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Aviation History
1920
1920 - 0185.PDF
FEBRUARY 12, 1920 m m Fig. 6.—Typical joint of main lon- gitudinal and in- termediate trans- verse, Zeppelin type The latter ship, however, vibrated considerably at highspeeds. This was remedied by supporting the corridor at intermediate frames by wires through the gasbag to the topof the ship (Fig. 5). Keel or CorridorIt was formerly assumed that a keel strong enough to take the whole of the shearing forces and bending moments ofthe ship was necessary, and the earlier ships were designed on this principle. The longitudinals and diagonal wireswere considered solely as maintaining the form of the ship, and not as an integral part of the strength structure. This involved a wasteful distribution of material, and in R 29the keel as a strength member was entirely abandoned. This ship was designed practically on the principles for-mulated in the early part of this paper, and has proved to be quite successful in practice.With the increase in the disposable lift in later ships, it was found impracticable to concentrate the dischargeableweights at main transverse frames, as was done in R 29, and an internal corridor was introduced to carry these loads.An internal corridor is preferred to an external, as although there is a certain loss of gas volume, the effect on the speed, Fig. 7.—General structure of R 34, showing method of forming joints of main transverse girders and of longitudinal girders with transverse girders
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