Abstract: A method of providing active flow control for an aircraft includes cooling a liquid coolant in a heat exchanger by circulating a cooling airflow through the heat exchanger, and providing fluid communication between the cooling airflow and a boundary layer flow of at least one flight control surface of the aircraft. The cooling airflow affects the boundary layer flow of the flight control surface(s) to provide active flow control. A method of cooling an engine core of an engine assembly includes circulating a cooling fluid through the engine core, and cooling the cooling fluid with a cooling airflow used to provide active flow control to a flight control surface of the aircraft. An active flow control system for an aircraft is also discussed.

Abstract: An aerial paint spraying vehicle includes a body and a paint reservoir removably coupled to the body and configured to store paint. The aerial paint spraying vehicle includes a pressure vessel removably coupled to the body and configured to pressurize the paint from the paint reservoir. The aerial paint spraying vehicle includes a paint applicator assembly configured to receive the pressurized paint and expel the pressurized paint through a spray nozzle towards a target surface.

Abstract: Embodiments include active protection systems and methods for an aerial platform. An onboard system includes one or more radar modules, detects aerial vehicles within a threat range of the aerial platform, and determines if any of the plurality of aerial vehicles are an aerial threat. The onboard system also determines an intercept vector to the aerial threat, communicates the intercept vector to an eject vehicle, and causes the eject vehicle to be ejected from the aerial platform to intercept the aerial threat. The eject vehicle includes a rocket motor to accelerate the eject vehicle along an intercept vector, alignment thrusters to rotate a longitudinal axis of the eject vehicle to substantially align with the intercept vector, and divert thrusters to divert the eject vehicle in a direction substantially perpendicular to the intercept vector. The eject vehicle activates at least one of the alignment thrusters responsive to the intercept vector.

Abstract: The present invention provides a vehicle comprising: a rotor and a stator; at least one planar control surface coupled to the rotor, wherein the rotor is configured to rotate relative to the stator such that, in use, the at least one planar control surface moves from a first position to a second position, and wherein in the first position the planar control surface is controllable to affect substantially only the pitch of the vehicle and in the second position the planar control surface is controllable to affect substantially both of the pitch and yaw of the vehicle, or substantially only the yaw, or in the first position the planar control surface is controllable to affect substantially only the yaw of the vehicle and in the second position the planar control surface is controllable to affect substantially both of the pitch and yaw of the vehicle, or substantially only the pitch of the vehicle. The present invention also provides a method of controlling a vehicle.

Abstract: One embodiment of a vertical take-off and landing aircraft held aloft by way of one or more powered assemblies of wing type elements capable of generating aerodynamic lift by means of rotation. A main body having an integrated means for directing air impelled from an inlet, by way of one or more powered impellers, through a cavity, acting as a duct, to an outlet. At least one movable surface located in sufficient proximity to the outlet to direct expelled air in a vectored manner providing a means of affecting the motion of the aircraft.

Abstract: A propulsion system for an aircraft includes a furcated nozzle that has at least a first duct that extends from a first propulsor to a first trailing end duct opening and a second duct that extends from a second propulsor to a second trailing end duct opening.

Abstract: Devices, systems, and methods of a casing for a heat suppression system of a gas turbine engine exhaust include a floating heat shield.

Abstract: An aircraft is provided including a fuselage and an aft engine. The fuselage defines a top side, a bottom side, and a frustum located proximate an aft end of the aircraft. The frustum defines a top reference line extending along the frustum at a top side of the fuselage, and a bottom reference line extending along the frustum at a bottom side of the fuselage. The top and bottom reference lines meet at a reference point aft of the frustum. The fuselage further defines a recessed portion located aft of the frustum and indented inwardly from the bottom reference line. The aft engine includes a nacelle extending adjacent to the recessed portion of the fuselage such that the aft engine may be included with the aircraft without interfering with, e.g., a takeoff angle of the aircraft.

Abstract: It is described a movable pylon, associated with a lower portion of aircraft wing and with an aircraft engine to change the height of this engine between a flying position and a ground position, the movable pylon comprising: a main unique structure formed by a first movable structure pivoted to a second fixed structure, the first movable structure associated with the engine, the second fixed structure associated with the wing, and a pivot mechanism connecting the first movable structure to at least one point on the wing.

Abstract: A propulsive force imparted to an object is vectored using rotatable members arranged in one or more arrays disposed in the path of a fluid ejected by a fluid accelerator unit, such as air ejected by a fan driven by a gas turbine engine. The propulsive force is vectored by changing the rotation of one or more of the rotatable members.

Abstract: A seal assembly for a bearing assembly in a gas turbine engine includes a first annular runner disposed around a shaft rotatable about an axis defining an axial direction. The first annular runner is rotatable with the shaft about the axis. A seal element is spaced apart from the first annular runner and cooperating therewith to provide a gap seal. An annular lip axially extends from the gap seal to an open end. The lip is disposed at least partially around the seal runner. A second annular runner is disposed coaxially with and spaced radially apart from the lip. The second annular runner extends axially opposite to the lip so as to provide a tortuous path leading to the open end of the lip. A restrictor extends between the lip and the second annular runner to impede the passage oil through the tortuous path to the open end of the lip.

Abstract: An aircraft including a frame, a first turbofan engine coupled to the frame, and a second turbofan engine coupled to the frame is disclosed. The first turbofan engine includes a first turbine, a first fan coupled to the first turbine to be driven by rotation of the first turbine, and a first transmission coupled between the first turbine and the first fan to transmit rotation from the first turbine to the first fan. The second turbofan engine includes a second turbine, a second fan coupled to the second turbine to be driven by rotation of the second turbine, and a second transmission coupled between the second turbine and the second fan to transmit rotation from the second turbine to the second fan.

Abstract: An aircraft including a device for influencing the directional stability of the aircraft is provided. The device includes a control-input device; a flight control device; a sensor device for acquiring the rotation rates, including the yaw rates, of the aircraft; and at least one actuator, which is coupled with ailerons, spoilers, an elevator and a rudder. The flight control device includes a control function generating adjusting commands for the actuators for controlling the aircraft according to control commands. The aircraft includes two tail-mounted flaps, each including an actuator connected with the flight control device, situated symmetrically to each other and on opposite sides of the fuselage, and movable between retracted and extended positions. The control function is designed such that the adjusting commands that are generated on the basis of the control commands depending on the acquired rotation rates include adjusting commands to the actuators of the tail-mounted flaps.

Abstract: An aircraft, such as a radio controlled aircraft, capable of vertical take-off and landing. The aircraft has a compressor in a fuselage that contains an interconnected first and second fans driven by a motor. An intake provides air to the first fan, while a bypass duct directs airflow to the second fan. Air flow from the first fan to the second fan is controlled by a valve, which is operated in tandem with doors in the bypass duct. Nozzles direct air flow out of the compressor in a selected one of a vertical or non-vertical direction for conventional flight or for hover. Hover tubes are provided to adjust the aircraft in pitch, yaw and roll. The hover tubes operate simultaneously with conventional flight controls.

Abstract: An aeronautical vehicle includes at least one set of tandem divert thrusters incorporated into the body. Each set of tandem divert thrusters includes a first divert thruster and a second divert thruster, each configured to provide substantially equal thrust forces at substantially the same time and in substantially opposite directions such that the moment reference point lies between the first and second divert thrusters.

Abstract: A Safety and Control System for an airplane that allows a pilot to adjust the direction of an airplane and protect the plane in emergency situations. The engine of the plane can create thrust in more than one direction for improved maneuverability. A plurality of parachutes and landing pads can be deployed to protect the plane, along with the people in it.

Abstract: One embodiment of the present invention is a unique flight vehicle. Another embodiment is a unique propulsion system. Another embodiment is a unique thrust vectoring system. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for flight vehicles, propulsion systems and thrust vectoring systems. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith.

Abstract: A first trailing edge portion of a scarfed jet engine exhaust nozzle aft of a second trailing edge portion relative to a central axis of an associated exhaust duct causes an automatic nozzle-pressure-ratio responsive transverse deflection of the associated exhaust flow away from the first trailing edge portion. When offset from both the center of gravity (CG) and the central longitudinal axis of an aircraft, at a relatively low nozzle pressure ratio, e.g. during takeoff, the thrust vector from the exhaust flow acts relatively close to the CG, whereas at a relatively high nozzle pressure ratio, e.g. during relatively high-speed cruise, the scarfed exhaust nozzle deflects the exhaust flow so that the resulting thrust vector is relatively parallel to the path of the aircraft. With the final portion of the exhaust duct skewed, the primary axis of the jet engine can be relatively parallel to the path of the aircraft.

Abstract: The system of the present application includes a duct for receiving airflow from within a duct portion of a tailboom. The airflow is a mixture of fan driven air and engine exhaust. The system includes a fixed nozzle assembly with an anti-torque nozzle, a pro-torque nozzle and a thrust nozzle. A rotating sleeve valve is located within the fixed nozzle assembly. The rotating sleeve valve located within the fixed nozzle assembly and is configured to selectively redirect airflow into one or more of the anti-torque nozzle, the pro-torque nozzle and the thrust nozzle.

Abstract: The system of the present application includes a duct for receiving airflow from within a duct portion of a tailboom. The airflow is a mixture of fan driven air and engine exhaust. The system includes a fixed nozzle assembly with an anti-torque nozzle, a pro-torque nozzle, and a thrust nozzle. A rotating thrust director is located upstream of the fixed nozzle assembly. The rotating thrust director located is configured to selectively redirect airflow into one or more of the anti-torque nozzle, the pro-torque nozzle and the thrust nozzle.

Abstract: A system and method to control flight of an aircraft. The aircraft having an engine with a rotatably nozzle assembly configured to create forward propulsion and yaw control of the aircraft. The engine exhaust passing through the nozzle is redirected with a valve disposed within the nozzle. Lift is created with a lift system carried by the wing of the aircraft. Additional lift is created during flight with a retractable wing extension disposed within the wing of the aircraft.

Abstract: The system of the present application includes a system duct in fluid communication with a tailboom duct, the system duct having a downstream portion with an anti-torque cutout and a pro-torque cutout. The system further includes an anti-torque nozzle exteriorly proximate to the anti-torque cutout and a pro-torque nozzle exteriorly proximate to the pro-torque cutout. A rotating sleeve is configured to selectively allow airflow into at least one of the anti-torque nozzle and the pro-torque nozzle. A thrust nozzle is in fluid communication with the system duct. An upper clamshell and a lower clamshell are each configured to selectively control airflow in the thrust nozzle.

Abstract: A system and method to control flight of an aircraft. The aircraft having an engine with a rotatably nozzle assembly configured to create forward propulsion and yaw control of the aircraft. The engine exhaust passing through the nozzle is redirected with a valve disposed within the nozzle. Lift is created with a lift system carried by the wing of the aircraft. Additional lift is created during flight with a retractable wing extension disposed within the wing of the aircraft.

Abstract: A system is disclosed for controlling an aircraft when the hydraulic system of the aircraft has been compromised. The system includes a digital fly-by-wire control system configured to rescale at least one gain vector. The gain(s) may then used by a digital control to modulate engine thrust. In this manner, engine thrust modulation may be used for stabilization and control of control-configured aircraft without requiring a substantial change in piloting technique.

Abstract: A flight control system use in relation to an aviation vehicle having a thrust vectoring device for producing thrust, an air deflecting device for producing thrust having a box structure, and a computing system for receiving operation requirements is used to orient the thrust device and/or air deflecting device.

Abstract: A flight control system use in relation to an aviation vehicle having a thrust vectoring device for producing thrust, an air deflecting device for producing thrust having a box structure, and a computing system for receiving operation requirements is used to orient the thrust device and/or air deflecting device.

Abstract: An actuation assembly is provided. The actuation assembly includes a casing, a plurality of linear actuators coupled to the casing, each of the linear actuators having first and second components and being configured to move the second component thereof relative to the first component thereof along a respective first axis, and a plurality of translational member sets, each being coupled to the second component of a respective one of the linear actuators and the casing and being configured such that when the second component of the respective linear actuator moves along the respective first axis, a selected portion of the translational member set moves substantially along a respective second axis.

Abstract: The system of the present application includes a duct for receiving airflow from within a duct portion of a tailboom. The airflow is a mixture of fan driven air and engine exhaust. The system includes a fixed nozzle assembly with an anti-torque nozzle, a pro-torque nozzle and a thrust nozzle. A rotating sleeve valve is located within the fixed nozzle assembly. The rotating sleeve valve located within the fixed nozzle assembly and is configured to selectively redirect airflow into one or more of the anti-torque nozzle, the pro-torque nozzle and the thrust nozzle.

Abstract: The system of the present application includes a system duct in fluid communication with a tailboom duct, the system duct having a downstream portion with an anti-torque cutout and a pro-torque cutout. The system further includes an anti-torque nozzle exteriorly proximate to the anti-torque cutout and a pro-torque nozzle exteriorly proximate to the pro-torque cutout. A rotating sleeve is configured to selectively allow airflow into at least one of the anti-torque nozzle and the pro-torque nozzle. A thrust nozzle is in fluid communication with the system duct. An upper clamshell and a lower clamshell are each configured to selectively control airflow in the thrust nozzle.

Abstract: The system of the present application includes a duct for receiving airflow from within a duct portion of a tailboom. The airflow is a mixture of fan driven air and engine exhaust. The system includes a fixed nozzle assembly with an anti-torque nozzle, a pro-torque nozzle, and a thrust nozzle. A rotating thrust director is located upstream of the fixed nozzle assembly. The rotating thrust director located is configured to selectively redirect airflow into one or more of the anti-torque nozzle, the pro-torque nozzle and the thrust nozzle.

Abstract: One embodiment of the present invention is a unique flight vehicle. Another embodiment is a unique propulsion system. Another embodiment is a unique thrust vectoring system. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for flight vehicles, propulsion systems and thrust vectoring systems. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith.

Abstract: An aircraft control structure can be utilized for purposes of drag management, noise control, or aircraft flight maneuvering. The control structure includes a high pressure engine nozzle, such as a bypass nozzle or a core nozzle of a turbofan engine. The nozzle exhausts a high pressure fluid stream, which can be swirled using a deployable swirl vane architecture. The control structure also includes a variable geometry pylon configured to be coupled between the nozzle and the aircraft. The variable geometry pylon has a moveable pylon section that can be deployed into a deflected state to maintain or alter a swirling fluid stream (when the swirl vane architecture is deployed) for drag management purposes, or to assist in the performance of aircraft flight maneuvers.

Abstract: A bidirectional flying wing maximizes efficiency and reduces sonic boom during supersonic flight. The flying wing has bilateral symmetry across two perpendicular planes and a substantially isentropic compression bottom surface that minimizes the shock wave projected downward during flight. The flying wing may be rotated to provide a high aspect ratio and a low sweep angle during subsonic flight. The flying wing may be rotated to provide a low aspect ratio and a high sweep angle during supersonic flight.

Abstract: A steering system for use in a traveling guided flying apparatus (10) and method for driving the steering system are provided. The system includes an outer housing (111), an inner housing (113) and a support fins (112) extending inwardly from the outer housing (111) and holding the inner housing (113) thereon. The outer housing (111) and the inner housing (113) define a ram air inlet (114) at a nose of the forward portion (11), an annular inlet air passage (115), an annular pressure chamber (116), and an outlet air passage (125). The steering system further includes exhaust outlets (120) arranged in the outer housing and separately controlled valves (124) mounted at the exhaust outlets (120) configured to vary the flow of escaping air through the exhaust outlets (120). The steering system also includes a target seeker (121), one or more pressure sensors (119) mounted in the pressure chamber (116) and a control unit (122) for controlling flight of the guided projectile (10).

Abstract: A method is disclosed for controlling an aircraft when the hydraulic system of the aircraft has been compromised. The method may include resealing at least one gain vector of a digital fly-by-wire, lower-order, full-state feedback control in at least one axis. The gain(s) may then used by a digital control to modulate engine thrust. In this manner, engine thrust modulation may be used for stabilization and control of control-configured aircraft without requiring a substantial change in piloting technique.

Abstract: According to the invention, said aircraft comprises at least one engine which has ducted propellers and is mounted on the back of the rear portion of the fuselage, the cowling being able to be oriented about the axis of said engine.

Abstract: It illustrated in FIG. 1 and FIG. 2. A controlled reservoir with at least 2 Adjustable holes. In our example 6 adjustable holes will able an aircraft to maneuver in 3 dimensions vectors. It will give more control to the pilot to make better and quicker maneuvers. And it can help to avoid accidents. Also it will give advantage to pilot in air to air combat.

Abstract: A method and system 10 for controlling fluid flow 12 in relation to a body or foil 14. The system 10 has one or more channels 16, at least some of which having an inlet port 18 and an outlet port 20 defined in the foil 14 through which at least some of the fluid 12 may flow. The inlet port 18 is defined adjacent to a leading edge region 22 of the foil 14 and the outlet port 20 is located in a another region 24 of the foil. Optionally, a differential vectoring means 24 provides a differential mass flow rate across the foil 14 to provide a resultant force that in one illustrative environment creates, enhances, or stops a rolling action of the foil 14.

Abstract: The invention relates to a yaw control device for an aircraft fitted with a supersonic nozzle having a rectangular or flat section comprising a supersonic throat extended by a diverging portion in which supersonic flow occurs. In order to enable the aircraft to be controlled in yaw in the absence of a vertical fin, the device of the invention makes use of jet control surfaces in the form of airfoils disposed in the diverging portion of the nozzle. The control surfaces are movable about respective pivot axes in order to generate a lateral force when in a deflected position, so as to enable the aircraft to turn about its yaw axis.

Abstract: A method and system for thrust vectoring a primary fluid flow from an exhaust nozzle of a jet engine that significantly increases the non-axial force able to be generated by a flight control surface associated with the nozzle. In one implementation the method involves placing a flight control element having a movable portion adjacent a downstream edge of the nozzle. A secondary fluid flow is created adjacent a surface of the flight control element that influences a boundary layer of the primary fluid flow over the flight control element. This causes the primary fluid flow to generate a force that is directed non-parallel (i.e., non-axial) to a longitudinal axis of the nozzle. In one specific implementation a plurality of slots are formed in the flight control surface, and the flight control surface is formed by an airfoil. In another implementation the flight control surface is formed on an interior wall of the nozzle at a downstream edge of the nozzle.

Abstract: A vertical takeoff and landing (VTOL) aircraft design particularly suitable as a full-sized aircraft or remote controlled (RC) model aircraft is disclosed. The invention employs lightweight, high strength materials to reduce the power requirements of the propulsion plant. A preferred system of the invention comprises one internal combustion engine able to spit shaft power to four fan units. The fan units further employ counter rotating fan blades for stability. Separate horizontal and vertical tilting mechanisms delivered to the fan units are additionally disclosed. A variation in design is further included wherein electric motors provide the necessary shaft power.

Abstract: Some aircraft configurations have an engine arrangement comprising engines as part of an aft fuselage. In order to accommodate such engine arrangement positions, wings are rearwardly displaced compared to other aircraft configurations for balance across the fuselage. By creating empennage functions utilising the nacelle of engines as well as flaps to create rudder and elevator functions, it is possible to accommodate larger engine sizes more suitable for noise control with a reduced necessity for designed rearward movement of wings.

Abstract: An aircraft 1 with a spiral inducing assembly 2 which is capable of inducing the aircraft to travel in a continuous spiraling motion without the aircraft rolling. A ramjet 6b is attached to a tube 3 that is able to rotate around the encircled part of the fuselage. The ramjet 6b is able to rotate in a pivoting manner on the rotate-able tube 3 with respect to the rotate-able tube 3, thereby changing their pitch relative to the longitudinal axis of the rotate-able tube 3. Ramjet 6b is smaller than another ramjet on the right side of the tube 3. The difference in size between the ramjets makes the ramjet 6b exert a weaker force on the rotate-able tube 3 than the ramjet on the right side when the ramjets are rotated in the same direction. The imbalance between the rotational forces thus causes the rotate-able tube 3 to rotate. A fin 6c is also able to cause the rotate-able tube 3 to rotate during flight. When rotated, the ramjets would exert a lateral force on the rotate-able tube 3.

Abstract: The present invention blocks and/or attenuates the upstream travel of acoustic disturbances or sound waves from a flight vehicle or components of a flight vehicle traveling at subsonic speed using a local injection of a high molecular weight gas. Additional benefit may also be obtained by lowering the temperature of the gas. Preferably, the invention has a means of distributing the high molecular weight gas from the nose, wing, component, or other structure of the flight vehicle into the upstream or surrounding air flow. Two techniques for distribution are direct gas injection and sublimation of the high molecular weight solid material from the vehicle surface. The high molecular weight and low temperature of the gas significantly decreases the local speed of sound such that a localized region of supersonic flow and possibly shock waves are formed, preventing the upstream travel of sound waves from the flight vehicle.

Abstract: A thrust vector actuation control system and method is configured to allow self-testing of the entire actuation system and/or its individual system components. The control system also provides real-time, continuous monitoring of actuation system status, and allows system gain and compensation parameters to be changed during vehicle operation remote from its launch site.

Abstract: A lateral thrust control is provided for influencing the flight trajectory of a projectile. The control has a main control unit; a central, axially extending main recess in the main control unit; a plurality of thruster recesses in the main control unit for accepting correction thrusters; an ignition element for one of the correction thrusters disposed in each of the thruster recesses; and at least one tubular conductor support of an electrically insulating material arranged inside the main recess of main control unit. At least some of the electrical conductors are in the form of conductive tracks fixedly arranged on the at least one tubular conductor support such that a particular contact element for a particular ignition element contacts the conductive track assigned to the particular contact element.

Abstract: A centerline mounted overbalanced multiple main jet engine configuration. The multiple jet engines are centerline mounted rather than parallel offset. While each jet engine is a “main” engine, capable of safely operating the aircraft in the event of a failure of the other engines, the engines are overbalanced in the sense that at least one of the main engines has substantially greater thrust than the other main engines. All of the main engines operate at critical periods of flight, but only one or the other of the main engines operates at other periods. The configuration of this invention combines the efficiency and performance of a single engined aircraft with enhanced safety advantages.

Abstract: To achieve the required optional conformability and navigability of the hovering motion of the hovering body in a free liquid environment, the hovering body is equipped with a suitable created mechanism for optional control of direction and/or the position of the hovering motion in the form of the basic jacket suitably equipped with at least one slot jet where the basic jacket is suitably connected to the elongated jacket mechanism for the optional stabilization of the direction and/or the position of the hovering motion suitably equipped with at least one uplift component.

Abstract: A valve is disclosed for use in hot gas applications such as in rocket or missile engine systems or the like. The valve is designed to withstand the extreme temperatures encountered in the gas exhaust from rocket propellants. The valve seat of the valve is constructed of fibrous monolith ceramic. This material does not degrade significantly when rocket exhaust, such as resulting when ammonium perchlorate propellant is burned, is ported through the valve. The valve generally includes a valve body, a valve seat, through which gases may pass, and a poppet which opens and closes the valve by pressing against and moving away from the valve seat.

Abstract: A nacelle comprised of a rigid shroud and a support truss. The shroud encloses the truss and a rocket engine. The shroud is comprised of three sections, including a top section and two side sections. The top section has openings to permit the communication of lines for liquid propellant, electrical current, and hydraulic fluid between the engine and an attached flight vehicle. The two side sections are connected to each other by longitudinal field joints, and to the top section by a circumferential field joint. The rocket engine is attached to the flight vehicle by a gimbal allowing the engine to rotate relative to the flight vehicle about orthogonal pitch and yaw axes. A pair of actuators is located in the flight vehicle, one to control the rotation of the rocket engine about the pitch axis, and the other to control its rotation about the yaw axis. The truss is attached to the body of the rocket engine.