[Object] To provide a wing achieving reduction of friction drag and easy to design and also easy to manufacture and an aircraft including such a wing.

[Solving Means] A wing 1 is typically used as a main wing of an aircraft 100. The wing 1 is a swept-back wing having a swept-back angle A. The wing 1 is configured such that a surface pressure (pressure distribution (Cp)) on an upper surface of a vicinity of a leading edge 11 in a fluid increases from a wing root 17 to a wing tip 15. A cross-flow component of an external streamline of a surface of the wing 1 is reduced in the vicinity of the leading edge 11, and boundary layer transition is not easily induced in the vicinity of the leading edge 11. With this, friction drag caused by cross-flow instability can be reduced.

An aerodynamic element is provided with at least one set of protruding elements, each of the protruding elements is produced in the form of an elongate and profiled rib projecting from a surface of the aerodynamic element. The protruding elements are arranged at the surface of the aerodynamic element, one beside the other, being oriented substantially parallel to one another so that each of them generates a vortex, the set of vortices thus generated making it possible to reduce crossflow instability.

Fluid systems are described herein. An example embodiment of a fluid system has a first body portion, a second body portion, a plurality of supports, a plurality of fluid pressurizers, and a plurality of ducts. The first body portion and the second body portion cooperatively define an injection opening, a suction opening, and a channel that extends from the injection opening to the suction opening. The fluid pressurizer is disposed within the channel cooperatively defined by the first body portion and the second body portion. Each duct of the plurality of ducts is disposed within the channel cooperatively defined by the first body portion and the second body portion.

Fluid systems are described herein. An example embodiment of a fluid system has a first body portion, a second body portion, a plurality of supports, a plurality of fluid pressurizers, and a plurality of ducts. The first body portion and the second body portion cooperatively define an injection opening, a suction opening, and a channel that extends from the injection opening to the suction opening. The fluid pressurizer is disposed within the channel cooperatively defined by the first body portion and the second body portion. Each duct of the plurality of ducts is disposed within the channel cooperatively defined by the first body portion and the second body portion.

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.

Fluid systems are described herein. An example embodiment of a fluid system has a first body portion, a second body portion, a plurality of supports, a plurality of fluid pressurizers, and a plurality of ducts. The first body portion and the second body portion cooperatively define an injection opening, a suction opening, and a channel that extends from the injection opening to the suction opening. The fluid pressurizer is disposed within the channel cooperatively defined by the first body portion and the second body portion. Each duct of the plurality of ducts is disposed within the channel cooperatively defined by the first body portion and the second body portion.

Fluid systems are described. An example fluid system has a first body portion, a second body portion, a spacer, and a fluid pressurizer. The first body portion and the second body portion cooperatively define an injection opening, a suction opening, and a channel that extends from the injection opening to the suction opening. The fluid pressurizer is disposed within the channel cooperatively defined by the first body portion and the second body portion. The first body portion defines a cavity that is sized and configured to filter debris that enters the channel during use and provide a mechanism for removing the debris from the system.

A high-efficiency, stall-proof airfoil is an aircraft wing configuration whereby a motive force directly induces gaseous fluid flow across a lifting surface of the airfoil without requiring a movement of the wing through an air space. The airfoil is provided with means to control a pitch, a roll and a yaw motion and to control a position and stability of the aircraft. When not undergoing horizontal displacement, it provides highly efficient use of fuel resources, precluding the formation of drag and its incumbent power consumption. Air pressure at a bottom of the wing remains essentially ambient. Therefore, differential pressure between a lower surface of the wing and an upper surface of the wing maintains its maximum possible quantity. Virtually, all of the power consumed is utilized in a production of lift. Additionally, because lift is generated without regard to an angle-of-attack, forward speed, nor a configuration of a leading edge of the wing, the configuration is essentially stall proof.

Fluid systems are described. An example fluid system has a first body portion, a second body portion, a spacer, and a fluid pressurizer. The first body portion and the second body portion cooperatively define an injection opening, a suction opening, and a channel that extends from the injection opening to the suction opening. The fluid pressurizer is disposed within the channel cooperatively defined by the first body portion and the second body portion. The first body portion defines a cavity that is sized and configured to filter debris that enters the channel during use and provide a mechanism for removing the debris from the system.

In one embodiment, an aircraft includes a number of propellers N.sub.prop, wherein each propeller comprises a diameter d.sub.prop, has a propeller efficiency .sub.prop, and is configured to absorb power p.sub.prop to rotate at a rate RPM to generate thrust for a flight speed V of the aircraft. The aircraft may further include a total power p.sub.total absorbed by the propellers that is approximately p.sub.propN.sub.prop, a wing having a circulation distribution, wherein the wing comprises a wingspan B, a drag D that is approximately equal to p.sub.total.sub.prop/V. For V and B, the circulation distribution, d.sub.prop, and RPM substantially minimizes D.