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Aviation History
1925
1925 - 0672.PDF
above the estimated figure communicated to the London Congress, and more than double the efficiency of all the other dirigibles of equal or greater volume built so far in Italy. The decisive importance which this very considerable progress in aero-dynamical efficiency had as regards the future development of semi-rigid construction, was self- evident. For the same volume and velocity, double efficiency oooo oooo o o o o o o o o o o o o o o o . o : o o oooo oooo spelt fuel economy to the extent of 50 per cent., and con- sequently a very much greater endurance of the airship itself. From this viewpoint, this Italian semi-rigid, N type, could now compete successfully with the most modern rigid airships. The results obtained in the aerodynamic efficiency were such that one would not be surprised if, despite the diminution obtaining in the useful load, the index of actual efficiency of the dirigible defined as a value of the product of the coefficient of useful load of the aggregate aerodynamical efficiency and OCTOBER 15, 1925 The "N.I " dirigible (18,500 cubic metres) mentioned above, apart from its characteristic constructive simplicity, presented a complex of structure which was at once extremely robust and compact, with the exception, however, of the stern, where the support of the empennage, as designed and con- structed (a system of steel tube rings located along the parallels of the envelope, attached on the bottom of the central frame- T h e "Mr." 35,000 cub. ft. semi-rigid air- ship (the smallest in the world) making a descent on a lake. A small pneumatic boat, also shown, is carried on the airship. work of the dirigible, and joined together by means of another system of tubes located along the parallels) presented not only considerable difficulty as regards assembling, but it was also not sufficiently independent of the deformations of the envelope. Furthermore, the complexity of the super- ficial stiffening and of the fins which were connected to the former by means of hinges and bracing cables, constituted a hyperstatic system which was of difficult and uncertain calculation. To obviate these disadvantages Sig. Nobile studied in Two views showing, on the left, the central engine nacelle of the N.I, and, on the right, the starboard engine nacelle of the N.2 semi-rigid airships. of the velocity, proved to be considerably higher than theestimated figure. In fact, we got: N = 0-39 X 1,350,000 x 113= 10" x 59-5, whereas in the communication to the London Congress a value of 10" X 47-1 had been estimated. 1924 a new tail surface supporting system. It consisted of extending the ventral framing of the hull as far as the meridians along which the horizontal fins and relative mobile parts forming the elevators must be located. The fins were thus joined on one side to the internal framing along the ribs corresponding to the meridians of the envelope, whereas externally they were supported by shaped elements of good penetration, starting from the bottom of the said framings 672
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