Abstract: Presented is an improved concept airfoil, or more properly called fluid dynamic foil, that promises coefficients of lift several times better than present day airfoils or hydrofoils. This is accomplished by use of a rotary Coanda fluid accelerator that is part of the boundary of a high camber or fat airfoil shape. Acceleration of oncoming fluids over the low static pressure side of the airfoil by the rotary element not only decreases the static pressure thereby increasing lift but also improves flow characteristics over the low static pressure side of the airfoil which reduces or eliminates flow separation and its associated turbulent drag effects. Alternative ways to eliminate the flow separation are also presented as well as are ways to control the angle of attack of the airfoil. The concept presented is applicable to aircraft wings, rotary wings such as used on helicopters, hydrofoils, wind and water turbine blades, and the like.

Abstract: Presented is a fluid propulsor for propelling a vehicle that incorporates a Coanda Effect Inducer (CEI), more commonly called an inlet fluid inducer in this application, in its inlet to induce fluids passing by the vehicle to turn uniformly toward a powered fluid energizing device such as a rotor of the propulsor. This concept enhances the efficiency of the rotor and the overall efficiency of the propulsor. The rotor is preferably at least primarily enclosed in a housing and the rotor may operate either fully submerged in liquid or in a partially liquid and partially gaseous environment. Fluid flow directing devices may be incorporated to separate liquid from gas flowing to the rotor in some instances. The inlet fluid inducer may take the shape of a cylinder or any other flow directing shape and while more effective when rotating in the direction of fluid flow is also viable when not rotating.

Abstract: Presented is a fluid propulsor for propelling a vehicle that incorporates a Coanda Effect Inducer (CEI), more commonly called an inlet fluid inducer in this application, in its inlet to induce fluids passing by the vehicle to turn uniformly toward a powered fluid energizing device such as a rotor of the propulsor. This concept enhances the efficiency of the rotor and the overall efficiency of the propulsor. The rotor is at least primarily enclosed in a housing and the rotor may operate either fully submerged in liquid or in a partially liquid and partially gaseous environment. Fluid flow directing devices may be incorporated to separate liquid from gas flowing to the rotor in some instances. The inlet fluid inducer may take the shape of a cylinder or any other flow directing shape and while more effective when rotating in the direction of fluid flow is also viable when not rotating.

Abstract: Presented is a way to reduce the wave drag of high speed ships by ingesting wave energy into water propulsors disposed at the bow and/or on the sides of the main hull of the ship. A forward secondary bow disposed at a lower portion of the main bow of the ship is an optimum location to have bow water propulsor water inlets. Performance of the water propulsors can be enhanced by using Coanda effect water energizers at the inlets to the water propulsors. Water propulsor discharge is preferably into an air layer on the underside of the ship's main hull.

Abstract: Presented is a beachable high speed marine vehicle with air cushioned hull(s) capable of transporting heavy loads at very high speeds to beachheads and then departing the beachhead under its own power. The artificially pressurized air cushions allow the bow of the vehicle to be raised to the water surface at all speeds including when stationary. The design of the forward end of the air cushion recesses allows both high speed breaking of water from the hull at that point and backing off of the beachheads in spite of sand, rocks, and the like being inside the air cushion forward end. An optional upward raising secondary bow is also described. Monohull, multi-hulled such as catamaran, and outrigger hull versions of the same conceptual invention are disclosed with all derived from the same basic concepts regarding loading and unloading of cargo, beaching abilities, air cushion performance, and other features.

Abstract: Presented is a water propulsion systern for ships that enhances the efficiency of both the water propulsor(s) and the ship itself. This is accomplished by location of water inlet(s) for the water propulsor(s) to take advantage of water flow characteristics around a secondary bow of the ship and also proximal a stern of the ship. A primary object is to reduce the energy of the bow and/or stern waves of the ship and hence reduce the ship's wave making resistance. A secondary object is to reduce the frictional resistance of the ship. The water propulsors are preferably electrically driven with built in stator field windings and armatured rotors. A bow oriented water propulsor(s) would preferably have its discharge into a gas cavity in the underside of the ship. Both bow oriented and stern oriented water propulsor(s) would optimally have steering and/or reversing mechanisms.

Abstract: Presented is an advanced Surface Effect Ship (SES) that offers the high efficiencies of the pressurized air cushion supported generic flexible bow and stern seal SES but without the generic SES's shortcomings that are due largely to its generally about 80 percent total hull width flexible bow and stern seals. Advantages are accomplished by the instant invention by use of forward extending rigid bow members positioned both sides of a pressurized hull supporting gas cushion such that the width of the sidehulls, preferably, make up a majority of the width of the instant invention advanced surface effect ship with the remainder, normally less than 35 percent of vessel width, made up by a gas cushion forward moveable seal member disposed between the bow members. Gas cushions may extend forward into undersides of the sidehull bow members to further reduce wetted area resistance.

Abstract: Presented is a vehicle aerostabilizer(s) that is at least partially actuated by actuation forces proved by an electric motor, this actuation can cause a raising to a more vertical orientation of the aerostabilizer(s) as when the brakes are applied to result in an aerodynamic braking force being applied to the vehicle. Several options to doing this are offered including two or more aerostabilizers that may or may not rotate in concert. Much is dependent upon having an aerodynamically and weight balanced aerostabilizer(s) and limits on such balance are described. The forces to reorient the aerostabilizer(s) may be applied when the brakes of the vehicle are applied or the aerostabilizer(s) may be set, while the vehicle is underway, to a variety of orientations.