A propulsion device with double-layer flow guiding assembly and a flight vehicle using the same are provided. The propulsion device includes a propulsion body, a first-layer flow guiding assembly and a second-layer flow guiding assembly. The propulsion body includes a housing, an airflow suction port and an airflow discharge port. The first-layer flow guiding assembly includes a front flow guiding ring and at least one first-layer flow guiding plate. The front flow guiding ring is disposed outside the airflow discharge port and has a first axis. The front flow guiding ring swings relative to the airflow discharge port along a first rotation axis. The first rotation axis intersects the first axis. The first-layer flow guiding plate is fixed in the front flow guiding ring and extends along the first rotation axis. The second-layer flow guiding assembly has a structure similar to the first-layer flow guiding assembly.

A boundary layer control (BLC) system for embedment in a flight surface having a top surface, a bottom surface, a leading edge, and a trailing edge. The BLC system may comprises an actuator having a crossflow fan and an electric motor to drive the crossflow fan about an axis of rotation. The actuator may be embedded within the flight surface and adjacent the leading edge. In operation, the actuator is configured to output local airflow via an outlet channel through an outlet aperture adjacent the top surface to energize a boundary layer of air adjacent the top surface of the flight surface.

A propulsion system includes at least one rotating detonation actuator comprising: a flow path extending from an inlet end to an outlet end; an inner wall defining a radially inner boundary of the flow path; an outer wall defining a radially outer boundary of the flow path; and at least one aircraft wing. The rotating detonation actuator is disposed in the aircraft wing. At least one rotating detonation wave travels through the flow path from the inlet end to the outlet end.

A method, apparatus, and system for managing airflow comprising flow control actuators in an aircraft. The flow control actuators comprise channels having inlets and outlets, wherein the channels are located under a surface of the aircraft and the outlets are in communication with the surface of the aircraft. Pressurized air applied to the inlets causes steady air jets to be emitted at the outlets in which the steady air jets add a momentum to airflow over the surface on the aircraft.

A propulsion system is provided. The propulsion system comprises a ducted electric bypass fan and an electrical generator powered by a turbine in an engine and configured to provide electricity to the electric bypass fan.

The present invention relates to an actuator system in an aircraft for monitoring a no-back brake, which system comprises an actuator for actuating a flap of a flight control system of the aircraft, a first torque sensor for detecting a torque on the drive side of the actuator, and a second torque sensor for detecting a torque on the output side of the actuator, wherein the actuator is provided with an auto-switching no-back brake to hold the flap actuated by the actuator in position. The actuator system further has a monitoring unit, which is connected to the first torque sensor and the second torque sensor and is designed to detect an acute or imminent fault condition of the no-back brake depending on an actuator state and the detected torque values of the first torque sensor and the second torque sensor.

The present invention relates to an actuator system in an aircraft for monitoring a no-back brake, which system comprises an actuator for actuating a flap of a flight control system of the aircraft, a first torque sensor for detecting a torque on the drive side of the actuator, and a second torque sensor for detecting a torque on the output side of the actuator, wherein the actuator is provided with an auto-switching no-back brake to hold the flap actuated by the actuator in position. The actuator system further has a monitoring unit, which is connected to the first torque sensor and the second torque sensor and is designed to detect an acute or imminent fault condition of the no-back brake depending on an actuator state and the detected torque values of the first torque sensor and the second torque sensor.

An aircraft includes a fuselage and a primary airfoil having a first upper surface. The first upper snake has a recess disposed therein. A conduit is in fluid communication with recess. An ejector is disposed within the recess. The ejector is configured to receive compressed air via the conduit. The ejector is further configured to produce a propulsive efflux stream. A secondary airfoil is coupled to the primary airfoil and has a second upper surface. The ejector is positioned such that the efflux stream flows over the second surface. The second surface is oriented so as to entrain the efflux stream to flow in a direction substantially perpendicular to the first upper surface.

An aircraft includes a fuselage and a primary airfoil having a first upper surface. The first upper surface has a recess disposed therein. A conduit is in fluid communication with recess. An ejector is disposed within the recess. The ejector is configured to receive compressed air via the conduit. The ejector is further configured to produce a propulsive efflux stream. A secondary airfoil is coupled to the primary airfoil and has a second upper surface. The ejector is positioned such that the efflux stream flows over the second surface. The second surface is oriented so as to entrain the efflux stream to flow in a direction substantially perpendicular to the first upper surface.

A rear end section for an aircraft, having a fuselage, a v-tail, and a thruster assembly including at least one propulsion device installed to ingest and consume air forming a fuselage boundary layer, a control surface attached at the rearmost section of the rear end, and a casing covering at least part of the propulsion device such that an air inlet and an air outlet are defined between the casing and the propulsion device. The air inlet is configured to permit passage of the fuselage boundary layer towards the propulsion device. The air outlet is configured to direct the airflow exhausted from the propulsion device into the control surface, to divert the airflow and provide vectoring thrust for the aircraft.