THE LONGITUDINAL STRENGTH OF RIGID AIRSHIPS. 167 
Then the tensions in the wires after addition of the initial tension are found to be: 
pA ls 8.0130) .8600E) 
Win 2S I = 043 0+ P 
ee iS Ole 500 P 
=i 11810) 21-8660) 
PSI nO 
ye 10, = mesic (0) 75 alyoo) JO 
us sce (38) 
1 Or Ol) 5OOn 
1M, = hm ee doy (0) 
TP SIP, 353 OD = fNG5 12. 
ie — i 1108 = 500 P 
Ti. =T,, + .043 0 PP 
10, = 10S Eo = S855 12 
The end-loads on the longitudinals are: 
= EEO SONCOS ONO) 12 COST 
a+2a 
Fa e866) =o OP nn Osan 
ae + .075 cos ¢ 0 - 2T, cos o 
Fe yoo. et Sp he Oi 
500 ae + .043 cos @¢ Q- 2T, cos@ 
j2, 3 2 1, COS (39) 
FeS 500 sp oe O22 i, 
500 earn 043 cos @¢ O-2T,cos@ 
aS he eee LD yh ue Ove 
F,= DOS ema 075 cos ¢ 0-27, cos ¢ 
i= = OE Pee ORG cos @ 0 —2 T. cos d 
a+2a 
Computing the P-forces as in (30') for frame (1) and (38) and (39), it is found that 
they correspond perfectly with the theory of bending. 
VIII. THE FAILURE OF THE METHOD OF TRANSVERSE SHEARS. 
Much confusion has existed and probably still exists as to the comparative merits of the 
bending method and the shear method. This confusion has its origin in the fact that air- 
ships are usually of a section approaching in form to a regular polygon and the strength of 
wires and girders is fairly regularly distributed, under which circumstances the method of 
