Intermediate Frames Research Articles

39—The Irregularity of Materials Drafted on Cotton Spinning Machinery and its Dependence on Draft, Doubling and Roller Setting

This paper describes measurements designed to discover how the irregularity introduced during drafting on cotton spinning machinery depends on the processing conditions and upon the properties of the fibres. Empirical relations are given for the added irregularity introduced during drafting as a function of the count or hank number of the material entering the rollers, the draft, the number of ends and the roller setting, and the implication of these relations are discussed. Part I deals with the results obtained on the slubbing and intermediate frames, and briefly di cusses their application to the checking of theories of drafting. Part II describe a more limited series of measurements on the spinning frame, and compares the results with those obtained on the intermediate frame.

Semi‐Monocoque Cylinders

IN the design of scmi‐monocoque aircraft structures it is generally assumed that, if failure occurs, it will take place by a collapse of the longitudinal stiffeners between the intermediate frames. This assumption has given reasonable results in the past and has undoubtedly been justified when applied to structures of small and medium size. It is well known that most of the intermediate frames in such structures are of “minimum” sizes, determined by practical considerations.

Some Design Aspects of the Rigid Airship

Abstract This paper reviews earlier airship design and present-day trends in the light of modern design practise as exemplified in the construction of large size airships such as the “Akron” and “Macon.” It is pointed out by the author that a saving in specific deadweight has always accompanied increases in airship size, except in those cases where specifications have been markedly altered or where the designer has deliberately sacrificed a weight advantage for an expected improvement in performance. The design of bulkheads and main frames is discussed with regard to the restraint of gas cells and the distribution of planar loads. The influence of the number of corridors in strengthening the main frames against torsion and in assisting in the support of the intermediate frames is also discussed. There have been but few developments in the engine field during the past few years but it does appear that in the matter of power-plant location the “inboard” installations will have the advantage over “outboard” installations for the faster long-range airships now projected for commercial service. In discussing means of maintaining the ship’s equilibrium under varying conditions the author touches on disposal of ballast and aerodynamic lift to compensate for localized loss of gas, water recovery from the exhaust to replace the weight of the fuel consumed in a ship using liquid fuel, some advantages and disadvantages of gaseous fuels, and general design problems involved in guarding against uncontrolled descent.

The Latest Rigid Airship

STRUCTURALLY the Akron (Z.R.S 4) may be said to constitute a compromise between standard Zeppelin practice and the innovations introduced by Colonel Richmond in R.101. The self‐supporting “space” type of main transverse frame has been adopted, but intermediate frames between have been incorporated. There are also a much larger number of longitudinal members—36 along the greater part of the length of the hull, as compared with only 14 in R.101. These features together result in a considerable reduction in the unsupported areas of outer cover, the largest of these being about 25 ft. by 12 ft., which has made attachment a more simple, and presumably more satisfactory, matter than was the case in R.100 or R.101. To complete the comparison with recent British practice, it may be recalled that R.100 has only 16 main longitudinal, with no intermediate, members, and 15 transverse frames—the same number as R.101—also without intermediate frames, but of the braced type. A return to Zeppelin methods in the use of intermediate transverse frames and longitudinal members therefore characterises the Akron in comparison with both British airships.