Hello all.
Today it was granted by the US-PTO the US 9,303,637 patent to the Tilting valve engine.
The following Portable Flyer uses two OPRE Tilting engines (more at
http://www.pattakon.com/pattakonTilting.htm ) each driving a pair of counter-rotating intermeshed rotors through a reduction gearing (sprockets / toothed belt).
The hubs of the rotors are hollowed.
The frame extends from bellow the lower rotors to above the top rotors, ending in cone-shaped cages improving the air flow and containing rescue parachutes for emergency landings.
(the last two animations are stereoscopic; help on how to look at them is at
http://www.pattakon.com/pattakonStereoscopy.htm )
At horizontal flight the frontal area is minimized (the engines and the pilot / rider are "in line": the one engine is hidden behind the other, the pilot is hidden behind the engines) allowing extreme maximum velocities.
The two counter rotating crankshafts of each engine "share" the same combustion chamber keeping the basis perfectly rid of inertia vibrations and of combustion vibrations.
The basis (i.e. the rider / pilot) needs not to provide any reaction torque (not even at extreme changes of revs and load).
With the symmetric counter-rotating rotors (and crankshafts), the total "gyroscopic rigidity" is zero, i.e. the rider can "instantly" (as instantly as with the rotors stopped) vector the thrust to the desirable direction.
The above make "a true neutral propulsion unit": neither vibrations, nor reaction torque, nor gyroscopic rigidity; only a force that can "instantly" and effortlessly be vectored towards the desirable direction.
As aerodynamic "controls" the rider / pilot can use his legs, hands and body, just like the wing-suiters do. A wing-suit fits with the Portable Flyer, especially for long flights and fast aerobatics.
With 1m diameter rotors and 100Kp (220lb) total (including the rider and the fuel) take-off weight, the rotor "disk loading" is only half of the rotor "disk loading" of the Osprey (Bell Boeing V22). And this is with the one only propulsion unit in action.
As the Osprey, the Portable Flyer is capable for "vertical take-off / landing (like a helicopter) and for long distance flights at high speed and low fuel consumption (like an airplane).
In the Osprey the malfunction of both engines, or the collapse of the one rotor, or the failure of the transmission may turn out fatal, especially during a vertical take-off or landing.
In comparison, the Portable Flyer of the fourth embodiment is safer, as explained in the following.
The failure of the transmission of the one propulsion unit of the Portable Flyer is not of vital importance because the other propulsion unit, alone, has its own transmission and is capable for the safe landing of the vehicle.
Even in the case wherein both engines fail, or in case the Portable Flyer runs out of fuel, the Portable Flyer can still, using the rescue parachute(s), land safely.
For more:
http://www.pattakon.com/pattakonPatTol.htm
Thanks
Manolis Pattakos