A fluid interface device, such as an airfoil assembly, can include a device structure and at least one moveable band oriented such that the band moves in a direction of fluid flow. The at least one moveable band can be supported on the device structure such that an outer surface of the moveable band is exposed along the device structure and is capable of movement relative thereto such that a relative velocity can be maintained between the outer surface and the device structure. The fluid interface device can have a cross section that includes first and second boundary layer collision points disposed along one side of the device structure with at least one of said first and second boundary layer collision points formed by the endless band. An airplane, a wind turbine and a method are also included.

A system for reducing thermal barrier of hypersonic aero vehicle is disclosed, wherein the obelisk shaped hypersonic aero vehicle is covered by combined multiple long and narrow plates. Across the plates, roller bearings are placed and spaced in short distance. The air frictions across the roller bearings of the hypersonic aero vehicle consecutively and the coefficient of friction is 0.002. The heat of the air friction is just normal and does not cause the thermal barrier and melting. The system improves the speed and reduces the energy consumption significantly.

The advantages of the system are: 1. reducing the thermal barrier with innovative structure; 2. solving the problem of thermal barrier which is common for conventional hypersonic aero vehicle.

A system for reducing thermal barrier of hypersonic aero vehicle is disclosed, wherein the obelisk shaped hypersonic aero vehicle is covered by combined multiple long and narrow plates. Across the plates, roller bearings are placed and spaced in short distance. The air frictions across the roller bearings of the hypersonic aero vehicle consecutively and the coefficient of friction is 0.002. The heat of the air friction is just normal and does not cause the thermal barrier and melting. The system improves the speed and reduces the energy consumption significantly.

The advantages of the system are: 1. reducing the thermal barrier with innovative structure; 2. solving the problem of thermal barrier which is common for conventional hypersonic aero vehicle.

A tri-wing aircraft includes a fuselage having a longitudinally extending fuselage axis. Three wings extend generally radially outwardly from the fuselage axis and are circumferentially distributed generally uniformly about the fuselage at approximately 120-degree intervals. The wings have airfoil cross-sections including first and second surfaces having chordwise channels therebetween. A distributed propulsion system includes a plurality of propulsion assemblies. Each propulsion assembly includes a variable thrust cross-flow fan disposed within one of the chordwise channels of one of the wings. At least two variable thrust cross-flow fans are disposed within the chordwise channels of each of the wings. A flight control system is operably associated with the distributed propulsion system such that the flight control system and the distributed propulsion system are operable to generate a triaxial dynamic thrust matrix.

A tri-wing aircraft includes a fuselage having a longitudinally extending fuselage axis. Three wings extend generally radially outwardly from the fuselage axis and are circumferentially distributed generally uniformly about the fuselage at approximately 120-degree intervals. The wings have airfoil cross-sections including first and second surfaces having chordwise channels therebetween. A distributed propulsion system includes a plurality of propulsion assemblies. Each propulsion assembly includes a variable thrust cross-flow fan disposed within one of the chordwise channels of one of the wings. At least two variable thrust cross-flow fans are disposed within the chordwise channels of each of the wings. A flight control system is operably associated with the distributed propulsion system such that the flight control system and the distributed propulsion system are operable to generate a triaxial dynamic thrust matrix.

A variable thrust cross-flow fan system for an aircraft including a rotatable wing member having a first housing member; an actuator assembly operably coupled to the first housing member; and a variable thrust cross-flow fan assembly including a first and second driver plates having a plurality of blades rotatably mounted therebetween. The plurality of blades has a circular path of travel when rotating and includes a control assembly coupled to the plurality of blades to generate a variable thrust force. The control assembly includes a control cam that is substantially non-rotatable relative to the first and second driver plates and a hinge member that is fixedly connected to the control cam and to the first housing member at a hinge axis. Rotation of the first housing member by the actuator assembly imparts rotation of the control cam about the hinge axis, thereby changing the direction of the variable thrust force.

In one aspect, there is provided an aircraft, including a fuselage having a longitudinal axis extending from a front portion through an aft portion; first and second tail members extending from the aft portion; a first cross-flow fan system rotatably mounted to the first tail member; and a second cross-flow fan system rotatably mounted to the second tail member. The first and second cross-flow fan systems are configured to provide a forward thrust vector and an anti-torque vector on the aircraft. The first and second cross-flow fan systems can have a rotational axis oriented generally vertically. In another aspect, there is an aircraft including a fuselage having a front portion and a tail portion; and a cross-flow fan system supported by the tail portion. Embodiments include a cross-flow fan system retrofittable onto an aircraft and methods for retrofitting an aircraft with a cross-flow fan system.

Fluid interface device, such as may be used in association with airfoil assemblies, can include at least one movable band oriented such that the band moves in a direction relative to an associated relative fluid flow. The at least one movable band can be supported such that at least a portion of an outer surface of the movable band is exposed to the associated relative fluid flow. Fluid interface devices can also include one or more lateral stabilization features operative to oppose lateral migration-inducing forces on the at least one movable band that may be experienced during use of the fluid interface device in the associated relative fluid flow. Airfoil assemblies including such fluid interface devices, as well as vehicles and a wind turbines including one or more of such airfoil assemblies are also included.

Fluid interface device, such as may be used in association with airfoil assemblies, can include at least one movable band oriented such that the band moves in a direction relative to an associated relative fluid flow. The at least one movable band can be supported such that at least a portion of an outer surface of the movable band is exposed to the associated relative fluid flow. Fluid interface devices can also include one or more lateral stabilization features operative to oppose lateral migration-inducing forces on the at least one movable band that may be experienced during use of the fluid interface device in the associated relative fluid flow. Airfoil assemblies including such fluid interface devices, as well as vehicles and a wind turbines including one or more of such airfoil assemblies are also included.

An apparatus for facilitating propulsion of a vehicle. The apparatus comprises a housing with an interior space, an inlet, and an outlet, a propulsion mechanism, and a gimbal. The propulsion mechanism is disposed in the interior space and comprises and an upper rotor and a lower rotor rotatably mounted on a first portion and a second portion of a spindle. The upper rotor rotates in a first direction and the lower rotor rotates in a second direction opposite to the first direction. Upper rotor blades have a first blade pitch and lower rotor blades have a second blade pitch opposite to the first blade pitch. The rotating of the upper rotor and the lower rotor crates a fluid flow from the inlet to the outlet for generating a directional thrust. The gimbal rotatably attaches the propulsion mechanism to the housing. The housing is rotatable for vectoring the directional thrust.