Disclosed are systems and methods for maintaining bulk fuel temperatures in an aircraft. In one aspect, a recirculation system causes fuel to be delivered from a relatively low point near the feed hopper of each tank on the aircraft to one or more outboard locations of the wings. Once there, the fuel, due to gravity, flows back over the lower skin of the wing in channels back towards the fuselage, thus cooling the fuel. In other aspects, control systems are disclosed that coordinate the recirculation based on fuel levels in the tanks and fuel temperatures. The control systems also utilize a fuel scavenge system to maintain acceptable temperatures in the tanks.

Disclosed are systems and methods for maintaining bulk fuel temperatures in an aircraft. In one aspect, a recirculation system causes fuel to be delivered from a relatively low point near the feed hopper of each tank on the aircraft to one or more outboard locations of the wings. Once there, the fuel, due to gravity, flows back over the lower skin of the wing in channels back towards the fuselage, thus cooling the fuel. In other aspects, control systems are disclosed that coordinate the recirculation based on fuel levels in the tanks and fuel temperatures. The control systems also utilize a fuel scavenge system to maintain acceptable temperatures in the tanks.

An aircraft includes a fuselage having a wing profile. An apparatus for thrust reversal is disposed on the tail of the aircraft. Air feed takes place from the outside, by way of a braking flap with an air intake channel and/or from a propelling machine.

An aerodynamic laminar flow structure comprises a flow body and a leading edge designed to face a flow circulating in a flow direction, the leading edge being movable and comprising a retracted position in which the edge of each of two flow surfaces of the flow body is joined respectively to an edge of each of two flow surfaces of the leading edge along a parting line having at least one portion inclined at an angle strictly less than 90 relative to the flow direction. The inclination of at least one portion of the parting line makes it possible to reduce drag and thus to retain a laminar flow over a major part of the exterior surfaces of the aerodynamic structure.

An airfoil includes an airfoil portion having a first airfoil surface and a second airfoil surface respectively extending along a spanwise direction between a leading edge and a trailing edge and having a symmetrical shape with respect to a chord, and at least one communication hole extending in the airfoil portion and having a first opening end opening to the first airfoil surface and a second opening end opening to the second airfoil surface. The first opening end is located on a first cross-section orthogonal to the spanwise direction. The second opening end is located on a second cross-section orthogonal to the spanwise direction. In the first cross-section or the second cross-section, an angle A1 exists within an angle range of 10 degrees or more and 10 degrees or less with reference to a straight line centered on the leading edge and parallel to an inflow direction of fluid.

The present set of embodiments relate to systems, methods, and apparatuses for airfoil systems designed for aircraft or other craft. More specifically, the present disclosure includes various embodiments of airfoils that include fixed or adjustable louvers that allow the airfoil to adapt to various conditions including angle or attack and airspeed. Such airfoil systems increase the dynamic range or airfoils by maximizing lift or minimizing drag depending on the conditional requirements.

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.

Disclosed in the present invention is a high-speed aircraft, comprising a shell and an engine, an outer fluid channel and an inner fluid channel being arranged in succession within the shell, the outer fluid channel and the inner fluid channel respectively connecting to the exterior by means of their own air vent; the outer fluid channel is connected to an air suction port of the engine, such that the pressure difference produced by the flow rate within the outer fluid channel being greater than the flow rate within the inner fluid channel acts as the driving force source of the aircraft. Also disclosed in the present invention is an aircraft having greater lift. The present invention provides an innovative method and apparatus for a driving force source obtained from fluid resistance, thus changing the mutual contradiction of a traditional driving apparatus directing external force to itself whilst also needing to use more driving force to overcome fluid resistance. The present invention changes the direction of fluid pressure, altering the condition that the amount of pressure dictates the size of the driving force source obtained; on this basis, a novel greater first and second lift source and driving force source are produced for use in an aircraft.

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.