Abstract: Fused neutron particles from a multi-neutron particle generator are injected into atomic nuclei that have a core with groups of fused neutron pairs. Nuclear fusion reactions between injected multi-neutron particles and atomic core neutron particle pairs produce binding energy which causes atomic nuclei to fission. Consequently, more binding energy is released and fused neutron particle pairs are ejected from the nucleus. The ejected fused neutron particle pairs then enter nuclei of other atoms to cause nuclear fusion and nuclear fission reactions. More binding energy and more fused neutron particle pairs are released from the nuclei. This is a chain reaction process that can produce nuclear binding energy from almost any element as fuel.

Abstract: Neutrons and multi-neutron particles are generated in a specially configured solid iron electrical solenoid in which photoneutrons from a metallic strip irradiated by laser photons are selectively polarized and fused together. Nuclear binding energy is released by the nuclear reaction. These neutron generators can be joined in a series so that one feeds neutrons into the next neutron generator to increase the output neutron flux density.

Abstract: This invention describes the system and the means for continuous monitoring of center of gravity and total weight of an airplane at rest on the ground. Information from strain gauge transducers located on structural members for the nose wheel and main landing gear is communicated to a computer where calculations are made and data is transmitted to gauges in the airplane cockpit. Range limits for the airplane center of gravity with respect to the center of lift, and also the total airplane weight overload limit are clearly indicated on the respective gauges. This invention makes possible the proper loading of an airplane, which makes for efficient trimming to save fuel. This invention also guarantees proper weight distribution in the airplane consistent with the center of lift and center of gravity limits. This is a huge safety factor for airplane passengers, flight crew, and the public.

Abstract: The flueted aircraft wing has one or more thin Streamline Flow Panels placed longitudinally over the upper surface of an aircraft wing, and extend out in front of the wing leading edge. These panels capture airflow from along the wing leading edge in addition to the relative wind flow ahead of the wing, and direct the total airflow over the surface of the wing. The Streamline Flow Panels partition regions of vortex airflow over the wing and reduce transverse airflow. Wing tip vortices and induced drag are greatly reduced, and lift is increased. Fuel economy is substantially improved because airflow energy losses are reduced.

Abstract: A device to cool a channeled current of ambient air, utilizing the water heat of vaporization, by means of evaporating water from a solid material surface of any configuration. From a water distributor assembly 4, water is sprayed through water spray outlets 5 onto a conical evaporation surface 7, and evaporated by a current of air in a channel between this surface and the outer shroud 6, or between other evaporation surfaces 8,9 in stacked evaporation surface designs. Air is sucked from under the air inlet hood 3, at the top of the assembly, into the evaporation channel by air fan assembly 1 powered by an electric motor 2. Both are located in a protected position under conical evaporation surface 7. Excess moisture in the air current is drained into a water reservoir assembly 10 as the airflow is turned abruptly upward into the air fan assembly 1, and then into the building air duct 14. A water pump 12, located in sump 11, sends water through the water line 13 to the water distributor assembly 4.

Abstract: A vehicle wheel in which the inner annular shock absorber element (3) is located within the wheel itself and not in contact with the roadbed, as is the tire in prior art. The inner annular shock absorber element (3) may be a tube shaped annulus filled with air under pressure, or made from a solid resilient rubber compound. It is located within the wheel assembly between an outer annular rim (2) and an inner annular rim (4), both of which have concave surfaces to accommodate the shock absorber element (3). The tread (1) is located on the outer metal rim (2) at the periphery of the wheel and provides a friction surface in contact with the roadbed. It may be made from a solid rubber compound with grooves cut into it, or designs molded into it, to provide a friction surface. The hub assembly (6) is located at the center of the wheel, and it is rigidly connected to the inner metal rim (4) by the metal wheel support section (5).

Abstract: A land vehicle wheel in which the inner annular pneumatic shock absorber element 3 is located within the wheel itself, and not in contact with the roadbed, as is the case with the pneumatic tire in prior art. The inner annular pneumatic shock absorber element is made of flexible resilient material and is fitted within the wheel between two annular rims with facing concave surfaces 2,4. Air tight pressure seals are made between the inner annular pneumatic shock absorber element 3 and the inner annular rim 4. The interacting force between the two annular rims 2,4, due to the pneumatic pressure in the annular shock absorber element, creates a strong and stable link between these rims. The friction tread 1, in contact with the roadbed, is located on the periphery of the outer annular rim 2. The tread may be made from a resilient solid rubber or plastic compound with grooves cut into it, or designs molded into it.