a turbine exhaust case 56 (FIG. 1B). Alternatively, the combustor case 52A, the high pressure turbine case 52B and the thrust case 52C may be combined into a single case. It should be understood that this is an exemplary configuration and any number of cases may be utilized.


The fan section 20 includes a fan rotor 32 with a plurality of circumferentially spaced radially outwardly extending fan blades 34. The fan blades 34 are surrounded by the fan case 46. The core engine case structure is secured to the fan case 46 at the IMC 48 which includes a multiple of circumferentially spaced radially extending struts 40 which radially span the core engine case structure and the fan case 46.


The engine static structure 44 further supports a bearing system upon which the turbines 28, 18, compressors 26, 16 and fan rotor 32 rotate. A #1 fan dual bearing 60 which rotationally supports the fan rotor 32 is axially located generally within the fan case 46. The #1 fan dual bearing 60 is preloaded to react fan thrust forward and aft (in case of surge). A #2 LPC bearing 62 which rotationally supports the low spool 14 is axially located generally within the intermediate case (IMC) 48. The #2 LPC bearing 62 reacts thrust. A #3 fan dual bearing 64 which rotationally supports the high spool 24 and also reacts thrust. The #3 fan bearing 64 is also axially located generally within the IMC 48 just forward of the high pressure compressor case 50. A #4 bearing 66 which rotationally supports a rear segment of the low spool 14 reacts only radial loads. The #4 bearing 66 is axially located generally within the thrust case 52C in an aft section thereof. A #5 bearing 68 rotationally supports the rear segment of the low spool 14 and reacts only radial loads. The #5 bearing 68 is axially located generally within the thrust case 52C just aft of the #4 bearing 66. It should be understood that this is an exemplary configuration and any number of bearings may be utilized.


The #4 bearing 66 and the #5 bearing 68 are supported within a mid-turbine frame (MTF) 70 to straddle radially extending structural struts 72 which are preloaded in tension (FIGS. 1C-1D). The MTF 70 provides aft structural support within the thrust case 52C for the #4 bearing 66 and the #5 bearing 68 which rotatably support the spools 14, 24.


A dual rotor engine such as that disclosed in the illustrated embodiment typically includes a forward frame and a rear frame that support the main rotor bearings. The intermediate case (IMC) 48 also includes the radially extending struts 40 which are generally radially aligned with the #2 LPC bearing 62 (FIG. 1B). It should be understood that various engines with various case and frame structures will benefit from the present invention.


The turbofan gas turbine engine 10 is mounted to aircraft structure such as an aircraft wing through a mount system 80 attachable by the pylon 12. The mount system 80 includes a forward mount 82 and an aft mount 84 (FIG. 2A). The forward mount 82 is secured to the IMC 48 and the aft mount 84 is secured to the MTF 70 at the thrust case 52C. The forward mount 82 and the aft mount 84 are arranged in a plane containing the axis A of the turbofan gas turbine engine 10. This eliminates the thrust links from the intermediate case, which frees up valuable space beneath the core nacelle and minimizes IMC 48 distortion.


Referring to FIGS. 2A-2C, the mount system 80 reacts the engine thrust at the aft end of the engine 10. The term “reacts” as utilized in this disclosure is defined as absorbing a load and dissipating the load to another location of the gas turbine engine 10.


The forward mount 82 supports vertical loads and side loads. The forward mount 82 in one non-limiting embodiment includes a shackle arrangement which mounts to the IMC 48 at two points 86A, 86B. The forward mount 82 is generally a plate-like member which is oriented transverse to the plane which contains engine axis A. Fasteners are oriented through the forward mount 82 to engage the intermediate case (IMC) 48 generally parallel to the engine axis A. In this illustrated non-limiting embodiment, the forward mount 82 is secured to the IMC 48. In another non-limiting embodiment, the forward mount 82 is secured to a portion of the core engine, such as the high-pressure compressor case 50 of the gas turbine engine 10 (see FIG. 3). One of ordinary skill in the art having the benefit of this disclosure would be able to select an appropriate mounting location for the forward mount 82.


Referring to FIG. 4A, the aft mount 84 generally includes a first A-arm 88A, a second A-arm 88B, a rear mount platform 90, a whiffle tree assembly 92 and a drag link 94. The rear mount platform 90 is attached directly to aircraft structure such as the pylon 12. The first A-arm 88A and the second A-arm 88B mount between the thrust case 52C at case bosses 96 which interact with the MTF 70 (FIGS. 4B-4C), the rear mount platform 90 and the whiffle tree assembly 92. It should be understood that the first A-arm 88A and the second A-arm 88B may alternatively mount to other areas of the engine 10 such as the high pressure turbine case or other cases. It should also be understood that other frame arrangements may alternatively be used with any engine case arrangement.


Referring to FIG. 4D, the first A-arm 88A and the second A-arm 88B are rigid generally triangular arrangements, each having a first link arm 89a, a second link arm 89b and a third link arm 89c. The first link arm 89a is between the case boss 96 and the rear mount platform 90. The second link arm 89b is between the case bosses 96 and the whiffle tree assembly 92. The third link arm 89c is between the whiffle tree assembly 92 rear mount platform 90. The first A-arm 88A and the second A-arm 88B primarily support the vertical weight load of the engine 10 and transmit thrust loads from the engine to the rear mount platform 90.


The first A-arm 88A and the second A-arm 88B of the aft mount 84 force the resultant thrust vector at the engine casing to be reacted along the engine axis A which minimizes tip clearance losses due to engine loading at the aft mount 84. This minimizes blade tip clearance requirements and thereby improves engine performance.


The whiffle tree assembly 92 includes a whiffle link 98 which supports a central ball joint 100, a first sliding ball joint 102A and a second sliding ball joint 102B (FIG. 4E). It should be understood that various bushings, vibration isolators and such like may additionally be utilized herewith. The central ball joint 100 is attached directly to aircraft structure such as the pylon 12. The first sliding ball joint 102A is attached to the first A-arm 88A and the second sliding ball joint 102B is mounted to the first A-arm 88A. The first and second sliding ball joint 102A, 102B permit sliding movement of the first and second A-arm 88A, 88B (illustrated by arrow S in FIGS. 5A and 5B) to assure that only a vertical load is reacted by the whiffle tree assembly 92. That is, the whiffle tree assembly 92 allows all engine thrust loads to be equalized transmitted to the engine pylon 12 through the rear mount platform 90 by the sliding movement and equalize the thrust load that results from the dual thrust link configuration. The whiffle link 98 operates as an equalizing link for vertical loads due to the first sliding ball joint 102A and the second sliding ball joint 102B. As the whiffle link 98 rotates about the central ball joint 100 thrust forces are equalized in the axial direction. The whiffle tree assembly 92 experiences loading only due to vertical loads, and is thus less susceptible to failure than conventional thrust-loaded designs.


The drag link 94 includes a ball joint 104A mounted to the thrust case 52C and ball joint 104B mounted to the rear mount platform 90 (FIGS. 4B-4C). The drag link 94 operates to react torque.


The aft mount 84 transmits engine loads directly to the thrust case 52C and the MTF 70. Thrust, vertical, side, and torque loads are transmitted directly from the MTF 70 which reduces the number of structural members as compared to current in-practice designs.


The mount system 80 is compact, and occupies space within the core nacelle volume as compared to turbine exhaust case-mounted configurations, which occupy space outside of the core nacelle which may require additional or relatively larger aerodynamic fairings and increase aerodynamic drag and fuel consumption. The mount system 80 eliminates the heretofore required thrust links from the IMC, which frees up valuable space adjacent the IMC 48 and the high pressure compressor case 50 within the core nacelle C.


It should be understood that relative positional terms such as “forward,” “aft,” “upper,” “lower,” “above,” “below,” and the like are with reference to the normal operational attitude of the vehicle and should not be considered otherwise limiting.



FIG. 6 shows an embodiment 200, wherein there is a fan drive turbine 208 driving a shaft 206 to in turn drive a fan rotor 202. A gear reduction 204 may be positioned between the fan drive turbine 208 and the fan rotor 202. This gear reduction 204 may be structured and operate like the gear reduction disclosed above. A compressor rotor 210 is driven by an intermediate pressure turbine 212, and a second stage compressor rotor 214 is driven by a turbine rotor 216. A combustion section 218 is positioned intermediate the compressor rotor 214 and the turbine section 216.



FIG. 7 shows yet another embodiment 300 wherein a fan rotor 302 and a first stage compressor 304 rotate at a common speed. The gear reduction 306 (which may be structured as disclosed above) is intermediate the compressor rotor 304 and a shaft 308 which is driven by a low pressure turbine section.


The foregoing description is exemplary rather than defined by the limitations within. Many modifications and variations of the present invention are possible in light of the above teachings. The disclosed embodiments of this invention have been disclosed, however, one of ordinary skill in the art would recognize that certain modifications would come within the scope of this invention. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described. For that reason the following claims should be studied to determine the true scope and content of this invention.

Claims
  • 1. A gas turbine engine comprising: a propulsor section including a rotor having a plurality of blades;an epicycle gear train;a low spool and a high spool rotatable about an engine axis of rotation, the low spool including a low pressure compressor and a low pressure turbine, the high spool including a high pressure turbine that drives a high pressure compressor, and wherein the low pressure turbine drives the propulsor section through the gear train;a combustor between the high pressure compressor and the high pressure turbine;a static structure that supports a bearing system upon which the low pressure and high pressure turbines, the low pressure and high pressure compressors and the rotor rotate, wherein the static structure includes a plurality of cases, and the plurality of cases includes a first case and a second case positioned aft of the first case with respect to the engine axis of rotation; anda mount system including a forward mount and an aft mount arranged in a plane containing the engine axis of rotation, wherein the forward mount is secured to the first case, the aft mount is secured to the second case, and the aft mount comprises: a rear mount platform mountable to an aircraft structure, wherein the aft mount reacts at least a vertical load and a side load in operation;a whiffle tree assembly including a whiffle link supporting a first sliding ball joint and a second sliding ball joint;a first A-arm mounted to the rear mount platform through a first ball joint and the whiffle tree assembly through the first sliding ball joint; anda second A-arm mounted to the rear mount platform through a second ball joint and the whiffle tree assembly through the second sliding ball joint.
  • 2. The gas turbine engine as recited in claim 1, wherein the aft mount is configured so as to not be connected to the first case by any thrust links when the gas turbine engine is mounted.
  • 3. The gas turbine engine as recited in claim 1, wherein the second case is a thrust case, the aft mount is secured to a mid-turbine frame at the thrust case, and the mid-turbine frame is axially between the low pressure turbine and the high pressure turbine relative to the engine axis of rotation.
  • 4. The gas turbine engine as recited in claim 3, wherein the aft mount reacts a thrust vector of a thrust load along the engine axis of rotation at the second case in operation.
  • 5. The gas turbine engine as recited in claim 4, wherein the first case is an intermediate case.
  • 6. The gas turbine engine as recited in claim 5, wherein the aft mount includes a drag link that reacts a torque load about the engine axis of rotation in operation, and the drag link includes a pair of ball joints mounted to the thrust case and the rear mount platform.
  • 7. The gas turbine engine as recited in claim 6, wherein the forward mount reacts a vertical load and a side load in operation.
  • 8. The gas turbine engine as recited in claim 7, wherein the whiffle link is rotatable about a central ball joint attached to the aircraft structure, and the aircraft structure is a pylon.
  • 9. The gas turbine engine as recited in claim 7, wherein: the first and second A-arms mount between the thrust case at case bosses;the first and second A-arms each include a first link arm, a second link arm and a third link arm;the first link arm is between a respective one of the case bosses and the rear mount platform;the second link arm is between the respective one of the case bosses and the whiffle tree assembly;the third link arm is between the whiffle tree assembly and the rear mount platform; andthe first and second A-arms transmit a thrust load to the rear mount platform in operation.
  • 10. The gas turbine engine as recited in claim 9, wherein the aft mount is configured so as to not be connected to the first case by any thrust links when the gas turbine engine is mounted.
  • 11. The gas turbine engine as recited in claim 10, wherein: the forward mount includes a shackle arrangement which mounts to the intermediate case at two points; andthe whiffle tree assembly reacts only a vertical load in operation.
  • 12. The gas turbine engine as recited in claim 11, wherein the low pressure turbine is a three to six stage turbine.
  • 13. The gas turbine engine as recited in claim 12, wherein the bearing system includes a pair of bearings which rotatably support the low and high spools, and the pair of bearings are supported within the mid-turbine frame.
  • 14. The gas turbine engine as recited in claim 13, wherein the pair of bearings straddle radially extending structural struts preloaded in tension.
  • 15. The gas turbine engine as recited in claim 14, wherein the bearing system includes a first bearing which rotationally supports the rotor, and the first bearing is a dual bearing preloaded to react a thrust load in operation.
  • 16. The gas turbine engine as recited in claim 15, wherein the bearing system includes: a second bearing which rotationally supports the low spool;a third bearing which rotationally supports the high spool; andwherein the second and third bearings react a thrust load in operation and are axially located within the intermediate case relative to the engine axis of rotation.
  • 17. The gas turbine engine as recited in claim 16, wherein the bearing system includes: a fourth bearing that rotationally supports a rear segment of the low spool and reacts a radial load in operation;a fifth bearing that rotationally supports the rear segment of the low spool and reacts a radial load in operation;wherein the fourth bearing is axially located within the thrust case relative to the engine axis of rotation; andwherein the fifth bearing is axially located aft of the fourth bearing within the thrust case relative to the engine axis of rotation.
  • 18. The gas turbine engine as recited in claim 1, wherein: the plurality of cases includes an intermediate case, a combustor case, a high pressure turbine case, a thrust case, a low pressure turbine case; andthe intermediate case includes a multiple of circumferentially spaced radially extending struts.
  • 19. The gas turbine engine as recited in claim 18, wherein the aft mount reacts a thrust vector of a thrust load along the engine axis of rotation at the second case in operation.
  • 20. The gas turbine engine as recited in claim 19, wherein: the first and second A-arms mount between the second case at case bosses;the first and second A-arms are generally triangular arrangements each including first, second and third link arms;the first link arm is between a respective one of the case bosses and the rear mount platform;the second link arm is between the respective one of the case bosses and the whiffle tree assembly; andthe third link arm is between the whiffle tree assembly and the rear mount platform.
  • 21. The gas turbine engine as recited in claim 20, wherein the aft mount includes a drag link, and the drag link includes a pair of ball joints mounted to respective ones of the thrust case and the rear mount platform.
  • 22. The gas turbine engine as recited in claim 21, wherein the first and second A-arms transmit a thrust load to the rear mount platform in operation.
  • 23. The gas turbine engine as recited in claim 22, wherein the drag link reacts a torque load about the engine axis of rotation in operation.
  • 24. The gas turbine engine as recited in claim 23, wherein the aft mount is configured so as to not be connected to the first case by any thrust links when the gas turbine engine is mounted.
  • 25. The gas turbine engine as recited in claim 24, wherein the low pressure turbine is a three to six stage turbine.
  • 26. The gas turbine engine as recited in claim 25, wherein the first case is a high pressure compressor case.
  • 27. The gas turbine engine as recited in claim 25, wherein the second case is a turbine exhaust case.
  • 28. The gas turbine engine as recited in claim 27, wherein the high pressure turbine includes two stages.
  • 29. The gas turbine engine as recited in claim 28, wherein the low pressure compressor and the low pressure turbine include an equal number of stages.
  • 30. The gas turbine engine as recited in claim 29, wherein the low pressure compressor includes four stages.
CROSS REFERENCE TO RELATED APPLICATIONS

The present disclosure is a continuation of U.S. patent application Ser. No. 16/405,149, filed May 7, 2019, which is a continuation of U.S. patent application Ser. No. 15/173,288, filed Jun. 3, 2016, which is a continuation of U.S. patent application Ser. No. 14/755,221, filed Jun. 30, 2015, which is a continuation of U.S. patent application Ser. No. 14/190,429, filed Feb. 26, 2014, which was a continuation-in-part of U.S. patent application Ser. No. 13/340,988, filed Dec. 30, 2011, which was a continuation-in-part of U.S. patent application Ser. No. 12/131,876, filed Jun. 2, 2008.

US Referenced Citations (341)
Number Name Date Kind
2258792 New Oct 1941 A
2608821 Hunsaker Sep 1952 A
2748623 Hill Jun 1956 A
2936655 Peterson et al. May 1960 A
3021731 Stoeckicht Feb 1962 A
3033002 William et al. May 1962 A
3111005 Howell et al. Nov 1963 A
3185857 Johnson May 1965 A
3194487 Tyler et al. Jul 1965 A
3287906 McCormick Nov 1966 A
3352178 Lindgren et al. Nov 1967 A
3363419 Light et al. Jan 1968 A
3390527 Decher et al. Jul 1968 A
3412560 Gaubatz Nov 1968 A
3468473 Davies et al. Sep 1969 A
3526092 Steel et al. Sep 1970 A
3664612 Skidmore et al. May 1972 A
3729957 Petrie et al. May 1973 A
3747343 Rosen Jul 1973 A
3754484 Roberts Aug 1973 A
3765623 Donelson et al. Oct 1973 A
3779010 Chamay et al. Dec 1973 A
3820719 Clark et al. Jun 1974 A
3843277 Ehrich Oct 1974 A
3861139 Jones Jan 1975 A
3886737 Grieb Jun 1975 A
3892358 Gisslen Jul 1975 A
3932058 Harner et al. Jan 1976 A
3935558 Miller et al. Jan 1976 A
3988889 Chamay et al. Nov 1976 A
4118927 Kronogard Oct 1978 A
4130872 Haloff Dec 1978 A
4136286 O'Halloran et al. Jan 1979 A
4137708 Aspinwall et al. Feb 1979 A
4220171 Ruehr et al. Sep 1980 A
4233555 Roche Nov 1980 A
4240250 Harris Dec 1980 A
4284174 Salvana et al. Aug 1981 A
4289360 Zirin Sep 1981 A
4405892 Staerzl Sep 1983 A
4452567 Treby et al. Jun 1984 A
4463553 Boudigues Aug 1984 A
4478551 Honeycutt, Jr. et al. Oct 1984 A
4649114 Miltenburger et al. Mar 1987 A
4660376 Johnson Apr 1987 A
4696156 Burr et al. Sep 1987 A
4704862 Dennison et al. Nov 1987 A
4722357 Wynosky Feb 1988 A
4808076 Jarmon et al. Feb 1989 A
4809498 Giffin, III et al. Mar 1989 A
4827712 Coplin May 1989 A
4879624 Jones et al. Nov 1989 A
4885912 Nakhamkin Dec 1989 A
4916894 Adamson et al. Apr 1990 A
4966338 Gordon Oct 1990 A
4979362 Vershure, Jr. Dec 1990 A
5058617 Stockman et al. Oct 1991 A
5074109 Mandet et al. Dec 1991 A
5079916 Johnson Jan 1992 A
5081832 Mowill Jan 1992 A
5102379 Pagluica et al. Apr 1992 A
5136839 Armstrong Aug 1992 A
5141400 Murphy et al. Aug 1992 A
5157915 Bart Oct 1992 A
5160251 Ciokajlo Nov 1992 A
5168208 Schultz et al. Dec 1992 A
5174525 Schilling Dec 1992 A
5182464 Woodworth et al. Jan 1993 A
5252905 Wills et al. Oct 1993 A
5273393 Jones et al. Dec 1993 A
5275357 Seelen et al. Jan 1994 A
5277382 Seelen et al. Jan 1994 A
5307622 Ciokajlo et al. May 1994 A
5317877 Stuart Jun 1994 A
5320307 Spofford et al. Jun 1994 A
5361580 Ciokajlo et al. Nov 1994 A
5372338 Carlin et al. Dec 1994 A
5388964 Ciokajlo et al. Feb 1995 A
5390068 Schultz et al. Feb 1995 A
5409184 Udall et al. Apr 1995 A
5433674 Sheridan et al. Jul 1995 A
5443229 O'Brien et al. Aug 1995 A
5447411 Curley et al. Sep 1995 A
5452575 Freid Sep 1995 A
5466198 McKibbin et al. Nov 1995 A
5474258 Taylor et al. Dec 1995 A
5497961 Newton Mar 1996 A
5524847 Brodell et al. Jun 1996 A
5594665 Walter et al. Jan 1997 A
5625276 Scott et al. Apr 1997 A
5634767 Dawson Jun 1997 A
5677060 Terentieva et al. Oct 1997 A
5694027 Satake et al. Dec 1997 A
5694765 Hield et al. Dec 1997 A
5729059 Kilroy et al. Mar 1998 A
5734255 Thompson et al. Mar 1998 A
5734555 McMahon Mar 1998 A
5740668 Fujiwara et al. Apr 1998 A
5746391 Rodgers et al. May 1998 A
5754033 Thomson May 1998 A
5778659 Duesler et al. Jul 1998 A
5791789 Van Duyn et al. Aug 1998 A
5806303 Johnson Sep 1998 A
5810287 O'Boyle et al. Sep 1998 A
5857836 Stickler et al. Jan 1999 A
5860276 Newton Jan 1999 A
5871175 Demouzon et al. Feb 1999 A
5871176 Demouzon et al. Feb 1999 A
5871177 Demouzon et al. Feb 1999 A
5886890 Ishida et al. Mar 1999 A
5915917 Eveker et al. Jun 1999 A
5921500 Ellis et al. Jul 1999 A
5927644 Ellis et al. Jul 1999 A
5949153 Tison et al. Sep 1999 A
5975841 Lindemuth et al. Nov 1999 A
5985470 Spitsberg et al. Nov 1999 A
6073439 Beaven et al. Jun 2000 A
6104171 Dvorsky et al. Aug 2000 A
6126110 Seaquist et al. Oct 2000 A
6138949 Manende et al. Oct 2000 A
6189830 Schnelz et al. Feb 2001 B1
6209311 Itoh et al. Apr 2001 B1
6223616 Sheridan May 2001 B1
6260351 Delano et al. Jul 2001 B1
6296203 Manteiga Oct 2001 B1
6315815 Spadaccini et al. Nov 2001 B1
6318070 Rey et al. Nov 2001 B1
6330995 Mangeiga Dec 2001 B1
6339927 DiPietro, Jr. Jan 2002 B1
6347765 Jule Feb 2002 B1
6378308 Pfluger Apr 2002 B1
6387456 Eaton, Jr. et al. May 2002 B1
6398161 Jule et al. Jun 2002 B1
6474597 Cazenave Nov 2002 B1
6517027 Abruzzese Feb 2003 B1
6517341 Brun et al. Feb 2003 B1
6555929 Eaton et al. Apr 2003 B1
6607165 Manteiga et al. Aug 2003 B1
6619030 Seda et al. Sep 2003 B1
6631310 Leslie Oct 2003 B1
6639331 Schultz Oct 2003 B2
6647707 Dev Nov 2003 B2
6652222 Wojtyczka et al. Nov 2003 B1
6653821 Kern et al. Nov 2003 B2
6657416 Kern et al. Dec 2003 B2
6663530 Poulin et al. Dec 2003 B2
6668629 Leslie Dec 2003 B1
6669393 Schilling Dec 2003 B2
6708482 Seda Mar 2004 B2
6708925 Udall Mar 2004 B2
6709492 Spadaccini et al. Mar 2004 B1
6732502 Seda et al. May 2004 B2
6735954 MacFarlane et al. May 2004 B2
6763653 Orlando et al. Jul 2004 B2
6792759 Rollins, III Sep 2004 B2
6814541 Evans et al. Nov 2004 B2
6843449 Manteiga et al. Jan 2005 B1
6847297 Lavoie et al. Jan 2005 B2
6855089 Poulin et al. Feb 2005 B2
6883303 Seda Apr 2005 B1
6892115 Berkcan et al. May 2005 B2
6895741 Rago et al. May 2005 B2
6899518 Lucas et al. May 2005 B2
6909942 Andarawis et al. Jun 2005 B2
6914763 Reedy Jul 2005 B2
6935591 Udall Aug 2005 B2
6966174 Paul Nov 2005 B2
6976655 Thompson Dec 2005 B2
6985784 Vandevanter et al. Jan 2006 B2
6999291 Andarawis et al. Feb 2006 B2
7019495 Patterson Mar 2006 B2
7021042 Law Apr 2006 B2
7021585 Loewenstein et al. Apr 2006 B2
7043340 Papallo et al. May 2006 B2
7055306 Jones et al. Jun 2006 B2
7055330 Miller Jun 2006 B2
7104918 Mitrovic Sep 2006 B2
7134286 Markarian et al. Nov 2006 B2
7144349 Mitrovic Dec 2006 B2
7147436 Suciu et al. Dec 2006 B2
7195446 Seda et al. Mar 2007 B2
7216475 Johnson May 2007 B2
7219490 Dev May 2007 B2
7223197 Poulin et al. May 2007 B2
7246484 Giffin, III et al. Jul 2007 B2
7269938 Moniz et al. Sep 2007 B2
7299621 Bart et al. Nov 2007 B2
7301738 Pearlman et al. Nov 2007 B2
7309210 Suciu et al. Dec 2007 B2
7328580 Lee et al. Feb 2008 B2
7334392 Moniz et al. Feb 2008 B2
7338259 Shah et al. Mar 2008 B2
7374403 Decker et al. May 2008 B2
7406830 Valentian et al. Aug 2008 B2
7409819 Henry Aug 2008 B2
7500365 Suciu et al. Mar 2009 B2
7513103 Orlando et al. Apr 2009 B2
7527220 Dron May 2009 B2
7557544 Heinz et al. Jul 2009 B2
7591754 Duong et al. Sep 2009 B2
7594404 Somanath et al. Sep 2009 B2
7600370 Dawson Oct 2009 B2
7610763 Somanath et al. Nov 2009 B2
7632064 Somanath et al. Dec 2009 B2
7656060 Algrain Feb 2010 B2
7662059 McCune Feb 2010 B2
7665293 Wilson, Jr. et al. Feb 2010 B2
7685808 Orlando et al. Mar 2010 B2
7694505 Schilling Apr 2010 B2
7704178 Sheridan et al. Apr 2010 B2
7716914 Schilling May 2010 B2
7721549 Baran May 2010 B2
7762086 Schwark Jul 2010 B2
7765786 Klingels et al. Aug 2010 B2
7797946 Kumar et al. Sep 2010 B2
7806651 Kennepohl et al. Oct 2010 B2
7815417 Somanath et al. Oct 2010 B2
7816813 Yagudayev et al. Oct 2010 B2
7824305 Duong et al. Nov 2010 B2
7828682 Smook Nov 2010 B2
7832193 Orlando et al. Nov 2010 B2
7841163 Welch et al. Nov 2010 B2
7841165 Orlando et al. Nov 2010 B2
7871247 Shah et al. Jan 2011 B2
7882691 Lemmers, Jr. et al. Feb 2011 B2
7882693 Schilling Feb 2011 B2
7926260 Sheridan et al. Apr 2011 B2
7942079 Russ May 2011 B2
7942580 Audart-Noel et al. May 2011 B2
7950237 Grabowski et al. May 2011 B2
7959532 Suciu et al. Jun 2011 B2
7997868 Liang Aug 2011 B1
8015798 Norris et al. Sep 2011 B2
8015828 Moniz et al. Sep 2011 B2
8061969 Durocher et al. Nov 2011 B2
8074440 Kohlenberg et al. Dec 2011 B2
8075261 Merry et al. Dec 2011 B2
8091371 Durocher et al. Jan 2012 B2
8104262 Marshall Jan 2012 B2
8104265 Kupratis Jan 2012 B2
8104289 McCune et al. Jan 2012 B2
8106633 Dozier et al. Jan 2012 B2
8128021 Suciu et al. Mar 2012 B2
8166748 Schilling May 2012 B2
8172717 Lopez et al. May 2012 B2
8191352 Schilling Jun 2012 B2
8205432 Sheridan Jun 2012 B2
8220245 Papandreas Jul 2012 B1
8256707 Suciu et al. Sep 2012 B2
8267349 Suciu Sep 2012 B2
8297916 McCune et al. Oct 2012 B1
8297917 McCune et al. Oct 2012 B1
8313280 Hurwitz et al. Nov 2012 B2
8505432 Kidd et al. Aug 2013 B2
8695920 Suciu et al. Apr 2014 B2
20020172593 Udall Nov 2002 A1
20030097844 Seda May 2003 A1
20030163984 Seda et al. Sep 2003 A1
20030235523 Lyubovsky et al. Dec 2003 A1
20050138914 Paul Jun 2005 A1
20050257528 Dunbar, Jr. Nov 2005 A1
20060029894 Zinn et al. Feb 2006 A1
20060090448 Henry May 2006 A1
20060090451 Moniz et al. May 2006 A1
20060130456 Suciu et al. Jun 2006 A1
20060177302 Berry Aug 2006 A1
20060179818 Merchant Aug 2006 A1
20060228206 Decker et al. Oct 2006 A1
20060244327 Kundel Nov 2006 A1
20060248900 Suciu et al. Nov 2006 A1
20070084218 Udall Apr 2007 A1
20070125066 Orlando et al. Jun 2007 A1
20070205323 Lionel et al. Sep 2007 A1
20070262661 Al Nov 2007 A1
20080003096 Kohli et al. Jan 2008 A1
20080022653 Schilling Jan 2008 A1
20080056888 Somanath et al. Mar 2008 A1
20080073460 Beardsley et al. Mar 2008 A1
20080098713 Orlando et al. May 2008 A1
20080098718 Henry et al. May 2008 A1
20080116009 Sheridan et al. May 2008 A1
20080116010 Portlock et al. May 2008 A1
20080148881 Moniz et al. Jun 2008 A1
20080149445 Kern et al. Jun 2008 A1
20080169378 Beaufort et al. Jul 2008 A1
20080184694 Guimbard et al. Aug 2008 A1
20080276621 Somanath et al. Nov 2008 A1
20080304974 Marshall et al. Dec 2008 A1
20080317588 Grabowski et al. Dec 2008 A1
20090007569 Lemmers, Jr. et al. Jan 2009 A1
20090053058 Kohlenberg et al. Feb 2009 A1
20090056306 Suciu et al. Mar 2009 A1
20090056343 Suciu et al. Mar 2009 A1
20090067993 Roberge et al. Mar 2009 A1
20090097967 Smith et al. Apr 2009 A1
20090155070 Duchatelle et al. Jun 2009 A1
20090183512 Suciu et al. Jul 2009 A1
20090229242 Schwark Sep 2009 A1
20090236469 Suciu Sep 2009 A1
20090245997 Hurwitz et al. Oct 2009 A1
20090293445 Ress, Jr. Dec 2009 A1
20090304518 Kodama et al. Dec 2009 A1
20090314881 Suciu et al. Dec 2009 A1
20090317229 Suciu et al. Dec 2009 A1
20090320488 Gilson et al. Dec 2009 A1
20100005810 Jarrell et al. Jan 2010 A1
20100007207 Peuser Jan 2010 A1
20100080700 Venter Apr 2010 A1
20100105516 Sheridan et al. Apr 2010 A1
20100126141 Schilling May 2010 A1
20100127117 Combes et al. May 2010 A1
20100132376 Durocher et al. Jun 2010 A1
20100132377 Durocher et al. Jun 2010 A1
20100147997 Martinou et al. Jun 2010 A1
20100148396 Xie et al. Jun 2010 A1
20100154384 Schilling Jun 2010 A1
20100170980 Haramburu et al. Jul 2010 A1
20100181419 Haramburu et al. Jul 2010 A1
20100212281 Sheridan Aug 2010 A1
20100218483 Smith Sep 2010 A1
20100219779 Bradbrook Sep 2010 A1
20100301617 Lundbladh Dec 2010 A1
20100317477 Sheridan et al. Dec 2010 A1
20100326050 Schilling et al. Dec 2010 A1
20100331139 McCune Dec 2010 A1
20110056208 Norris et al. Mar 2011 A1
20110106510 Poon May 2011 A1
20110114786 Guillet et al. May 2011 A1
20110116510 Breslin et al. May 2011 A1
20110120078 Schwark, Jr. et al. May 2011 A1
20110120081 Schwark, Jr. et al. May 2011 A1
20110130246 McCune et al. Jun 2011 A1
20110149624 Yamanaka Jun 2011 A1
20110159797 Beltman et al. Jun 2011 A1
20110167790 Cloft et al. Jul 2011 A1
20110293423 Bunker et al. Dec 2011 A1
20120007431 Jang et al. Jan 2012 A1
20120017603 Bart et al. Jan 2012 A1
20120124964 Hasel et al. May 2012 A1
20130011547 Girard et al. Jan 2013 A1
20130115476 Castle et al. May 2013 A1
Foreign Referenced Citations (23)
Number Date Country
0791383 Aug 1997 EP
0860593 Aug 1998 EP
1142850 Oct 2001 EP
1435475 Jul 2004 EP
1956224 Aug 2008 EP
1959114 Aug 2008 EP
2009249 Dec 2008 EP
2028359 Feb 2009 EP
2098704 Sep 2009 EP
2157305 Feb 2010 EP
1309721 Mar 1973 GB
1516041 Jun 1978 GB
2041090 Sep 1980 GB
2130340 May 1984 GB
2199375 Jul 1988 GB
2419639 May 2006 GB
2426792 Dec 2006 GB
2419639 Sep 2009 GB
2315887 Jan 2008 RU
03052300 Jun 2003 WO
2007038674 Apr 2007 WO
2008045058 Apr 2008 WO
2008045072 Apr 2008 WO
Non-Patent Literature Citations (333)
Entry
Berton, J.J. (2002). Advanced engine cycles analyzed for turbofans with variable-area fan nozzles actuated by a shape memory alloy. Research and Technology 2001. pp. 1-3.
Michel, U. (2011). The benefits of variable area fan nozzles on turbofan engines. AIAA 2011-226. Jan. 4-7, 2011. pp. 1-17.
Notice of Opposition for European Patent No. 2610462 (12197866.2) by Safran Aircraft Engines dated Dec. 17, 2021. [with English translation].
Gliebe, P.R. and Janardan, B.A. (2003). Ultra-high bypass engine aeroacoustic study. NASA/CR-2003-21252. GE Aircraft Engines, Cincinnati, Ohio. Oct. 2003. pp. 1-103.
Gliebe, P.R., Ho, P.Y., and Mani, R. (1995). UHB engine fan and broadband noise reduction study. NASA CR-198357. Jun. 1995. pp. 1-48.
Grady, J.E., Weir, D.S., Lamoureux, M.C., and Martinez, M.M. (2007). Engine noise research in NASA's quiet aircraft technology project. Papers from the International Symposium on Air Breathing Engines (ISABE). 2007.
Gray, D.E. (1978). Energy efficient engine preliminary design and integration studies. NASA-CP-2036-PT-1. Nov. 1978. pp. 89-110.
Gray, D.E. (1978). Energy efficient engine preliminary design and integration studies. Prepared for NASA. NASA CR-135396. Nov. 1978. pp. 1-366.
Gray, D.E., et al., “Energy efficient engine program technology benefit/cost study—vol. 2”, NASA CR-174766, Oct. 1983. pp. 1-118.
Greitzer, E.M., Bonnefoy, P.A., Delaroseblanco,E., Dorbian, C.S., Drela, M., Hall, D.K., Hansman, R.J., Hileman, J.I., Liebeck, R.H., Levegren, J. (2010). N+3 aircraft concept designs and trade studies, final report. vol. 1. Dec. 1, 2010. NASA/CR-2010-216794/vol. 1. pp. 1-187.
Griffiths, B. (2005). Composite fan blade containment case. Modern Machine Shop. Retrieved from: http://www.mmsonline.com/articles/composite-fan-blade-containment-case pp. 1-4.
Groweneweg, J.F. (1994). Fan noise research at NASA. NASA-TM-106512. Prepared for the 1994 National Conference on Noise Control Engineering. Fort Lauderdale, FL. May 1-4, 1994. pp. 1-10.
Groweneweg, J.F. (1994). Fan noise research at NASA. Noise-CON 94. Fort Lauderdale, FL. May 1-4, 1994. pp. 1-10.
Guha, “Optimum Fan Pressure Ratio for Bypass Engines with Separate or Mixed Exhaust Streams”, Journal of Propulsion and Power, vol. 17, No. 5. Sep.-Oct. 2001, pp. 1117-1122, [retrieved on Aug. 21, 2013]. Retrieved from the Internet: http://www.facweb.iitkgp,ernet.in/.about.aguha/research/AIAA2001-.pdfentire document.
Gunston, B. (Ed.) (2000). Jane's aero-engines, Issue seven. Coulsdon, Surrey, UK: Jane's Information Group Limited. pp. 510-512.
Gunston, B. (Ed.)(2000). Jane's aero-engines. Jane's Information Group Inc. VA: Alexandria. Issue Seven pp. 1-47 and 510-512.
Gunston B., “Jane's Aero-engines”, Issue Seven, Janes Information Group Inc, Alexandria, Virgina, 2000, pp. 1-47, 61, 464-512.
Guynn, M. D., Berton, J.J., Fisher, K. L., Haller, W.J., Tong, M. T., and Thurman, D.R. (2011). Refined exploration of turbofan design options for an advanced single-aisle transport. NASA/TM-2011-216883. pp. 1-27.
Guynn, M.D., et al., “Analysis of turbofan design options for an advanced single-aisle transport aircraft”, American Institute of Aeronautics and Astronautics, 2009, pp. 1-13.
Guynn, M.D., Berton, J.J., Fisher, K.L., Haller, W.J., Tong, M.T., and Thurman, D.R. (2009). Engine concept study for an advanced single-aisle transport. NASA/TM-2009-215784. pp. 1-97.
Haldenbrand, R. and Norgren, W.M. (1979). Airesearch QCGAT program [quiet clean general aviation turbofan engines]. NASA-CR-159758. pp. 1-199.
Hall, C.A. and Crichton, D. (2007). Engine design studies for a silent aircraft. Journal of Turbomachinery, 129, 479-487.
Han, J., Dutta, S., and Ekkad, S.V. (2000). Gas turbine heat transfer and cooling technology. New York, NY: Taylor & Francis. pp. 1-25, 129-157, and 160-249.
Haque A., et al., “S20-Glass/Epoxy Polymer Nanocomposites: Manufacturing, Structures, Thermal and Mechanical Properties,” Journal of Composite Materials, 2003, vol. 37 (20), pp. 1821-1837.
Hazlett, R.N. (1991). Thermal oxidation stability of aviation turbine fuels. Philadelphia, PA: ASTM. pp. 1-163.
Heidelberg, L.J., and Hall, D.G. (1992). Acoustic mode measurements in the inlet of a model turbofan using a continuously rotating rake. AIAA-93-0598. 31st Aerospace Sciences Meeting. Reno, NV. Jan. 11-14, 1993. pp. 1-30.
Heidelberg, L.J., and Hall, D.G. (1992). Acoustic mode measurements in the inlet of a model turbofan using a continuously rotating rake. NASA-TM-105989. Prepared for the 31st Aerospace Sciences Meeting. Reno, NV. Jan. 11-14, 1993. pp. 1-30.
Heingartner, P., MBA, D., Brown, D. (2003). Determining power losses in the helical gear mesh; Case Study. ASME 2003 Design Engineering Technical Conferences. Chicago, IL. Sep. 2-6, 2003. pp. 1-7.
Hemighaus, G., Boval, T., Bacha, J., Barnes, F., Franklin, M., Gibbs, L., . . . Morris, J. (2007). Aviation fuels: Techincal review. Chevron Products Company. pp. 1-94. Retrieved from: https://www.cgabusinessdesk.com/document/aviation_tech_review.pdf.
Hendricks, E.S. and Tong, M.T. (2012). Performance and weight estimates for an advanced open rotor engine. NASA/TM-2012-217710. pp 1-13.
Hess, C. (1998). Pratt & Whitney develops geared turbofan. Flug Revue 43(7). Oct. 1998.
Hill, P.G., Peterson, C.R. (1965). Mechanics and thermodynamics of propulsion. Addison-Wesley Publishing Company, Inc. pp. 307-308.
Hill, P.G., Peterson, C.R. (1992). Mechanics and thermodynamics of propulsion, 2nd Edition. Addison-Wesley Publishing Company, Inc. pp. 400-406.
Holcombe, V. (2003). Aero-Propulsion Technology (APT) task V low noise ADP engine definition study. NASA CR-2003-212521. Oct. 1, 2003. pp. 1-73.
Honeywell Learjet 31 and 35/36 TFE731-2 to 2C Engine Upgrade Program. Sep. 2005. pp. 1-4.
Honeywell LF502. Jane's Aero-engines, Aero-engines—Turbofan. Feb. 9, 2012.
Honeywell LF502. Jane's Aero-engines, Aero-engines—Turbofan. Aug. 17, 2016.
Honeywell LF507. Jane's Aero-engines, Aero-engines—Turbofan. Feb. 9, 2012.
Honeywell Sabreliner 65 TFE731-3 to -3D Engine Upgrade Program. Oct. 2005. pp. 1-4.
Honeywell TFE731. Jane's Aero-engines, Aero-engines—Turbofan. Jul. 18, 2012.
Honeywell TFE731 Pilot Tips. pp. 1-143.
Honeywell TFE731-5AR to -5BR Engine Conversion Program. Sep. 2005. pp. 1-4.
Horikoshi, S. and Serpone, N. (2013). Introduction to nanoparticles. Microwaves in nanoparticle synthesis. Wiley-VCH Verlag GmbH & Co. KGaA. pp. 1-24.
Howard, D.F. (1976). QCSEE preliminary under the wing flight propulsion system analysis report. NASA CR-134868 Feb. 1, 1976. pp. 1-260.
Howe, D.C. and Wynosky, T.A. (1985). Energy efficient engine program advanced turbofan nacelle definition study. NASA CR-174942. May 1, 1985. pp. 174.
Howe, D.C., and Wynosky, T.A. (1985). Energy efficient engine program advanced turbofan nacelle definition study. NASA-CR-174942. May 1985. pp. 1-60.
Howe, D.C., and Wynosky, T.A. (1985). Energy efficient engine program advanced turbofan nacelle definition study. NASA-CR-174942. May 1985. University of Washington dated Dec. 13, 1990. pp. 1-14.
Huang, H., Sobel, D.R., and Spadaccini, L.J. (2002). Endothermic heat-sink of hydrocarbon fuels for scramjet cooling. AIAA/ASME/SAE/ASEE, Jul. 2002. pp. 1-7.
Huff, D. (2006). Technologies for aircraft noise reduction. NASA Glenn Research Center. West Park Airport Committee Meeting. Feb. 16, 2006. pp. 1-23.
Hughes, C. (2002). Aerodynamic performance of scale-model turbofan outlet guide vanes designed for low noise. Prepared for the 40th Aerospace Sciences Meeting and Exhibit. Reno, NV. NASA/TM-2001-211352. Jan. 14-17, 2002. pp. 1-38.
Hughes, C. (2010). Geared turbofan technology. NASA Environmentally Responsible Aviation Project. Green Aviation Summit NASA Ames Research Center. Sep. 8-9, 2010. pp. 1-8.
International Preliminary Report on Patentability for PCT Application No. PCT/US2012/072271 dated Jul. 10, 2014, 7 pages.
International Search Report and Written Opinion for PCT Application No. PCT/US2012/072271 dated Mar. 8, 2013, 9 pages.
Quiet clean general aviation turbofan (QCGAT) technology study final report vol. I. (1975). NASA-CR-164222. Dec. 1, 1975. pp. 1-186.
Ramsden, J.M. (Ed). (1978). The new European airliner. Flight International, 113(3590). Jan. 7, 1978. pp. 39-43.
Ratna, D. (2009). Handbook of thermoset resins. Shawbury, UK: iSmithers. pp. 187-216.
Rauch, D. (1972). Design study of an air pump and integral lift engine ALF-504 using the Lycoming 502 core. Prepare for NASA. Jul. 1972. pp. 1-182.
Read, B. (2014). Powerplant revolution. AeroSpace. May 2014. pp. 28-31.
Reshotko, M., Karchmer, A., Penko, P.F. (1977). Core noise measurements on a YF-102 turbofan engine. NASA TM X-73587. Prepared for Aerospace Sciences Meeting sponsored by the American Institute of Aeronautics and Astronautics. Jan. 24-26, 2977.
Response to Groups for Appeal in European Patent No. EP2610460 by Safran Aircraft Engines dated Sep. 5, 2018, 30 pages.
Rethinking jet engines to make commercial aviation less of a threat to the climate (and the human respiratory system) Fortune, Retrieved Sep. 29, 2016 from: http://beta.fortune.com/change-the-world/united-technologies-8. 2 pages.
Reuters. (2014). GE exec says avoided geared design in jet engine battle with Pratt. Retrieved from: https://www.reuters.com/article/us-general-electric-united-tech-engine/ge-exec-says-avoided-geared-design-in-jet-engine-battle-with-pratt-idUSKBN0HA2H620140915.
Reynolds, C.N. (1985). Advanced prop-fan engine technology (APET) single- and counter-rotation gearbox/pitch change mechanism. Prepared for NASA. NASA CR-168114 (vol. I). Jul. 1985. pp. 1-295.
Riegler, C., and Bichlmaier, C. (2007). The geared turbofan technology—Opportunities, challenges and readiness status. Porceedings CEAS. Sep. 10-13, 2007. Berlin, Germany. pp. 1-12.
Rolls-Royce M45H. Jane's Aero-engines, Aero-engines—Turbofan. Feb. 24, 2010.
Rolls-Royce RB211022 turbofan engine, cutaway. National Air and Space Museum, 5 pages, Retrieved Apr. 9, 2017 from: https://airandspace.si.edu/collection-objects/rolls-royce-rb211-22-turbof-an-engine-cutaway.
Rotordynamic instability problems in high-performance turbomachinery. (1986). NASA conference publication 2443. Jun. 2-4, 1986.
Roux, E. (2007). Turbofan and turbojet engines database handbook. Editions Elodie Roux. Blagnac: France, pp. 1-595.
Salemme, C.T. and Murphy, G.C. (1979). Metal spar/superhybrid shell composite fan blades. Prepared for NASA. NASA-CR-159594. Aug. 1979. pp. 1-127.
Sargisson, D.F. (1985). Advanced propfan engine technology (APET) and single-rotation gearbox/pitch change mechanism. NASA Contractor Report-168113. R83AEB592. Jun. 1, 1985. pp 1-476.
Savelle, S.A. and Garrard, G.D. (1996). Application of transient and dynamic simulations to the U.S. Army T55-L-712 helicopter engine. The American Society of Mechanical Engineers. Presented Jun. 10-13, 1996. pp. 1-8.
Schaefer, J.W., Sagerser, D.R., and Stakolich, E.G. (1977). Dynamics of high-bypass-engine thrust reversal using a variable-pitch fan. Technical Report prepared for NASA. NASA-TM-X-3524. May 1, 1977. pp. 1-33.
Seader, J.D. and Henley, E.J. (1998). Separation process principles. New York, NY: John Wiley & Sons, Inc. pp. 722-726 and 764-771.
Sessions R., “Turbo Hydra-Malic 350 Handbook”, 1985, The Berkley Publishing Group, pp. 24-25.
Shah, D.M. (1992). MoSi2 and other silicides as high temperature structural materials. Superalloys 1992. The Minerals, Metals, & Materials Society. pp. 409-422.
Shapiro J., “Green Technology: Jets Gear up to Fly Greener”, Machine Design, Jun. 19, 2008, pp. 1-6.
Shorter Oxford English Dictionary, 6th Edition. (2007), vol. 2, N-Z, p. 1888.
Silverstein, C.C., Gottschlich, J.M., and Meininger, M. The feasibility of heat pipe turbine vane cooling. Presented at the International Gas Turbine and Aeroengine Congress and Exposition, The Hague, Netherlands. Jun. 13-16, 1994.pp. 1-7.
Singh, A. (2005). Application of a system level model to study the planetary load sharing behavior. Jounal of Mechanical Design. vol. 127. May 2005. pp. 469-476.
Singh, B. (1986). Small engine component technology (SECT) study. NASA CR-175079. Mar. 1, 1986. pp. 1-102.
Singh, R. and Houser, D.R. (1990). Non-linear dynamic analysis of geared systems. NASA-CR-180495. Feb. 1, 1990. pp. 1-263.
Smith, C.E., Hirschkron, R., and Warren, R.E. (1981). Propulsion system study for small transport aircraft technology (STAT). Final report. NASA-CR-165330. May 1, 1981. pp. 1-216.
Smith-Boyd, L. and Pike, J. (1986). Expansion of epicyclic gear dynamic analysis program. Prepared for NASA. NASA CR-179563. Aug. 1986. pp. 1-98.
Sowers, H.D. and Coward, W.E. (1978). QCSEE over-the-wing (OTW) engine acuostic design. NASA-CR-135268. Jun. 1, 1978. pp. 1-52.
Spadaccini, L.J., and Huang, H. (2002). On-line fuel deoxygenation for coke suppression. ASME, Jun. 2002. pp. 1-7.
Spadaccini, L.J., Sobel, D.R., and Huang, H. (2001). Deposit formation and mitigation in aircraft fuels. Journal of Eng. for Gas Turbine and Power, vol. 123. Oct. 2001. pp. 741-746.
Summons to Attend Oral Proceedings for European Patent Application No. EP12863186.8 dated Jul. 29, 2019, 12 pages.
Sundaram, S.K., Hsu, J-Y., Speyer, R.F. (1994). Molten glass corrosion resistance of immersed combustion-heating tube materials in soda-lime-silicate glass. J. Am. Ceram. Soc. 77(6). pp. 1613-1623.
Sundaram, S.K., Hsu, J-Y., Speyer, R.F. (1995). Molten glass corrosion resistance of immersed combustion-heating tube materials in e-glass. J Am. Ceram. Soc. 78(7). pp. 1940-1946.
Sutliff, D. (2005). Rotating rake turbofan duct mode measurement system. NASA TM-2005-213828. Oct. 1, 2005. pp. 1-34.
Suzuki, Y., Morgan, P.E.D., and Niihara, K. (1998). Improvement in mechanical properties of powder-processed MoSi2 by the addition of Sc2O3 and Y2O3. J. Am. Ceram. Soci. 81(12). pp. 3141-3149.
Sweetman, B. and Sutton, O. (1998). Pratt & Whitney's surprise leap. Interavia Business & Technology, 53.621, p. 25.
Taylor, W.F. (1974). Deposit formation from deoxygenated hydrocarbons. I. General features. Ind. Eng. Chem., Prod. Res. Develop., vol. 13(2). 1974. pp. 133-138.
Taylor, W.F. (1974). Deposit formation from deoxygenated hydrocarbons. II. Effect of trace sulfur compounds. Ind. Eng. Chem., Prod. Res. Dev., vol. 15(1). 1974. pp. 64-68.
Taylor, W.F. and Frankenfeld, J.W. (1978). Deposit fromation from deoxygenated hydrocarbons. 3. Effects of trace nitrogen and oxygen compounds Ind. Eng. Chem., Prod. Res. Dev., vol. 17(1). 1978. pp. 86-90.
Technical Data. Teflon. WS Hampshire Inc. Retrieved from: http://catalog.wshampshire.com/Asset/psg_teflon_ptfe.pdf.
Technical Report. (1975). Quiet Clean Short-haul Experimental Engine (QCSEE) UTW fan preliminary design. NASA-CR-134842. Feb. 1, 1975. pp. 1-98.
Technical Report. (1977). Quiet Clean Short-haul Experimental Engine (QCSEE) Under-the-Wing (UTW) final design report. NASA-CR-134847. Jun. 1, 1977. pp. 1-697.
The Economist., “Flying's New Gear,” Retrieved from: https://www.economist.com/science-and-technology/2015/12/30/ftyings-new-gear, Jan. 2, 2016, 3 pages.
Thulin, R.D., Howe, D.C., and Singer, I.D. (1982). Energy efficient engine: High pressure turbine detailed design report. Prepared for NASA. NASA CR-165608. pp. 1-178.
Tong, M.T., Jones, S.M., Haller, W.J., and Handschuh, R.F. (2009). Engine conceptual design studies for a hybrid wing body aircraft. NASA/TM-2009-215680. Nov. 1, 2009. pp. 1-15.
Trembley, JR., H.F. (1977). Determination of effects of ambient conditions on aircraft engine emissions. ALF 502 combustor rig testing and engine verification test. Prepared for Environmental Protection Agency. Sep. 1977. pp. 1-256.
Tsang D., “Special report: The engine battle heats up (Update 1), Aspire Aviation”, 2011, 18 pages, Retrieved Apr. 3, 2016 from: http://www.aspireaviation.com/2011/05/10/pw-purepower-engine-vs-cfm-leap-x/.
2003 NASA seal/secondary air system workshop. (2003). NASA/CP-2004-212963/vol. 1. Sep. 1, 2004. pp. 1-408.
About GasTurb. Retrieved Jun. 26, 2018 from: http://gasturb.de/about-gasturb.html.
Adamson, A.P. (1975). Quiet Clean Short-Haul Experimental Engine (QCSEE) design rationale. Society of Automotive Engineers. Air Transportation Meeting. Hartford, CT. May 6-8, 1975. pp. 1-9.
Aerospace Information Report. (2008). Advanced ducted propulsor in-flight thrust determination. SAE International AIR5450. Aug. 2008. p. 1-392.
Agarwal, B.D and Broutman, L.J. (1990). Analysis and performance of fiber composites, 2nd Edition. John Wiley & Sons, Inc. New York: New York. pp. 1-30, 50-51, 56-58, 60-61, 64-71, 87-89, 324-329, 436-437.
AGMA Standard (1997). Design and selection of components for enclosed gear drives. lexandria, VA: American Gear Manufacturers Association. pp. 1-48.
AGMA Standard (1999) Flexible couplings—Mass elastic properties and other characteristics. Alexandria, VA: American Gear Manufacturers Association. pp. 1-46.
AGMA Standard (2006). Design manual for enclosed epicyclic gear drives. Alexandria, VA: American Gear Manufacturers Association. pp. 1-104.
Ahmad, F. and Mizramoghadam, A.V. (1999). Single v. two stage high pressure turbine design of modern aero engines. ASME. Prestend at the International Gast Turbine & Aeroengine Congress & Exhibition. Indianapolis, Indiana. Jun. 7-10, 1999. pp. 1-9.
Amezketa, M., Iriarte, X., Ros, J., and Pintor, J. (2009). Dynamic model of a helical gear pair with backlash and angle-varying mesh stiffness. Multibody Dynamics 2009, ECCOMAS Thematic Conference. 2009. pp. 1-36.
Anderson, N.E., Loewenthal, S.H., and Black, J.D. (1984). An analytical method to predict efficiency of aircraft gearboxes. NASA Technical Memorandum prepared for the Twentieth Joint Propulsion Conference. Cincinnati, OH. Jun. 11-13, 1984. pp. 1-25.
Anderson, R.D. (1985). Advanced Propfan Engine Technology (APET) definition study, single and counter-rotation gearbox/pitch change mechanism design. NASA CR-168115. Jul. 1, 1985. pp. 1-289.
Avco Lycoming Divison. ALF 502L Maintenance Manual. Apr. 1981. pp. 1-118.
Aviadvigatel D-110. Jane's Aero-engines, Aero-engines—Turbofan. Jun. 1, 2010.
Awker, R.W. (1986). Evaluation of propfan propulsion applied to general aviation. NASA CR-175020. Mar. 1, 1986. pp. 1-140.
Baker, R.W. (2000). Membrane technology and applications. New York, NY: McGraw-Hill. pp. 87-153.
Baskharone E.A., “Principles of Turbomachinery in Air-Breathing Engines,” Cambridge University Press, 2006, pp. 261-263.
Berton, J.J. and Guynn, M.D. (2012). Multi-objective optimization of a turbofan for an advanced, single-aisle transport. NASA/TM-2012-217428. pp. 1-26.
Berton, J.J., et al., “An Analytical Assessment of NASA's N+1 Subsonic Fixed Wing Project Noise Goal”, NASA/TM-2010-216085, the United States, AIAA, Feb. 1, 2010, 25 pages.
Bessarabov, D.G., Jacobs, E.P., Sanderson, R.D., and Beckman, I.N. (1996). Use of nonporous polymeric flat-sheet gas-separation membranes in a membrane-liquid contactor: experimental studies. Journal of Membrane Sciences, vol. 113. 1996. pp. 275-284.
Bloomer, H.E. and Loeffler, I.J. (1982). QCSEE over-the-wing engine acoustic data. NASA-TM-82708. May 1, 1982. pp. 1-558.
Bloomer, H.E. and Samanich, N.E. (1982). QCSEE under-the-wing engine acoustic data. NASA-TM-82691. May 1, 1982. pp 1-28.
Bloomer, H.E. and Samanich, N.E. (1982). QCSEE under-the-wing enging-wing-flap aerodynamic profile characteristics. NASA-TM-82890. Sep. 1, 1982. pp. 1-48.
Bloomer, H.E., Loeffler, I.J., Kreim, W.J., and Coats, J.W. (1981). Comparison of NASA and contractor reslts from aeroacoustic tests of QCSEE OTW engine. NASA Technical Memorandum 81761. Apr. 1, 1981. pp. 1-30.
Boggia, S. and Rud, K.. (2005). Intercooled recuperated gas turbine engine concept. 41st AIAA/ASME/SAE/ASEE Joint Propulsion Conference & Exhibit. Tuscon, Arizona. Jul. 10-13, 2005. pp. 1-11.
Bornstein, N. (1993). Oxidation of advanced intermetallic compounds. Journal de Physique IV, 1993, 03 (C9), pp. C9-367-C9-373.
Brennan, P.J. and Kroliczek, E.J. (1979). Heat pipe design handbook. Prepared for National Aeronautics and Space Administration by B & K Engineering, Inc. Jun. 1979. pp. 1-348.
Brines, G.L. (1990). The turbofan of tomorrow. Mechanical Engineering: The Journal of the American Society of Mechanical Engineers,108(8), 65-67.
Brochure, LEAP: The Power of the Future, 2013, Retrieved from: http://www.cfmaeroengines.com , 15 pages.
Bucknell, R.L. (1973). Influence of fuels and lubricants on turbine engine design and performance, fuel and lubircant analyses. Final Technical Report, Mar. 1971-Mar. 1973. pp. 1-252.
Bunker, R.S. (2005). A review of shaped hole turbine film-cooling technology. Journal of Heat Transfer vol. 127. Apr. 2005. pp. 441-453.
Carney, K., Pereira, M. Revilock, and Matheny, P. (2003). Jet engine fan blade containment using two alternate geometries. 4th European LS-DYNA Users Conference. pp. 1-10.
CFM56 Engine, Delta TechOps, Retrieved Apr. 9, 2017 from: http://www.deltatechops.com/mro-capabilites/view/category/cfm56, 2 pages.
Chapman J.W., et al., “Control Design for an Advanced Geared Turbofan Engine”, AIAA Joint Propulsion Conference 2017, Jul. 10, 2017-Jul. 12, 2017, Atlanta, GA, pp. 1-12.
Cheryan, M. (1998). Ultrafiltration and microfiltration handbook. Lancaster, PA: Tecnomic Publishing Company, Inc. pp. 171-236.
Ciepluch, C. (1977). Quiet clean short-haul experimental engine (QCSEE) under-the-wing (UTW) final design report. Prepared for NASA. NASA-CP-134847. Retreived from: https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19800075257.pdf.
Clarke, D.R. and Levi, C.G. (2003). Materials design for the next generation thermal barrier coatings. Annual. Rev. Mater. Res. vol. 33. 2003. pp. 383-417.
Coy, Peter. The little gear that could reshape the jet engine: A simple idea's almost 30-year, $10 billion journey to the aircraft mainstream. Bloomberg Business. Oct. 15, 2015. p. 1-4.
Cramoisi, G. Ed. (2012). Death in the Potomac: The crash of Air Florida Flight 90. Air Crash Investigations. Accident Report NTSB/AAR-82-8. p. 45-47.
Cusick, M. (1981). Avco Lycoming's ALF 502 high bypass fan engine. Society of Automotive Engineers, Inc. Business Aircraft Meeting & Exposition. Wichita, Kansas. Apr. 7-10, 1981. pp. 1-9.
Daggett, D.L., Brown, S.T., and Kawai, R.T. (2003). Ultra-efficient engine diameter study. NASA/CR-2003-212309. May 2003. pp. 1-52.
Dalton, III., W.N. (2003). Ultra high bypass ratio low noise engine study. NASA/CR-2003-212523. Nov. 2003. pp. 1-187.
Daly, M. Ed. (2008). Jane's Aero-Engine. Issue Twenty-three. Mar. 2008. p. 707-12.
Daly, M. Ed. (2010). Jane's Aero-Engine. Issue Twenty-seven. Mar. 2010. p. 633-636.
Damerau, J. (2014) What is the mesh stiffness of gears? Screen shot of query submitted by Vahid Dabbagh, answered by Dr. Jochan Damerau, Research General Managerat Bosch Corp., Japan. Retrieved from: https://www.researchgate.net/post/What_is_the_mesh_stiffness_of_gears.
Darrah, S. (1987). Jet fuel deoxygenation. Interim Report for Period Mar. 1987-Jul. 1988. pp. 1-22.
Dassault Falcon 900EX Easy Systems Summary. Retrieved from: http://www.smartcockpit.com/docs/F900EX-Engines.pdf pp. 1-31.
Datasheet. CF6-80C2 high-bypass turbofan engines. Retreived from https://geaviation.com/sites/default/files/datasheet-CF6-80C2.pdf.
Datasheet. CFM56-5B for the Airbus A320ceo family and CFM56-7B for the Boeing 737 family. https://www.cfmaeroengines.com/.
Datasheet. Genx™ high bypass turbofan engines. Retreived from: https://www.geaviation.com/sites/default/files/datasheet-genx.pdf.
Ivchenko-Progress AI-727M. Jane's Aero-engines, Aero-engines—Turbofan. Nov. 27, 2011.
Ivchenko-Progress D-436. Jane's Aero-engines, Aero-engines—Turbofan. Feb. 8, 2012.
Ivchenko-Progress D-727. Jane's Aero-engines, Aero-engines—Turbofan. Feb. 7, 2007.
Jacobson, N.S. (1993). Corrosion of silicon-based ceramics in combustion environments. J. Am. Ceram. Soc. 76(1). pp. 3-28.
Jeng, Y.-L., Lavernia, E.J. (1994). Processing of molybdenum disilicide. J. of Mat. Sci. vol. 29. 1994. pp. 2557-2571.
Johnston, R.P. and Hemsworth, M.C. (1978). Energy efficient engine preliminary design and integration studies. Jun. 1, 1978. pp. 1-28.
Johnston, R.P., Hirschkron, R., Koch, C.C., Neitzel, R.E., and Vinson, P.W. (1978). Energy efficient engine: Preliminary design and integration study—final report. NASA CR-135444. Sep. 1978. pp. 1-401.
Jorgensen, P.J., Wadsworth, M.E., and Cutler, I.B. (1961). Effects of water vapor on oxidation of silicon carbide. J. Am. Ceram. Soc. 44(6). pp. 248-261.
JT15D, Pratt & Whitney Canada Retrieved Apr. 9, 2017, http://www.pwc.ca/en/engines/jt15d, 3 pages.
Judgement and Final Written Decision. U.S. Pat. No. 8,448,895, General Electric Company, Petitioner, v. United Technologies Corporation, Patent Owner, IPR2017-00425, Entered Jul. 2, 2018, 52 pages.
Judgement and Final Written Decision. U.S. Pat. No. 8,695,920, General Electric Company, Petitioner, v. United Technologies Corporation, Patent Owner, IPR2017-00428, Entered Dec. 19, 2017, 3 pages.
Kahn, H., Tayebi, N., Ballarini, R., Mullen, R.L., Heuer, A.H. (2000). Fracture toughness of polysilicon MEMS devices. Sensors and Actuators vol. 82. 2000. pp. 274-280.
Kandebo, S.W. (1998). Geared-Turbofan engine design targets cost, complexity. Aviation Week & Space Technology, 148(8). p. 34-5.
Kandebo, S.W. (1998). Pratt & Whitney launches geared turbofan engine. Aviation Week & Space Technology, 148(8). p. 32-4.
Kaplan, B., Nicke, E., Voss, C. (2006), Design of a highly efficient low-noise fan for ultra-high bypass engines. Proceedings of GT2006 for ASME Turbo Expo 2006: Power for Land, Sea and Air. Barcelona, SP. May 8-11, 2006. pp. 1-10.
Kasuba, R. and August, R. (1984). Gear mesh stiffness and load sharing in planetary gearing. American Society of Mechanical Engineers, Design Engineering Technical Conference, Cambridge, MA. Oct. 7-10, 1984. pp. 1-6.
Kerrebrock, J.L. (1977). Aircraft engines and gas turbines. Cambridge, MA: The MIT Press, p. 11.
Kjelgaard, C. (2010). Gear up for the GTF. Aircraft Technology, 105. Apr.-May 2010. pp. 86, 88, 90, 92-95.
Knip, Jr., G. (1987). Analysis of an advanced technology subsonic turbofan incorporating revolutionary materials. NASA Technical Memorandum. May 1987. pp. 1-23.
Kojima, Y., Usuki, A. Kawasumi, M., Okada, A., Fukushim, Y., Kurauchi, T., and Kamigaito, O. (1992). Mechanical properties of nylon 6-clay hybrid. Journal of Materials Research, 8(5), 1185-1189.
Kollar, L.P. and Springer, G.S. (2003). Mechanics of composite structures. Cambridge, UK: Cambridge University Press, p. 465.
Krantz, T.L. (1990). Experimental and analytical evaluation of efficiency of helicopter planetary stage. NASA Technical Paper. Nov. 1990. pp. 1-19.
Krenkel, W., Naslain, R., and Schneider, H. Eds. (2001). High temperature ceramic matrix composites pp. 224-229. Weinheim, DE: Wiley-VCH Verlag GmbH.
Kurzke, J. (2001). GasTurb 9: A program to calculate design and off-design performance of gas turbines. Retrieved from: https://www.scribd.com/document/92384867/GasTurb9Manual.
Kurzke, J. (2012). GasTurb 12: Design and off-design performance of gas turbines. Retrieved from: https://www.scribd.com/document/153900429/GasTurb-12.
Kurzke, J. (2008). Preliminary Design, Aero-engine design: From state of the art turbofans towards innovative architectures. pp. 1-72.
Kurzke, J. (2009). Fundamental differences between conventional and geared turbofans. Proceedings of ASME Turbo Expo: Power for Land, Sea, and Air 2009, Orlando, Florida. pp. 145-153.
Langston, L. and Faghri, A. Heat pipe turbine vane cooling. Prepared for Advanced Turbine Systems Annual Program Review. Morgantown, West Virginia. Oct. 17-19, 1995. pp. 3-9.
Lau, K., Gu, C., and Hui, D. (2005). A critical review on nanotube and nanotube/nanoclay related polymer composite materials. Composites: Part B 37(2006) 425-436.
Leckie, F.A. and Dal Bello, D.J. (2009). Strength and stiffness of engineering systems. Mechanical Engineering Series. Springer. pp. 1-10, 48-51.
Leckie F.A., et al., “Strength and Slilfness of Engineering Systems,” Mechanical Engineering Series, Springer, 2009, pp. 1-3.
Lee, K.N. (2000). Current status of environmental barrier coatings for Si-Based ceramics. Surface and Coatings Technology 133-134, 2000. pp. 1-7.
Levintan, R.M. (1975). Q-Fan demonstrator engine. Journal of Aircraft. vol. 12( 8). Aug. 1975. pp. 658-663.
Lewicki, D.G., Black, J.D., Savage, M., and Coy, J.J. (1985). Fatigue life analysis of a turboprop reduction gearbox. NASA Technical Memorandum. Prepared for the Design Technical Conference (ASME). Sep. 11-13, 1985. pp. 1-26.
Liebeck, R.H., Andrastek, D.A., Chau, J., Girvin, R., Lyon, R., Rawdon, B.K., Scott, P.W. et al. (1995). Advanced subsonic airplane design & economics studies. NASA CR-195443. Apr. 1995. pp. 1-187.
Lit, J.S. (2018). Sixth NASA Glenn Research Center propulsion control and diagnostics (PCD) workshop. NASA/CP-2018-219891. Apr. 1, 2018. pp. 1-403.
Lord, W.K. (2000). P&W expectations. Quiet Aircraft Technology Workshop, Dallas, TX. Apr. 11-12, 2000. pp. 1-7.
Lord, W.K., MacMartin, D.G., and Tillman, T.G. (2000). Flow control opportunities in gas turbine engines. American Institute of Aeronautics and Astronautics. pp. 1-15.
Lynwander, P. (1983). Gear drive systems: Design and application. New York, New York: Marcel Dekker, Inc. pp. 145, 355-358.
Macisaac, B. and Langston, R. (2011). Gas turbine propulsion systems. Chichester, West Sussex: John Wiley & Sons, Ltd. pp. 260-265.
Mancuso, J.R. and Corcoran, J.P. (2003). What are the differences in high performance flexible couplings for turbomachinery? Proceedings of the Thirty-Second Turbomachinery Symposium. 2003. pp. 189-207.
Manual. Student's Guide to Learning SolidWorks Software. Dassault Systemes—SolidWorks Corporation. pp. 1-156.
Matsumoto, T., Toshiro, U., Kishida, A., Tsutomu, F., Maruyama, I., and Akashi, M. (1996). Novel functional polymers: Poly (dimethylsiloxane)-polyamide multiblock copolymer. VII. Oxygen permeability of aramid-silicone membranes in a gas-membrane-liquid system. Journal of Applied Polymer Science, vol. 64(6). May 9, 1997. pp. 1153-1159.
Mattingly, J.D. (1996). Elements of gas turbine propulsion. New York, New York: McGraw-Hill, Inc. pp. 1-18, 60-62, 223-234, 462-479, 517-520, 757-767, and 862-864.
Mattingly, J.D. (1996). Elements of gas turbine propulsion. New York, New York: McGraw-Hill, Inc. pp. 1-18, 60-62, 85-87, 95-104, 121-123, 223-234, 242-245, 278-285, 303-309, 323-326, 462-179, 517-520, 563-565, 630-632, 668-670, 673-675, 682-685, 697-705, 726-727, 731-732, 802-805, 828-830 and appendices.
Mattingly, J.D. (1996). Elements of gas turbine propulsion. New York, New York: McGraw-Hill, Inc. pp. 1-18, 60-62, 85-87, 95-104, 121-123, 223-234, 242-245, 278-285, 303-309, 323-326, 462-179, 517-520, 563-565, 630-632, 673-675, 682-685, 697-699, 703-705, 802-805, 862-864, and 923-925.
Mattingly, J.D. (1996). Elements of gas turbine propulsion. New York, New York: McGraw-Hill, Inc. pp. 8-15.
Mattingly J.D., “Aircraft Engine Design,” American Institute of Aeronautics and Astronautics Inc, 2nd Edition, Jan. 2002, pp. 292-322.
Mavris, D.N., Schutte, J.S. (2016). Application of deterministic and probabilistic system design methods and enhancements of conceptual design tools for ERA project final report. NASA/CR-2016-219201. May 1, 2016. pp. 1-240.
Tsirlin, M., Pronin, Y.E., Florina, E.K., Mukhametov, S. Kh., Khatsernov, M.A., Yun, H.M., . . . Kroke, E. (2001). Experimental investigation of multifunctional interphase coatings on SiC fibers for non-oxide high temperature resistant CMCs. High Temperature Ceramic Matrix Composites. 4th Int'l Conf. on High Temp. Ceramic Matrix Composites. Oct. 1-3, 2001. pp. 149-156.
Tummers, B. (2006). DataThief III. Retreived from: https://datathief.org/DatathiefManual.pdf pp. 1-52.
“Turbofan engine JT8D cutaway model AE-06”, Aero Train Corp, 2 pages. Retrieved Apr. 9, 2017 from: http://aerotraincorp.com.ae-06.php.
Turbomeca Aubisque. Jane's Aero-engines, Aero-engines—Turbofan. Nov. 2, 2009.
Turner, M. G., Norris, A., and Veres, J.P. (2004). High-fidelity three-dimensional simulation of the GE90. NASA/TM-2004-212981. pp. 1-18.
TYPE Certificate Data Sheet No. E6NE. Department of Transportation Federal Aviation Administration. Jun. 7, 2002. pp. 1-10.
U.S. Department of Transportation: Federal Aviation Administration Advisory Circular, Runway overrun prevention, dated: Nov. 6, 2007, p. 1-8 and Appendix 1 pp. 1-15, Appendix 2 pp. 1-6, Appendix 3 pp. 1-3, and Appendix 4 pp. 1-5.
U.S. Department of Transportation: Federal Aviation Administration Advisory Circular. Standard operating procedures for flight deck crewmembers, Dated: Feb. 27, 2003, p. 1-6 and Appendices.
U.S. Department of Transportation: Federal Aviation Administration Type Certificate Data Sheet No. E46NE, Jan. 23, 2012, p. 1-7.
U.S. Department of Transportation: Federal Aviation Administration Type Certificate Data Sheet No. E6WE. Dated: May 9, 2000. p. 1-9.
U.S. Appl. No. 11/832,107 dated Aug. 1, 2007, Engine Mounting Configuration for a Turbofan Gas Turbine Engine, 14 pages.
Vasudevan, A.K. and Petrovic, J.J. (1992). A comparative overview of molybedenum disilicide composites. Materials Science and Engineering, A155, 1992. pp. 1-17.
Warwick, G. (2007). Civil engines: Pratt & Whitney gears up for the future with GTF. Flight International, Nov. 2007. Retrieved Jun. 14, 2016 from: https://www.flightglobal.com/news/articles/civil-engines-pratt-amp-whitney-gears-up-for-the-future-with-219989/.
Waters, M.H. and Schairer, E.T. (1977). Analysis of turbofan propulsion system weight and dimensions. NASA Technical Memorandum. Jan. 1977. pp. 1-65.
Web Article, GE Aviation, GEnx-28 first engine to test, Jan. 28, 2012, Retrieved from: http://www.geaviation.com/engines/commercial/genx/2b_fett.html, 1 page.
Webster, J.D., Westwood, M.E., Hayes, F.H., Day, R.J., Taylor, R., Duran, A., . . . Vogel, W.D. (1998). Oxidation protection coatings for C/SiC based on yttrium silicate. Journal of European Ceramic Society vol. 18. 1998. pp. 2345-2350.
Wendus, B.E., Stark, D.F., Holler, R.P., and Funkhouse, M.E. (2003). Follow-on technology requirement study for advanced subsonic transport. Technical Report prepared for NASA. NASA/CR-2003-212467. Aug. 1, 2003. pp. 1-47.
Whitaker, R. (1982). ALF 502: plugging the turbofan gap. Flight International, p. 237-241, Jan. 30, 1982.
Wie, Y.S., Collier, F.S., Wagner, R.D., Viken, J.K., and Pfenniger, W. (1992). Design of a hybrid laminar flow control engine nacelle. AIAA-92-0400. 30th Aerospace Sciences Meeting & Exhibit. Jan. 6-9, 1992. pp. 1-14.
Wikipedia. Stiffness. Retrieved Jun. 28, 2018 from: https://en.wikipedia.org/wiki/Stiffness.
Wikipedia. Torsion spring. Retreived Jun. 29, 2018 from: https://en.wikipedia.org/wiki/Torsion_spring.
Wilfert, G. (2008). Geared fan. Aero-Engine Design: From State of the Art Turbofans Towards Innovative Architectures, von Karman Institute for Fluid Dynamics, Belgium, Mar. 3-7, 2008. pp. 1-26.
Willis, W.S. (1979). Quiet clean short-haul experimental engine (QCSEE) final report. NASA/CR-159473 pp. 1-289.
Winn, A. (Ed). (1990). Wide Chord Fan Club. Flight International, 4217(137). May 23-29, 1990. pp. 34-38.
Wright, G.H. and Russell, J.G. (1990). The M.45SD-02 variable pitch geared fan engine demonstrator test and evaluation experience. Aeronautical Journal., vol. 84(836). Sep. 1980. pp. 268-277.
Xie, M. (2008). Intelligent engine systems: Smart case system. NASA/CR-2008-215233. pp. 1-31.
Xu, Y., Cheng, L., Zhang, L., Ying, H., and Zhou, W. (1999). Oxidation behavior and mechanical properties of C/SiC composites with Si—MoSi2 oxidation protection coating. J. of Mat. Sci. vol. 34. 1999. pp. 6009-6014.
Yazzie C., “CFM-56 turbofan jet engines”, 2013, Retrieved Apr. 9, 2017 from: https://prezi.com/lqwqiuchmgd0/cfm-56-turbofan-jet-engines , 5 pages.
Zalud, T. (1998). Gears put a new spin on turbofan performance. Machine Design, 70(20), p. 104.
Zamboni, G. and Xu, L. (2009). Fan root aerodynamics for large bypass gas turbine engines: Influence on the engine performance and 3D design. Proceedings of ASME Turbo Expo 2009: Power for Land, Sea and Air. Jun. 8-12, 2009, Orlando, Florida, USA. pp. 1-12.
Zhao, J.C. and Westbrook, J.H. (2003). Ultrahigh-temperature materials for jet engines. MRS Bulletin. vol. 28(9). Sep. 2003. pp. 622-630.
Davies, D. and Miller, D.C. (1971). A variable pitch fan for an ultra quiet demonstrator engine. 1976 Spring Convention: Seeds for Success in Civil Aircraft Design in the Next Two Decades. pp. 1-18.
Davis, D.G.M. (1973). Variable-pitch fans: Progress in Britain. Flight International. Apr. 19, 1973. pp. 615-617.
Decision. General Electric Company, Petitioner, v. United Technologies Corporation, Patent Owner. IPR2017-00428. U.S. Pat. No. 8,695,920 B2. Entered Jun. 26, 2017. pp. 1-21.
Decision. General Electric Company, Petitioner, v. United Technologies Corporation, Patent Owner. IPR2017-00431. U.S. Pat. No. 8,695,920 B2. Entered Jun. 26, 2017. pp. 1-20.
Decision, General Electric Company, Petitioner, v. United Technologies Corporation, Patent Owner, IPR2017-00425, U.S. Pat. No. 8,448,895 B2, Entered Jul. 3, 2017, pp. 1-29.
Decision Institution of Inter Partes Review, General Electric Co., Petitioner v. United Technologies Corp., Patent Owner, IPR2016-00531, U.S. Pat. No. 8,511,605, Entered Jun. 30, 2016, pp. 1-16.
Decker, S. and Clough, R. (2016). GE wins shot at voiding pratt patent in jet-engine clash. Bloomberg Technology. Retrieved from: https://www.bloomberg.com/news/articles/2016-06-30/ge-wins-shot-to-invalidate-pratt-airplane-engine-patent-in-u-s.
Declaration of Dr. Magdy Attia, In re U.S. Pat. No. 8,313,280, Executed Oct. 21, 2016, pp. 1-88.
Declaration of Dr. Magdy Attia, In re U.S. Pat. No. 8,517,668, Executed Dec. 8, 2016, pp. 1-81.
Declaration of John Eaton, Ph.D. In re U.S. Pat. No. 8,869,568, Executed Mar. 28, 2016, pp. 1-87.
Declaration of Reza Abhari, In re U.S. Pat. No. 8,448,895, Executed Nov. 28, 2016, pp. 1-81.
Declaration of Reza Abhari. In re U.S. Pat. No. 8,695,920, claims 1-4, 7-14, 17 and 19, Executed Nov. 29, 2016, pp. 1-102.
Declaration of Reza Abhari. In re U.S. Pat. No. 8,695,920. Executed Nov. 30, 2016, pp. 1-67.
Declaration of Reza Abhari, Ph.D. in connection with the petition for inter partes review for U.S. Pat. No. 8,511,605 (challenged claims 1,2, and 7-11) executed Jan. 12, 2016, 61 pages.
Declaration of Reza Abhari, Ph.D. in connection with the petition for inter partes review for U.S. Pat. No. 8,511,605 (challenged claims 1-6 and 12-16) executed Jan. 12, 2016, 59 pages.
Declaration of Reza Abhari, Ph.D. In re U.S. Pat. No. 8,844,265, Executed Jun. 28, 2016, pp. 1-91.
Defeo, A. and Kulina, M. (1977). Quiet clean short-haul experimental engine (QCSEE) main reduction gears detailed design final report. Prepared for NASA. NASA-CR-134872. Jul. 1977. pp. 1-221.
Diagram of Prior Art V2500 and PW4090 Engines, 1 page.
Dickey, T.A. and Dobak, E.R. (1972). The evolution and development status of ALF 502 turbofan engine. National Aerospace Engineering and Manufacturing Meeting. San Diego, California. Oct. 2-5, 1972. pp. 1-12.
Disclaimer in Patent Under 37 CFR 1 321(a) for U.S. Pat. No. 8,695,920, 4 pages.
Drago, R.J. (1974). Heavy-lift helicopter brings up drive ideas. Power Transmission Design. Mar. 1987. pp. 1-15.
Drago, R.J. and Margasahayam, R.N. (1987). Stress analysis of planet gears with integral bearings; 3D finite-element model development and test validation. 1987 MSC NASTRAN World Users Conference. Los Angeles, CA. Mar. 1987. pp. 1-14.
Dudley, D.W., Ed. (1954). Handbook of practical gear design. Lancaster, PA: Technomic Publishing Company, Inc. pp. 3.96-102 and 8.12-18.
Dudley, D.W., Ed. (1962). Gear handbook. New York, NY: McGraw-Hill. pp. 14-17 (TOC, Preface, and Index).
Dudley, D.W., Ed. (1962). Gear handbook. New York, NY: McGraw-Hill. pp. 3.14-18 and 12.7-12.21.
Dudley, D.W., Ed. (1994). Practical gear design. New York, NY: McGraw-Hill. pp. 119-124.
Edkins, D.P., Hirschkron, R., and Lee, R. (1972). TF34 turbofan quiet engine study. Final Report prepared for NASA. NASA-CR-120914. Jan. 1, 1972. pp. 1-99.
Edwards, T. and Zabarnick, S. (1993). Supercritical fuel deposition mechanisms. Ind. Eng. Chem. Res. vol. 32. 1993. pp. 3117-3122.
El-Sayad, A.F. (2008). Aircraft propulsion and gas turbine engines. Boca Raton, FL: CRC Press. pp. 215-219 and 855-860.
Engber, M., Klaus, R., Ardey, S., Gier, J., and Waschka, W. (2007). Advanced technologies for next generation regional jets—Survey of research activities at MTU Aero Engines. Proceedings: XVIII International Symposium on Air Breathing Engines (ISABE). 18th ISABE Conference. Beijing, China. Sep. 2-7, 2007. pp. 1-11.
“Epicyclic Gearing”, (Oct. 23, 2007), In Wikipedia, The Free Encyclopedia, Retrieved 22:55, Sep. 6, 2017, from waybackmachine.com https://web.archive.org/web/20071023023829/en.wikipedia.org/wiki/epicycli-c_gearing, 3 pages.
European Search Report for Application No. EP12196028.0 dated Jun. 23, 2014, 6 pages.
European Search Report for Application No. EP12197866 dated Aug. 20, 2014, 7 pages.
European Search Report for Application No. EP12863186.8 dated Oct. 29, 2014, 6 pages.
European Search Report for Application No. EP15171345 dated Oct. 9, 2015, 3 pages.
European Search Report for Application No. EP20152745.4 dated Jun. 4, 2020, 11 pages.
Faghri, A. (1995). Heat pipe and science technology. Washington, D.C.: Taylor & Francis. pp. 1-60.
Falchetti, F., Quiniou, H., and Verdier, L. (1994). Aerodynamic design and 3D Navier-Stokes analysis of a high specific flow fan. ASME. Presented at the International Gas Turbine and Aeroengine Congress and Exposition. The Hague, Netherlands. Jun. 13-16, 1994. pp. 1-10.
File History for U.S. Appl. No. 12/131,876.
Final Written Decision General Electric Company., Petitioner, v. United Technologies Corp., Patent Owner, IPR2016-00531, U.S. Pat. No. 8,511,605 82, Entered Jun. 26, 2017, pp. 1-35.
Final Written Decision General Electric Company., Petitioner, v. United Technologies Corp., Patent Owner, IPR2016-00533, U.S. Pat. No. 8,511,605 82, Entered Jun. 26, 2017, pp. 1-19.
Final Written Decision General Electric Company., Petitioner, v. United Technologies Corp, Patent Owner, IPR2017-00428, U.S. Pat. No. 8,695,920, Entered Jun. 22, 2018, pp. 1-40.
Fisher, K., Berton, J., Guynn, M., Haller B., Thurman, D., and Tong, M. (2012). NASA's turbofan engine concept study for a next-generation single-aisle transport. Presentation to ICAO's noise technology independent expert panel. Jan. 25, 2012. pp. 1-23.
Fledderjohn, K.R. (1983). The TFE731-5: Evolution of a decade of business jet service. SAE Technical Paper Series. Business Aircraft Meeting & Exposition. Wichita, Kansas. Apr. 12-15, 1983. pp. 1-12.
Frankenfeld, J.W. and Taylor, W.F. (1980). Deposit fromation from deoxygenated hydrocarbons. 4. Studies in pure compound systems. Ind. Eng. Chem., Prod. Res. Dev., vol. 19(1). 1978. pp. 65-70.
Garret TFE731 Turbofan Engine (Cat C). Chapter 79: Lubrciation System. TTFE731 Issue 2. 2010. pp. 1-24.
Gas Power Cycle—Jet Propulsion Technology, A case study, May 31, 2012, Machine Design Magazine, Nov. 5, 1998, Retrieved from: http://machinedesign.com/content/pw8000-0820, 8 pages.
Gates, D. Bombardier flies at higher market. Seattle Times. Jul. 13, 2008. pp. C6.
GE Reports (2009). GE's breakthrough GEnx debuts at the Paris Air Show. Retrieved Jun. 6, 2009 from: http://www.gereports.com/ges-breakthrough-genx-debuts-at-the-paris-air-show/.
Gibala, R., Ghosh, A.K., Van Aken, D.C., Srolovitz, D.J., Basu, A., Chang, H., . . . Yang, W. (1992). Mechanical behavior and interface design of MoSi2-based alloys and composites. Materials Science and Engineering, A155, 1992. pp. 147-158.
McArdle, J.G. and Moore, A.S. (1979). Static test-stand performance of the YF-102 turobfan engine with several exhaust configurations for the Quiet Short-Haul Research Aircraft (QSRA). Prepared for NASA. NASA-TP-1556. Nov. 1979. pp. 1-68.
McCracken, R.C. (1979). Quiet short-haul research aircraft familiarization document. NASA-TM-81149. Nov. 1, 1979. pp. 1-76.
McCune, M.E. (1993). Initial test results of 40,000 horsepower fan drive gear system for advanced ducted propulsion systems. AIAA 29th Joint Conference and Exhibit. Jun. 28-30, 1993. pp. 1-10.
McMillian, A. (2008) Material development for fan blade containment casing. Abstract, p. 1. Conference on Engineering and Physics: Synergy for Success 2006. Journal of Physics: Conference Series vol. 105. London, UK. Oct. 5, 2006.
Meier N., “Civil Turbojet/Turbofan Specifications”, 2005, retrieved from http://jet-engine.net/civtfspec.html, 8 pages.
Merriam-Webster's collegiate dictionary, 10th Ed. (2001). p. 1125-1126.
Merriam-Webster's collegiate dictionary, 11th Ed. (2009). p. 824.
Meyer, A.G. (1988). Transmission development of TEXTRON Lycoming's geared fan engine. Technical Paper. Oct. 1988. pp. 1-12.
Middleton, P. (1971). 614: VFW's jet feederliner. Flight International, Nov. 4, 1971. p. 725, 729-732.
Misel, O.W. (1977). QCSEE main reduction gears test program. NASA CR-134669. Mar. 1, 1977. pp. 1-222.
Moxon, J. How to save fuel in tomorrow's engines. Flight International. Jul. 30, 1983. 3873(124). pp. 272-273.
Muhlstein, C.L., Stach, E.A., and Ritchie, R.O. (2002). A reaction-layer mechanism for the delayed failure of micron-scale polycrystalline silicon structural films subjected to high-cycle fatigue loading. Acta Materialia vol. 50. 2002. pp. 3579-3595.
Munt, R. (1981). Aircraft technology assessment: Progress in low emissions engine. Technical Report. May 1981. pp. 1-171.
Nagendra S., et al., “Optimal rapid multidisciplinary response networks: RAPIDDISK,” Structural and Multidisciplinary Optimization, Springer, Berlin, DE, vol. 29, No. 3, Mar. 1, 2005, pp. 213-231.
Nanocor Technical Data for Epoxy Nanocomposites using Nanomer 1.30E Nanoclay. Nnacor, Inc. Oct. 2004.
NASA Conference Publication. (1978). CTOL transport technology. NASA-CP-2036-PT-1. Jun. 1, 1978. pp. 1-531.
NASA Conference Publication. Quiet, powered-lift propulsion. Cleveland, Ohio. Nov. 14-15, 1978. pp. 1-420.
Neitzel, R., Lee, R., and Chamay, A.J. (1973). Engine and installation preliminary design. Jun. 1, 1973. pp. 1-333.
Neitzel, R.E., Hirschkron, R. and Johnston, R.P. (1976). Study of unconventional aircraft engines designed tor low energy consumption NASA-CR-135136. Dec. 1, 1976. pp. 1-153.
Newton, F.C., Liebeck, R.H., Mitchell, G.H., Mooiweer, M.A., Platte, M.M., Toogood, T.L., and Wright, R.A. (1986). Multiple Application Propfan Study (MAPS): Advanced tactical transport. NASA CR-175003. Mar. 1, 2986. pp. 1-101.
Norton, M. and Karczub, D. (2003). Fundamentals of noise and vibration analysis for engineers. Press Syndicate of the University of Cambridge. New York: New York. p. 524.
Notice of Opposition to Patent No. EP2610460, United Technologies Corporation opposed by SNECMA dated Apr. 27, 2016, 58 pages.
Oates, G.C. (Ed). (1989). Aircraft propulsion systems and technology and design. Washington, D.C.: American Institute of Aeronautics, Inc. pp. 341-344.
Parametric study of STOL short-haul transport engine cycles and operational techniques to minimize community noise impact. NASA-CR-114759. Jun. 1, 1974. pp. 1-398.
Parker, R.G. and Lin, J. (2001). Modeling, modal properties, and mesh stiffness variation instabilities of planetary gears. Prepared for NASA. NASA/CR-2001-210939. May 2001. pp. 1-111.
Patent Owner's Preliminary Response in U.S. Pat. No. 8,695,920, General Electric Company, Petitioner, v. United Technologies Corp., Patent Owner: IPR2017-00428, Entered Apr. 10, 2017. pp 1-36.
Patent Owner's Response to Petition for Inter Partes Review of U.S. Pat. No. 8,695,920, General Electric Company, Petitioner, v. United Technologies Corp, Patent Owner: IPR2017-00428, Filed Sep. 8, 2017, 54 pages.
Patentee's Request to Notice of Opposition to U.S. Pat. No. 2,610,460, United Technologies Corporation opposed by Safran Aircraft Engines dated Oct. 17, 2016, 22 pages.
Petition for Inter Partes Review of U.S. Pat. No. 8,511,605, Claims 1, 2, and 7-11. General Electric Company, Petitioner v. United Technologies Corporation, Patent Owner, Filed Jan. 29, 2016, 51 pages.
Petition for Inter Partes Review of U.S. Pat. No. 8,511,605, Claims 1-6 and 12-16, General Electric Company, Petitioner v. United Technologies Corporation, Patent Owner: Filed Jan. 29, 2016, 49 pages.
Petrovic, J.J., Castro, R.G., Vaidya, R.U., Peters, M.L, Mendoza, D., Hoover, R.C., and Gallegos, D.E. (2001). Molybdenum disilicide materials for glass melting sensor sheaths. Ceramic Engineering and Science Proceedings. vol. 22(3). 2001. pp. 59-64.
Pratt & Whitney, JT3D/TF33. www.All-Aero.com. Retrieved Apr. 9, 2017 from http://all-aero.com/index.php/contactus/64-engines-power/13428-pratt-whitney-jt3d-tf33, 3 pages.
Preliminary Observations by the Board for European Patent Application No. EP12196028.0 dated Jul. 23, 2020, 11 pages.
Press release. The GE90 engine. Retreived from: https://www.geaviation.com/commercial/engines/ge90-engine; https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-fan-completing-blade-testing-schedule-first-engine-test; and https://www.geaviation.com/press-release/ge90-engine-family/ge'scomposite-fan-blade-revolution-turns-20-years-old.
Product Brochure. Garrett TFE731. Allied Signal. Copyright 1987. pp. 1-24.
“Propulsion Systems: Basic Concepts”, Jun. 20, 2003, 7 pages, https://web.archive.org/web/20030620224519/http://adg.stanford.edu/aa241/propulsion/propulsionintro.html.
Pyrograf-III Carbon Nanofiber. Product guide. Retrieved Dec. 1, 2015 from: http://pyrografproducts.com/Merchant5/merchant.mvc?Screen=cp_nanofiber.
QCSEE ball spline pitch-change mechanism whirligig test report. (1978). NASA-CR-135354. Sep. 1, 1978. pp. 1-57.
QCSEE hamilton standard cam/harmonic drive variable pitch fan actuation system derail design report. (1976). NASA-CR-134852. Mar. 1, 1976. pp. 1-172.
QCSEE main reduction gears bearing development program final report. (1975). NASA-CR-134890. Dec. 1, 1975. pp. 1-41.
QCSEE over-the-wing final design report. (1977). NASA-CR-134848. Jun. 1, 1977. pp. 1-460.
QCSEE over-the-wing propulsion system test report vol. III—mechanical performance. (1978). NASA-CR-135325. Feb. 1, 1978. pp. 1-112.
QCSEE Preliminary analyses and design report. vol. 1. (1974). NASA-CR-134838. Oct. 1, 1974. pp. 1-337.
QCSEE preliminary analyses and design report. vol. II. (1974). NASA-CR-134839. Oct. 1, 1974. pp. 340-630.
QCSEE the aerodynamic and mechanical design of the QCSEE under-the-wing fan. (1977). NASA-CR-135009. Mar. 1, 1977. pp. 1-137.
QCSEE the aerodynamic and preliminary mechanical design of the QCSEE OTW fan. (1975). NASA-CR-134841. Feb. 1, 1975. pp. 1-74.
QCSEE under-the-wing engine composite fan blade design. (1975). NASA-CR-134840. May 1, 1975. pp. 1-51.
QCSEE under-the-wing engine composite fan blade final design test report. (1977). NASA-CR-135046. Feb. 1, 1977. pp. 1-55.
QCSEE under-the-wing engine composite fan blade preliminary design test report. (1975). NASA-CR-134846. Sep. 1, 1975. pp. 1-56.
QCSEE under-the-wing engine digital control system design report. (1978). NASA-CR-134920. Jan. 1, 1978. pp. 1-309.
Related Publications (1)
Number Date Country
20210372349 A1 Dec 2021 US
Continuations (4)
Number Date Country
Parent 16405149 May 2019 US
Child 17395553 US
Parent 15173288 Jun 2016 US
Child 16405149 US
Parent 14755221 Jun 2015 US
Child 15173288 US
Parent 14190429 Feb 2014 US
Child 14755221 US
Continuation in Parts (2)
Number Date Country
Parent 13340988 Dec 2011 US
Child 14190429 US
Parent 12131876 Jun 2008 US
Child 13340988 US