US2453514A - Flying fuselage - Google Patents

Description

L JERQME FLYNG FUSELAGE Nev. 9, 1.948.

'7 Sheets-Sheet 2 ENTOR. 44M '""e Filed Feb. 10, 1942 NOV, 9, 1948. JEROME I 2,453,514

' FLYING FUSELAGE Filed Feb. 1o, 1942 v sheets-sheet s lI W 1. JEROME 2,453,514

FLYING FUS ELAGE Nov., 9, 1948.

Filed Feb. lO. 1942 7 sheets-sheet 4 Y INVENTOR.

l. JEROME FLYING FUSELAGE Nov. 9, 1948.

'T Sheets-Sheet 5 Filed Feb. lO. 1942 Fig.

Fig. 73.

INVENTOR.

l. JEROME FLYING yFUSE'IJACrl! Nom 9, 1948.

7 sheets-sheet e Filed Feb. l0, 1942 N VENTOR,

Nov. 9, i948. l. JERQME FLYING FUSELAGE 7 Sheets- Sheet '7 Filed Feb. l0. 1942 Patented Nov. 9, 1948 UNITED STATES PATENT FFICE FLYING FUSELAGE Ivan Jerome, Mineola, N. Y.

Application February 10, 1942, Serial No. 430,255

Claims.

My invention relates to a new method of flying, more particularly by a device I prefer to callan airdart, the propulsion of Which is' accomplished by high-powered aviation engine units and in the embodiment disclosed herein as `an example, by air screws.

One of the olbjects of my invention is to devise an airdart, which is utilized for the housing of motor-unit, occupants, and aviation equipment, and at the same time, said aird-art serving itself for lifting purposes While it is ying through the air.

Another object of my invention is to devise -control method for the prevention of the spinning of my airdart, resulting from unbalanced torques `of propellers.

Another object of my invention is to provide my airdart with a control stick to control a novel tail group, and torque action, and to serve in a similar manner to the ailerons of yan airplane.

Another object of my invention is to provide my device with take-off and landing means, which are folding sails of simplified design, oi minimum weight and spa-ce requirement, and which can be opened in successive steps without `the introduction of full resistance during their opening.

Another object of my invention is to provide two propellers, each with predetermined number of blades for absorbence of the engines power, and balancing of the torques of propellers by pilot cont-rol stick, also controlling the tail group..

Another object of my invention is to provide my airdart with simplified light folding sails, for converting .the same into an airplane or glider.

Another object of my invention is -to devise a method of -tail control with minimum resistance during its operation and practically none when it is not operated.

Another object of .my invention is to devise a method of construction of the rfuselage of my airdart, which is formed in two portions, one being the front or engine group, the other one its tail, and the space between two said portions being utilized for .air-screw propeller, revolving in opposite direction in relation to the air-screw propeller on the nose of vsaid airdartj as it is usual.

Another object of my invention is to provide a system of electrical switches, operated by the pilot stick, for the purpose of controlling the pitches of the propellers.

Another object `of my invention -is to devise a control method, operatedv either electrically or manually, t-o counteract the twisting moment,

hl when my machine flies either as an airdart, an airplane or aglider.

4 Another feature of my invention is vthat the housing of foldable sails therein is made to -conform to the smooth lines of the fuselage, so that there is practically no air resistance sby said housing.

Another object of my invention is to provide a system which permits the utilization of a powerful ram vaction to help the superchargers for the motors of my device and in which an adjustment of the scoop controls the amount of air in order to retain the same air pressure.

Another object of my invention is to provide a novel chassis or running gear which normally may be housed in a fuselage of a small diameter, and which still may have large Wheels for landing with large dist-ance between them.

Another object of my invention is to provide normally collapsed wings for landing my aircraft, and also for cruising .or taking ofi.

Another 4object of my invention is to provide folded wings which do not need complicated mechanisms for its opening, which open manually and by the help of the slipstream, and in which the slipstream provides a gradual opening, thus reducing stress on the Wings due to sudden shock or pull.

Another object of my invention is to mount wings on a simplified structure which also permits them to be suitably folded into a compartment flush with the fuselage.

Another object of my invention is to devise an aircraft for naval purposes so that landing can be accomplished Without Wings or with Wings folded.

Another object of my invention is to provide aileron control by fins when my aircraft is iiying without wings, said iins being controlled from the pilots stick, when desired.

Another object of my invention is to provide an aircraft with a novel tail, and therethrough controllable in various directions.

Another object of my invention is to p-rovide an arrangement which permits the turning of the nose of my aircraft at a predetermined angle for the purpose of eiiicient take-off` when space for a take-off is limited.

Another object of my invention is to provide an aircraft which will make a landing without wings in deep Water, in the manner of a buoy.

A further object of my invention i-s to provide my aircraft With controls and means for floating the saine flat on the water, for'to-wing or cruising positions, and to provide it with an auxiliary 'motor and a propeller similar to those used in a motor boat.

Still further objects of my invention will be partly apparent, partly pointed out as the specification of the same proceeds.

My aircraft consists of a cigar shaped streamlined fuselage of predetermined dimensions with folding wings, opened or closed at predetermined times and without vconventional tail group, which usually is an essential part of heavier-than-air craft.

COntrasted with the conventional aircraft, the streamlined body not only houses the engines but also does the lifting. Such a lift is only possible at very high speeds. Drag, incident to wings empennage, sliding hatches, and external protuberances is entirely eliminated.

To any discerning' person in aviation circles today, it is obvious that we are nearing the limits of usefulness of the airfoil, as far as any large increase in attainable speeds is concerned.

For several years, aeronautical engineers have been aware of the fact that as the speed of flight approaches the velocity of sound, compressibility shock and wave drag break down the lifting capability of an airfoil and magnify immensely the airfoil drag.

In the drawings:

Figures 1, 2 and 3 illustrate aircraft performance charts.

Figure 4 is a View of the forward portion of the aircraft of the present invention and various propulsion features thereof.

Figure 5 is a modification of Figure 4.

Figure 6 is a side elevation of the central portion -of the fuselage of the aircraft showing foldable wings and the forward portion of the retractable landing gear.

Figure 7 is a diagrammatic view of a section of the fuselage with Various control cables.

Figure 8 is a View of the rear section of the fuselage, vrear portion of the landing gear and articulated tail for control purposes.

Figure 9 illustrates the general construction of the articulated tail.

Figure 10 illustrates control means for actuating the tail elements of the aircraft.

Figure 10 illustrates control means for motors M and `M employed for control purposes.

Figure 11 isa plan view of the aircraft illustrating the foldable wings in extendedposition.

Figure 12 is a side elevational view of the aircraft.

Figure 13 illustrates one manner of fiying the aircraft. v v

Figures 14, 15 and 16 illustrate proposed flying methods and various attitudes of the aircraft when at rest.

u Figure 1,7 illustrates the forward portion of the retractable landing gear.

Figure 17 illustrates a portion of the mounting of the forward portion-of the retractable landing gear.

Figure 1'7" shows a spring mounting for the landing gear.

Figures 18, 19 and 20 illustrate the retractable rear portion of the landing gear.

Figure 2l. illustrates the manner in which the pilot is accommodated in the fuselage.

vFigure 22 illustrates additional fins for control purposes. u

`Figure 23 illustrates one of the foldable wings of the aircraft.

In the Figure l, the ratio of the velocity of an airfoil to the local velocity of sound,vcalled the f4 speed ratio, is plotted against lift and drag c efficients. The lift coefficient decreases and the drag coefficient increases with a rapidity entirely out of proportion to the present flight range.

To overcome this great increase in drag, an impracticable amount of engine power would have to be expended for a proportionately small increase in speeds. It is therefore obvious that to attain greater speeds, the problem of airfoil drag must be eliminated. However, the effect of compressibility shock and wave drag cannot be disregarded, to the best of my present day knowledge, but its greatest drawbacks are immediately left behind with the elimination of the airfoil.

A second limitation placed on an aircraft designer is maximum allowable landing speed. This factor greatly reduces an aircrafts high-speed possibilities, as a low wing loading is necessary for limiting landing speeds.

Refer to Figure 2 which indicates the variation of optimum wing loading with altitude and flying speeds.

The dashed line indicates the estimated limit in flying speed as determined by compressibility shock. It is to be noted that the limit, which is of the order of 540 M. P. H. at sea level, decreases to about 470 M. P. H. at 35,000 feet and is constant for higher altitudes. Flying speeds above 470 M. P. H. with conventional aircraft are therefore possible only at low altitudes unless theY adverse effects of the compressibility shocks can be eliminated. v

This chart also indicates that optimum wing loading increases with flying speed.

Figure 3 is a performance graph With optimum wing loading curves plotted for a typical transport and a racing plane at their cruising and maximum speeds respectively. These curves illustrate several important fundamentals. The lower the power loading at a constant parasitic factor, the higher the velocity. The lower the ratio of wind area to power at a constant parasitic factor, the higher the velocity.

Hence, with a View to a new approach to the problem of high-speed, sustained ight, this. invention offers as a premise the idea of a selfpropelled projectile, which I call an Airdart The design of my invention endeavors to minimize the important limitations of the airplane and, insofar as possible, to incorporate standard `parts and materials, of necessity, the highest power engines are required to make possible the desirable low power loading. The design of the body decreases the tendency toward boundary layer separation and minimizes the trailing turbulence' burbles.

Low landing speeds are made possible through the use of retractable wings whose resistance is eliminated for high-speed iiight. Parasitic resistance has been'rnade as low as possible and the design naturally tends toward high dynamic loading. i

In Figure 4, the power plant consists of engines I and 2, (approximately 3000 horsepower each), mounted in tandem and synchronously connected by a gear box 3 and shafts 4 and 5.

The engines are arranged in this manner, for reasons, that in case of single engine failure, the remaining engine will drive both rpropellers 6 and at its maximum horsepower rating. The actual power delivered to the propellers will be reduced to half but this arrangement still makes possible driving of both propellers with counterbalanced torque, and with decreased pitch angles.

The forward engine I, drives a multi-bladed,

variable pitch, tractor propeller 6. The rear .engine 2, by means of `a gear train 8, drives a second variable pitch, multi-bladed propeller 1, having a special hub 9, of same diameter as the body Iii), at that section, said vpropeller rotating in the lopposite direction to propeller 5, so that counteracting torque is produced. The distance .between the two propellers is considerably more than the propellers diameters; consequently, the arrangement .is very emcient.

If more power plants are required, this arrangement can be extended along the streamlined body I0, and also for distribution of weight when concentrated weight is not desirable.

My aircraft calls for one and more exhaust turbo-superchargers such as II. These superchargers may be operated individually, either on their respective engines or together as a separate unit utilizing exhaust gases from both engines.

However, in my device the superchargers may be n".

eliminated because of the exceptionally high air stream pressure or .air ram made possible at the 'contemplated velocities, as shown by I2, in Figure 5.

As my Airdart is equipped with two liquid cooled 4engines I and 2, cooling radiators i3 and I3', are required. Each engine has its own radiator built up in strip form and tted smoothly `into the under side of the power section, as shown in lFigure 4.

Cooling is regulated by pilot-controlled louvres i4, and external air is drawn by the exhaust turbo-superchargers, through the anti-freeze liquid radiators I 3 and I3', and serves the dual The rear propeller is of novel design embodying r two large discs of the same diameter as the body of the Airdart at this section.

Two electric motors such as indicated at I8, are utilized to control the ieathering mechanism of the rear propeller 'I, and they are set 180 degrees apart in the plane of the propeller as required for counterbalancing.

The entire assembly of the rear propeller and rits feathering mechanism is driven through a system of gearing so as to permit the use of a 4 stationary center tube 2|.

Engine 2, is mounted on the double bulkhead I3 and 2B. Pipe 2l, of sufficient strength to hold two sections of the body I0 and i' together is securely fastened to bulkheads I9 and 2U, while the remaining section of body Il!" and bulkheads 22 and 23 are securely fastened to pipe 2l. Antifriction bearings 24 and 25, support propeller hub assembly 9, which is mounted on tube 26, and is driven by external ring gears 2'I, and pinion '28, Y

and by gears 29 and 3U assembled in a gear box between tube bulkheads I9 and v2E). External Igear `3I of propeller hub 9, drives the pinion of cabin supercharger r32, mounted on bulkhead 22 and tube 2 I. Electric Vmotor I8, .of conventional design, ldrivespropeller blades .'Iziand 1" with `the aidof .bevel gear 34, which is an vidle gear onftuhe L25, andnmade 'to transmit revolutions of motor iii, to its respective propeller blades. 'Bulkheads 23 and '35 are pivoted-onhinge 36, and moved :by hydraulic cylinder `3'I, for take-off purposes yas shown in Figure 12. The electric source of power is connected to leads 38 .and transmitted through conventional collector rings :38' tomotor :18, by the action of the pilot stick, shown in Figure 10, vand its respective two-way switch 4U.

The amount of electric energy'used forturning the propeller blades is governed by the tim-e'for which the .pilot allows the switch'to be closed, therefore, angular movements of the propeller blades are proportional to the time in which electrical energy is allowed to pass through switch 40, on the pilot stick. as indicated in Figure 10 by 39 and 40. 'i'

Switches 39 and y40 are of reversible polarity type which is fully `described in my application Serial No. 322,736, led March 7, 1940 now abandoned.

Propeller 6 is of the conventional electric type, mounted on shaft of engine I, and is provided with spinner 4I, and with ports if necessary to admit a stream of air for ventilation and cooling purposes.

Figure 5 shows a modication 'of Figure 4.

Liquid cooled engines I and 2, are substituted by air-cooled engines I' and 2'. Carburetor ducts 42, are supplied with air ram or pressure air intake through the pilot-controlled opening I2. Variable pitch blades controllable by pilotare mounted on the hub vof an impeller 42 on the shaft 44, thus providing a circulation of air from opening t5, throughout the space in the body I0, which will receive the air through the openings 46 and 41 in the bulkheads. The air is expelled through the port holes of the vbody I0, as ett-48.

A number of additional vents, like 49, is provided around the body I0, being opened when needed. Use .of internal impeller .43, affords vgood cooling, for it is generally known that a stream of external air does not flow inside the moving body, unless it has been sucked in by an internal impeller such as 43.

Fire walls 50 and 5I, are provided for guiding the stream of air from the impeller 43 `to the openings 48, for the purpose of eflicient imovement of air intended for cooling and Ventilation purposes.

The arrangement for driving the rear .propeller is the same as described hereinbefore, parts `being indicated by corresponding numbers.

Figure 6 is a diagram of the second section of the airdart, provided for the chassis, pilot compartments and wing housing.v The complete chassis assembly 52 is indicated, both in retracted and in extended positions. Details of the -construction of chassis 52 will be found in Figures 17, 17', 17", and 23.

My aircraft is provided with a novel retractable chassis 52, as indicated in Figures 6, 12, 17,

and 23, and in it, four Wheels 'I9 and 80 are mounted on an axle '18, in pairs.

The axle is fixed to a turntable 8I, Figures 17 and 17', which includes two rings, one rotary and vthe other stationary. The xed ring 8l' is connected to the body structure by four struts, such as 82 and 83 in Figure 17, which are operated by pneumatic or hydraulic cylinders. The hydraulically actuated cylinders may retract the entire chassis into the body of the aircraft, as shown by 32 in Figure 6. f

i Thetail chassis, Figures 18 and 20 consists of Ka hydraulically actuated fork which supports a lpairfof tandem tail .wheels A85 and 86. The provisionfor retraction is conventional. Retracted position of these wheels clearly shown in Figure 19.

Tail Wheel compartment doors, 81 and 88, Figure 19, are opened and closed in a manner similar to the main chassis doors.

Pilot compartment 53 (Fig. 6) is similar to those found on conventional planes. Seat 54 is made to move forward and backward in channels on suitable rollers, with shock absorbers for taking care of the effect of acceleration.

Stick 55, shown in the diagrams of Figures and 10', is made of conventional design except reversible switches 39 and 40, which are used for sending current to the both propellers 6 and 1 simultaneously for the purpose of balancing or unbalancing torques. vIn addition to switches 39 and 40, the same stick operates ns 56 and 59 (Figures 6, 10, and 22) for additional control of torques. Forward and backward motions of stick 55 controls lift and descent of my aircraft in a similar manner as accomplished by conventional airplanes. Foot pedals 60 control the tail in right and left directions.

The diagrams in Figures 9 and l0 illustrate either the straight operation of the tail by stick 55 for up and down movements or left and right by four cables, A, B, C, D. An additional body '62 is added to the tail for the production of a large resistance force. Tail 6I is made of cone shape and follows the lines in the body of my airduct.

The hinge construction shown for the tail sections such as ball joints, also are made for illustration only and can be substituted by any suitable hinge or joint.

Figure 10' diagrammatically illustrates a direct current reversible switch of conventional design. A is the source of lelectrical energy fed to the switches B and C and the resisters D and E in order to control the speed of the motors M and M'. F is the lower end of stick 55 and is made of non-conductive material with prongs which are conductors and are connected in pairs in order to act as jumper for their respective circuits.

Figure 10 is made for illustrations only and can be designed on any conventional manner for an electrical operation of electric motors M and M which can be of direct or alternatingor synchronous types.

In Figure 6 the pilot is shown as enclosed in the fuselage of smooth lines and with port-holes as 63.

An optical system 64 (Figure 6) consisting of `lens and mirrors for observation from interior of airdart is made in such a manner that when in use it is extended outside of the body and permits the pilot to. observe in the same manner as an -automobile driver looks into an outside mirror except that here theimage is reilected from'the front, while auto mirrors reflect the image from the back (Fig. 21)

. When the optical system is not in use it is retracted by the action of the pilot so as to offer no air resistance. AThe pilot usually flies by instruments or by observation through the port holes 63.

'The pressure tight compartment for the pilot and passengers is supplied with air from cabin superchargers, as shown in Figure 4 at 32.

Tubular posts such as and 66 support swinging beams 61 and 68 (Figures 6 and 11) and a desired plurality of similar swinging beams may be arranged to the front and the rear of them. All said beams, normally close in the manner of an umbrella and open by the action of the slip stream, and yunfold gradually. Said beams such as 61, 68 and 69 have cable netting between them, over which suitable fabric is secured, stretched, which serves to support the weight and loads of my airdart when ying as an airplane or glider. This results in a great saving of weight as wings made of conventional airplane practise will be bulky, difficult to fold and of considerable weight. Wings made by my method resemble rthe bat wings, and while due to bulging they are not eiiicient for regular flying, they provide excellent air brakes for landings, and function similarly to the flaps of the airplane. When the pilot wishes to open the wings of the airdart, he releases a latch of any obvious design, holding beam 61 (not shown). The slip stream unfolds the Wings without use of any device or power apparatus, such as pneumatic or hydraulic mechanisms for opening the wings.

Obviously, the speed of my aircraft will be reduced before permitting these wings to open. An example of this is indicated in Fig. 13 wherein rthe speed of my .aircraft will be reduced by up ward climbing as in position B and the wings open only after such reduction, as in position C.

After the landing, the wings are folded, by

hand or mechanically, intol the space 1| (Figure 23), to be closedby the door 12, without any e purposes, such as tanks, payload compartments,

etc.

Figure 8 shows the rear end of my airdart with the movable sections of the tail. Tail chassis 13,-is shown in extended position with doors 14 open. Retracted position of chassis inside of the body of airdart is shown at 15. This chassis is shown in Figure 18 and consists of four wheels of small diameter so that the loading on each wheel will be reduced. It can be noticed that in the folding of this chassis, arrangement for sliding the part 16 into channels 1.1, permits the folding of all tubular structure into a horizontal position in a similar manner, as shown for chassis 52 in Figures 6 and 1'7.

Due to thelong fuselage, my airdart will usually rise on a small angle of inclination for its body, or it may take off from a hill. Figure 12 illustrates the take off position of airdart when the front or nose section was raised on hinge 36.

Figure 13 illustrates the airdart in various positions., A shows the take oli, B illustrates its body straightened up for horizontal flight. C shows my airdart with wings opened as illustrated in Figure 11. At positions C and D my lairdart flies as a plane or glider with or without power drive, and position E illustrates the conventional landing of it as usual for heavier than air craft.

Figure 14 illustrates a method for take off and landing of my airdart in a body of water of sufdcient depth. Position A shows my airdart without wings, floating in the water in the upright position of a buoy. The take 01T from that posi tion is accomplished in the manner of a helicopter. Position B shows my airdart after this vertical take off, being brought on the tail as indicated by the arrows into position C for diving. Position D and E indicates flight of my airdart ready for landing without wings. In position F my airdart is brought from climbing to descent as indicated by the arrows there. Position G indicates my airdart landing tail first in a body of water for the resting position shown at A.

Figure 15 shows my airdart on a larger scale in a body of water in vertical position as shown by A and G in Figure 14.

Figure 16 shows my airdart in horizontal position when certain sections of the airdart have been emptied of water in order to trim my airdart on flat, as will be understood. An auX- iliary engine and portable water propeller (X in Figure 16) may also be provided for towing.

While I have shown preferred embodiments of my invention, it is to be understood that changes and variations may be resorted to in the elements, combinations and operation of my invention, and I reserve my rights to such changes and variations, as are within the spirit of this specification, and the scope of the claims hereunto appended.

One such change may consist in using other means of propulsion than the propellers shoWn, like a rocket or jet engine.

Having thus described my invention which I claim as new and desire to secure by United States Patent is:

1. In a flying machine, having a straight fuselage, a retractable running gear with wheels, a shaft for said wheels, said shaft in a retracted position being in parallelism with the longitudinal axis of said fuselage, and means to turn said shaft into a transverse position to said axis when the wheels are lowered for use, whereby wheels of large diameter may fbe employed `and retracted into the fuselage.

2. In a Iiying machine, in combinati-on, a very long and narrow fuselage of substantially smooth outer surface, having a relatively xed long central section, a shorter front or nose portion pivoted to said central section, and intermediate longer tail portion pivoted to the rear end of said fixed central portion, and a shorter but elongated tapering tail portion proper pivoted at the rear end of said intermediate tail portion, means adapted to propel said flying machine at a speed of 500 M. P. H. or over, whereby the action of the air passing under, over and laround Isaid fuselage normally will support and stabilize it in the air, without the action of any other means, and means operable by a pilot in said fuselage to control the relative angles of said central, front, intermediate and tail sections.

3. In a flying machine as set forth in claim 2, propelling means in said front section whereby a change of angle between said front and said fixed central section will have a lifting effect on the machine, and running gears at the two ends of said relatively fixed central section.

4. In a flying machine as set forth in claim 2, running gears at the ends of said central section, said running gears having pairs of wheels with a shaft, and being adapted to be turned transversely to said section and underneath 4thereof for `the running operation, or turned in parallelism with the axis of said section, and being retractable into the same in such longitudinal position.

5. In a heavier than air ying machine, in combination, a long and narrow straight fuselage of streamlined shape and substantially smooth outer surface, means in said dying machine `adapted to propel the same at speeds of over 500 M. P. H., wherebyrthe action of the air passing under, over and around said fuselage normally will support and stabilize it in the air, ywithout the action of any other means, and means, normally within said straight streamlined fuselage 'but projectable therefrom, to change the condition of the night when desired, said last mentioned means being adapted to be controlled lby a pilot within said fuselage, a retractable running gear with Wheels, a shaft for said wheels, said shaft in a retracted position being in parallelism with the longitudinal axis of said fuselage, and means to bodily turn said shaft into a transverse position t-o said axis when the wheels are lowered f-or use, whereby wheels of large diameter may be employed and retracted into the fuselage.

IVAN JEROME.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,027,258 Kubish May 21, 1912 1,094,898 Hirth Apr. 28, 1914 1,109,891 Young Sept. 8, 1914 1,307,318 Petersen June 17, 1919 1,325,377 Richards Dec. 16, 1919 1,427,257 Bowen et al Aug. 29, 1922 1,562,663 Strong Nov. 24, 1925 1,692,397 Wagner Nov. 20, 1928 1,721,598 Karrasch July 23, 1929 1,737,035 Wagner Nov. 26, 1929 1,762,874 McLind June 10, 1930 1,808,908 Steinmann June 9, 1931 1,878,732 Thompson Sept. 20, 1932 1,998,148 Vieru Apr. 16, 1935 2,011,254 Nightingale Aug. 13, 1935 2,035,019 Osborn Mar. 24, 1936 2,043,704 McPherren June 9, 1936 2,065,414 Adams Dec. 22, 1936 2,119,369 Twining May 3l, 1938 2,142,450 McDonnell Jan. 3, 1939 2,185,235 Swanson Jan. 2, 1940 2,272,522 Hojnowski Feb'. 10, 1942 2,300,268 Stuart Oct. 27, 1942 2,312,624 Caldwell Mar. 2, 1943 2,328,786 Crowder Sept. 7, 1943 2,338,420 Freitag Jan. 4, 1944 2,397,632 Stuart Apr. 2, 1946

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