1) Yes - if the engine stopped on a fully fluidic aircraft you'd lose the ability to run the controls. The applications we typically considered for the technol

1) Yes - if the engine stopped on a fully fluidic aircraft you'd lose the ability to run the controls. The applications we typically considered for the technology are in addition to normal flappy control surfaces. E.g. you use these for a load alleviation function on civil airliner, or take off with normal control surfaces and switch to fluidics for when you want a lower RCS. 2) Fluidic controls can be (on paper at least) lower drag than the conventional alternative, to be honest that side of it isn't my area, but there are plenty of papers on the subject. 3) These actuators were designed for a 10deg/s roll and pitch rates. For the roll device the slot length is around 100mm long, longer slots / higher momentum coefficients would yield a faster roll rate. There's a "more scientific" video on youtube https://www.youtube.com/watch?v=bI6ouhXjjk4 https://www.youtube.com/watch?v=bI6ouhXjjk4