Patent ID: 12214891

The figures are not to scale. Instead, the thickness of the layers or regions may be enlarged in the drawings. In general, the same reference numbers will be used throughout the drawing(s) and accompanying written description to refer to the same or like parts. As used in this patent, stating that any part (e.g., a layer, film, area, region, or plate) is in any way on (e.g., positioned on, located on, disposed on, or formed on, etc.) another part, indicates that the referenced part is either in contact with the other part, or that the referenced part is above the other part with one or more intermediate part(s) located therebetween. Connection references (e.g., attached, coupled, connected, and joined) are to be construed broadly and may include intermediate members between a collection of elements and relative movement between elements unless otherwise indicated. As such, connection references do not necessarily infer that two elements are directly connected and in fixed relation to each other. Stating that any part is in “contact” with another part means that there is no intermediate part between the two parts.

Descriptors “first,” “second,” “third,” etc. are used herein when identifying multiple elements or components which may be referred to separately. Unless otherwise specified or understood based on their context of use, such descriptors are not intended to impute any meaning of priority, physical order or arrangement in a list, or ordering in time but are merely used as labels for referring to multiple elements or components separately for ease of understanding the disclosed examples. In some examples, the descriptor “first” may be used to refer to an element in the detailed description, while the same element may be referred to in a claim with a different descriptor such as “second” or “third.” In such instances, it should be understood that such descriptors are used merely for ease of referencing multiple elements or components.

BRIEF SUMMARY

Methods, apparatus, systems, and articles of manufacture to reduce backbone bending of a turbine engine are disclosed.

Certain examples provide an apparatus including a mechanical linkage for mounting a gas turbine engine to a pylon, the mechanical linkage comprising a bending restraint having a first end and a second end, a first joint at the first end of the bending restraint to connect the first end of the bending restraint to a fan section of the gas turbine engine, and a second joint at the second end of the bending restraint to connect the second end of the bending restraint to the pylon.

Certain examples provide a gas turbine engine comprising a first section including a fan section, a second section including a pylon, and a mechanical linkage between the first section and the second section.

Certain examples provide an apparatus including first means for mounting a gas turbine engine to a pylon, second means for attaching a first bending restraint with respect to a fan section of the gas turbine engine, and third means for attaching the first bending restraint to the pylon.

DETAILED DESCRIPTION

A bending moment is a reaction induced in a structural element when an external force or moment is applied to the element, causing the element to bend. For example, forces acting on an engine fan case during operation of the engine can cause the fan case to try to bend or rotate in an undesirable direction, introducing stress, and eventual wear, on the engine fan case. Certain examples provide a supplemental link or linkage (e.g., a series of one or more links) that restricts the bending motion of the fan case and improves stability and durability of the fan case and associated engines.

The terms “upstream” and “downstream” refer to the relative direction with respect to fluid flow in a fluid pathway. For example, “upstream” refers to the direction from which the fluid flows, and “downstream” refers to the direction to which the fluid flows. As used herein, “vertical” refers to the direction perpendicular to the ground. As used herein, “horizontal” refers to the direction parallel to the centerline of the gas turbine engine102. As used herein, “lateral” refers to the direction perpendicular to the axial and vertical directions (e.g., into and out of the plane ofFIGS.1,2, etc.).

“Including” and “comprising” (and all forms and tenses thereof) are used herein to be open ended terms. Thus, whenever a claim employs any form of “include” or “comprise” (e.g., comprises, includes, comprising, including, having, etc.) as a preamble or within a claim recitation of any kind, it is to be understood that additional elements, terms, etc. may be present without falling outside the scope of the corresponding claim or recitation. As used herein, when the phrase “at least” is used as the transition term in, for example, a preamble of a claim, it is open-ended in the same manner as the term “comprising” and “including” are open ended. The term “and/or” when used, for example, in a form such as A, B, and/or C refers to any combination or subset of A, B, C such as (1) A alone, (2) B alone, (3) C alone, (4) A with B, (5) A with C, (6) B with C, and (7) A with B and with C. As used herein in the context of describing structures, components, items, objects and/or things, the phrase “at least one of A and B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects and/or things, the phrase “at least one of A or B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. As used herein in the context of describing the performance or execution of processes, instructions, actions, activities and/or steps, the phrase “at least one of A and B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing the performance or execution of processes, instructions, actions, activities and/or steps, the phrase “at least one of A or B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

As used herein, singular references (e.g., “a”, “an”, “first”, “second”, etc.) do not exclude a plurality. The term “a” or “an” entity, as used herein, refers to one or more of that entity. The terms “a” (or “an”), “one or more”, and “at least one” can be used interchangeably herein. Furthermore, although individually listed, a plurality of means, elements or method actions may be implemented by, e.g., a single unit or processor. Additionally, although individual features may be included in different examples or claims, these may possibly be combined, and the inclusion in different examples or claims does not imply that a combination of features is not feasible and/or advantageous.

Engines are often mounted to the wings of the aircrafts (e.g., under-wing mounting). The engine is mounted to a pylon. The pylon is designed to withstand high levels of loads and resulting stresses, including thrust loads from the engine, aerodynamic loading and the engine's weight. The pylon includes a forward mount and an aft mount for the engine. The forward mount attaches to the fan section and the aft mount attaches to an outer portion of the engine downstream of the fan section. In some other examples, the engines can be fuselage mounted engines. For example, a fuselage mounted engine and corresponding mounts (e.g., forward mount and aft mount) is rotated 90° with respect to an underwing mounted engine.

When the engine (mounted to the pylon) produces thrust, the pylon reacts this thrust by imposing a bending moment onto the engine body. This moment is often referred to as backbone bending. Some aircraft engine mount systems include one or more thrust links (e.g., thrust linkage) for mounting the engine to the pylon. The thrust links can however also contribute to backbone bending through the entire engine carcass due to the distance between the engine centerline and the intersection point of the thrust link and forward mount.

Backbone bending affects blade clearances at all operating conditions and engine stages. Reducing backbone bending allows for tighter operating clearances, such as cold clearances and cruise clearances. Reducing operating clearances improves specific fuel consumption (engine efficiency), improves engine operability, and reduces deterioration.

Blade tip clearances at several locations throughout the engine are often defined based on the sum of axisymmetric closures and the local circumferential clearance distortions during a take-off (TO) rotation maneuver. That is, in some examples, the minimum blade tip clearances in the compressor (e.g., closest clearances, etc.) can occur during TO engine operation. In some examples, the minimum blade tip clearance at which the compressor can operate during take-off is based on clearance reduction caused in part by engine vibrations and distortion (e.g., strain, etc.) caused by operation of the engine. Operational distortion in an engine can be caused by internal forces in the engine caused by thrust and aero inlet loads, etc. The operational loads can cause the engine body to bend and/or otherwise distort between the forward and aft mount attachment point of engine to the aircraft, for example. Designing an engine to compensate for these distortions (e.g., by increasing cold or cruise clearances) correspondingly reduces engine operating efficiency (e.g., specific fuel consumption, etc.).

Examples disclosed herein can reduce undesired effects caused by these distortions on the engine based on a magnitude of bending moment and clearance losses induced by the force balance between pylon and engine during engine operations. By coupling the fan section to the pylon with a mechanical link, for example, the bending moment of backbone bending is mitigated. The mechanical link can be coupled with one or more pre-existing thrust links, for example. In some examples, the mechanical link includes an actuator to apply force in one direction to the fan section.

Referring now to the drawings, wherein identical numerals indicate the same elements throughout the figures,FIG.1is a schematic cross-sectional view of an example high-bypass turbofan-type gas turbine engine102(“turbofan102”) as may incorporate various examples disclosed herein. As shown inFIG.1, the turbofan102defines a longitudinal or axial centerline axis104extending therethrough for reference. As depicted therein, the gas turbine engine102defines a longitudinal or axial centerline axis104extending therethrough for reference. As depicted therein, the gas turbine engine102defines a roll axis R, a pitch axis P, and a yaw axis Y. The roll axis R extends parallel to the longitudinal axis104, the yaw axis Y extends orthogonally outwardly from the longitudinal axis104, and the pitch axis P extends perpendicularly outwardly from the roll axis R and the yaw axis Y (e.g., into and out of the plane ofFIG.1). The turbofan102includes a core turbine or gas turbine engine106disposed downstream from a fan section108.

The core turbine engine106may generally include a substantially tubular outer casing110that defines an annular inlet112. The outer casing110may be formed from a single casing or multiple casings. The outer casing110encloses, in serial flow relationship, a compressor section having a booster or low pressure compressor114(“LP compressor114”) and a high pressure compressor116(“HP compressor116”), a combustion section118, a turbine section having a high pressure turbine120(“HP turbine120”) and a low pressure turbine124(“LP turbine124”), and an exhaust section128. A high pressure shaft or spool122(“HP shaft122”) drivingly couples the HP turbine120and the HP compressor116. A low pressure shaft or spool115(“LP shaft115”) drivingly couples the LP turbine124and the LP compressor114. The LP shaft115may also couple to a fan spool or shaft130of the fan section108. In some examples, the LP shaft115may couple directly to the fan shaft130(i.e., a direct-drive configuration). In alternative configurations, the LP shaft115may couple to the fan shaft130via a reduction gear142(i.e., an indirect-drive or geared-drive configuration).

As shown inFIG.1, the fan section108includes a plurality of fan blades136coupled to and extending radially outwardly from the fan shaft130. An annular fan casing or nacelle132circumferentially encloses the fan section108and/or at least a portion of the core turbine106. The nacelle132may be supported relative to the core turbine106by a plurality of circumferentially-spaced apart outlet guide vanes134. Furthermore, a downstream section138of the nacelle132may enclose an outer portion of the core turbine106to define a bypass airflow passage140therebetween.

As illustrated inFIG.1, air148enters an inlet portion150of the turbofan102during operation thereof. A first portion152of the air148flows into the bypass flow passage140, while a second portion154of the air148flows into the inlet112of the LP compressor114. One or more sequential stages of LP compressor stator vanes117and LP compressor rotor blades119coupled to the LP shaft115progressively compress the second portion154of the air148flowing through the LP compressor114en route to the HP compressor116. Next, one or more sequential stages of HP compressor stator vanes121and HP compressor rotor blades123coupled to the HP shaft122further compress the second portion154of the air148flowing through the HP compressor116. This provides compressed air156to the combustion section118where it mixes with fuel and burns to provide combustion gases125.

The combustion gases125flow through the HP turbine120where one or more sequential stages of HP turbine stator vanes127and HP turbine rotor blades129coupled to the HP shaft122extract a first portion of kinetic and/or thermal energy therefrom. This energy extraction supports operation of the HP compressor116. The combustion gases125then flow through the LP turbine124where one or more sequential stages of LP turbine stator vanes131and LP turbine rotor blades133coupled to the LP shaft115extract a second portion of thermal and/or kinetic energy therefrom. This energy extraction causes the LP shaft115to rotate, thereby supporting operation of the LP compressor114and/or rotation of the fan shaft130. The combustion gases125then exit the core turbine106through the exhaust section128thereof.

Along with the turbofan102, the core turbine106serves a similar purpose and sees a similar environment in land-based gas turbines, turbojet engines in which the ratio of the first portion152of the air148to the second portion154of the air148is less than that of a turbofan, and unducted fan engines in which the fan section108is devoid of the nacelle132. In each of the turbofan, turbojet, and unducted engines, a speed reduction device (e.g., the reduction gearbox142) may be included between any shafts and spools. For example, the reduction gearbox142may be disposed between the LP shaft115and the fan shaft130of the fan section108.

FIG.2Ais a side view of the example gas turbine engine102ofFIG.1mounted to an aircraft wing via a pylon202. The gas turbine engine102is mounted to the pylon202via a forward mount204and an aft mount206. While the gas turbine engine102ofFIGS.2-7is mounted to an aircraft via under-wing mounting the gas turbine engine102can be a fuselage mounted engine. The gas turbine engine102includes the fan section108, the LP compressor114, the HP compressor116, the combustion section118, the HP turbine120, and the LP turbine124. The gas turbine engine102includes a thrust link208.

In the illustrated example, the gas turbine engine102is a turbofan (e.g., a high bypass turbofan, a low bypass turbofan, etc.). However, the gas turbine engine102can be another type of gas turbine engine (e.g., turboprop, turbojet, etc.). The gas turbine engine102ofFIG.1is a two-spool engine. In other examples, the gas turbine engine102can include another number of spools (e.g., one spool, three spools, etc.) and an associated number of corresponding sections. In some examples, the gas turbine engine102includes components not depicted inFIGS.1and/or2(e.g., an afterburner, etc.). While examples disclosed herein are described with reference to a gas turbine mounted to a wing, the teachings of this disclosure should not be limited exclusive to gas turbine engines. Instead, the teachings of this disclosure can be applied to another type of gas turbine and/or internal combustion engine (e.g., turboprop, turbojet, etc.).

The forward mount204and the aft mount206couple or otherwise connect the gas turbine engine102to the pylon202. The mounts204,206react the forces that the gas turbine engine102applies to the pylon202during operation. The mounts204,206react the weight, thrust, and aerodynamic and related engine forces during aircraft operations. Operation of the gas turbine engine102produces axial forces, lateral forces, and/or bending moments that, when reacted by the mounts204,206, exert equal and opposite equilibrating forces on the outer casing110and body. These forces generate internal loading within the engine and the fan section108. InFIG.2A, the fan section108is connected to the aft mount206via the thrust link208.

InFIG.2A, the forward mount204constrains the vertical and lateral movement of the fan section108and can also prevent rotation about the roll axis. The forward mount204can be implemented by three couplings (e.g., three links, etc.). The aft mount206can be implemented by three couplings (e.g., three links, etc.). In other examples, the aft mount206can be implemented by a multi-pin link (e.g., a 2-pin boomerang link, a 3-pin swing link, a triangle link, a straight link with a center pin, etc.), a fixed link, other linkage, etc. In combination, the forward mount204and the aft mount206constrain all six degrees of freedom (e.g., translational along the roll axis, translational along the pitch axis, translational along the yaw axis, rotational about the roll axis, rotational about the pitch axis, and rotational about the yaw axis). That is, the forward mount204and the aft mount206prevent the fan section108and core turbine106from translating and/or rotating relative to the pylon202. For example, the forward mount204constrains translational movement along the yaw and pitch axes, and rotational movement about the roll axis. Thus, the aft mount206constrains translational movement along the roll axis and rotational movement about the yaw and pitch axes. The thrust link208constrains the motion of the fan section108along the roll axis.

FIG.2Bis a front view of the gas turbine engine102ofFIG.2A. In the illustrated example ofFIG.2B, the pylon202is connected to a fuselage218of an aircraft. In other examples, the gas turbine engine102can be connected to another location on the aircraft (e.g., a body mounted engine, a tail mounted engine, etc.).

FIG.3illustrates an example side view of the gas turbine engine102ofFIGS.2A-2Bincluding a backbone bending reduction restraint, link, or linkage302(referred to herein as a bending restraint) between the fan section108and the pylon202. In more detail, the bending restraint302connects the fan section108to the pylon202using a first joint304and a second joint306. In such examples, the bending restraint302reacts engine-pylon loads acting along the thrust (or engine longitudinal) axis to loads along the roll axis transmitted between the fan section108and the engine core. That is, the bending restraint302prevents backbone bending moments from being transmitted between the fan section108and the engine core (e.g., bending moments about the pitch axis). The bending restraint302is disposed between the fan section108and the pylon202. Additionally or alternatively, the bending restraint302can be connected between other components of the gas turbine engine102. That is, the bending restraint302can be attached to an axial location upstream and/or downstream of the LP compressor114, the HP compressor116, the combustion section118, the HP turbine120, and the LP turbine124. The bending restraint302can be formed from a variety of metals such as cold roll steel, titanium alloys, Inconel alloy 718, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics, etc.

The first end of the bending restraint302is connected to the gas turbine engine102at the fan section108via a first joint304. The first joint304can be a pin joint. The second end of the bending restraint302is connected to the pylon202via a second joint306. The second joint306is a pin joint, for example. The first joint304and the second joint306react forces along the axis of the link (e.g., due to thrust force, etc.) in the roll direction. The joints304,306can be formed from metals such as cold roll steel, titanium alloys, etc. The joints304,306can be implemented as a link-clevis pin joint (e.g., link lug pinned between two devises, two lugs pinned to a single clevis attachment point, etc.), a clevis that will accommodate the spherical bearing pin joint geometry, etc.

FIG.4illustrates a side view of the gas turbine engine102ofFIGS.2A and2Bdepicting a bending restraint system400. The bending restraint system400is disposed between the fan section108and the aft mount206. The bending restraint system400is connected to the fan section108via a first joint402. The joint402is a pin joint (e.g., link-clevis pin joint, etc.), for example. The bending restraint system400can be connected to the aft mount206via a second joint404. In some examples, the second joint404is a whiffletree joint. The whiffletree joint includes a plurality of segments or attachment points to connect two or more bending restraints to the pylon202(e.g., illustrated further below in connection withFIGS.5A-5B and6). In certain examples, the whiffletree joint includes two attachment points. However, in other examples, the whiffletree joint includes three attachment points. The whiffletree joint (e.g., the second joint404) distributes one or more forces (e.g., backbone bending moments, etc.) evenly to each link or segment (e.g., the bending restraint(s)410, the thrust link(s)208, etc.) attached to the joint.

The whiffletree joint can connect to the aft mount206via one or more joints including a pin joint or a ball and socket joint. For example, the whiffletree joint can be connected to the aft mount206via a pin joint such that the whiffletree joint only translates motion along the pitch axis. In other examples, the whiffletree joint is connected to the aft mount206via a ball and socket joint to release a degree of freedom along the yaw axis (e.g., the whiffletree joint can translate motion along the yaw axis by moving freely in the socket with respect to the ball). However, the joint reacts force introduced along the roll axis, locking the socket with respect to the ball to prevent motion and counter the bending moment. Additional details associated with the second joint404are described below in connection withFIGS.5A,5B, and6. The joints402,404can be formed of metal such as cold roll steel, titanium alloys, etc.

In some examples, the bending restraint system400includes one or more link(s)406forming a linkage (e.g., the bending restraint302ofFIG.3, thrust links208ofFIG.2A, etc.). The link(s)406can be connected together with a joint408. The joint408can be a spherical bearing pin joint. That is, the joint408allows translational movement along the roll axis but restricts translational movement along the yaw axis (e.g., allows for compressive loads). In some other examples, the joint408is a ball and socket joint, which allows translational movement along the roll and yaw axes. The joint408reacts thrust loads along the roll axis transmitted between the fan section108and the pylon202. The bending restraint system400can also include one or more link(s)410to form a linkage. In some examples, the links410are compression-only links. A compression-only link reacts forces and/or loads in the roll direction but not in the yaw direction. For example, implementing the link410as a compression-only link enables the link410to not react a thrust load in the yaw direction but react a bending moment in the roll direction.

The links410are disposed between the joint408and the pylon202. For example, the links410are connected to the pylon202via the second joint404. In the illustrated example, the bending restraint system400includes a buckling stabilizer shell412. The buckling stabilizer shell412includes the link(s)406, the joint408, and/or the link(s)410. The buckling stabilizer shell412adjusts loads along the pitch, roll, and yaw axes transmitted between the fan section108and the pylon202. That is, in some examples, the buckling stabilizer shell412reduces the loads to the link(s)406,410(e.g., prevents buckling of the link(s)406,410). The buckling stabilizer shell412can be formed from metal such as cold roll steel, titanium alloys, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics, etc.

FIGS.5A and5Billustrate the joint404implemented as a whiffletree joint.FIG.5Aillustrates a front view of the joint404.FIG.5Billustrates a back view of the joint404. The joint404includes a first opening502(e.g., a slot, a hole, etc.), a second opening504, and a third opening506. The link(s)410(e.g., the bending restraint302ofFIG.3) and/or the thrust link208ofFIG.2Acan attach to the second joint404via the first opening502, the second opening504, and/or the third opening506. The second joint404can also include a joint508. The joint508can be a pin joint, a gimbal joint, a socket joint, etc. The joint508can be flexible in both the pitch and yaw directions. The pylon202can be connected to the second joint404via the joint508.

FIG.6illustrates a stylized representation of the bending restraint system400ofFIG.4positioned between the fan section108and the second joint404. The links406,410are connected to the fan section108via the first joint402(e.g., pin joints). The link(s)406,410include a first link602, a second link604, and a third link606. In some examples, the first link602and the third link606are thrust links (e.g., the thrust link208ofFIG.2A) and the second link604is the bending restraint302ofFIG.3. The second link604can include a joint (not illustrated, such as the joint408ofFIG.4). That is, the second link604can include a first segment (e.g., the link406ofFIG.4) and a second segment (e.g., the link410ofFIG.4). The first link602is connected to the second opening504, the second link604is connected to the third opening506, and the third link606is connected to the first opening502ofFIGS.5A and5B.

FIG.7illustrates the side view of the gas turbine engine102ofFIGS.2A-2Bdepicting a bending restraint702including an actuator708. The bending restraint702can be formed of metal such as steel, titanium alloys, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics etc. A first end of the bending restraint702is connected to the gas turbine engine102at the fan section108via a first joint704. A second end of the bending restraint702is connected to the pylon202via a second joint706. The joint(s)704,706can be a spherical bearing pin joint. The joint(s)704,706can be formed of metal such as steel, titanium alloys, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics, etc. The first end of the bending restraint702includes an actuator708to apply a variable force to the fan section108. The actuator708can be a one-way actuator, for example. That is, the bending restraint702does not react forces generated by the actuator708or force(s) associated with the gas turbine engine102(e.g., thrust force, etc.). The actuator708can be a hydraulic actuator, for example. However, the actuator708can additionally or alternatively be a pneumatic actuator, an electric actuator, etc. The actuator708can apply a variable amount of force in one direction to the fan section108. The magnitude of the force applied by the actuator708is determined based on a combination of one or more factors such as the angle of attack, fan speed, Mach number, model of the gas turbine engine102, ambient conditions (altitude, wind direction, wind speed, ambient pressure, temperature, etc.), etc.

The bending restraint302, the bending restraint system400, and/or the bending restraint702can be combined, divided, re-arranged, etc. For example, one or more bending restraint(s)406of the bending restraint system400ofFIG.4can include an actuator (e.g., the actuator708ofFIG.7).FIG.8includes an example bending restraint system800similar to the bending restraint system400ofFIG.4, except that the first link602includes an example first actuator802, the second link604includes an example second actuator804, and the third link606includes an example third actuator806. One or more of the actuators802,804,806can be implemented by an actuator similar to the actuator708ofFIG.7. In some other examples, the bending restraint702can include another number of bending restraint(s)702(e.g., the one or more bending restraint(s)406ofFIG.4). A series of one or more links can also be referred to as a linkage, for example.

The bending restraint302, the bending restraint system400, and/or the bending restraint702can prevent and/or reduce strain and/or deflections caused by internal bending moments between the fan section108and the engine core from occurring in the fan section108and/or engine core. The reduction/prevention of bending moment induced strains and/or deflections can enable tighter operational tip clearances between the blades of the turbomachinery and the engine casing. The improved operational tip clearances can improve engine efficiency, engine operability, and fuel consumption (e.g., reduce specific fuel consumption (SFC)).

In operation, the bending restraint(s) (e.g., the bending restraint302, the bending restraint system400, the bending restraint702, etc.) connected to the fan section108and pylon202provide support to react forces generated by the gas turbine engine102. That is, the examples disclosed herein increase gas turbine efficiency (e.g., specific fuel consumption, etc.) by enabling close blade tip clearance in the rotors of the engine. In some examples, the bending restraint(s) positioned between the fan section108and the pylon202prevent bending moments from being transmitted to the gas turbine which reduces the distortions, strain and/or bending caused by gas turbine operation.

Although certain example methods, apparatus and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus and articles of manufacture fairly falling within the scope of the claims of this patent.

Example methods, apparatus, systems, and articles of manufacture to reduce backbone bending are disclosed herein.

Further aspects of the invention are provided by the subject matter of the following clauses. Example 1 includes a mechanical linkage for mounting a gas turbine engine to a pylon, the mechanical linkage comprising: a bending restraint having a first end and a second end; a first joint at the first end of the bending restraint to connect the first end of the bending restraint to a fan section of the gas turbine engine; and a second joint at the second end of the bending restraint to connect the second end of the bending restraint to the pylon.

Example 2 includes the mechanical linkage of any preceding clause, wherein the first joint and the second joint are pin joints.

Example 3 includes the mechanical linkage of any preceding clause, wherein the bending restraint is a first bending restraint, and further including a second bending restraint having a first end and a second end and a third bending restraint having a first end and a second end.

Example 4 includes the mechanical linkage of any preceding clause, wherein the third bending restraint is a compression-only bending restraint.

Example 5 includes the mechanical linkage of any preceding clause, wherein the second end of the second bending restraint and the first end of the third bending restraint are connected via a third joint.

Example 6 includes the mechanical linkage of any preceding clause, wherein the third joint is a ball and socket joint.

Example 7 includes the mechanical linkage of any preceding clause, further including a buckling stabilizer shell.

Example 8 includes the mechanical linkage of any preceding clause, further including a first thrust linkage having a first end and a second end, a second thrust linkage having a first end and a second end, a third joint at the first end of the first thrust linkage, and a fourth joint at the second end of the first thrust linkage.

Example 9 includes the mechanical linkage of any preceding clause, wherein the third joint connects the first end of the first thrust linkage to the fan frame of the gas turbine engine.

Example 10 includes the mechanical linkage of any preceding clause, wherein the fourth joint connects the second end of the first thrust linkage to the second end of the first bending restraint.

Example 11 includes the mechanical linkage of any preceding clause, wherein the fourth joint is a whiffletree joint.

Example 12 includes the mechanical linkage of any preceding clause, wherein the whiffletree joint connects the second end of the first bending restraint, the second end of the first thrust linkage, and the second end of the second thrust linkage to the pylon.

Example 13 includes the mechanical linkage of any preceding clause, wherein the fourth joint further includes a gimbal joint to connect the second joint to the pylon.

Example 14 includes the mechanical linkage of any preceding clause, further including an actuator to apply a force on the fan section of the gas turbine engine.

Example 15 includes the mechanical link of any preceding clause, wherein the actuator is a hydraulic actuator.

Example 16 includes a gas turbine engine comprising: a first section including a fan section; a second section including a pylon; and a mechanical linkage between the first section and the second section.

Example 17 includes the gas turbine engine of any preceding clause, wherein the mechanical linkage further includes a bending restraint.

Example 18 includes the gas turbine engine of any preceding clause, wherein the bending restraint further includes an actuator.

Example 19 includes an apparatus comprising: first means for mounting a gas turbine engine to a pylon; second means for attaching a first bending restraint with respect to a fan section of the gas turbine engine; and third means for attaching the first bending restraint to the pylon.

Example 20 includes the apparatus of any preceding clause, further including means for attaching a second bending restraint to the fan section of the gas turbine engine.

The following claims are hereby incorporated into this Detailed Description by this reference, with each claim standing on its own as a separate embodiment of the present disclosure.