A fan nacelle, a gas turbine engine cell assembly, and an aircraft are provided. The fan nacelle includes a fan duct skin arranged in a fan duct to direct airflow from the fan of a Turbofan engine toward a fan nozzle. An exterior skin of the fan nacelle directs air flow around an exterior of the engine. The fan duct skin and the exterior skin terminate at a trailing edge, and a trailing edge portion of the exterior skin is one of parallel to and diverging from a trailing edge portion of the fan duct skin in an aft direction. In certain aspects, the trailing edge portion of the exterior skin is actuatable or inflatable to selectively divert from the trailing edge portion of the fan duct skin.

A vertical take-off and landing aircraft is provided. The aircraft comprises a fuselage which has a nose end, a tail end, and a plurality of seats disposed in the interior. A pair of rear wings extend outwardly from opposing sides of the fuselage between a cockpit and the tail end, and a pair of front wings extend outwardly from opposing sides of the fuselage between the cockpit and the nose end. Each of the pair of rear wings and front wings includes an adjustably mounted turbine which comprises a statically mounted fan pod, a duct rotatably connected to the fan pod, and an adjustable nozzle rotatably connected to the duct. The nozzle can be adjusted to a variety of configurations ranging between a vertical position and a horizontal position via the duct. The adjustably mounted turbine enables the aircraft to adjust thrust through vectors ranging between horizontal and vertical.

A thrust reverser assembly may comprise a sleeve including an inner sleeve portion and an outer sleeve portion. A plurality of guide rails may be coupled to a radially outward surface of the inner sleeve portion. A plurality of blocker doors may be slidably coupled to the plurality of guide rails. The plurality of blocker doors may be located between the inner sleeve portion and the outer sleeve portion.

A lock mechanism for releasably securing a pivot door of a thrust reverser includes a frame, a blade housing connected to the frame, a blade member slidably disposed within the blade housing and configured to engage a lock fitting of the pivot door, an actuator configured to translate the blade member in a first direction with respect to the frame; a spring element configured to translate the blade member in a second direction with respect to the frame, and a loose-joint coupling configured to connect the actuator to the blade member.

A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

A propulsion system coupled to a vehicle. The system includes an ejector having an outlet structure out of which propulsive fluid flows at a predetermined adjustable velocity. A control surface having a leading edge is located directly downstream of the outlet structure such that propulsive fluid from the ejector flows over the control surface.

An exhaust nozzle for a gas turbine engine according to an example of the present disclosure includes, among other things, a duct having a first surface and a second surface extending about a duct axis to define an exhaust flow path, and at least one effector positioned along the first surface. The at least one effector is pivotable about an effector axis to vary a throat area of the exhaust flow path. The at least one effector tapers along the effector axis. A method of exhaust control for a gas turbine engine is also disclosed.

An assembly is provided for an aircraft propulsion system. This assembly includes a fixed structure, a translating structure, a blocker door and a rigid linkage. The translating structure is configured to translate relative to the fixed structure. The blocker door extends between a blocker door first end and a blocker door second end. The translating structure is pivotally attached to the blocker door at the blocker door first end. The rigid linkage includes a first pivot attachment, a second pivot attachment and a third pivot attachment. The first pivot attachment is coupled to the fixed structure. The second pivot attachment is coupled to the translating structure. The third pivot attachment is coupled to the blocker door at the blocker door second end.

A thrust vectoring exhaust nozzle is disclosed. The nozzle includes an inner nozzle for changing a first degree-of-freedom of exhaust gas, an outer nozzle for changing a second degree-of-freedom of exhaust gas, a mounting bracket, a first linear actuator, a second linear actuator, a first double universal joint, and a second double universal joint. The inner nozzle is coupled to the outer nozzle. The inner nozzle is coupled to the mounting bracket. The outer nozzle is coupled to the first and second joint. When the nozzle is mounted, the inner nozzle, the outer nozzle, and the exhaust are coaxially aligned in neutral position. Actuation of the first and second linear actuators drives the first and second double universal joints independently to each other. The independent motion of the first and second double universal joints rotates the inner and outer nozzles simultaneously about the exhaust in a horizontal direction and vertical direction enabling thrust vectoring.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.