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: 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: 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.

Abstract: There is provided a self-actuating, variable pitch propeller having a plurality of blades. All of the blades are automatically movable between a first, relatively lower pitch position and a second, relatively higher pitch position, substantially simultaneously and equally in response to achieving a predetermined combination of propeller rotational speed and hydrodynamic loading on the propeller blades. The blades are releasably locked to prevent pivoting of the blades, at least in the lower pitch position, but preferably can be locked in both the high and low pitch positions. More preferably, a feedback force is transmitted from the blade to the locking mechanism to vary the locking force in response to the net turning moment on the blade. The locking mechanism are released in response to the combined effects of centrifugal force generated by the blades and other portions of the propeller and the hydrodynamic loading on the blades.

Abstract: The present invention provides means for significantly increasing the available power from an aircraft turbine engine, especially a turboprop or turboshaft engine. This is achieved by including a heat exchanger intermediate the compressor and the combuster; to significatnly reduce the temperature of the compressed gases fed to the combustor; the temperature drop ratio across the combustor air precooler must be greater than the pressure drop ratio across the precooler. This provides an increase in density of the air fed to the combustor with a resultant increase in mass flow through the combustor and the turbine, which increases available power, especially at higher altitudes.

Abstract: There is provided for use in a reciprocating engine, a motive flow pump to provide a constant suction pressure in order to draw oil from a breather oil recovery device back to the engine oil reservoir. The motive power for this pump is provided from the flow of oil from a different source.

Abstract: There is provided a self-actuating, variable pitch propeller having a plurality of blades. All of the blades are automatically movable between a first, relatively lower pitch position and a second, relatively higher pitch position, substantially simultaneously and equally in response to achieving a predetermined combination of propeller rotational speed and hydrodynamic loading on the propeller blades. The blades are releasably locked to prevent the pivoting of each blade when in the locked position. The locking means are released by actuating means activated by the combined effects of centrifugal force and hydrodynamic loading.

Abstract: In combination with an internal combustion engine and an air compressor, for use in an aircraft, the compressor providing compressed air to the engine's air inlet, there is provided a variable overboard bleed valve. The bleed valve is operated by a valve controller which controls the position of the bleed valve in response to changes in engine operating conditions. This permits maintaining optimum compressor operation over a wide range of engine operating conditions without exceeding the critical pressure of the compressor, so as to avoid surge. The controller can be preferably linked to the propeller governor and the throttle control for the aircraft, so as to move in response to combined movement of the governor and throttle control. The combined movement can be obtained using a pair of cables connected to a pivoting plate connected to the rotating control shaft of a butterfly valve.

Abstract: A control linkage is provided between an actuating crank and the throttle butterfly valve of an internal combustion engine. The control linkage is a second degree hesitation mechanism, such as an epicyclic gear train, for example having a gear ratio of 4:1 and an eccentricity ratio of between 0.7 and 0.8. The control linkage results in a more linear relationship between engine output and the rotational movement of the actuating crank.