Speed and propulsion system

Although design effort is always expended to maximize airship speeds, operating at or near
maximum speed always reduces range and endurance. Remember that drag increases with V 2 and
power increases with V3. Higher speed also increases internal design pressure and envelope stress,
which requires a heavier envelope fabric. On the other hand, lower speed means less drag and thus
more efficiency. Higher speed becomes desirable when there is cost associated with time.

Another advantage of the propeller for an airship has to do with its ability to provide reverse thrust
very quickly by simply changing its pitch angle. Because many airships have poor or no brakes they
depend on the reverse thrust capability of their propeller propulsion system.

Tail sizing chapter 7

Since, tails have significant weights (generally in top 3 with the envelope and propulsion system) and
that weight is located aft it is important to minimize/tail weight. Controlling the cg location is also
important for airships just as it is for airplanes.

Stability and control chapter 7 and 10

Airship pith stability is reduced by the fact that the cg is always below the cb. Which results in a
pendulum restoring moment for all angles of attack. This lower cg position also provides all the roll
stability necessary for a body of revolution. However, the yaw axis has no moment resisting
pendulum contribution from this low cg position making it the most unstable of the 3 axes.

From the historical standpoint, plotting the vertical volume coefficients C VT vs envelope volumes. This
value can be used to size the vertical tail. However, the horizontal moments are reduced by the
pendulum effect, the horizontal tails are generally larger than the verticals. This increased horizontal
area is the result of greater control power demands on the pitch axis.