Abstract: In at least some embodiments, a riding walker assembly includes a support assembly and a drive assembly. The support assembly may include a frame work supporting a seat assembly, and a plurality of wheels operatively coupled to the frame work and configured to rollably engage a floor surface. The drive assembly may include a drive wheel configured to engage the floor surface, and a pedal assembly operatively coupled to the drive wheel such that rotation of the pedal assembly rotates the drive wheel. The riding walker assembly may further include a coupling assembly operatively coupling the drive assembly to the support assembly, the coupling assembly being configured to selectively engage and disengage the drive wheel from the floor surface.

Abstract: In at least some embodiments, a riding walker assembly includes a support assembly and a drive assembly. The support assembly may include a frame work supporting a seat assembly, and a plurality of wheels operatively coupled to the frame work and configured to rollably engage a floor surface. The drive assembly may include a drive wheel configured to engage the floor surface, and a pedal assembly operatively coupled to the drive wheel such that rotation of the pedal assembly rotates the drive wheel. The riding walker assembly may further include a coupling assembly operatively coupling the drive assembly to the support assembly, the coupling assembly being configured to selectively engage and disengage the drive wheel from the floor surface.

Abstract: Systems for coupling tubes, pipes, conduits, ducts, and the like. In at least some embodiments, a coupling assembly includes a sleeve, a retaining member having an angled end surface, and a locking member. A tube is positioned through the locking member, the retaining member, and into the sleeve. In a first position, a first portion of the locking member contacts an angled end surface of the retaining member, and a second portion of the locking member is spaced apart from the angled end surface. The locking member is then tilted into a second position wherein the second portion is relatively closer to the angled end surface to securely engage the locking member with the tube, and the locking member is then secured in the tilted (or second) position relative to the sleeve, thereby securing the tube within the sleeve.

Abstract: Systems and methods for coupling tubes, pipes, conduits, ducts, and the like are disclosed. In at least some embodiments, a coupling assembly includes a sleeve, a retaining member having an angled end surface, and a locking member. A tube is positioned through the locking member, the retaining member, and into the sleeve. In a first position, a first portion of the locking member contacts an angled end surface of the retaining member, and a second portion of the locking member is spaced apart from the angled end surface. The locking member is then tilted into a second position wherein the second portion is relatively closer to the angled end surface to securely engage the locking member with the tube, and the locking member is then secured in the tilted (or second) position relative to the sleeve, thereby securing the tube within the sleeve.

Abstract: Illustrative marine propulsion systems are disclosed. In a non-limiting, illustrative embodiment, a marine propulsion system includes a pump housing that is configured to be disposed below a waterline of a marine vessel and a centrifugal pump assembly that is disposed in the pump housing. The centrifugal pump assembly includes an inlet pump stage configured to receive inlet water and to discharge impulse water. The centrifugal pump assembly also includes an outlet pump stage that includes an impulse turbine wheel configured to rotate about an axis responsive to the impulse water and an outlet pump stage impeller integral with the impulse turbine wheel. The outlet pump stage impeller is configured to rotate about the axis.

Abstract: Illustrative marine propulsion systems are disclosed. In a non-limiting, illustrative embodiment, a marine propulsion system includes a pump housing that is configured to be disposed below a waterline of a marine vessel and a centrifugal pump assembly that is disposed in the pump housing. The centrifugal pump assembly includes an inlet pump stage configured to receive inlet water and to discharge impulse water. The centrifugal pump assembly also includes an outlet pump stage that includes an impulse turbine wheel configured to rotate about an axis responsive to the impulse water and an outlet pump stage impeller integral with the impulse turbine wheel. The outlet pump stage impeller is configured to rotate about the axis.

Abstract: A marine vessel air induction system introduces air into an under-hull cavity bounded by an underside, first and second sides, and fore and aft planing surfaces. An air inlet receives ambient air. A plenum receives air from the inlet. A fore planing surface has a trailing edge. The trailing edge and the plenum define a step that communicates with the plenum to generate a first pressure that is less than ambient pressure as a free stream of water moves past the step. Air communicated from the plenum is entrainable in the water. A mixing chamber communicates with the step, and the step and the mixing chamber cooperate to permit kinetic energy of the water to increase pressure of entrained air. At an aft end of the mixing chamber, the entrained air exerts a second pressure that is greater than ambient. Air is exhausted upwardly into the cavity.

Abstract: The subject system includes a ramp subsystem and a mooring subsystem and is intended for use with single and multi deck ferry boats with ramp service directly to each deck. The ramp subsystem is carried on a float which is connected to the shore by a ramp hinged to the shore and to the float. A second ramp is hinged on the float and is adjustable to serve each deck of a multi deck boat in sequence. In an alternate embodiment, there are as many decks on the float as there are decks on the boats and no adjustment is needed. The mooring subsystem involves mechanism which connects an end of the boat to the float and allows lateral translation of the boat relative to the float, enabling the boat to be moored at one location on the float for unloading and to be moved to a second location for loading. This allows for one boat to be loading while a second is unloading simultaneously.

Abstract: The ferry boat has a rectangular main deck with superstructure above and hull structure below. The superstructure is essentially rectangular in all views and has one or more decks with a plurality of traffic lanes on each deck in addition to those on the main decks with optional passenger carrying compartments. The lanes are straight and parallel and there are no deck-to deck ramps. The hull structure has two sidewalls, one along each of the long sides of the main deck and two skirts, one at each end of the main deck. The skirts extend between the sidewalls and have vertical aft surfaces and front surfaces which slope downward and aft. The lower extremities of the sidewalls are further from the main deck than the apexes of the skirts. The volume enclosed by the sidewalls, skirts, main deck and water surface is filled with entrapped air which will compress to provide a major part of the support of the boat. There are two hydrofoils, one forward, one aft and extending between the sidewalls.

Abstract: The ferry boat has a rectangular main deck with superstructure above and hull structure below. The superstructure is essentially rectangular in all views and has one or more decks with a plurality of traffic lanes on each deck in addition to those on the main deck. The lanes are straight and parallel and there are no deck-to-deck ramps. The hull structure has two sidewalls, one along each of the long sides of the main deck and two dams, one at each end of the main deck. The dams extend between the sidewalls and have vertical aft surfaces and front surfaces which slope downward and aft. The lower extremities of the sidewalls are further from the main deck than the apexes of the dams. The volume enclosed by the sidewalls, dams, main deck and water surface is filled with entrapped air which will compress to provide a major part of the support of the boat. There are two hydrofoils, one forward, one aft and extending between the sidewalls. Each foil is supported from the deck structure by several struts.

Abstract: The subject system includes a ramp subsystem and a mooring subsystem and is intended for use with multi deck ferry boats with ramp service directly to each deck. The ramp subsystem is carried on a float which is connected to the shore by a ramp hinged to the shore and to the float. A second ramp is hinged on the float and is adjustable to serve each deck of a multi deck boat in sequence. In an alternate embodiment there are as many decks on the float as there are decks on the boats and no adjustment is needed. The mooring subsystem involves mechanism which connects an end of the boat to the float and allows lateral translation of the boat relative to the float, enabling the boat to be moored at one location on the float for unloading and to be moved to a second location for loading. This allows for one boat to be loading while a second is unloading simultaneously.

Abstract: Airplanes which feature composite construction and have: a further aft than conventional center of gravity; a clean wing with a high aspect ratio; and all primary flight controls. These include trailing edge control segments (or elements) which extend the full span of the airplane wing. A central processor so schedules the upward and downward deployment of the control elements that: (1) downward and upward displacements of the control elements are respectively accompanied by pitch-up and pitch-down moments; (2) the inboard control elements are used primarily to change the coefficient of lift whereas roll control is effected principally by displacement of the outboard control elements; and (3) each of the control elements is individually displaced by a system which eliminates hydraulic systems and control cables. Hallmarks of these novel airplanes include simplicity, relatively low cost, lower weight, and safety.

Abstract: Strain gages embedded in an upper skin structure portion of the wing, near the centerline axis, measures centerline moment and produces a feedback signal used for adjusting the control surfaces of the wing, to produce stabilizing forces. This enables the wings to be designed primarily for strength, not stiffness.

Abstract: Design and construction of a composite material airplane having a high aspect-ratio wing and a horizontal double-lobe fuselage cross-section for cargo and/or passenger accommodations. The fuselage comprises a double-lobe shell of contoured honeycomb core composite panels and an interior vertical plane centerline web forming a divider between the lobes. Piano-hinge type joints are utilized for multi-panel junctures to provide uniform load distribution across the junctures. The piano-hinge juncture utilizes hinge lugs which are dimensioned to interface sequentially along the hinge axis, and the hinge lugs are interconnected by a tubular hinge pin.

Abstract: A pair of specially reinforced skin-spar joints in combination with a honeycomb core are used to build up a wing spar for a composite airplane wing. A series of contoured mandrels with a covering of fuel resistant material and a wrapped reinforced plastic are aligned one above the other. The wing spar materials are placed between the mandrels, honeycomb core is located alongside as well as wing skins to form a wing buildup. The buildup is placed in a mold, pressure applied to each mandrel forcing all the parts together, and the buildup heated to cure the resins and form a composite wing structure.

Abstract: A pair of specially reinforced skin-spar joints in combination with a honeycomb core are used to build up a wing spar for a composite airplane wing. A series of contoured mandrels with a covering of fuel resistant material and a wrapped reinforced plastic are aligned one above the other. The wing spar materials are placed between the mandrels, honeycomb core is located alongside as well as wing skins to form a wing buildup. The buildup is placed in a mold, pressure applied to each mandrel forcing all the parts together, and the buildup heated to cure the resins and form a composite wing structure.

Abstract: A composite structure window belt has a roll of the lined reinforced plastic window frames set between honeycomb core and covered top and bottom with a reinforced plastic cover. The window frames have built-in reinforcements to accept fasteners for securing windows within the diamond-shaped openings.

Abstract: A resin impregnated woven fabric extends the length of a joint with a pair of spaced apart panels intersecting and interwoven with an intermediate laterally extending panel. A reinforcing core extends between the spaced apart panels on one side of the laterally extending panel. Three cores are located on the other side of the laterally extending panel. The intermediate core of the three is located between the two spaced apart panels and is reinforced to provide torsional load resistance. The other two cores are reinforced to provide varying load bearing properties in a spanwise direction.

Abstract: A tandem wing aircraft having two wings of similar area wherein a lower first wing is located at the forward end of the fuselage attached directly to fuselage structure. A second higher wing is located at the aft end of the fuselage but is aerodynamically separated from the fuselage structure by strut structure. Pitch control is achieved by increasing or decreasing the lift on either wing; but downward acting load is not required. The two wings are preferably vertically separated by 25% to 50% of the span of the wings. Control redundancy for flight safety is achieved because of availability and location of control surfaces. Higher aspect ratio wings can be used because of inherently reduced bending moments on the wing; and overall aircraft gross weight is reduced due to structural and aerodynamic efficiency.