A ducted fan assembly includes a duct having an inlet, an inner surface, an expanding diffuser and an outlet. A fan disposed within the duct between the inlet and the expanding diffuser is configured to rotate about a fan axis to generate airflow. An active flow control system includes a plurality of injection zones circumferentially distributed about the inner surface. The expanding diffuser has a diffuser angle configured to create flow separation when the airflow is uninfluenced by the active flow control system such that the airflow has a thrust vector with a first direction that is substantially parallel to the fan axis. Injection of pressurized air from one of the injection zones asymmetrically reduces the flow separation between the airflow and the expanding diffuser downstream of that injection zone such that the thrust vector of the airflow has a second direction that is not parallel to the first direction.

A ducted fan assembly includes a duct having an inlet, an inner surface, an expanding diffuser and an outlet. A fan disposed within the duct between the inlet and the expanding diffuser is configured to rotate about a fan axis to generate airflow. An active flow control system includes a plurality of injection zones circumferentially distributed about the inner surface. The expanding diffuser has a diffuser angle configured to create flow separation when the airflow is uninfluenced by the active flow control system such that the airflow has a thrust vector with a first direction that is substantially parallel to the fan axis. Injection of pressurized air from one of the injection zones asymmetrically reduces the flow separation between the airflow and the expanding diffuser downstream of that injection zone such that the thrust vector of the airflow has a second direction that is not parallel to the first direction.

Methods and apparatus for cooling a surface on a flight vehicle and generating power include advancing the vehicle at a speed of at least Mach 3 to aerodynamically heat the surface. A first working fluid circulates through a first fluid loop that heats the first working fluid through a first heat intake thermally coupled to the surface and expands the first working fluid in a first thermal engine to generate a first work output. A second fluid loop has a second working fluid that receives heat from the first working fluid and a second thermal engine to generate a second work output. The first and second work outputs are operably coupled to first and second generators, respectively, to power primary or auxiliary systems on the flight vehicle.

Methods and apparatus for cooling a surface on a flight vehicle and generating power include advancing the vehicle at a speed of at least Mach 3 to aerodynamically heat the surface. A first working fluid circulates through a first fluid loop that heats the first working fluid through a first heat intake thermally coupled to the surface and expands the first working fluid in a first thermal engine to generate a first work output. A second fluid loop has a second working fluid that receives heat from the first working fluid and a second thermal engine to generate a second work output. The first and second work outputs are operably coupled to first and second generators, respectively, to power primary or auxiliary systems on the flight vehicle.

The method S200 can include: at an aircraft, receiving an audio utterance from air traffic control S210, converting the audio utterance to text, determining commands from the text using a question-and-answer model S240, and optionally controlling the aircraft based on the commands S250. The method functions to automatically interpret flight commands from the air traffic control (ATC) stream.

The method S200 can include: at an aircraft, receiving an audio utterance from air traffic control S210, converting the audio utterance to text, determining commands from the text using a question-and-answer model S240, and optionally controlling the aircraft based on the commands S250. The method functions to automatically interpret flight commands from the air traffic control (ATC) stream.

A vehicle control system (110) for use with at least one fluidic control effector (102) for a vehicle, the vehicle control system (110) comprising a controller (110), wherein the controller is configured to: receive a vehicle control input indicating a demanded vehicle manoeuvre, wherein the input is further configured to receive condition data; determine a fluid mass-flow for the at least one fluid control effector based on the received vehicle control input and the condition data, wherein the relationship between the fluid mass-flow and the vehicle control input is substantially non-linear; and output data relating to the determined fluid mass-flow to effect the demanded vehicle manoeuvre, wherein the fluid mass-flow is determined to provide a substantially linear relationship between the vehicle control input and the effected demanded vehicle manoeuvre.

A vehicle control system (110) for use with at least one fluidic control effector (102) for a vehicle, the vehicle control system (110) comprising a controller (110), wherein the controller is configured to: receive a vehicle control input indicating a demanded vehicle manoeuvre, wherein the input is further configured to receive condition data; determine a fluid mass-flow for the at least one fluid control effector based on the received vehicle control input and the condition data, wherein the relationship between the fluid mass-flow and the vehicle control input is substantially non-linear; and output data relating to the determined fluid mass-flow to effect the demanded vehicle manoeuvre, wherein the fluid mass-flow is determined to provide a substantially linear relationship between the vehicle control input and the effected demanded vehicle manoeuvre.

A multiple energy source management system for an integrated hydrogen-electric engine is disclosed, the system includes a first and a second energy source providing energy to the integrated hydrogen-electric engine. A pre-charge load to provide an energy demand to a selected energy source. A sensor monitoring a power output from the first and/or second energy source. A relay to switch between the first and second energy sources. A computer system to receive an output energy of the first energy source, determine if the output energy is below a threshold value, switch the relay from the first state to the third state for a predetermined period of time, based on the determination, pre-charge the second energy source by the pre-charge load; and switch the relay to the second state after the predetermined period of time.

A multiple energy source management system for an integrated hydrogen-electric engine is disclosed, the system includes a first and a second energy source providing energy to the integrated hydrogen-electric engine. A pre-charge load to provide an energy demand to a selected energy source. A sensor monitoring a power output from the first and/or second energy source. A relay to switch between the first and second energy sources. A computer system to receive an output energy of the first energy source, determine if the output energy is below a threshold value, switch the relay from the first state to the third state for a predetermined period of time, based on the determination, pre-charge the second energy source by the pre-charge load; and switch the relay to the second state after the predetermined period of time.