US2509096A

US2509096A - Hub mounting for propellers on roadable airplanes

Info

Publication number: US2509096A
Application number: US601242A
Authority: US
Inventors: Jr Robert E Fulton; Alvarez Octavio Jose
Original assignee: CONTINENTAL Inc
Current assignee: CONTINENTAL Inc
Priority date: 1945-06-23
Filing date: 1945-06-23
Publication date: 1950-05-23
Anticipated expiration: 1967-05-23

Description

y 1950 R. E. FULTON, JR.. ET AL 2,509,096

HUB MOUNTING FOR PROPELLERS on ROADABLE AIRPLANES Filed June 25, 1945 8 Sheets-Sheet 1 sat; W2

y 23, 1.950 'R. E. FULTON, JR., ET AL 2,509,096

HUB MOUNTING FOR PROPELLERS 0N ROADABLE AIRPLANES 8 Sheets-Sheet 2 Filed June 23. 1945 y 1950 R. E. FULTON, JR. ET 2,509,096

HUB MOUNTING FOR PROPELLERS ON ROADABLE AIRPLANES Filed June 25, 1945 8 Sheets-Sheet 3 [0.52127]? 1 10/1010 (fit wfidaw'o J/llvarez y 1950 R. E. FULTON, JR.. ETAL 2,509,096

HUB MOUNTING FOR PROPELLERS ON ROADABLE AIRPLANES Filed June 25, 1945 8 Sheets-Sheet 4 juutnfolb 20b ei'hiffaliam, in a 00/0050 JA'lz/mez y 3, 1950 R. E. FULTON, JR. ETAL 2,509,096

HUB MOUNTING FOR PROPELLERS 0N ROADABLE AIRPLANES Filed June 23, 1945 8 Shee'ts-Sheet 5 30.6011371 1015011, J: ficlaw'o JAlvarez M w M.

y 1950 R. E. FULTQN, JR., ETAL 2,509,096

HUB MOUNTING FOR PROPELLERS on ROADABLE AIRPLANES Filed June 23, $45 I 8 Sheets-Sheet 6 nmuu'nlllll mlhum May 23, 1950 R. E. FULTON, JR.. arm.

HUB MOUNTING FOR PROPELLERS on ROADABLE AIRPLANES Filed June 23, 1945 8 Sheets-Sheet '7 y 3, 1950 R. E. FULTON, JR., ETAL 2,509,096

HUB MOUNTING FOR PROPELLERS 0N ROADABLE AIRPLANES Filed June 25, 1945 8 Sheets-Sheet 8 Patented May 23, 1950 UNITED STATES 509,096 HUB MOUNTING Foit PROPELLERS 0N ROADABLE AIRPLANES Rabat E; Fulton, wssn ngtda n. Octavio Jose Alvarez, Newxork, N Y'.-, assignms to Gonti-nental, Incorporated; Washington, D. 0., a corporation of Connecticut Application June 23, 1945, Serial Na. cti,242

This invention relates to a vehicle primarily intended for use as an airplane in vvhich a section containing the power unit and the operators controls may be separately used as an aiutomo bile.

The history of the airplaneisalmost as old as that of the automobile. Both appeared at approximately the turn or the century. Yet today, almost; a half a century later, there are a very large number of automobilesinthis country to every one privately owned. airplane.

Such a condition is the result of ce'rta'in basic shortcomings in the airplane. Airplanes require airports to operate. Airports are of necessity located on the outskirts of communities, not in frequently at considerable distance. Thus the time saved by the speed of aerial transportation is more frequently than not consumed by the ground-travel time required to get rrcm the air port to the fiiers final destination. v

Furthermore; the expense of travel'b'etvveen the airport and the community, usually involving taxis, is not inconsiderable. hento this is added the main cost and upkeep of the air lane plus that of an automobile which the" flier undoubte'dly owns as Well, is obvious Why few can alfor'd to own an aircraft; 7 v I I H I The average automotn ride rrbm point or origin to destination is not over five miles. For every automobile trip of several hundred miles the average man makes as many as a hundred short local trips. Since he can afford only an automobile or an airplane, hisch'oice is obvious.

This has been the basic factor m' retarding widespread public adoption of th'e airplane in the'flpast and, unless remedied, Will have a Serious effect on its future. Various endeavors have been made to circumvent the situation. Closer to-town airports, locally available carsfl ior rent, and other expedients" have'been offered but they fail to solve the basic practical and economic problems; H 1 While thereai cure 'has'ble'en'imucli discussed; little or nothing of aipractical nature 'ha'sfb'eii executed to carry it into effect. Obviously'there is muchin common between an automobile and an airplane. Both have wheels, abody', a cab or cabin, a motor; andcontrols for starting, guiding and stopping. When a pilot leaves his aircraft at an airport and takes a" can to town he is leaving behind 90% or the' ba'i eiments' 0i an automobileean' expensive and unnecessary procedure which has done' more than any other thing to stifleaviatiorr. v p U Othershave recog'nizedthis"fundamental probplane so coricepti'on'arid based 'on suchuntiied. principles 1; t th yav iaileilto hoidpiibiic interest. 9? Q TI QhE vY? ma a co tr ut h 111118515 supplementedby'niany additional features, were I ofl'ittle pra' ical value.

I H1521). obj ctoith-is invention to produce a roadabl'e airplane by a practical combi nation of already accepted forms and styles or automobile and aircraft designs, thereby making the unit one or greater public value by a combination of already familiar elements.

present invention therefore isconc erned with an airplane having: a removable: section a i d i u e as s anda automobile and an airplanesection comprised Wings' f-uselage and flight control surfaces; and having c ooperating interlocking means on the airplane andautomobile sections by which the sections may be firmly held together to' establish a; complete airplane". ;vr en the autoin-obile section and airi on are combined for flight; the resulting" airplane is to lie-driven through the air by a screw propeller, H When, however, th e automobile s'ectionis used alone for road travel, the propeller is not reiiedupo'n to cause motion and as it therefore ha""-no' utility it is desirable'to re move it. W Removal oi the propeller fromtthe ai'J.tomobile section during road travel is important because? would detract from the'g'oocl appeari ce (if t' f mom a a dpb ca' s r senc tvomq cqnstiwt objectionable Safety hazard, lnas'much'asthe' propeller is to be affixed' place to drive the airplane when the automobile and airplane sections are combined ior air flight, and" must be removed when the automobilesection is to beuse d alone and this changeo er may occur several times during one day, it important thatthe propeller 'beea'sily removable from and conne'ctable' to the e gine, The present'invention provides a propeller attachment'm'eans is readily disconnectable. A

Moreover, as, feature of the nvention; the propeller attachment means inciuqesa provision for locating the pr ellerin's'iich position on the shaftthfat' the propeller will eat the cu toma y angle for turning it' over b'y'hand to" startthe' nection and hold the propeller firmly in place.

Inasmuch as the propeller may be removed and replaced several times in each day, it is important that this wrench be always available. Th invention therefore contemplates the employment of a wrench which is permanently attached to the propeller so that it cannot become displaced from the propeller and is always immediately at hand for use.

As a further feature of the invention, the wrench which is carried by the propeller is movable to an out-of-the way position when it is not being used. The invention therefore contemplates a telescopic lever which may be withdrawn to an operative position.

Another feature of the invention is the provision of the lever with a self-contained gauge to indicate the proper degree of tightening of the screw-threaded connection. This is important to make sure that the screw-threaded attachment is sufficiently tight to hold the propeller firmly in place and also to prevent the possibility of over-tightening and possible stripping of threads. In accordance with the invention, the lever is provided with a device which visually indicates the extent to which the propeller has been tightened in place.

A further feature of the invention is the employment of a locking means which assures the retention of the propeller in place. This locking means is preferably an easily movable element which exerts a control through successively stronger elements to retain in place the screw attachment which holds the propeller in a fixed position.

Another feature of the invention is the employment of a cap or spinner member which may be used either in front of the hub of the propeller when it is in place, or to enclose the projecting shaft when the propeller is removed therefrom. I

Although the invention has particular utility in connection with a roadable airplane inasmuch as such an installation calls for repeated removals and replacements of the propeller, it is to be understood that the invention is not limited to such use since it may be applied to an airplane which is intended to be used only for air travel. For example, the invention can be employed with a standard airplane inasmuch as its propeller can be attached by the structure of this invention and this will have the advantage of making it possible to readily remove and replace the propeller in service.

Other features of the invention will be evident from the following description and from the drawings which disclose a preferred structural embodiment of the invention.

In the drawings:

Figure l is a side elevation of the airplane as it appears when the automobile and airplane sections are assembled for flight;

Figure 2 shows the automobile section removed from the airplane section and the airplane sec- 4 tion in its self-sustaining position, the propeller being removed from the automobile section and being housed Within the airplane section;

Figure 3 is a section passing through the axis of the supporting shaft, the propeller being affixed thereto as in Figure 1;

Figure 4. is a view similar to Figure 3 but showing the propeller partly removed from its supporting shaft;

Figure 5 is a front elevation of Figure 4;

Figure 6 is a section on the line 65 of Figure 4, through the lower portion of the lever;

Figure 7 is a front elevation of Figure 3 the cover cap, however, being removed;

Figure 8 is a section on the line 88 of Figure 3;

ure 4;

Figure 10 is a fragmentary side elevation of the meeting line between the removable cover cap and the propeller hub at a right angular turn from the plane of Figure 3;

Figure 11 is a section on the line Il-Il of Figure 10;

Figure 12 is a section on the line l2l2 of Figure 4;

Figure 18 is a section passing through the axis of the supporting shaft with the propeller removed, as in Figure 2;

Figure 14 is a front elevation of Figure 13, with the cap removed;

Figure 15 is a side elevation similar to Figure 4 but showing a modified form of lever;

Figure 16 is a front elevation of the lever of Figure 15;

Figure 17 is a section on the line Ill1 of Figure 16; and

Figure 18 is a fragmentary view showing the swivel block at the end of the lever of Figure 15, in an extended position.

The roadable airplane to which the invention is here shown applied is of the character generally represented in application Serial No. 580,842, now Patent 2,430,869 dated November 18, 1947. However, it will be understood that the invention is not to be limited in this respect as it may be applied to any other type of roadable airplane and as has been stated may in fact be applied to the propeller of a standard airplane.

Referring first to Figure 1, the automobile section I of the airplane appears at the left of the vehicle and the airplane section 2 appears at the right of the vehicle. In Figure 1 these two sections are combined for flight and in Figure 2 they are separated from each other so that the automobile section may be driven independently as a unit for'road travel. When the automobile section is used as a unit the airplane section 2 is left behind.

The airplane section 2 includes lifting wings 3 at its forward portion and at the trailing edges of these wings are the usual ailerons 4. At the rear of the airplane section are the usual control surfaces and these include the rudder 5 and the elevators 6. Beneath these tail surfaces is a landing wheel 1.

When the airplane section is attached to the automobile section as shown in Figure l, the airplane section is supported as a cantilever as shown in Figure l. The means for attaching these sections together and by which the sections may be released from each other constitute no part of the present invention and consequently are not shown in detail. A suitable means is disclosed in application Serial No. 580,844, filed on March '3, 1945. When this interconnecting means is released and the sections are separated from each other, the airplane section 'mustbc self-supporting and to accomplish this it is provided with wheels 8 beneath the forward wings.

Just prior to the time that the airplane section is separated from the automobile section, the wheels 8 and the landing wheel I are moved downwardly into contact with the ground. The means by which the wheels 1 and 8 are moved downwardly'are-not a part of the present-invention and therefore arenot her described in detail but suitable means is disclosed in application Serial No. 580,843gfiled onMarch 3, 1945. These wheels 1 and-8 support the airplane section in the same position which it would occupy if it were attached to the-automobile section so that separation of the sections andtheir reconnection is facilitated.

The automobile section I includes the front wheels I!) and the rear wheels ll. Italso includes a motor l3to which thepropeller l'4 may be attached forair travelas shown in Figure 1, or from which it may be removed for road travel as shown in Figure '2. The propeller I4 which is here shown isa conventional wooden propeller but itis to be understood that'theinvention may be applied equally as well to a propeller having metal blades and a metal hub.

The conventionalhub as ishere shown has an axial bore l5 toreceive the forward end or a drive shaft [5. This drive shaft l6 here shown is the crank shaft of the engine t3, butit is appar ent that it: might as well be. a separate shaft driven by the engine. Rearward'ly from the for! Ward end of the shaft i6 is. a flange II and a plur li y of: circ larly arranged holes 18 (Fig. 140' are h rethrough adjacent to h p r p ry of the flan e. These. holes are evenly spacedand as here shown there are six of these holes, but this number is not. essential. The flange I1 is also terme withv holes is to reduce the weight oftheflan e.

The drive shaft [6 is formed with an axial bore 2;! (Figs-3.13) entering-from the forward end of the. shaft. At its; forward end the shaft is formed with internal threads 22 and at the entrance nortioncf these threads is a. slight enlargement at. 23. (Fig. 13-) to form a. guide leadingv to the threads.

Pas in through the hub, of the propeller M are a plurality of bolts 24:. As is best. shown in: Figure 5, thebolts 24 are, located twopairs and each pair is disposed toward the blades of the propeller. The. bolts 2;.4 arethirty degrees to eachside. of: av plane passing lengthwise through the centers of the;- prcpeller blades, to coniorm to the spacing of: the openings. H3. If desired more, or fewer than fourcbolts. 2.4 may be employed but it has been found in practice. that, these four bolts are satisfactory to establish a. driving connection between the propeller and. the flange If.

The bolts 24'. also; serve to clamp.- face plates against the opposite sides of the; hubqof the pro! peller. An annular plate 25 is clamped to the rear face of the: propeller and this plate 25 is recessed to receive flanged enlargements 26 or the. bolts. 24 Beyond the flan-gesi'ZB. the bolts Z4: have a cylindricalextension 21, terminating in a; pointed; end-"28. pointed end 28. makes it more easy to: accomplish the. entry of the bolt portions 27: intothei openings I8: of-theflange- IT.

One of the. projections2T maybo ofi larger diameter as shown sti l-' in Figure l 2 and so:

opposite pair of the openings 18 is large enough as shown at 18 in Figure 14to receive this projection. This makes it possible to put the propeller on the shaft in only one angular position and this shouldbe'such as to locate-the propeller so thatit may bepulled down upon to start the engine; When the'engine-comes to rest after being shut off, the propeller will be in-the right position for starting or can readily be brought to that position by turning the propeller.

The internal diameter of annular plate 25 conforms to the outer diameter of the shaft 16 over which it fitsso thatradial movement of the propeller'relative-to'the-shaftl6 will be further prevented by this fit. However, the internal diameter of annular plate 25 may be slightly larger than shaft IS SO thatbolts 24 are relied upon to center the propeller. The bore 15 through the hub of the propeller should prefer-- ably be slightly-larger than this internal opening; through the annular plate 25 so'that the-wooden. part of the propeller is not relied upon to center it.

To the forward face of the propeller M are clamped an annular plate til and a ring 3 l. Nuts upon the projecting ends of the bolts 24 serve to affix plate wand-ring 31 in this-position. The ring 31 is formed with a plurality of openings 32 close-to its central opening-but these openings 32 do not-extend entirely around the ring 31, for a-purpose' to be later explained. The rearward face of-the ring 31 isformed'with a counterbore 33 (Figures 3, 4) of larger'diameter thanthe central opening in annular plate so that a. socket 'is formed to receive a flange 34 of a screw member 35'.

The-screw member 35- isof tubu larshape and has external threads 36 atoneend to engage with the internal threads 2-2 ofishaft-l'fi. Flange 34 is held in placebetween'the rings 38 and 3E because of itsentryi nto therecess33 and therefore axial movementof the screw member 35 with respect to the propellerlis prevented. Rotational movement of thescrew-member 35 within the propeller M is permitted so that the-screw member 35- may bethreaded into shaft 6 without causing rotation of the propeller l4, to d'raw the propeller against flange H.

Through the flange $4 are formed a plurality of uniformly spaced circumferentiall y disposed opemngs fl. There maybe any desired number of the openings 3 but it is important-that they be in diametrically disposed pairs: and as here shown there are eight pairs. It is desirable, as will be later explained, that' 'the openings 31' in flange; 34 be spaced apartedifferently from the openings 32' in flange-31. 1

When the screw member" 35- is threaded into the shaft l t it carries the propeller I A-along the shaft so that the annular plate 25 is brought firmly against the flange I-T of the shaft. The projecting portions 27 of: the bolts may enter any corresponding four ones: of the holes: l-8" in the flange 11' during this movement. Pressure of the fi-"ange 3511- against the annular plate 30 re tains the propeller in place upon the shaft l6. When the-screw member 35 is unscrewed from the shaft IE, the fiange34' bears against the ring 31 and withdraws the propeller from the shaft l6 to-the position of Figure-4a The threads 36 enterwi'thin shaft 1-5 a sufii'- ciently short distance that whenthe screw member 35-is completely unscrewed therefrom as is shown in Figure 4'; the propeller is not fully; drawn-off of-*theshaftlt As is evident frcm Fig ure 4, the complete withdrawal of the screw member 35 from the shaft I6 is sufficient to remove the ends 21 of bolts 24 from openings I8 so that the propeller is free upon the shaft. However, the propeller is still upon a sufficient portion of the end of shaft l6 so that the propeller will remain supported on the shaft and will not fall off.

After the screw member 315 is fully threaded into the shaft IE, it is important that the screw member 35 is locked against rotational movement so that it cannot become unscrewed. The screw member 35 is locked against rotational movement by means of a forked locking member 40. Looking member 40 is provided with two pins 4| which are diametrically disposed from each other a distance equal to the diametrical spacing of the

openings

32 and 31. Insertion of the pins 4| into the registering

openings

32 and 31 prevents rotation of flange 34 and consequently prevents screw member 35 from unscrewing. The locking pins 4| therefore connect the flange 34 to the ring 3| and since the bolts 24 engage within the openings l8 of flange ll, the flange 34 is in effect locked to the shaft l6 so that the screw member 35 cannot unscrew.

From Figure 3 it will be noted that the central opening within annular plate 30 is sufficiently large to not obstruct the passage of pins 4| through the openings 31. The pins 4| may therefore be inserted fully through the

openings

32 and 31 to make sure that a strong connection is established.

It has been noted that the openings 32 are spaced apart slightly differently from the spacing of openings 31. As here illustrated, the openings 32 are further apart than the openings 31 an angular distance of seven and one-half degrees. When the screw member 35 is fully drawn into the shaft [6, one diametrically related pair of the openings 32 will therefore be within less than four degrees of registration with a diametrical pair of openings 31.

It is not necessary that openings 32 be continuous around the ring 3| inasmuch as this would mean merely a duplication or the registration of openings 32 and 3'1. It is therefore suflicient to have only enough of the openings 32 to avoid such a duplication and it is for this reason that openings 32 do not extend around a continuous circle in Figure 7. It is important however that the openings 32 be in diametrical pairs to receive both pins 4|.

The invention contemplates the provision of a lever to rotate the screw member 35 and advantageously this lever shall be permanently connected to the propeller so that it will always be available for use in rotating the screw member 35 and cannot become mislaid. For this purpose a lever 42 is provided and to obtain a leverage eifect it is positioned in a notch 43 in the side wall of the screw member 35 so that it extends at a right angle to the axis of screw mem-- ber 35 as appears from Figures 4 and 5. When the lever is in this position it may be turned to rotate the screw member 35 in eithe direction.

When the lever 42 is not being used to turn the screw member 35, it is brought out of notch 43 and into line with the axis of screw member 35 and then inserted into the bore within the screw member 35 and the bore 2| of the shaft Hi. This telescopic position of lever 42 is shown in Figure 3, and this arrangement constitutes an important feature of the invention as the lever is in a remote and yet readily available location.

To facilitate grasping the lever 42 to withdraw it from the position of Figure 3, the forked member 40 is formed with lugs 44 (Figs. 5, 6) to be engaged by the fingers.

To the inner end of lever 42 is attached a block 45 by means of a pivot pin 46. The block 45 closely fits the interior bore of the screw member 35 (Fig. 4) to serve as a guide. Also, when the lever 42 is pressed upon, the block 45 transmits the turning force to the inner wall of screw member 35.

Outward movement of the lever 42 and its attached block 45 is prevented by means of a retaining ring 47 seated in a groove within the screw member 35 and against which the block 45 strikes as a stop. When the block 45 is brought against this ring 41, the lever 42 may be turned about its pivot 46 and be brought into the notch 43 in the end of the screw member 35 so that the lever 42 extends at right angles to the axis of the screw member 35.

The forked locking member 40 is attached to the outermost end of lever 42 so that this locking member 40 cannot become detached from the propeller I4 and is therefore always available for use in locking the propeller in place. In addition, the locking member 40 serves as a handle at the end of the lever 42 to make it more convenient to bear upon the lever 42 in rotating it.

When the lever 42 is telescoped within the shaft as shown in Figure 3, it is desirable that the block 45 be held in axial alignment with the lever 42 so that the block 45 will not drop down into such a position that it might be difiicult to bring it into the interior of screw member 35. For this purpose, a spring pressed ball 48 is located in the block 45 and it is urged against a depression 49 in the end of lever 42. In the position of Figure 3, the pressure of ball 48 in the depression 49 holds the block 45 in axial alignment with the lever 42.

An important feature of the invention is the construction of the lever 42 in such manner that it will serve as an indicator of the firmnes to which the propeller l4 has been forced into place. In the construction illustrated in Figures 4, 5 and 6 this object is accomplished by forming the lever 42 of a spring construction so that the lever will flex under the turning force required to screw the propeller tightly into place, and means are provided to indicate the extent to which this lever must be flexed to make certain that the screw member 35 is suiflciently screwed into place.

As is best shown in Figures 5 and 6, the lever 42 is made up of a. plurality of spring leaves 5| which lie flat against each other and extend throughout the length of the lever. These leaves lie in planes which are perpendicular to the force to be applied to cause rotation of the screw member 35. On the rearward side of lever 42, with respect to the direction of rotation when the screw member 35 is being screwed in place, are two leaf portions 52 and 53. The leaf portion 53 is slightly longer than the leaf portion 52 so that the portion 53 slightl overlies the end of the leaf portion 52.

When the lever 42 is urged in a clockwise direction, as viewed in Figure 5, to tighten the screw member 35, it flexes to a position generally indicated by the dot-and-dash line at the lower portion of Figure 5. This causes a bending of the lever to such an extent that the leaf portion 52 draws away from the leaf portion 53 and the extent of overlap becomes gradually diminished as the flexing of the lever increases. When the ,trailingside of the lever.

lever hasbeem urged upon hard enough to: draw the propeller it tightly inplace, the leaf portions 52. and 543. should. be so far withdrawn from each. other that the leaf portion 53, will drop off of the edge of leaf. portion 52 and become in line with leaf portion 52.

When the leaf portions 5.2 and come in this edge-to-edge position for them to be in alignment, the snapping of the leaf portion 53 off of the edge of leaf' portion 52 will. make an audible sound which will indicate that the screw member 35 has been drawn. sufiiciently tightly in place. The person applying the propeller-will therefore know that it is tightly held in: place and that itis notnecessary to exert any further effort. Also, he is informed that any further tightening is not desirable as it might bring about a possible stripping of the threads. 22, or 36 or cause, some other damage.

It is not necessary to rely upon. the audible sound made by the-snapping of the spring portion 53 over the adjacent edge of spring portion 52: as the-lever may be urged to a certain extent and then: be released to see whether the spring portions and. 53- have come into alignment. When the lever has been urged strongly enough for this-alignment to occur and the lever is-then released, the pressure of. the end of leaf portion 52. against the abutting end of leaf portion 53 will cause theleaf portion 53130 bow outwardly, as is shown in dotted lines in Figure 5. Leaf portion- 53- is made-highly.- resilient so that it will easily flex in this manner. The operator may therefore continue-- to tighten and release the lever-until he observes. this flexing of leaf portion. 53- which indicates that he has sufliciently tightened: the'screw' member 35;

To restore-the leaf portions. 52 and 53 to their relationship shown in full lines in Figure 5, a sharpened instrument, as a screw driver, may be employed to press upon leaf portion 53 and. urge its free end outwardly and upon leaf portion 52-. Gr, the clip 58 may be; manually-pressed upon to push the free endof leaf portion 53 away from leaf portion. 52 so that they may reassumethe positions in" full lines in Figured- Theseveral leaves and 53' are-pivoted at their adjacent ends upon th pin #36 as hasbeen explained in reference to lever 42.. The forked locking member Mlis'pinned by a rivet 54 (Figure 6) only to the-leafportion 52. and to the next adjacent one of the leaves 5|; All of theseleaves liein a socket 55 within. locking member 4a and asisshown in Figure 6- th leaves-5iare-progressively shorter a direction away from the leaf portion 52 so that until the leveris flexed under the force required to tighten the screw member 35 these: leaves will not strike the bottom of the socket litandiimit the free iiexingrof the lever 52;

A clip: 55 is attached, as by a rivet 51, to the leaf portion 52 slightly inwardly from; its free end. Thisclip 56 is not attached to theleaves 54. as such a construction would preventthee free flexing of the lever'52-i The clip; 55. retains the leaf portion 52 vinzplaceon top of the leaves 5! and against sidewisedisplacement.- A similar clip 53 is riveted to leaf portion. 53 to prevent its sidewise displacement.

It will be appreciated that the lever 42 must be sov positioned in. notch 43 that when the lever is moved. in a: clockwiserdirectionitotighten screw member the leaf. portions 52, 53- will been: the Thus, if the lever-were turned about pivot 46, when it being. brought in notch 43, in such a direction as tobring leaf portions 52, 53 on thev leading side Ofi'the. lever, the indicating means would be inoperative. To make surethat. the-lever- 42.can.be pivoted around pin 456. only in the proper-direction. its end is roundedofi at59? only at one corner. The. other corn-er is-left square to serve-asastop-which will strike the block 45 and prevent turning of lever s2 about pivot 46 in the wrong; direction.

It is. important that the: locking member be retained in the position of, Figure 3 SQ that the pins 41- willbe maintained in their lockingjpositions. in the registering openings 32 and 31:. If the locking. member 40 could move away from the position of Figure 3-, the vibration. of the. airplane might: cause therscrew member-35 to loosen and possibly.- ultimately permit the; propeller- I34 to fall off. Iflocking pins-41 remain in theopenings- 32- and-.31, the: propeller will be; maintained in place.

In accordance with theinvention; the locking member 49: isretained in looking position by the control, exerted through successivel weaker.- elements so that a simple lock may ultimately be employed. The: invention furthermore. conteme plates: the. association of this look with a cover orcap which encloses the working parts on the front side of the propeller hub, so; that thisi cap is retained in; place by the lock; The lock is: intended to be available from. the: exterior of this cap.

To retain the locking; member 4min the position of Figure 3, a, bail- 6!! is pivoted. at its. ends upon pins 6l' carried by the ring; 3|. Pins 61 are diametrically related so thatv in. the distended position of Figure 3, the; bail passes-over the axis of the propeller. Welded to: the. bail, 60" in position to overlie the-center of the. lockingmem-' ber 40 is a post 6-2. Post. 62- is formedwith a reduced extension 63 which may besnapped into a depression 64- in theend of locking-member 40-.- The fiexing of the bailv 60 will be sufiicient to permit the post 62 to-yield outwardly as it rides over the curved outer end of locking: member 48 until the depression 64 is reached. The tension which exists in bail 60 when its, projecting encl- E3-is in the depression 64 issufficient to maintain it in this relationship so thatthe locking member 4ll will be held in. its inner-position and this may alone be relied upon. However, the invention contemplates the: provision of additional means for assuring that the post 62- cannot become displaced from the-position of Figure 3.

To more positively maintain post 52 in. the

position of Figure 3, it is formedwith an internally threaded recess 65 into which may be screwed a threaded extension 66 of the-rotating barrel of a lock 61. The. outer shellof lock- 6-1. is positioned for endwise movement within. a socketed body 68. Bolts 69 attach this socketed body 68 to a cap or spinner member Iii-which serves to cover the elements at the hub; of the propeller.

A spring i2 within the socket of body- 68 serves to urge the lock 61 to an outer position. but the lock 51 is prevented from complete outward movement by attaching to its shell a ring l3v having diametrical lugs '54 which extend into slots 15 lengthwise along; the body 68-. Thecontact of these lugs M against opposite end walls of the slots it, limits the movement of the. lock 61. Also, the engagement of lugs 14 in slots IS-prevents rotation of the shell of the lock;

When the, cap T0 is broughtinto position against the propeller hub, the look. 6.1. is. inaxial alignment with the threadedbore 65.: of post 62 and the threaded projection 66 will therefore enter into this threaded bore. Rotation of the inner barrel of lock 67 by means of the key 18 will cause the threaded part 66 to screw into the threads of the bore 65 and this inward movement of the lock 61 is permitted by the compression of the spring I2 and sliding of lugs 14 along slots 15. The key 16 is turned until the threaded part 65 has been screwed several times within the bore 85. To visually indicate that the part 66 is sufiiciently screwed in place, the parts may be so related that the outer face of the lock becomes flush with the nose of cap 10 as shown in Figure 3. Spring 12 should be sufiiciently weak that it will have a negligible tendency to withdraw the projection 63 from the depression 64.

After the threaded part 66 is screwed several turns into the post 62, the key 16 will be withdrawn and thereafter rotation of the lock barrel and of screw 66 attached thereto will be prevented. As the threaded part 66 will remain screwed into post 65, the bail 60 cannot move out of position but will retain locking member in the position of Figure 3. As the screw 66 can be turned only by use of the key 16, it is apparent that the mechanism may not be tampered with by an unauthorized person. Complete assurance is had therefore that the propeller is firmly held in position although the operator has not been constantly present.

The cap 10 fits at its open end upon a central shell which encloses the hub of the propeller M. This shell includes a front plate Bil (Figures 3 and 4), the center of which is clamped against the hub beneath the annular plate 30. The outer periphery of plate 80 is turned inwardly toward the propeller to form a generally cylindrical flange 81. On the rearward side of the hub of the propeller is a plate 82, the central portion of which is secured to the annular plate 25 by attachment bolts 83 (Figure 12). The outer periphery of plate 82 is flanged at 84 to constitute a substantially cylindrical portion.

Between the flanged portion 8! of plate 80 and the flanged portion 84 of plate 82 is a cylindrical sleeve 85 which completely interconnects them except at the location of the blades 14. This sleeve 85 is split at theblades to permit its location in place. The sleeve 85 is attached by rivets or other suitable means to the flanges 8| and 84.

As is shown in Figure 3, the sleeve 85 occupies only the rearward portion of the inturned flange 8! of plate 80. The open end of cap Ill seats upon the remaining forward portion of the inturned flange M as a seat. As is also apparent from Figure 3, the outer surface of cap 10 forms a substantially flush surface with the outer surface of sleeve 85 so that a smooth appearance is presented.

To prevent rotation of cap 10 upon the flange 8l, it is formed with a notch 86 (Figures 10, 11) which fit over a headed pin 81 (Figure attached to the flange 8! of plate 89. This prevents rotation of cap Hi and therefore prevents rotational movement of the socketed body 63 such as would turn the shell of lock 5'! and cause the threaded part 66 to unscrew from lug S2.

The threaded engagement between lock 61 and post 62 therefore not only maintains the post 62 in the retaining position of Figure 3, but also maintains the cap it in place. The cap 70 can not become loosened since the lock Bl can be unscrewed only by means of key 16. The cap will therefore remain in place to cover and protect the parts on the front of the propeller hub.

Cap 10 is also used to cover the shaft 16 after the propeller has been removed therefrom. When the automobile section 2 is used alone as an automobile the front of the engine cowling or hood, has the appearance shown in Figures 2 and 13 so that a pleasing appearance is made.

The cowling which encloses the engine has a substantially flat front plate portion 9| (Figures 13, 14) having an opening 92 therein through which the engine shaft l6 projects. Secured to this front flat portion 9! is a ring 93 concentrically located with respect to the axis 19. The exterior of the ring 93 is of a size to snugly receive thereover the open end of the cap 10, as is shown in Figure 13.

To retain the cap 10 in position on the ring 93 a bail 94 is provided. The ends of bail 94 are turned inwardly toward each other (Figure 14) and are bearinged in clips 95 which are secured to the front plate 9|. Attached to the central part of the bail 94 is a post 96 which is internally threaded to receive the threaded portion 66 of lock 61. The lug S35 is so positioned that when the cap '10 is brought into place the screw portion 66 may be threaded into the post 93 by rotation of the key 16.

Inasmuch as it would be diflicult to manually hold the post 96 and bail 94 in proper position when the cap 10 is being brought into place, it is desirable to provide stop means to limit the downward movement of bail 94 to the position of Figure 13. For this purpose the ends of the bail 94 adjacent to the bearing clips 95 are formed with stop lugs 91. These lugs 91 strike the front plate 9!, as shown in Figure 13, and prevent further downward movement of bail 94. When the cap H! is brought upon ring 93', post 96 is therefore in position to receive the threaded part 65.

When the propeller is to be aifixed on the shaft l5, cap 10 is removed by unscrewing lock 6'! by key 16. Then the bail 94 is pivoted upwardly and the post 96 enters opening 98 in the front plate 9|. The post 96 moves partly past the wall 9|, through opening 98, so as to lock behind the wall 91 as shown in Figure 13, to serve to retain the bail 94 in its collapsed position, but other suitable means may be employed to hold the bail in this position.

As appears from Figure 14, the bearing clips 95 are positioned below a diametrical horizontal plane through the shaft axis Hi. This is desirable because if the clips 95 were located directly aside of the axis of shaft IS, the bail 94 would have to be of such length to extend outwardly to the threaded portion 66 of lock 61 that in its upright collapsed position the post 96 would project beyond the top of ring 93. By moving the clips 95 downwardly to a position such as is shown in Figure 14, the ball 94 may be sufiiciently long and when it is moved upwardly the post 96 will remain within the ring 93.

When the propeller is removed from the shaft IE it may be stored in any desired place. One such suitable place is within the interior of the airplane section as appears in Figure 2. For this purpose, the airplane section may have a rack or shelf to receive the propeller. The propeller is then available with the airplane section to make the complete airplane of Figure 1.

In the embodiment of Figures 15 to 18, inclusive, a modified construction of the lever is illustrated. In this instance, a different indi cating means is employed to inform the operator that the screw member 35 has been sufiiciently tightened into place.

. This-lever is madeiup ofa plurality of leaves H10 and as in the case: of the lever illustrated in Figures- 5: and 6,, theseleaves are disposed to flex flatwise wherrthescrew member 35 is-being tightened. Screw member 35 is identical to screw member 35 0f Figures 4 and. 5. Upon the side of the lever away from the direction of rotation is a leaf portion. Hill, 'Ihisleaf portion MH and the oneof, the, leaves I00- next adjacent thereto is clamped by a rivet, L02 withina socket ofthe locking member 40-. This locking member 40" is the same as the member 40 illustrated in Figures 4 and 5.

The leaves I00 are pivoted upon the pin 45 of the block 45'. The. endfaces of. these leaves Hill are formed with a depression I03 corresponding to the depression 49 in Figure 4 -to receive the spring urged ball 48'. Also,one corner only off the ends of leaves Hm is rounded off at 104 topermitthe turning movement of the lever about pivotpin-c 45! in only one direction. This rounded edge at I04- corresponds to the rounded edger-59 in Figure 4;. This shoulder Hi4 makes it impossible to pivot'thelever about pin46' to the positionwhich wouldmake the indicatingmeans inoperative when the lever is brought into notch 43'.

. Attached to the. end; of leaf portion I01. is a clip l-05.-. The ends of: this clip are long enough to completely encircle the leaves I00 and theends of the clip: are inturnedas shown in Figure 17 to form pointsv l'06r The. distance. between the points I06 is slightly less than the width oi the leaves; H10 so that if the clip [this drawn along the sides of the" leaves the points I06 will lodge in the grooves between the. leaves and remain there,

When theleveris urged upon to tighten: the screw member 35 the lever will flex-in the directionindicatedzby the arrow at thebottom of Figure;16,,but the leaf portion ll-will not flexsince itsupper-end is'not held upon the pin- 46', Leaf portion H3} willtherefore tend to-rema-instraight and: to carry the clip- I05 along the leaves I09;

Theextent of pressure applied tothe-locking portion 4.0, which serves asahandle, willdetermine not only the tightness of the screw member 35 but will determine the position of the points I05 inthet grooves between the. leaves.

As the points IE6 will remain in the position along the width of thelever to which they are carried inthe manner which hasbeendescribed, the person tightening the propeller in, placeneed merely exert. a pull on the lever, then, release the lever and then observe the location of the points I06 in the position to which they have come-to rest. Thus it may-beknown thatit is necessary to tighten the screw member 35 until the points (Mi-cometo rest in the groove between the leaf next to leafportion-lM-and the one next thereto. Thereafter the-clipl05-may be pressed upon-to return it tothe fullline position of Figure '1 6.

What is claimed-is 1. In combination, a driveshaft having a flange spaced from. one end thereof, said flange having openings extending therethrough, in a. direction parallel to theaxis of the shaft, a hub having an axial'opening to receive said end of the drive shaft, bolts attached to said hub and having projecting portions to enter the openings in said flange and establish a driving connection between the hub and shaft, a pair of annular plates attached by said bolts to the opposite side of the hub from said projecting portions, one of said annular plates having its inner surface cut away to provide an. inwardly facing; recess. between. the annular plates, and a member having an external flange entering. into. said. recess and having. a screw threaded connection with said shaft.

2.-I-n combination, a: drive shaft, a hub havingan axial. opening. to. receive said drive shaft, a member having a screw threaded. connection with the. driveshaftand having. a-flange overlying theeendrfaceot the hub-to draw it on the shaft,

'said flange having an opening therethrough, a

plate attached to; the hub and having'an opening therethroughtoregister. with-said flange opening, and a; pin positioned-insaid registering openings to.-lock. saidrmember against rotation.

3; In combination, a. drive shaft,'a hubhaving an: axiali opening to: receive said.- drive shaft, a member having; a screw threaded connectionwith the drive shaft,- and having a; fiangeoverlying the end face of the hub to draw iton the shaft, said flange: having a.- plurality. of arcuately arranged openings therethrough,.- a plate attached to: the hub and-:having, a plurality of arcuately arranged openings therethroughflhe spacing of. said, plate openingsibeing-different from the'spacing of said flange openings, whereby a plate opening and flange? opening may. be brought into registration upon a slight turning.l of said member, and a pin positionable in the registering openings to lock saidrmember against rotation;

4r In: combination, a drive shaft, a hub having an"; axial-opening to; receive said shaft, a. member havinga, portion entering the hub opening and havinga threaded? engagement with the shaft, said member also having aflange exteriorly of the hub.- andhaving arcuately' arranged openings therethroughand a. pair of annular plates attached to the hub and having a recess between themdmwhich said flange is disposed whereby: the hubwil-l-becarried withsaid member as themember is screwed into or out of said shaft; one of said annuiar plates..-having a plurality of, armate-1y arranged openings therethrough, a diametrically: disposed: pair of'which will be brought interegistry with; a corresponding! pair of flange openings-aanda forked-member having a. pair of pins pesitionableinfsaidi pair ofregistering openingsrto lock' said-member against rotation.

5; In combination, a-edriveshaft,.a hub-having arr-axial; opening. to receive said shaft, means carried-by; said: huh and; having asecond opening. therein parallel: to said axial openingin said huh, a screw mem'ber having a threaded conneetiorrv with theshaft andhavinga flange. overlying. the hub-carried? means to hold the? hub on the shaft, said flange having an: opening therethrough to register with the secondopening in the huh-carried.- means, -a pinned member having; a: pinrportion positioned in saidregistering openings toprevent. rotation ofsaid screw member; and'a bail attached! at its'ends to said hubcarriedim'eans and hearing at its central portion uponsaidpinnednmember to retain saidpinportionin said registering openings.

6;. ln'combination, a: drive: shaft, a hub having anr axial 'ope'ning to-receive said shaft, means carried; by saidrhubi and having 1 a second opentherein parallel; tot said axialopeninginsaid hutat screvr member having-a threaded: connection with-theshaft and having a flange over:- lying the hub-carried means to hold the hub on the shaft, said flange having an opening therethrough to register with the second opening in the hub-carried means, a pinned member having a pin portion positioned in said registering openings to prevent rotation of said screw memhaving a threaded connection with the shaft and having a flange overlying the hub to hold the hub on the shaft, said flange having an opening therethrough to register with the second opening in the hub, a pinned member having a pin portion positioned in said registering openings to prevent rotation of said screw member, a bail attached at its ends to said hub and having at its central portion a. post which bears upon said pinned member to retain said pin portion in said registering openings, a cap enclosing the front side of the hub including said flange, and a rtatable lock carried by said cap and having screw threaded connection with said post to hold the bail in its pin retaining position.

8. In combination, a drive shaft, a hub having an axial opening to receive said shaft, interengaging means between the hub and shaft to drive the hub with the shaft, a screw member threaded into said shaft and having a flange bearing upon the hub to retain the hub on the "shaft, a removable pin engageable with said flange and with the hub to prevent rotation of the screw member, a cap enclosing the front side of the hub including said flange, and a lock carried by the cap and having a connection to said removable pin to hold the pin in its flange looking position.

9. In combination, a drive shaft having an external flange spaced from an end thereof, a hub having an axial bore receiving the projecting end of the shaft, means establishing a driving connection between the hub and shaft, and a screw member having a portion extending into the axial bore of the hub and threading with the shaft and also having a flange, and means carried by said hub, said screw member flange bearing against said hub-carried means to hold the hub against the shaft flange, the threaded engagement between said member and shaft being of less axial length than the length of the axial bore whereby the hub will be supported upon the shaft when the member and shaft are out of threaded engagement.

10. In combination, a drive shaft having an axial bore entering from one end thereof, a hub to be driven by said shaft and having an axial bore therethrough, means establishing a driving connection between the hub and shaft, a means carried by said hub, a hollow screw member having threaded engagement with the shaft and also havin a portion bearing on the hubcarried means to hold the hub on the shaft, and a lever engageable with said screw member in an active position at right angles to the axis of the member to effect rotation of the member, and movable to a telescopic position within said hollow member and the hub and shaft bores when the lever is to be inactive.

11. In combination, a drive shaft, a hub to be driven by said shaft and having an axial bore therethrough, means establishing a, driving connection between the hub and shaft, a hollow screw member having an external flange between its ends, the portion of said screw member projecting from said flange in one direction threadedly engaging with the shaft and the portion of said screw member projecting from said flange in the other direction being provided with a notched sidewall, and a lever positionable in said notch and at right angles to the axis of the member to effect rotation of the member, and also positionable telescopically within said hollow member when not in use.

12. In combination, a drive shaft, a hub having; an axial bore receiving said shaft therein, means establishing a driving connection between the hub and shaft, a hollow screw member having a screw threaded connection with the shaft and having an external portion, a means carried by said hub, said screw member external portion bearing against said hub-carried means to hold said hub on the shaft, and a lever having an inactive position telescopically within the hollow member and withdrawable to an active position at right angles to the member to efiect rotation of the member, said lever having an enlarged end to contact the member as stops and prevent separation of the lever from said member.

13. A hub having an axial bore to receive a shaft, a hollow screw member having a threaded engagement with the shaft and having a flange overlying an end face of the hub to hold the hub on the shaft, said member being rotatable relative to the hub, means confining the flange to prevent axial movement of the member relative to the hub, a lever positionable to an inactive position telescopically within said hollow member and withdrawable to an active position at right angles to the member to effect rotation of said member, and said lever including stop means preventing separation of the lever from said member.

ROBERT E. FULTON, JR. OCTAVIO JOSE ALVAREZ.

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

UNITED STATES PATENTS Number Name Date 1,354,842 Postal-Vinay Oct. 5, 19 0 1,445,142 Kirkham Feb. 13, 1923 1,668,972 McCauley May 8, 1928 1,730,742 Nelson Oct. 8, 1929 1,799,884 Chantry Apr. 7, 1931 1,952,066 Havill Mar. 27, 1934 2,315,521 Hart Apr. 6, 1943 FOREIGN PATENTS Number Country Date 506,879 France Apr. 31, 1920 66 ,270 France Aug. 5, 1929