Abstract: An article for reducing the drag caused by a fluid flowing over a surface comprises a backing layer having an outer, exposed patterned surface that reduces drag, and an adhesive bonding layer for bonding the backing layer to the surface of a substrate, the article being free of a reinforcing layer.

Abstract: An aircraft thickness/camber control device mounts to the lower surface of a airfoil configuration, for example on a fuselage, and extends along a longitudinal axis. The device, when deployed, generates expansions ahead of compressions generated by off-design conditions, inlet spillage for example, and enables maintenance of a low boom signature. The device, when positioned at appropriate locations, may also be used as a drag reduction device. The thickness/camber control device comprises a structural member capable of coupling to the airfoil at a position forward of the concentrated source of added compression and a control element. The control element is coupled to the structural member and controls the structural member to adjust thickness/camber of the configuration to cancel the far-field effect of the extra compression or concentrated pressure source.

Abstract: A vertical stabilizer (38) is supported by and projects upwardly and rearwardly from the tail portion (14) of a helicopter fuselage (12). A tail rotor (TSR) is mounted on the vertical stabilizer (38) for rotation about a horizontal axis (C). The tail rotor (TSR) is positioned laterally outwardly from one side of the vertical stabilizer (38). The vertical stabilizer (38) has an upper end, a lower end and a rear edge recess (44) located between the upper end and the lower end. The recess (44) has a laterally convex rear edge (50). The tail portion (14) of fuselage (12) has a rear end extension (40) that extends rearwardly from the vertical stabilizer (38) and narrows in width as it extends rearwardly. The rear end extension (40) of the fuselage (12) provides vertical area to replace vertical area that was removed by placement of the recess (44) in the vertical stabilizer (38).

Abstract: The present invention features a fluid flow regulator that functions to significantly influence fluid flow across an airfoil or hydrofoil, as well as various rotating or rotary devices, including propellers, impellers, turbines, rotors, fans, and other similar devices, as well as to significantly effect the performance of airfoils and hydrofoils and these rotary devices subjected to a fluid. The fluid flow regulator comprises a pressure recovery drop that induces a sudden drop in pressure at an optimal pressure recovery point on the surface, such that a sub-atmospheric barrier is created that serves as a cushion between the molecules in the fluid and the molecules at the airfoil's or hydrofoil's surface. More specifically, the present invention fluid flow regulator functions to significantly regulate the pressure gradients that exist along the surface of an airfoil or hydrofoil.

Abstract: A laminar flow nacelle for an aircraft engine (10) has an outer member (26) defining an aerodynamic shape. The nacelle (24) has an inner member (28) defining a chamber (30) with the outer member (26) of the nacelle (24). The outer member (26) of the nacelle (24) has a porous region (32) at a first region (34) of the outer member (26) and the porous region (32) allows a flow of fluid into the chamber (30). A duct (36) connects the chamber (30) to an aperture (38) in the outer member (26) at a second region (40) of the outer member (26) downstream of the first region (34). In operation the static pressure at the first region (34) is greater than the static pressure at the second region (40) such that the boundary layer of the fluid flows through the porous region (32) at the first region (34) through the duct (36) to the aperture (38) at the second region (40). The first region (34) extends between 10% and 20% of the chord length of the nacelle (24) from the highlight (42) of the nacelle (24).

Abstract: The invention relates to a solid body of plastic, glass, ceramic or metal which has at least partially a microstructured surface with rows oriented in a preferential direction of cross-sectionally trapezoidal or wedge-shaped ridges, wherein the ridges have minima and maxima in height (H) which lie in the range from 0 mm to 2 mm, and the minima and maxima follow one another periodically with amplitudes in the range from 0.005 to 20 mm, and the spacing of the rows of neighboring ridges in relation to one another is 0.002 mm to 5 mm, it being possible for the valleys between the rows to be planar, curved or tapered, and the cross-sectionally trapezoidal or wedge-shaped ridges have a wedge angle (?) in the range from 15 to 75°.

Abstract: In combination, an aircraft wing and fuselage, comprising the wing having camber at or near the wing leading edge which has blunted sharpness and low sweep angle, and the fuselage having indentation along the wing side thereof, and lengthwise of the fuselage.

Abstract: Methods and apparatuses for controlling airflow proximate to engine/airfoil systems are disclosed. In one embodiment, an aircraft system includes an airfoil and an engine unit at least proximate to the airfoil with a gap between a portion of the airfoil and a portion of the engine unit. The system can further include a flow control device proximate to the gap and positionable among at least three stationary positions, including a retracted position in which the gap has a first area through which fluid can flow, a first extended position in which the gap is at least approximately aerodynamically sealed, and a second extended position in which the gap has a second smaller area through which fluid can flow. A control system can be coupled to the flow control device to move the flow control device among these positions.

Abstract: Methods and systems for removing material from aircraft flight surfaces are disclosed herein. In one embodiment, an aircraft nacelle includes an inlet housing having a lip, a wiper positioned at the lip and movable relative to the lip, and a drive assembly positioned at least partially within the inlet housing and operably coupled to the wiper. The drive assembly is configured to move the wiper relative to the inlet housing to remove insect buildup and/or other material from at least a portion of the lip. The inlet housing can further include an interior surface and an exterior surface radially outward of the interior surface. The wiper can include a first end portion proximate to the interior surface and a second end portion proximate to the exterior surface.

Abstract: An apparatus and a method for reducing drag over an aircraft wing assembly in operational angle of attack situations are disclosed. The aircraft wing assembly includes a wing and an engine nacelle mounted to the wing. A nacelle chine is mounted on an outboard side of the engine nacelle, and the nacelle chine is configured to reduce drag by redirecting at least a portion of fluid striking a forward end of the aircraft wing assembly such that a vortex is formed over the forward end of the aircraft wing assembly. The chine is coupled to a mounting base configured to be secured to an outer surface of the engine nacelle at a mounting position along an outer surface of the engine nacelle.

Abstract: A lifting arrangement for aircraft fuselages that consists of placing longitudinal vertical or slanted fins or plates on the lower and lateral lower part of the whole fuselage, said fins forming a channel with the underside of the fuselage, including nose, fuselage and tail, open on their lower area. Further adding longitudinal horizontal or laterally slanted fins on the lateral middle or middle-to-low area of the fuselage and with a positive slope up to the nose with said fins arranged in such a way that the upper fins are projected increasingly laterally, and because of this arrangement and their slope up to the nose, the air flow is directed downward and backward.

Abstract: Smoothly curved protuberances (8, 26, 34) are added to an elongate body (2, 16, 18, 20, 22, 32) to modify the fluid flow to reduce the drag Force Fdrag and the forces induced by vortex shedding Fvortex. The protuberances can be arranged in diametrically opposed pairs with longitudinally adjacent pairs having different radial directions first to cope with fluid flow from a variety of different directions.

Abstract: An active flow control device and method for improving the aerodynamic efficiency of airfoils. The device and method pertain to the application of hybrid intermittent suction or intake of low-energy boundary layer fluid into an airfoil through one or more inlet openings while also applying intermittent blowing or expulsion of fluid out of such an airfoil into the boundary layer through one or more outlet openings for the purpose of delaying or eliminating boundary layer separation.

Abstract: A method for reducing drag upon a blunt-based vehicle by adaptively increasing forebody roughness to increase drag at the roughened area of the forebody, which results in a decrease in drag at the base of this vehicle, and in total vehicle drag.

Abstract: A vertical stabilizer (38) is supported by and projects upwardly and rearwardly from the tail portion (14) of a helicopter fuselage (12). A tail rotor (TSR) is mounted on the vertical stabilizer (38) for rotation about a horizontal axis (C). The tail rotor (TSR) is positioned laterally outwardly from one side of the vertical stabilizer (38). The vertical stabilizer (38) has an upper end, a lower end and a rear edge recess (44) located between the upper end and the lower end. The recess (44) has a laterally convex rear edge (50). The tail portion (14) of fuselage (12) has a rear end extension (40) that extends rearwardly from the vertical stabilizer (38) and narrows in width as it extends rearwardly. The rear end extension (40) of the fuselage (12) provides vertical area to replace vertical area that was removed by placement of the recess (44) in the vertical stabilizer (38).

Abstract: An aerodynamic profile has an adjustable flap, which has a forward profile area as well as a rearward profile area situated in the downward current, bounded by a pressure-side covering skin as well as a suction-side covering skin. The pressure-side and suction-side covering skins converge in the rearward profile area at a trailing profile edge. In the rearward profile area on the underside of the pressure-side covering skin, a flap is swivellably disposed such that, in the inoperative condition, the flap, pointing in the flow direction, rests against the contour of the pressure-side covering skin and, in the deflected condition, the flap encloses an angle with the pressure-side covering skin. An airtight hinge connection is integrated in the flap so that, on the side of the flap protected from the wind, a turbulence system which improves the flow conditions is formed.

Abstract: Integrated high-speed aircraft, such as high-speed transport aircraft, and associated methods of manufacture. In one embodiment, a high-speed transport aircraft includes a fuselage having a first fuselage portion and a second fuselage portion positioned aft of the first fuselage portion. The first fuselage portion can have a first cross-sectional area and the second fuselage portion can have a second cross-sectional area that is less than the first cross-sectional area. The high-speed transport aircraft can further include a wing and a propulsion system. The wing can extend outwardly from the fuselage at least proximate to the second fuselage portion and can include a leading edge region and a trailing edge region. The propulsion system can include an engine nacelle fixedly attached to the wing and laterally aligned with the second fuselage portion.

Abstract: A cavity is provided on the leading edge of an object that is subject to the flow of liquids or gasses, where said cavity preferably has a wall that follows the curvature of a diminishing sine wave, although other configurations are possible that do not follow a specific sine wave. The cavity accepts the flow of liquids or gasses that enter into the cavity, and where the dimensions of the cavity cause the flow of liquids or gases within it to form a pressure node that extends forward of the cavity. The pressure node provides a wedge means to cause oncoming gasses or liquids to divert around the object body ahead of the object body itself, decreasing turbulence around the periphery of the object. The cavity may be spherical, in the instance of a missile, plane, or underwater transportation means, or may be linear, in the instance of an automobile grill that is subject to wind, or a bridge support, where the bridge support has to maintain position against the flow of current.

Abstract: A method for integrating an engine nacelle below the wing of a supersonic aircraft with low sonic boom capabilities includes determining the shape of a reflexed portion of the airfoil on the underside of the wing, and a corresponding shape for the upper surface of the nacelle to provide favorable interaction between the wing and the nacelle. In some configurations, the reflex and/or the nacelle are shaped to maintain positive pressure under the reflexed portion of the wing, to the trailing edge of the wing. A gull dihedral wing is designed to form a partial shroud around the nacelle. Such configurations reduce drag at the trailing edge of the wing, and the force of the positive pressure on the gull dihedral wing portion provides additional lift that partially offsets drag from the nacelle.

Abstract: Integrated high-speed aircraft, such as high-speed transport aircraft, and associated methods of manufacture. In one embodiment, a high-speed transport aircraft includes a fuselage having a first fuselage portion and a second fuselage portion positioned aft of the first fuselage portion. The first fuselage portion can have a first cross-sectional area and the second fuselage portion can have a second cross-sectional area that is less than the first cross-sectional area. The high-speed transport aircraft can further include a wing and a propulsion system. The wing can extend outwardly from the fuselage at least proximate to the second fuselage portion and can include a leading edge region and a trailing edge region. The propulsion system can include an engine nacelle fixedly attached to the wing and laterally aligned with the second fuselage portion.

Abstract: The invention utilizes a computer-controlled moving band, typically on an airplane, to increase the apparent speed and therefore the lift of any body moving through a fluid. The invention will allow greater precision of control. One benefit is that take-offs and landings can be carried at reduced speeds and with greater loads. This control will also adjust boundary layer to adjust drag thereby allowing more flexibility in wing design.

Abstract: A vehicle traveling through an environmental media such as air experiences drag. The drag is actively modulated by energy beams which may either increase or decrease the drag. The energy beams may be ultrasonic and provide acoustic energy at a transition region between turbulent and laminar flows or at the leading edge of a laminar flow in order to facilitate the respective increase or decrease in drag. The ultrasonic beams may be placed at various locations of an aircraft in order to provide some flight control. The ultrasonic beams may be placed on an automobile to facilitate desired operating modes of the vehicle. The ultrasonic beams may be a further component of a parametric array for communicating audio signals ahead and behind the vehicle in addition to drag modulation.

Abstract: A supersonic aircraft comprises a wing having upper and lower surfaces and extending from a leading edge to a trailing edge and at least two engine nacelles coupled to the lower surface of the wing on the trailing edge. The supersonic aircraft further comprises an inverted V-tail abutting to the upper side of the wing comprising a central vertical stabilizer, at least two inverted stabilizers coupled to sides of the central vertical stabilizer and coupled to the wing and supporting at least two engine nacelles, and at least two ruddervators respectively pivotally coupled to at least two inverted stabilizers. The supersonic aircraft also comprises a controller coupled to at least two ruddervators and capable of adjusting the aircraft longitudinal lift distribution throughout a flight envelope to maintain a reduced sonic boom and reduced drag trim condition.

Abstract: An active control device is disclosed comprising an array of actively controlled oscillating air jets disposed on an aircraft structure. In a preferred embodiment, the device senses parameters associated with incipient unsteady aerodynamic excitation, such as free stream gusts, shed wakes in rotor and turbomachinery flows, or oscillatory motion of trailing edge control surfaces such as ailerons. These parameters are provided as input signals to a processor. Based on the input signals, the processor generates output signals that are used to operate the air jet array in a manner counteractive to the unsteady forcing. The air jet array can be used on numerous aircraft structures, including rotor blades, wings, engine inlets, engine exhausts, blunt surfaces and nozzles.

Abstract: The present invention provides a system and method for controlling leading edge contamination and crossflow instabilities for laminar flow on aircraft airfoils that is lightweight, low power, economical and reliable. Plasma surface discharges supply volumetric heating of the supersonic boundary layers to control the Poll Reynolds number and the cross flow Reynolds number and delay transition to turbulent flow associated with the leading edge contamination and crossflow instabilities. A closed-loop feedback control system that incorporates these principles includes three primary components: heat-flow sensors, a PID controller, and plasma discharge elements. Heat-flow sensors distributed around the airfoil surface provide root-mean-square (rms) pulsations of the heat flow to the airfoil skin.

Abstract: A vehicle traveling through an environmental media such as air experiences drag. The drag is actively modulated by energy beams which may either increase or decrease the drag. The energy beams may provide either a chemical, acoustic or electromagnetic energy at a transition region between turbulent and laminar flows or at the leading edge of a laminar flow or in the direction of a crosswind in order to facilitate the respective increase or decrease in drag. If the vehicle is a sailing ship, areas of the sails are selectively roughened or widened to enhance the thrust derived from the wind. Furthermore, the keel or hull of the sailing ship may be modified to improve the hydrodynamic characteristics of the sailing ship. If the vehicle is an automobile, the tires or road surface may be selectively heated to improve the traction of the automobile.

Abstract: A slat is selectively extended from a main wing body, with a concave rear surface of the slat facing a convex forward nose surface of the wing body, with a slat gap therebetween. At least one row of flexible bristles is movably arranged relative to the lower rear edge of the slat, to flexibly protrude up into the slat air gap. At least one row of flexible bristles is movably arranged along the upper rear edge of the slat to extend rearwardly over the slat air gap and the upper surface of the main wing body. The flexible bristles are flexibly self-positioning and self-contouring due to the aerodynamic forces acting thereon, to improve the air flow conditions through the slat gap, separate the slat gap airflow from an entrapped eddy vortex on the concave rear surface of the slat, and thereby reduce the aerodynamic noise generated along the slat gap.

Abstract: The invention relates to an aircraft landing gear having a retractable leg, in which the leg comprises a strut with a telescopic rod, the strut being hinged to a structure of the aircraft in order to pivot between a gear-up position and a gear-down position, said strut also being connected to the structure of the aircraft via hinged brace elements. According to an essential aspect of the invention, the landing gear includes an independent low-noise fairing system that serves, when the leg is in the gear-down position, to cover the front of at least a portion of the hinge between the brace elements, said low-noise fairing system comprising a hinged fairing of two complementary portions connected to each other via a hinge whose axis is parallel to the axis of the corresponding hinge portion of said brace elements.

Abstract: The invention relates to a solid body of plastic, glass, ceramic or metal which has at least partially a microstructured surface with rows oriented in a preferential direction of cross-sectionally trapezoidal or wedge-shaped denticles, characterized in that the denticles have minima and maxima in height (H) which lie in the range from 0 mm to 2 mm, and the minima and maxima follow one another periodically with amplitudes in the range from 0.005 to 20 mm, and the spacing of the rows of neighboring denticles in relation to one another is 0.002 mm to 5 mm, it being possible for the valleys between the rows to be planar, curved or tapered, and the cross-sectionally trapezoidal or wedge-shaped denticles have a wedge angle (&agr;) in the range from 15 to 75°.

Abstract: Transport aircraft, such as a transonic transport aircraft, having fuselages with multipurpose lower decks. In one embodiment, the fuselage is an “area-ruled” fuselage having a first fuselage portion, a second fuselage portion positioned aft of the first fuselage portion and at least proximate to a wing, and a third fuselage portion positioned aft of the second fuselage portion. The first fuselage portion can have a first dimension, the second fuselage portion can have a second dimension less than the first dimension, and the third fuselage portion can have a third dimension greater than the second dimension. The fuselage can further include an upper deck extending at least within the first and second fuselage portions, and a lower deck extending within the first fuselage portion. The upper deck can include a first passenger portion and the lower deck can include a second passenger portion, a cargo portion, or a second passenger portion and a cargo portion.

Abstract: A structure for increasing the cargo carrying capacity of a helicopter when the cargo is suspended below the helicopter chassis is described. The structure includes a depending skirt surrounding the helicopter wheels or struts and extending outwardly over the suspended cargo. The skirt is substantially frustro-conical in shape and provides a peripheral lip extending substantially horizontally for deflecting prop down wash from the helicopter rotor away from the suspended cargo.

Abstract: In combination, an aircraft wing and fuselage, comprising the wing having camber at or near the wing leading edge which has blunted sharpness and low sweep angle, and the fuselage having indentation along the wing side thereof, and lengthwise of the fuselage.

Abstract: A aircraft weapons bay acoustic resonance suppression system for reducing undesirable acoustic resonances within an open weapons bay of an aircraft in flight is described. The system includes a rod mounted upon and spaced a distance from an extensible aircraft spoiler. The rod has a hollow core and includes a multiplicity of apertures axially aligned into two groups, placed at the point of fluid separation. A multiplicity of synthetic jets are received within the rod, each jet in fluid communication with a corresponding aperture. The jets combine to form first and second perturbation elements. The perturbation elements are sinusoidally driven out of phase at high frequencies by an actuator. This effectively creates a high frequency forcing of the airstream which is amplified by the airflow, creating a violent shedding. Advantageously, this violent shedding dramatically reduces acoustic resonance within the weapons bay of the aircraft.

Abstract: The present invention provides improvements for supersonic aircraft, joined-wing aircraft and sonic boom reduction, separately and in combination, for long range supersonic cruise aircraft with reduced sonic boom loudness. Several designs for integrating and supporting a propulsion system with reduced transonic and supersonic drag are disclosed. A tail-braced wing configuration for supporting a propulsion system installation with minimum draft interference and reduced structural weight is provided. A method for designing an improved wing in the presence of a propulsion system supersonic pressure disturbance is also provided. The drag reducing features synergistically help in meeting a shaped sonic boom minimized lift and area distribution. The tail-braced wing design and other asymmetric area distribution features further reduce the shaped sonic boom minimum. For example, boom pressure at audible frequencies may be reduced 30 to 100 times for business jets.

Abstract: A method and apparatus of creating vortices via vortex controllers, wherein the vortices are capable of entraining high-energy surrounding flow to induce a series of powerful longitudinal vortices that reattach separated flow by merging into single vortices along the undersurface of the afterbody to reenergize the fuselage boundary layer, thus preventing undersurface flow separation and reducing overall afterbody drag.

Abstract: Smoothly curved protuberances (8, 26, 34) are added to an elongate body (2, 16, 18, 20, 22, 32) to modify the fluid flow to reduce the drag Force Fdrag and the forces induced by vortex shedding Fvortex. The protuberances can be arranged in diametrically opposed pairs with longitudinally adjacent pairs having different radial directions first to cope with fluid flow from a variety of different directions.

Abstract: An air diverter fixedly positioned to the underside of the nose of an aircraft and forming an integral part therewith having a bull nose form for diverting the airflow around the nose of the aircraft thereby reducing the drag on the aircraft.

Abstract: Boundary layer control of a structural element in fluid stream is achieved by the following operations: providing in such structural element at least one region equipped with micro porous structure by an electroforming technique; having a fluid stream flow through the external surface of the at least one region, inwards or outwards with respect to the environment in which that element is placed.

Abstract: The present invention relates to a racing swimsuit and provides a racing swimsuit capable of reducing surface friction resistance and frictional resistance of turbulence in water. The present invention can reduce the surface frictional resistance in water by the provision of a water repellent region on the surface of a swimsuit as well as makes it possible to reduce the frictional resistance of turbulence occurred on the surface of the swimsuit of a racer by the formation of a plurality of fine grooves parallel to a body lengthwise direction.

Abstract: A forebody 10 for an aeronautical vehicle 12 is provided. The forebody 10 includes an exterior wall 14 having a first half 16 and a second half 18. The first half 16 has a first porous section 20 and the second half 18 has a second porous section 24. The first half 16 and the second half 18 also have a first exterior side 22 experiencing a first fluidic pressure and a second exterior side 26 experiencing a second fluidic pressure, respectively. A hollow inner cavity 28 is fluidically coupled to the first exterior side 22 and the second exterior side 26 and allows fluid passage between the first exterior side 22 and the second exterior side 26 through the first porous section 20, the inner cavity 28, and the second porous section 24. The exterior wall 14 equalizes the first fluidic pressure with the second fluidic pressure. Additional forebodies and methods for performing the same are also provided.

Abstract: In a method and apparatus for reducing pressure and temperature on the front of a missile at ultrasonic speed a spike with a spherical, ellipsoidal, or drop-shaped mounted is used on the front end. In contrast to conventional shapes, the sensitive nose of the missile is protected from damaging pressure and temperature, even at high angles of incidence.

Abstract: A method for generating a discharge plasma which covers a surface of a body in a gas at pressures from 0.01 Torr to atmospheric pressure, by applying a radio frequency power with frequencies between approximately 1 MHz and 10 GHz across a plurality of paired insulated conductors on the surface. At these frequencies, an arc-less, non-filamentary plasma can be generated to affect the drag characteristics of vehicles moving through the gas. The plasma can also be used as a source in plasma reactors for chemical reaction operations.

Abstract: A system and method for providing an air curtain for impeding the entry of dust, dirt, debris, smoke, insects and other airborne particulate matter into an interior area of an aircraft without the need for disposing heavy, bulky and high power consuming blower assemblies above the opening in the aircraft. The invention comprises a pair of air intake ducts each having a fan disposed therein. The fans draw an ambient airflow into the air intake ducts. Pressurized air from a power unit associated with the aircraft, such as an engine or auxiliary power unit, is injected into the air intake ducts. This has the effect of significantly accelerating the airflow in the air intake ducts to a velocity suitable for forming an air curtain. The air intake ducts are coupled to a manifold having a length sufficient to substantially span the opening of an aircraft at which the air curtain is formed.

Abstract: An aerodynamic fairing which is mountable on a strap on solid rocket motor (SRM) is configured such that in flight aero-acoustic effects are significantly reduced with regard to the launch vehicle to which the SRM is mounted and other external apparatus. The aerodynamic fairing is configured to include a leading edge which is substantially flat and provides the forward intersection between the inboard and outboard sides of the fairing. On mounting the fairing and SRM to a launch vehicle, the inboard surface is closest to the launch vehicle while the outboard surface is further away. With regard to the aerodynamic fairing, the transition rearward from the leading edge to a base end, the inboard surface is initially flat and transitions to the cylindrical shape of the SRM. The outboard surface of the fairing is configured such that it has a profile of a canted ogive which extends from the leading edge and smoothly transitions to the cylindrical shape of the SRM at the base end.

Abstract: Aircraft with ventral fairing and seal for such an aircraft.

Abstract: A propulsion-assisted projectile has a body, a cowl forming a combustion section and a nozzle section. The body has a fuel reservoir within a central portion of the body, and a fuel activation system located along the central axis of the body and having a portion of the fuel activation system within the fuel reservoir. The fuel activation system has a fuel release piston with a forward sealing member where the fuel release piston is adapted to be moved when the forward sealing member is impacted with an air flow, and an air-flow channel adapted to conduct ambient air during flight to the fuel release piston.

Abstract: A shock wave in a fluid is modified by emitting energy to form an extended path in the fluid; heating fluid along the path to form a volume of heated fluid expanding outwardly from the path; and directing a path. The volume of heated fluid passes through the shock wave and modifies the shock wave. This eliminates or reduces a pressure difference between fluid on opposite sides of the shock wave. Electromagnetic and/or electric discharge can be used to heat the fluid along the path. This application has uses in reducing the drag on a body passing through the fluid, noise reduction, and steering a body through the fluid. An apparatus is also disclosed.

Abstract: The systems and methods of the invention include systems and techniques for controlling a turbulent boundary layer flow with a transverse traveling wave, oscillating at certain selected frequencies, amplitudes and wavelengths, to provide substantial reductions of drag. To this end, the systems and processes can include a boundary layer control system having an object with at least one surface exposed to a medium flowing over the surface. A plurality of excitation elements may be arranged on the surface and these elements are capable of exciting a traveling wave force field in a span-wise direction that is substantially parallel to the surface and perpendicular to direction of the flow. A first component of the traveling wave force field in the span-wise direction is substantially greater than a second component of the traveling wave force field, that is substantially perpendicular to the span-wise direction.

Abstract: A stabilizer suitable for stabilizing a shock formed during transonic velocity is presented. The stabilizer comprises an inboard end, an outboard end that forms an airfoil, which is positioned opposite the inboard end and, an upper surface that extends between the inboard end and the outboard end. A lower surface also extends between the inboard end and the outboard end and is positioned to oppose the upper surface. A leading edge between the upper surface and lower surface forms the stabilizer nose. A trailing edge positioned opposite the leading edge forms a generally concave surface. The outboard end of the stabilizer forms a predetermined angle omega with the trailing edge for positioning the outboard end relative to the trailing edge. The outboard end of the stabilizer forms a predetermined angle tau with the leading edge for providing a forward sweep angle.

Abstract: Aircraft with ventral fairing and seal for such an aircraft.