A system for providing active flow control in an aircraft having a gas turbine engine. The system includes an environmental control system that includes a cabin blower system having a compressor operable to compress a fluid delivered by a fan section of the gas turbine engine to generate a pressurised fluid for use by the environmental control system. The environmental control system is fluidicly connected to an active flow control system via a fluid supply line, for allowing the pressurised fluid generated by the compressor to be supplied to the active flow control system so that it can be ejected from the aircraft across an exterior surface of a movable control element of the aircraft.

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 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 device for monitoring an available thrust margin of an anti-torque member of a rotorcraft as a function of flight conditions, said rotorcraft comprising a power plant driving at least one main rotor participating at least in the lift of said rotorcraft, said anti-torque member participating in the control of the yaw movements of said rotorcraft.

A device for monitoring an available thrust margin of an anti-torque member of a rotorcraft as a function of flight conditions, said rotorcraft comprising a power plant driving at least one main rotor participating at least in the lift of said rotorcraft, said anti-torque member participating in the control of the yaw movements of said rotorcraft.

The present disclosure relates to a control system for a vehicle, comprising: at least one compressor arranged to generate compressed fluid having a massflow rate; at least one fluidic control effector in fluidic communication with the at least one compressor and arranged to change the direction of travel of the vehicle when the compressed fluid is incident on the at least one fluidic control effector; a dump duct for expelling excess compressed fluid not delivered to the at least one fluidic control effector out of the vehicle; a dump valve for controlling the massflow rate of compressed fluid delivered to the dump duct; and a controller electrically coupled to the dump valve and configured to adjust the dump valve. The present disclosure also relates to an aircraft having the control system and a method of controlling a vehicle.

The present disclosure relates to a control system for a vehicle, comprising: at least one compressor arranged to generate compressed fluid having a massflow rate; at least one fluidic control effector in fluidic communication with the at least one compressor and arranged to change the direction of travel of the vehicle when the compressed fluid is incident on the at least one fluidic control effector; a dump duct for expelling excess compressed fluid not delivered to the at least one fluidic control effector out of the vehicle; a dump valve for controlling the massflow rate of compressed fluid delivered to the dump duct; and a controller electrically coupled to the dump valve and configured to adjust the dump valve. The present disclosure also relates to an aircraft having the control system and a method of controlling a vehicle.

Multiple propulsion units mounted inside an enclosure near openings can be used to control the fluid flow in and out of the openings and also to determine the total fluid flow at any additional uncontrolled openings. By controlling the fluid flow, where such control is available, and by considering the resulting flow at any uncontrolled enclosure openings, it may be possible to achieve a desired thrust vector but have a more favorable weight/shape/efficiency than would be possible without the enclosure and use of coordinated control of fluid flow into or out of some openings. The designed geometry of the enclosure is an important consideration and will have an effect on the overall thrust magnitude and direction. A grouping of propulsion systems can be coordinated to achieve a more general thrust vector and associated moment on a vehicle.

A drone aircraft has a main body with a circular shape and a circular outer periphery. One or more rotor blades extend substantially horizontally outward from the main body at or about the circular outer periphery. In addition, one or more counter-rotation blades extend substantially horizontally outward from said main body at or about the circular outer periphery, but vertically offset from the main rotor blades. The main rotor blades are connected to a first annular gear that rotates in a first direction and the counter-rotation blades rotate are connected to a second annular gear that rotates in a second direction that is opposite the first direction for anti-torque. Planetary gears simultaneously drive the first and second annular gear at about the same speed.