SAWE Technical Papers

@inproceedings{2182,

title = {2182. Integrating Fly-By-Light Systems},

author = {J R Todd},

url = {https://www.sawe.org/product/paper-2182},

year  = {1993},

date = {1993-05-01},

booktitle = {52nd Annual Conference, Biloxi, Mississippi, May 24-26},

pages = {9},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Biloxi, Mississippi},

abstract = {Since the inception of critical fly-by-wire systems, the commercial and military aerospace industries have struggled with the question of how to protect these systems from upset due to electromagnetic interference (EMI) without the weight and maintenance penalties associated with extensive shielding of wire bundles. The application of fly-by-Light technologies to control and sensing functions could substantially reduce the electromagnetic susceptibility of critical electronic flight control systems while preserving their benefits. This paper discusses fly-by-light technologies and systems and describes the work at DougIas Aircraft to develop and integrate a fly-by-light architecture.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2051,

title = {2051. New Developments in Interconnection Technology},

author = {L P Stuart},

url = {https://www.sawe.org/product/paper-2051},

year  = {1992},

date = {1992-05-01},

booktitle = {51st Annual Conference, Hartford, Connecticut, May 18-20},

pages = {11},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Hartford, Connnecticut},

abstract = {Reliability and weight consideration are important criteria of every avionics design engineer. This paper concentrates on three specific ways in which new developments in interconnection technology are increasing the reliability of the equipment while decreasing its weight: Substitution of metallic parts by composite material. Development of advanced technology. Converting electronic systems to optical. This paper shows details of each method with practical examples of application.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2053,

title = {2053. Benefits of IHPTET Technology in Advanced Engine Turbomachinery},

author = {D F Garcia},

url = {https://www.sawe.org/product/paper-2053},

year  = {1992},

date = {1992-05-01},

booktitle = {51st Annual Conference, Hartford, Connecticut, May 18-20},

pages = {8},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Hartford, Connnecticut},

abstract = {The Integrated High Performance Turbine Engine Technology (IHPTET) initiative is a joint Department of Defense / NASA / Industry effort to develop and demonstrate revolutionary and innovative technologies that will double propulsion system capability). The technologies that result from this initiative, once transitioned, will ensure the superiority of U.S. Military Aircraft. The approach Pratt & Whitney (P&W) has taken in the development of advanced propulsion system technologies is to initiate and develop innovative concepts that allow a timely transition into advanced military products required by the U.S. Government. P&W's Advanced Turbo Pulsion Plan (ATPP) identifies the program necessary for the development of advanced technologies. The plan is a result of a three task process with Task I consisting of establishing weapon system requirements based on mission and desired performance. Task II involves conceptual design studies to establish engine weight performance, durability, and cost that result from concept application. In Task III, development plans are established for those high payoff technologies identified in Task II. P&W's Advanced Turbo Pulsion Plans are now grouped by IHPTET phase. Each IHPTET phase write-up contains a description of the plans for the six major component disciplines: fan (compressor, combusters/augmenters), turbines, mechanical components and systems, controls, and nozzles. Issues covered for each discipline include: component goals, critical path, structures, and material roadmaps.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2054,

title = {2054. The Ten-Percent Rule for Preliminary Sizing of Fibrous Composite Structures},

author = {L J Dr. Hart-Smith},

url = {https://www.sawe.org/product/paper-2054},

year  = {1992},

date = {1992-05-01},

booktitle = {51st Annual Conference, Hartford, Connecticut, May 18-20},

pages = {28},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Hartford, Connnecticut},

abstract = {Simple, reliable methods are presented for calculating the fiber-dominated in-plane strengths of well designed fibrous composite laminates. This is accomplished by a simple rule of mixtures, the Ten Percent Rule. The primary fibers for each uniaxial load condition are considered to develop 100 percent of the reference strength of the composite material for each environment, while the secondary (transverse) fibers are credited with only 10 percent of this strength and stiffness, whether they be inclined at 90' to the primary fibers or at ?45 deg. The procedure is applied to uniaxial loads, to biaxial loads of the same sign, and to biaxial loads of opposite signs (which is equivalent to in-plane shear with respect to rotated axes). A worked example for a wing skin is included to show how very rapidly this method converges on the most suitable design to withstand a set of loads, whether applied simultaneously or separately. Since neither this nor any other method less complicated than micromechanics is capable of identifying structurally inferior (matrix-dominated) fiber patterns that should be avoided, the preferred fiber patterns within the O deg, ?45 deg, and 90 deg family are established by other analyses and empirically acquired wisdom. Various other simple formulae suitable for calculating the laminate strengths and elastic constants are included. Differences between the predictions of this failure model and those of better publicized models are attributed to the failure of other authors to recognize that homogenizing the fibers and resin matrices into a single ''equivalent'' orthotropic material is permissible only for calculating elastic properties and is scientifically incorrect for predicting the strength of distinctly heterogeneous conventional fiber-polymer composites.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2075,

title = {2075. The Potential for Vehicle Weight Reduction Using Magnesium},

author = {J Davis},

url = {https://www.sawe.org/product/paper-2075},

year  = {1992},

date = {1992-05-01},

booktitle = {51st Annual Conference, Hartford, Connecticut, May 18-20},

pages = {20},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Hartford, Connnecticut},

abstract = {Reducing vehicle weight can play a significant role in reducing fuel consumption, while simultaneously improving performance and handling. Magnesium, if it is utilized effectively and extensively, can contribute to major reductions in vehicle weight. The potential for reducing the weights of several types of vehicles is discussed. The paper shows the great potential for achieving major vehicle weight reductions, by taking a whole-vehicle approach to utilizing magnesium.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1983,

title = {1983. Ceramic Matrix Composites for Weight Critical Hot Structure},

author = {D Hunn and D Freitag},

url = {https://www.sawe.org/product/paper-1983},

year  = {1991},

date = {1991-05-01},

booktitle = {50th Annual Conference, San Diego, California, May 20-22},

pages = {9},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {Technology is being developed by LTV Aerospace and Defense for advanced structural components where lightweight, high temperature resistance (2200'F), and high endurance (life 1000 hours) are required. After considering a number of materials, ceramic matrix composites show the greatest potential for meeting the requirements. These composite materials consist of a ceramic fiber in a fully ceramic matrix. Of the many different ways to fabricate ceramic matrix composites, LTV is investigating polymer pyrolysis because of the high potential for producing complex shapes in a cost effective and timely manner. The polymer pyrolysis route involves layup and cure of the composite part much like typical organic matrix composite approaches. The cured part is then pyrolyzed at moderate temperatures and the matrix forms a fully ceramic char. The part is reimpregnated and repyrolyzed until the desired density is achieved. This paper will discuss the current work-in-progress in this technology as well as producibility demonstrations performed to date.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1984,

title = {1984. Advanced Composite Weight Reduction on the MD-11 Aircraft},

author = {M Ashizawa},

url = {https://www.sawe.org/product/paper-1984},

year  = {1991},

date = {1991-05-01},

booktitle = {50th Annual Conference, San Diego, California, May 20-22},

pages = {20},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {In order to achieve the performance guarantee of the MD- II, the weight of the newest transport plays a significant role. More than 9,000 pounds of advanced composites have been used on the NM- II to satisfy the need to save structural weight. Percent weight saving ranges from 13.3% to 55.0%, with simple structures generally having higher percentage weight savings than complex structures. The successful DC-10 composite flight service evaluation program initiated in 1976 has shown that composites are durable and require minimum maintenance. The flight service evaluation program, in addition to the MD-80 composite components in revenue service, have given us the necessary confidence to use a great quantity of composites on the MD-11. A new design philosophy has been used in the MD-11 which puts greater emphasis on reliability, maintainability, durability, and producibility, even though this may result in some reduction of the weight savings. Unique design features, new fabrication methods, repair philosophy, and repair methods are discussed. The biggest challenge of composite designers has been to achieve a well balanced design meeting the conflicting requirements of weight, strength, cost, and durability, while maintaining the goal of least amount of compromise.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1985,

title = {1985. Aluminum Alloy Development Efforts for Compression Dominated Structure of Aircraft},

author = {D Lukasak and R Hart},

url = {https://www.sawe.org/product/paper-1985},

year  = {1991},

date = {1991-05-01},

booktitle = {50th Annual Conference, San Diego, California, May 20-22},

pages = {17},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {Efforts at ALCOA to enhance aluminum-based aerospace alloys for compression-dominated structures (i.e., upper wing and keel beam) have focused on increasing specific compressive strength while maintaining other important properties (i.e., fracture toughness and corrosion). These efforts are aimed at providing cost-effective weight reduction in strength-based designs. This paper presents a historical review of aluminum alloys utilized for compression-dominated structures, along with the disclosure of a ALCOA's newly developed, high strength, 7XXX series aluminum alloy, 7055.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2019,

title = {2019. Introduction of Titanium Alloy Into Hydraulic Tubing},

author = {S Kramer},

url = {https://www.sawe.org/product/paper-2019},

year  = {1991},

date = {1991-05-01},

booktitle = {50th Annual Conference, San Diego, California, May 20-22},

pages = {18},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {The hydraulic system is an essential part of every modem aircraft. The hydraulic lines transport energy in the form of fluids under pressure. Since weight saving has always been paramount in aircraft design, hydraulic circuits are designed to high pressures in order to keep tubing sizes and the total weight of the hydraulic system as low as possible. In commercial aircraft, 3,000 psi (2 1 0 bar) pressure systems are most commonly used worldwide while 4,000 psi (276 bar) systems are being increasingly used in military aircraft. But one cannot increase pressure to save weight without creating other problems. Therefore, lighter materials than currently in use are, of course, most attractive to weight engineers. Until now a CRES alloy with 21 percent chromium, 6 percent nickel, and 9 percent manganese has yielded good results. By the mid 1960s, some aircraft companies had changed their CRES hydraulic tubing to the lighter titanium tubing, although this was still a relatively soft titanium alloy. Today, thanks to continued research, the considerably harder Ti-3Al-2.5V alloy is already used in the U.S. and Europe for high pressure tubing circuits. Therefore, titanium hydraulic tubing may be considered state of the art today. But the transformation into tube assemblies is not without problems. That was the background when Airbus Industrie decided to apply titanium alloy to the high pressure lines of the hydraulic circuits of its Airbus A320. Ti-Al-2.5V alloy has properties nearly as good as CRES 21-6-9 and people not familiar with production problems may have thought of it as a cost effective possibility of weight saving. Except for the obligatory certification tests, only few screening tests have been assumed to be sufficient. The concerned tubing ranges in size from 0.25 inch (6.35 mm) to 1.50 inch (38.1 mm) and the predicted weight saving in the Deutsche Airbus part of the A320 was 106 lb (48 kg).},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1942,

title = {1942. Ceramic Composites as a Lightweight Alternative for High Temperature Mechanical Fasteners},

author = {D W Freitag},

url = {https://www.sawe.org/product/paper-1942},

year  = {1990},

date = {1990-05-01},

booktitle = {49th Annual Conference, Chandler, Arizona, May 14-16},

pages = {13},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Chandler, Arizona},

abstract = {A number of aerospace vehicles are emerging that will experience structural operating temperatures in excess of 1500' F (815' C) for extended periods of time. Historically, hot structure designs have been able to accommodate the high density, low strength, and poor oxidation resistance of state-of-the-art refractory metal and superalloy fasteners. The successful development of emerging aerospace vehicles will be dependent upon advances in lightweight, high temperature attachment technology. Due to their low density, intrinsic oxidation resistance, and thermal stability, ceramic materials are an attractive alternative for use in high temperature fastener applications but lack the desired toughness. Recently completed work at LTV has identified a number of ceramic composite materials with improved toughness which appear promising. This paper will discuss the rationale for the selection of specific ceramic matrix composites, producibility demonstrations and elevated temperature mechanical property data for selected compositions.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1972,

title = {1972. Titanium Matrix Composite (TMC) Weight Evaluation and Validation},

author = {W C Fogarty},

url = {https://www.sawe.org/product/paper-1972},

year  = {1990},

date = {1990-05-01},

booktitle = {49th Annual Conference, Chandler, Arizona, May 14-16},

pages = {13},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Chandler, Arizona},

abstract = {The national effort in advanced hypersonic aerospace plane development has led to the expanded study and testing of new and improved materials. Titanium Matrix Composite or TMC is one of the new materials being developed. Composite materials, in particular organic resin composites, have large weight variations or uncertainties. The historical weight variation and the very high weight sensitivity of hypersonic Single Stage To Orbit (SSTO) vehicles requires control and understanding of TMC weight. The weight calculation methods for TMC will be described and the comparison to measured weights will be presented. This data will show that TMC weight calculations are precise and their uncertainty or probable actual weight adjustment is very small and predictable. TMC weights will not be allowed to follow the wide variance of conventional composite materials.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1892A,

title = {1892A. Development and Industrialization of Al-Li (Aluminum Lithium) at Cegedur Pechiney Rhenalu},

author = {D Constant},

url = {https://www.sawe.org/product/paper-1892A},

year  = {1989},

date = {1989-05-01},

booktitle = {48th Annual Conference, Alexandria, Virginia, May 22-24},

pages = {9},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Alexandria, Virginia},

abstract = {Over the last ten years, considerable financial means have been devoted to the definition of composition and tempers of those Aluminum-Lithium alloys liable to compete with existing conventional alloys. It is now generally acknowledged that new alloys have reached a compromise where properties are concerned. These are now very similar to those of classical alloys with an increase in stiffness and reduction in density of up to 10%. On the basis of the first very promising results, aluminum producers and aircraft makers expected a very rapid introduction of hundred percent aluminum lithium air frame structures. However, it was hardly realistic to think that aluminum lithium could take a significant share in the market much more rapidly than other material used in aeronautics. Whether for the Aluminum 7000 series, or for composites, roughly 10 years' work is considered necessary for the new material to go from the laboratory stage to the factory stage and, again, 10 years from the factory to the airplane manufacturer. After intensive research, the principal aluminum producers are facing the problem of the industrialization of the Al-Li alloy. Today's problem is no longer the delivery of samples or to prove the feasibility of the product but to produce ''just on time'' the products for the most extensive industrial use possible. This presentation summarizes the current developments at Cegedur Pechiney Rhenalu and explains how they have progressed with Al-Li from the ''tailor-made'' to the ''ready-to-wear'' stage.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1913,

title = {1913. Aluminum Lithium for the F/A-18, Hornet 2000},

author = {J C Johnson},

url = {https://www.sawe.org/product/paper-1913},

year  = {1989},

date = {1989-05-01},

booktitle = {48th Annual Conference, Alexandria, Virginia, May 22-24},

pages = {38},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Alexandria, Virginia},

abstract = {The F/A-18 Hornet 2000, a derivative aircraft for the US Navy, entails a 20% increase in aircraft weight empty due to avionics systems upgrades, survivability improvements, increased wing size, and fuselage lengthening. Weight saving methods evaluated included substituting aluminum lithium for aluminum without detail part redesign. A prerequisite was that the material properties be at least as good as those of the material being replaced. Due to time constraints, a parametric weight increment had to be used for the configuration evaluations. However, as the Hornet 2000 study progressed, it became apparent that a detailed weight analysis was needed to increase confidence in this weight increment. This analysis included three phases. First, a material study determined what alloys, forms, and material properties of aluminum lithium were available. These material properties were compared to those of the aluminum alloys on the F/A-18. The next phase of the study involved merging data from a weight database and a drawing database to obtain a detailed listing of parts which could potentially be changed to aluminum lithium. Once this list was created, individual part weights were added to find a total weight to be converted. Potential weight savings, assuming current day and projected 1990 technology, were then derived using a 9% density reduction. Results of the 1990 technology weight savings were than extrapolated to a projected weight savings for Hornet 2000. The third phase of the study was to create a pictorial summary of the potential parts which could be changed to aluminum lithium based on 1990 technology.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1915,

title = {1915. The Physical and Mechanical Properties of Duralcan Aluminum Composites},

author = {T F Klimowicz and D M Schuster},

url = {https://www.sawe.org/product/paper-1915},

year  = {1989},

date = {1989-05-01},

booktitle = {48th Annual Conference, Alexandria, Virginia, May 22-24},

pages = {-1},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Alexandria, Virginia},

abstract = {A new class of ceramic particle-reinforced aluminum materials is nearing industrial production levels, in anticipation of large-scale commercial applications in the near future. These materials, called DURALCAN aluminum composites, are manufactured by a simple ingot-metallurgical process in which ceramic particles are mixed into the aluminum melt. The molten composite is then cast into either foundry ingot or extrusion billet (the latter by direct-chill casting). The foundry ingots are the only castable aluminum-based MMCs on the market. They are remelted and shape-cast; and the billets are extruded by Dural's customers, using standard aluminum fabrication techniques and equipment, with only minor modifications. The physical properties of greatest interest in these composites are the density and the coefficient of thermal expansion. The density is slightly higher than that of unreinforced aluminum, owing to the composite's ceramic content. The coefficient of thermal expansion is substantially lower and is adjustable to match those of many other metallic materials. The most attractive feature of these materials in terms of weight-reduction engineering is their very high specific stiffness, which exceeds that of all other commonly used metallic materials. The composites also show greatly increased abrasion and wear resistance compared with unreinforced aluminum, as well as attractive fracture toughness.},

note = {Paper PDF file missing even numbered pages.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1847,

title = {1847. ''Arall'' a Promising Material for Fatigue Critical and Weigh Sensitive Applications},

author = {B B Benfield},

url = {https://www.sawe.org/product/paper-1847},

year  = {1988},

date = {1988-05-01},

booktitle = {47th Annual Conference, Plymouth, Michigan, May 23-25},

pages = {31},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Plymouth, Michigan},

abstract = {Designing lightweight, fatigue resistant components for aircraft structures is the goal of any good design team. A new family of hybrid materials called ARALL has been developed to provide designers with a tool to achieve such a goal. ARALL is a strong, fatigue and fracture resistant material intended for use in weight sensitive, fatigue critical structures loaded in a predominantly tensile manner. ARALL consists of thin sheets of aluminum bonded together with aramid fiber impregnated adhesive. Combining the aluminum and aramid fibers bestows ARALL with some desirable properties of both. This paper introduces the reader to ARALL?s origin, composition, static material properties, durability, damage tolerance, possible structural applications, and weight impact. A report on a full scale development project of a stiffened ARALL panel is given as an example of ARALLs potential.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1850,

title = {1850. The Use of Fiber Reinforced Thermoplastics as a Primary Structure on the McDonnell Douglas AH-64 Apache Helicoter},

author = {G S Thierstein and D W Huff},

url = {https://www.sawe.org/product/paper-1850},

year  = {1988},

date = {1988-05-01},

booktitle = {47th Annual Conference, Plymouth, Michigan, May 23-25},

pages = {15},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Plymouth, Michigan},

abstract = {New generation aircraft structures need to be lighter in order to allow for more sophisticated avionics and weapons systems.. The increased use of lightweight, thermoset composite materials has partially addressed this dilemma. However, thermoset composites possess certain undesirable characteristics, including brittleness and a variety of manufacturing, storage, and processing limitations. On the other hand, new fiber reinforced thermoplastic (FRTP) composite materials offer many of the advantages of advanced thermoset composites, including reduced weight and higher fatigue life. However, unlike thermosets, they possess high toughness, unlimited shelf life, and can be reprocessed and spliced/combined together to reduce scrap. To explore these materials, an evaluation program was performed at McDonnell Douglas Helicopter Company with the objective of replacing an existing, primary, metallic structure on the AH-64 Apache helicopter with an FRTP structure.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1791,

title = {1791. Structural Efficiency of High Temperature Materials},

author = {C R Foreman},

url = {https://www.sawe.org/product/paper-1791},

year  = {1987},

date = {1987-05-01},

booktitle = {46th Annual Conference, Seattle, Washington, May 18-20},

pages = {31},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Seattle, Washington},

abstract = {The purpose of this technical paper is to provide awareness and insight into the choices of high temperature structural materials now available to designers. Increased knowledge of the material choices available will assure that maximum weight efficiency is achieved in each application. Materials for high temperature airframe structural application were limited until recently to titanium and steel alloys. For hypersonic speeds, where temperatures exceed the limits of steel, protective insulators or ablators have been used. Titanium and high temperature steel alloys were used in the XB-70 bomber, the X-15 research airplane, and the SR-71 reconnaissance aircraft. The space shuttle orbiter uses ceramic insulation bonded over an aluminum structure. Higher temperature leading edge components are fabricated from carbon/carbon material. Other spacecraft use ablative coatings to protect their structures from re-entry aerodynamic heating. Now, new classes of lightweight composite materials are emerging as weight saving alternatives to steel and titanium. These materials have the potential for providing significant weight savings as graphite/epoxy composites now do when used in place of aluminum construction. Two categories of high temperature materials are described, and their relative advantages and disadvantages are discussed. The first category (T = 300? - 600?F) includes glass/bismaleimide, graphite/bismaleimide, glass/polyimide, and graphite/polyimide composites. The second category (T> 600?F) includes 4130 steel, 17-4PH and PH15-7MO stainless steel, Rene 41 alloy, 6A1-4V titanium, and ACC-4 carbon/carbon composites. Baseline materials (< 300?F) used for comparison are aluminum (7075, 2024), glass/epoxy, and graphite/epoxy. Carbon/carbon material has the potential for use as hot, primary structure in future Mach 15 to 25 aerospace vehicles, for temperatures up to 3000?F. Structural efficiency (strength/density and stiffness/density) comparisons are presented for tensile strength, tensile modulus, and bearing strength. Maximum use temperatures of each material is discussed. High temperature composite materials are already in limited use in production aircraft, and they will be used more extensively in the next generation of military fighter and attack aircraft. These applications are discussed. Graphite/polyimide materials are now used in production jet engine applications. Carbon/carbon material is currently used in aircraft brakes, rocket nozzle liners, and in the space shuttle leading edge structure. Future applications of polymer matrix and carbon matrix composite materials to supersonic and hypersonic aircraft and aerospace planes is discussed.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1793,

title = {1793. Graphite Phenolic Wing for Medium Range Missiles},

author = {P Dr. Digiovanni},

url = {https://www.sawe.org/product/paper-1793},

year  = {1987},

date = {1987-05-01},

booktitle = {46th Annual Conference, Seattle, Washington, May 18-20},

pages = {25},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Seattle, Washington},

abstract = {Two graphite/phenolic clipped delta wings with a span of 16 in. and root chord of 17.7 in. were fabricated to a typical air-launched medium range missile geometry for the purpose of reducing the weight and increasing specific stiffness of the present solid titanium wing. A longer term objective of establishing production feasibility at comparative or reduced cost was also a concern of the present program. Although no reliable conclusion can yet be reached regarding final production costs of the graphite/phenolic wing, it appears that the graphite/high temperature polymeric wing can be produced at costs competitive with or lower than the titanium wing T300/MX-4961 graphite/phenolic in both fabric and unidirectional form was hand laid over a solid titanium buttress and cured at 325?F in a set of precision steel dies to form the wing. The composite wing weighted 5.7 pounds, including a solid steel shaft, modified from the production wing shaft in order to mate with high temperature static test and wind tunnel test holding fixtures. The weight of the composite wing is 44 percent less than the present titanium wing. Detailed finite element thermal and structural analyses of the laminated composite wing predicted that margins of safety, based on ultimate load and concurrent worst case temperatures, were positive everywhere except at two locations: half span at the forward edge of the titanium insert where fiber tensions and transverse matrix tension strain would be exceeded. However, this result is quite conservative, since linear elastic theory and maximum strains in fiber and matrix at room temperature were used. Negative margins at this location were -0.03 in fiber tension and -0.59 in interlaminar tension. Sub-element tasks were successfully performed on two titanium hub-to-composite designs to help establish the best way to transfer resultant aerodynamic and inertial wing loads through the mid root chord stud-to-missile actuator. Finally, coupon tests in tension, compression, interlaminar and in-lane shear, and flexure were performed to confirm properties used early in the design effort. The coupon test results confirmed that, in general, conservative stresses and moduli were used to develop strain allowable data for use in failure analysis.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1770,

title = {1770. Advanced Composite Airframe Program (ACAP); An Update and Final Assessment of the Weight Saving Potential},

author = {W H Marr and J G Sutton},

url = {https://www.sawe.org/product/paper-1770},

year  = {1987},

date = {1987-05-01},

booktitle = {46th Annual Conference, Seattle, Washington, May 18-20},

pages = {26},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Seattle, Washington},

abstract = {This paper reviews the highlights and final results of the Sikorsky Advanced Composite Airframe Program (ACAP). The Advanced Composite Airframe Program (ACAP) represents one of many new technology applications which will be incorporated in the US Army helicopters of the 1990's. The objective of the program was to demonstrate that significant weight and cost savings could be achieved by the maximum use of composites in airframe structure. A summary of the initial US Army requirements and goals for the ACAP program, as well as highlights of the design program, are reviewed. the Sikorsky ACAP aircraft is a composite fuselage utility helicopter with a gross weight of 8,470 pounds. The aircraft uses the existing proven dynamic system of the Sikorsky Commercial S-76 helicopter. US army survivability requirements, which exceed that of any current military aircraft are incorporated while demonstrating that the US Army goals of 17 percent cost and 22 percent weight reduction were not only attainable but were exceeded. The program final weight savings of 23 percent exceeded the goal and savings beyond 23 percent are anticipated for future programs. Weight savings are reviewed by aircraft section and potential improvements for future applications are addressed.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1690,

title = {1690. Torlon Engineered Parts Cut Weight in Half},

author = {J J McMullan},

url = {https://www.sawe.org/product/paper-1690},

year  = {1986},

date = {1986-05-01},

booktitle = {45th Annual Conference, Williamsburg, Virginia, May 12-14},

pages = {15},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Williamsburg, Virginia},

abstract = {Significant weight savings are possible by substituting Torlon for metal. In applications where substitution is made without design changes, weight savings of 50% are typical for replacing aluminum, and 80% for steel. These figures are lower, but still impressive, when the design is modified to make the Torlon part equivalent to the original metal design in strength or stiffness. With injection molding, design features are permitted that reduce weight further. These features, such as coring, are not economically feasible in metal parts, because costly machining operations are necessary. Among the growing number of high-performance polymers, Torlon holds a unique position. Its strength and stiffness are high across a temperature range of -321degF to 500degF (-196degC to 260degC). Torlon is resistant to attack by aviation fluids and most other chemicals. Low expansion coefficients, long-term dimensional stability, and low flammability and smoke generation characterize the material. Fabrication by injection molding offers favorable economics and freedom in design that is not practical with metal. The properties are dramatically demonstrated by the ''Plastic Engine'' which powered a world-class race car in 1984 and 1985. Examples from the aerospace industry illustrate the types of weight savings made possible by designing with Torlon instead of metal.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}