Abstract: A turboprop powered aircraft having a cowling or nacelle surrounding the engine, said cowling incorporates an air inlet and internal ducting to the engine wherein the inlet incorporated anti-icing ducts, said inlet shape has a closed oval or other non-circular shape that is not coaxial to the engine propeller drive shaft. Inlet anti-icing heating duct means are provided for channeling a portion of the engine's exhaust to the interior of the inlet rim. A further improvement in inlet efficiency can be achieved by reducing the thickness of the inlet cross-section, but this results in less space available for the hot exhaust connections.

Abstract: A turboprop powered aircraft having a cowling or nacelle surrounding the engine, said cowling incorporates an air inlet and internal ducting to the engine wherein the inlet incorporated anti icing ducts, said inlet shape has a closed oval or other non-circular shape that is not coaxial to the engine propeller drive shaft. Inlet anti-icing heating duct means are provided for channeling a portion of the engines exhaust to the interior of the inlet rim. A further improvement in inlet efficiency can be achieved by reducing the thickness of the inlet cross-section, but this results in less space available for the hot exhaust connections. To provide for the inlet reduced section thickness, the exhaust flow connections also incorporate reduced thickness sections to facilitate cooling and insulation of the adjacent cowling and inlet duct surfaces from the excessive heat associated with the hot exhaust gas connection.

Abstract: A turboprop powered aircraft having a cowling or nacelle surrounding the engine, said cowling incorporates an air inlet and internal ducting to the engine wherein the inlet incorporated anti-icing ducts, said inlet shape has a closed oval or other non-circular shape that is not coaxial to the engine propeller drive shaft. Inlet anti-icing heating duct means are provided for channeling a portion of the engine's exhaust to the interior of the inlet rim. A further improvement in inlet efficiency can be achieved by reducing the thickness of the inlet cross-section, but this results in less space available for the hot exhaust connections. To provide for the inlet reduced section thickness, the exhaust flow connections also incorporate reduced thickness sections to facilitate cooling and insulation of the adjacent cowling and inlet duct surfaces from the excessive heat associated with the hot exhaust gas connection.

Abstract: An improved winglet design is presented for aircraft wherein the winglet configuration is well suited for aircraft wings having moderate to no aft swept, or wings having forward swept. The winglets (302) are located at the outer end of each wing (300) and curve upwardly as they extend outwardly from their intersection (304) with the wings (300). The curvature profile (303) of the winglets (302) when viewed from the rear (or front) of the aircraft at least approximates a specified curve profile made up of more than one curved section, e.g. the winglet trailing edge profile (305) having a perpendicular projection onto a plane normal to the winglet inner or root chord (342), said projection creating a winglet profile curve approximating a compound curve composed of two arc segment (306, 307).

Abstract: An improved winglet design is presented for aircraft wherein the winglet configuration is well suited for aircraft wings having moderate to no aft swept, or wings having forward swept. The winglets (302) are located at the outer end of each wing (300) and curve upwardly as they extend outwardly from their intersection (304) with the wings (300). The curvature profile (303) of the winglets (302) when viewed from the rear (or front) of the aircraft at least approximates a specified curve profile made up of more than one curved section, e.g. the winglet trailing edge profile (305) having a perpendicular projection onto a plane normal to the winglet inner or root chord (342), said projection creating a winglet profile curve approximating a compound curve composed of two arc segment (306, 307).

Abstract: An improved winglet design is presented for aircraft wherein the winglet configuration is well suited for aircraft wings having moderate to no aft swept, or wings having forward swept. The winglets (302) are located at the outer end of each wing (300) and curve upwardly as they extend outwardly from their intersection (304) with the wings (300). The curvature profile (303) of the winglets (302) when viewed from the rear (or front) of the aircraft at least approximates a specified curve profile made up of more than one curved section, e.g. the winglet trailing edge profile (305) having a perpendicular projection onto a plane normal to the winglet inner or root chord (342), said projection creating a winglet profile curve approximating a compound curve composed of two arc segment (306, 307).

Abstract: An improved winglet design is presented for aircraft wherein the winglet configuration is well suited for aircraft wings having moderate to no aft swept, or wings having forward swept. The winglets (302) are located at the outer end of each wing (300) and curve upwardly as they extend outwardly from their intersection (304) with the wings (300). The curvature profile (303) of the winglets (302) when viewed from the rear (or front) of the aircraft at least approximates a specified curve profile made up of more than one curved section, e.g. the winglet trailing edge profile (305) having a perpendicular projection onto a plane normal to the winglet inner or root chord (342), said projection creating a winglet profile curve approximating a compound curve composed of two arc segment (306, 307).

Abstract: An improved winglet design is presented for aircraft wherein the winglet configuration is well suited for aircraft wings having moderate to no aft swept, or wings having forward swept. The winglets (302) are located at the outer end of each wing (300) and curve upwardly as they extend outwardly from their intersection (304) with the wings (300). The curvature profile (303) of the winglets (302) when viewed from the rear (or front) of the aircraft at least approximates a specified curve profile made up of more than one curved section, e.g. the winglet trailing edge profile (305) having a perpendicular projection onto a plane normal to the winglet inner or root chord (342), said projection creating a winglet profile curve approximating a compound curve composed of two arc segment (306, 307).

Abstract: A method of manufacturing a downhole tool includes machining at least one mill blade integral cage comprising a plurality of mill blades arranged around a central axis and securing the at least one mill blade integral cage on a tool body.

Abstract: An improved winglet design is presented for aircraft wherein the winglet configuration is well suited for aircraft wings having moderate to no aft swept, or wings having forward swept. The winglets (302) are located at the outer end of each wing (300) and curve upwardly as they extend outwardly from their intersection (304) with the wings (300). The curvature profile (303) of the winglets (302) when viewed from the rear (or front) of the aircraft at least approximates a specified curve profile made up of more than one curved section, e.g. the winglet trailing edge profile (305) having a perpendicular projection onto a plane normal to the winglet inner or root chord (342), said projection creating a winglet profile curve approximating a compound curve composed of two arc segment (306, 307).

Abstract: A downhole mill includes a plurality of cutters extending generally radially from a center region to a gage diameter, wherein the plurality of cutters includes a first serrated cutter blade having a plurality of peaks and valleys along its length. The plurality of cutters includes a second serrated cutter blade having a plurality of peaks and valleys along its length. The plurality of cutters includes a non-serrated cutter blade positioned upon the cutting face between the first serrated cutter blade and the second serrated cutter blade, wherein the peaks of the first serrated cutter blade is radially aligned with the valleys of the second serrated cutter blade. A pump-off sub configured to release a downhole mill includes a dovetail connection maintained by a c-ring in an expanded state.

Abstract: AC and/or DC testing of an optoelectronic device at the wafer level. In one example embodiment, a method of testing one or more devices at a wafer level includes generating a test signal; supplying the test signal to a single device on a wafer; providing an output of the single device to each of a plurality of devices on the wafer by way of a common electrical connection between the single device and the plurality of devices; providing an output of each of the plurality of devices to a corresponding return connection by way of electrical connections between the plurality of devices and the plurality of return connections; and receiving return currents from each of the return connections.

Abstract: An air conditioner line leak tester for testing for any leaks in an air conditioner system without risking loss of coolant into the atmosphere. The device comprises a housing having first and second air pressure gauges mounted on and extending into the housing. A first tubular member is fluidly coupled to the first air pressure gauge and has a free end adapted for removably coupling a lower pressure side of the air conditioner. A second tubular member is fluidly coupled to the second air pressure gauge and a free end adapted for removably coupling a higher pressure side of the air conditioner. A one way valve is coupled to the first and second tubular members. A supply conduit is removably coupled to the one way valve for supplying pressured air to the first and second tubular members for measuring air pressure in the lower and higher sides.

Abstract: This invention provides a variable pitch marine propeller which is replaceable onto the drive shaft of a marine engine and which provides an exhaust channel through the propeller. To improve and increase the flow of exhaust gas through the propeller the propeller is provided with a blade shank having a cross-sectional area perpendicular to the direction of exhaust gas flow which is less than the cross-sectional area parallel to such flow in the region of the shank arm attachment. There are also provided, within the interior of the propeller, internal surfaces formed within the blade arm adjacent the shank and defining at least one channel to allow exhaust gases to flow through the arm and counterweight assembly. In addition, the propeller is formed such that the connecting region between the blade arm and the counterweight on each blade has a reduced radial width, smaller than that of the counterweight mass along an axis parallel to the drive shaft axis and parallel to the flow of exhaust gases.

Abstract: A self-actuating variable pitch marine propeller which incorporates two or more blades which are rotatably connected to a central hub; the blades rotate relative to the hub center about the shank axis. In operation, the blades are biassed towards the lower pitch, both by mechanical means, such as a spring, and optionally also by hydrodynamic load means. As the propeller rotational speed increases, centrifugal forces act to move the blades towards the higher pitch position. In one alternative mode the hydrodynamic load also acts towards the higher pitch position. There is further provided a holding mechanism to retain or hold the blades at least preferably in the lower pitch position, the holding mechanism being so designed that at a sharply defined combination of parameters, including rotational speed and optimally hydrodynamic load acting on the blades, the holding mechanism is caused to be released and the blades permitted to move to a second higher pitch position.

Abstract: There is provided a self-actuating variable pitch marine propeller which incorporates two or more blades, each independently rotatable, relative to the propeller hub, between a first lower and a second higher pitch. The blades are preferably mechanically linked by coordinating devices and are caused to move preferably by a combination of centrifugal force effect resulting from inertial masses means and the hydrodynamic forces acting upon the blade hydrodynamic surface. The rotation of the blades relative to the propeller hub is restrained until the restraint is overcome by the forces acting to pivot the blades to the higher pitch position. Most preferably there is also provided a mechanical bias, such as a spring to hold the blades in the lower pitch position. Initially, the hydrodynamic force can also tend to hold in the blades in the lower pitch position, or to move the blades towards the higher pitch.

Abstract: There is provided a self-actuating variable pitch marine propeller which incorporates two or more blades, each independently rotatable, relative to the propeller hub, between a first lower and a second higher pitch. The blades are preferably mechanically linked by coordinating means and are caused to move preferably by a combination of centrifugal force effect resulting from inertial mass means and the hydrodynamic forces acting upon the blade hydrodynamic surface. The rotation of the blades relative to the propeller hub is limited primarily as to speed of rotation by restricted viscous fluid flow damping means operably connected to the blades. In one preferred embodiment, the viscous flow means further acts as an initial restraint against all motion by closing off the viscous flow orifice until a certain minimum propeller rotational speed is achieved.

Abstract: A self-actuating variable pitch marine propeller which incorporates two or more blades having cylindrical shafts which are rotatably connected to a central hub via cylindrical joints; the blades rotate about and translate radially, relative to the hub center, along the blade shaft, or shank, axis. In operation, the blades move radially outwardly from the hub center as they rotate from lower to higher pitch. The blades are biased towards the lower pitch. As the propeller rotational speed increases, centrifugal forces act on the blade mass creating a radially directed outward force. This radially outward force, upon reaching a sufficient magnitude, causes the blades to move radially outward. A blade positioning mechanism connected between each blade and the hub directs the blades to rotate to a higher pitch angle as the blades move radially outward.