Abstract: A thermal management system for an aircraft includes a first gas turbine engine, one or more first electric machines rotatably coupled to the first gas turbine engine, a first thermal bus, and a first heat exchanger. Waste heat energy generated by at least one first gas turbine engine, and first electric machine, transfers to the first heat transfer fluid. The first heat exchanger directs a first proportion of the first heat transfer fluid through a first heat dissipation portion wherein a first proportion of the waste heat energy transfers to a first dissipation medium dependent on the first dissipation medium temperature and mass flow rate. The first heat exchanger directs a second proportion of the first heat transfer fluid through a second heat dissipation portion wherein the second proportion of waste heat energy transfers to a second dissipation medium dependent on the second dissipation medium temperature and mass flow rate.

Abstract: A thermal management system for an aircraft comprises a first gas turbine engine, one or more first electric machines rotatably coupled to the first gas turbine engine, a first thermal bus, a first heat exchanger, and one or more first ancillary systems. The first thermal bus comprises a first heat transfer fluid, with the first heat transfer fluid being in fluid communication, in a closed loop flow sequence, between the or each first electric machine, the first gas turbine engine, the first heat exchanger, and the or each first ancillary system. Waste heat energy generated by at least one of the first gas turbine engine, the or each first electric machine, and the or each first ancillary system, is transferred to the first heat transfer fluid. The first heat exchanger is configured to transfer the waste heat energy from the first heat transfer fluid to a dissipation medium.

Abstract: A thermal management system for an aircraft includes a first gas turbine engine, one or more first electric machines, a first thermal bus, and a first heat exchanger. The first thermal bus includes a first heat transfer fluid in a closed loop flow sequence, between the first gas turbine engine, the or each first electric machine, and the first heat exchanger. Waste heat energy generated by at least one of the first gas turbine engine, and the or each first electric machine, is transferred to first heat transfer fluid. When airspeed of aircraft is less than Mn0.6, the first heat exchanger transfers the waste heat energy from the first heat transfer fluid to a first dissipation medium. When the airspeed of the aircraft is greater than Mn0.6, the first heat exchanger is configured to transfer the waste heat energy from the first heat transfer fluid to a second dissipation medium.

Abstract: A thermal management system for an aircraft comprises a first gas turbine engine, a first thermal bus, a first heat exchanger, and a chiller. The first thermal bus comprises a first heat transfer fluid, with the first heat transfer fluid being in fluid communication, in a closed loop flow sequence, between the first gas turbine engine, the first heat exchanger, and the chiller. Waste heat energy generated by the first gas turbine engine, is transferred to the first heat transfer fluid. The chiller is configured to lower a temperature of the first heat transfer fluid prior to the first heat transfer fluid being circulated through the gas turbine engine. The first heat is exchanger is configured to transfer the waste heat energy from the first heat transfer fluid to a dissipation medium.

Abstract: A water jet propulsion unit intended for use in jet boats. The unit has an intake section, a pump section and a nozzle section. In the pump section there are two counter-rotating impellers on concentric counter-rotating shafts calibrated so that any radial flow created in the upstream impeller is converted into axial flow by the downstream impeller. In one embodiment the nozzle section has a throttled outlet to allow for a high mass/low pressure operation while maintaining pump priming. There are no support structures or stators downstream of the intake section in the preferred embodiment.

Abstract: Accordingly, the present invention is an automotive vehicle frame including a forward portion, a rear portion and a central portion disposed between the forward portion and the rear portion. Either one of the forward and rear portions include at least one rail extending longitudinally. The rail includes a first structural member having an open cross-section and marginal flanges. The rail also includes a second structural member closing the open cross-section of the first structural members. The second structural member includes edge portions disposed over and in abutting relationship with the marginal flanges.

Abstract: A method of making and using a metallic supported catalytic system for automotive emission control is disclosed. A plain carbon steel foil is formed into a matrix having a plurality of aligned micropassages; forming is preferably carried out by corrugating one strip of foil and winding said corrugated strip along with one or more noncorrugated foil strips to create a honeycomb matrix. The formed matrix is then immersed in a hot lead bath containing alloying ingredients which displace iron atoms in said foil to provide diffusion alloying substantially throughout the entire thickness of said foil. The contact points between said foil strips are diffusion bonded to lock the entire matrix. The alloyed matrix is then heated to form an oxide film from at least one of the alloying ingredients. The bonded matrix is then coated with a refractory wash and with a catalytic ingredient.

Abstract: A method of making, and the resulting product, of a dual-phase steel having increased tensile strength and a favorable ductility level is disclosed. The method comprises adding 0.1-0.2 Mo to 0.3-0.5 Cr and/or 0.7-0.2 V, to constitute a combined additive to a manganese-carbon-base steel. Upon heating to the insensitive portion of the intercritical annealing range (740.degree.-830.degree. C.) for 8 minutes and cooling at a rate less than 100.degree. C./sec., a dual-phase steel is produced having about 30% volume fraction martensite and a tensile strength level of about 150 ksi with a 12% elongation value.

Abstract: A method of making, and the resulting product, of a dual-phase steel having increased tensile strength and a favorable ductility level is disclosed. The method comprises adding 0.1-0.02 Mo to 0.3-0.5 Cr and/or 0-0.15 V, to constitute a combined additive to a manganese-carbon-base steel. Upon heating to the insensitive portion of the intercritical annealing range (740.degree.-830.degree. C.) for 8 minutes and cooling at a rate less than 100.degree. C./sec., a dual-phase steel is produced having about 30% volume fraction martensite and a tensile strength level of about 150 ksi with a 12% elongation value.