US1503729A - Construction of semirigid airships - Google Patents

Description

1921 s SheetswSheet 1 Filed Jan. 14

Aug, 5. 1924.

C USUELLI CONSTRUCTION OF SEMIRIGID AIRSI'IIPS CONSTRUCTION OF SEMIRIGID AIRSHIPS Filed Jan. 14, 1921 ,Figs.

3 Sheets-Sheet 2 E 172002 Z a/'1; (@[erllno asueidc 1,503,729 c. USUELLI Aug. 5 1924.

C. USUELLI CONSTRUCTION OF SEMIRIGID AIRSHIPS Filed Jan. 14, 1921 a sheets-sheet 5 Fig. 10.

172 M92 50/ (2 1 217 Jaedla Patented Aug. 5, 1924.

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CELESTINO USUELLI, OF MILAN, ITALY.

CONSTRUCTION OF SEMIRIGID AIRSHIPS.

Application filed January 14, 1921.

To all whom it may concern:

Be it known that I, CnLns'rINo UsUELLI, a subject of the King of Italy, and resident at Milan, in the Kingdom of Italy, have invented certain new and useful Improvements in the Construction of Semirigid Airships, of which the following is a specification.

This invention relates to improvements in the construction of so-called semi-rigid airships, that is to say to air ships the gas bag of which consists of a cloth envelope stiffened by a metal girder running along its lower part and to which girder are hung or fastened the cars, the motors and propellers of the driving plant and the stabilizing and steering surfaces, which constitute the coucentrated loads.

The invention concerns more especially the shape of the stiffening girder and its arrangement, as well as the attachment of the loads with a view to lessen the parts projecting out of the envelope. which is obtained by suppressing the conventional sus- "pended cars, while providing, however, 'at

i the same time, ample and commodious room for the crew and passengers.

This form of construction is particularly suited for airships of large dimensions.

It is schematically shown in the annexed drawing in which:

Fig. 1 shows, in a side view, the complete airship;

Figs. 2 and 3 are respectively cross sections of same on lines XX and YY of'Fig. 1

Fig. 4: shows, on a larger scale, the lower part of the section shown at Fig. 2;

Fig. 5 is a sectional view of the girder with a two-part covering applied thereon;

Fig. 6 is a side view of the covering along its junction with the lower edge of the envel- 0 e;

Fig. 7 shows the manner of fastening together the adjoining cover flaps;

Fig. 8 shows the connection of the girder, at its upper edges, with the envelope;

Fig. 9 is a sectional view of the girder with a one-piece covering applied thereon;

Fig. 10 is a. schematical view of the rudder frame connected to the girder, and

Fig. 11 is a perspective view, on a larger scale, of the rudder frame connected to the girder with the girder covering omitted.

As it is shown in the drawing, the stiffening girder runs along the whole length of the lower part ofthe envelope -b and reaches the farthest endofthe bow at the Serial No. 437,177.

height of the longitudinal axis of-theenvelope itself. The girder isof triangular cross section with its vertex downwards and comprises a series of triangular frames a formed .of a trellis work of steel or hard aluminium alloy pipes or of any other con venient metal, fastened together by means of other detachably mounted smaller beams g connecting the corresponding vertex of two successive triangles. The panels which result from this structure are rendered stiff and indeformable by means of diagonal pieces j preferably consisting of metal cables or wires. The girder thus formed is placed with its upper horizontal face against the lower part of the envelope, which is preferably subdivided by c-loth partitions into a convenient number of compartments in the usual manner.

The girder" is covered externally with a strong covering depending from the envelope along the lines a---e where the envelope joins with the upper edges of the girder. The covering may consist of two halves --7cand 7c, as shown in Fig. 5, or may be in a single piece -Zc-, as shown in Fig. 9. In either case a fastening -r of well known type connects the adjoining edges. The cover, or its halves, are preferably composed of several sections, the adjoining edges of which are interconnected by lacings or seams s, as shown in Figs. 6 and 7. The lower edges of the envelope are connected to eyelets '-'wprovided in the triangular frame -a in the manner shown in detail in Fig. 8.

The bow is rendered indeformable by means of an umbrella like cage gmade of metallic light frames pconnected with a certain number of circular light frames g-.

Said cage is covered with a. perfectly tightened cloth coated with Emaillite or the like varnish so as to form a true and regular cap.

Also the envelope bcarries in special sheaths set externally on the fore part of it, a number of ribs twhich, when the envelope is filled with its fore part fitted within the cage g, run for a certain length. beyond the last frame gof the cage. The fastening of the envelope with the cage is made along the lengths of the ribs twhich are in connection with those at --72-.

A frame d supporting the direction and height rudders -o" and w-- re- The motors m are arranged over-.

hanging in couples. In the drawing three couples are shown. They are placed on the two sides of the girder supported by a framing formed with light beams n. and rods -'Z- attached to the girder.

Each motor drives a screw -0' to which it is connected either directly or through a coaxial reduction gear. placed before the motors.

. .Along a good length of the girder, at a suitable height inside same is fitted a partition f which acts as a floor in the room reserved for the passengers and the crew, within which are placed seats, tables, couches and all that is required for a long journey.

In connection with the framing supporting the motors are arranged the gangways -]z-- which allow of reaching the driving plants for their management and supervision.

' The eventual shocks in landing are attenuated by means of pneumatic buffers Z- made of tight air filled bags.

The airship being supplied with more couples of independent motors, it may use The radiators are only one couple and keep the others as a reserve, or it may use more couples at a time according to the circumstances of navigation.

Claims:

1. In a semirigid airship, in combination with a gas bag, an external tubular metal girder structure extending underneath said bag in close relation thereto, longitudinal cover flaps depending from said bag and enclosing said girder, and a stiffening cage at the bow end of said girder, said cage comprising curved radially directed ribs and a plurality of annular framemembers of respectively decreasing diameter ing said-ribs. Y

2. In a, semirigid airship, in combination with a gas bag, an external tubular metal girder structure of substantially triangular cross-section extending underneath said bag in close contact therewith,side-covers depending from saidba-g and enclosing said girder, a stili ening cage supported by the front end of said girder, and a plurality of pairs of frames supported by said girinterconnect der in juxtaposition and each frame pair r supporting complete driving plants overhangingly mounted on opposite sides of said girder.

3. In a semirigid airship, in combination with agas bag, a metal girderstructure extending underneath said bag in close proximity thereof, side cover flaps adapted to envelop said girder, a stiffening front cage common center and a plurality of annular members of respectively increasing diameter interconnecting said ribs, and a stiffened bow end for said gas bag, comprising sheaths and ribs the-rein of substantially the conformation and relative position 'ofsaid cage ribs, the said two sets of ribs adapted for cooperation to render the bagnose'in deformable.

In testimony whereof I have hereunto set my hand in presenceof two subscribing wit nesses, at Rome, in the Kingdom of Italy, this Qnd-day of December, 1920.

CELESTINO USUELLI'Q Witnesses: i V 1 LETTERIO LABoooE'rrA', WILHnLM SoHMID,

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