SAWE Technical Papers

@inproceedings{0132,

title = {132. The Utilization of Weight Data in Aerodynamic Analysis},

author = {R E Knight},

url = {https://www.sawe.org/product/paper-0132},

year  = {1956},

date = {1956-04-01},

booktitle = {15th National Conference, El Cortez Hotel, San Diego, California, April 30 - May 4},

pages = {31},

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

address = {San Diego, California},

abstract = {This paper deals with the utilization of weight data in aerodynamic analysis. The word 'weight' also includes the determination of the center of gravity locations and the effects of weight distribution, which are handled in the forms of moments of inertia and products of inertia. 

This paper attempts to show the interdependence between the entire field of aerodynamics and weights. It is hoped that it may be both beneficial in clarifying the need for weight data by the Aerodynamicist, and that it may be effective in forming a bond of mutual understanding between the two groups for more efficient aeronautical design in the years ahead.},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0114,

title = {114. Why Weight ! - The Relationship of Weight Control and the Designer},

author = {K Bingham},

url = {https://www.sawe.org/product/paper-0114},

year  = {1955},

date = {1955-05-01},

booktitle = {14th National Conference, Hilton Hotel, Fort Worth, Texas, May 2-5},

pages = {18},

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

address = {Fort Worth, Texas},

abstract = {'Weight control is a waste of time and money'————————— 

Last Fall I heard a Designer in our company make this statement in a spell of anger during a weight-saving campaign on a current project. I argued the point with him, saying that, as the very least of reasons, it was a good way to keep designers weight-conscious. He resisted this point very strongly, saying that he was very weight conscious. To check this point, I asked several other designers if they were or were not weight conscious. Much to my surprise, I could not find a single one who would admit that he was not extremely weight conscious. So, for the record, all designers are weight conscious, -I have their word for it. If you should ever find on that admits he is not, please let me know. Incidentally, if this man is not weight conscious, what would he be, weight unconscious? 

When I was asked to prepare this paper, these thoughts came back to me. They started me thinking as to the basic relationship between weight control and airplane design. The following paper addresses several questions to keep in mind: 

1. How important is weight control, really? 

2. Is it a clerical or engineering function? 

3. When did weight control start and why? 

4. What function does it exercise, today? 

5. What do I, as a designer, expect it to do for me? 

6. What does engineering management expect from weight control? 

7. Where is it going? What will it be next year? 5 years from now? 10 years from now?},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0080,

title = {80. Weight Problems in British to American Design Conversion},

author = {R C Walters},

url = {https://www.sawe.org/product/paper-0080},

year  = {1953},

date = {1953-05-01},

booktitle = {12th National Conference, Seattle, Washington, May 18-21},

pages = {28},

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

address = {Seattle, Washington},

abstract = {The decision to build a British plan in America and the selection of The Glen L. Martin Company, under license to the English Electric Company to make the conversion a now a matter of history. The English Electric Canberra, design as a high altitude light bomber for the Royal Air Force has been converted into a effective night intruder airplane capable of being produced in larger quantities in American aircraft plants. The speed, high maneuverability and general configuration of the Canberra madi it very adaptable to its new role. This couple with the fact that it was an existing design capable of being put into mass production at a relatively early date caused the USAF to regard it with favor. Naturally, many problems are anticipated in a transition of this type and many arise which result in design changes to the aircraft. As in the design of any aircraft, a goal must be defined and a philosophy of design established at a very early date in order to produce the desired product. The targets set before the Martin Engineering staff were; (1) to make the Canberra effective as a night intruder; (2) to retain the characteristics of the Canberra which made it producible in quantity by our methods and (4) to accomplish the conversion as economically as possible.},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0075,

title = {75. Designing Weight Out of the B-36},

author = {R F Pence},

url = {https://www.sawe.org/product/paper-0075},

year  = {1952},

date = {1952-05-01},

booktitle = {11th National Conference, Buffalo, New York, May 5-8},

pages = {17},

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

address = {Buffalo, New York},

abstract = {In the spring of 1940, at the time of the fall of France, the fate of available bases in Europe appeared to hang by a slender thread. The United States Air Force consequently envisioned the possibility of having to strike Germany from a base on this continent. Late in 1940 the basic performance requirements for an intercontinental bomber to carry out this mission were established and several aircraft companies were asked to bid on the project. The proposal submitted by Consolidated Aircraft was approved and the contract for the XB-36 was signed near the end of 194l. 

The original design mission for the airplane was the often quoted range of 10,000 miles carrying 10,000 pounds of bombs dropped at mid-range, with sufficient speed, altitude, and defensive armament to enable the bomber to perform its missions with a minimum degree of vulnerability. The ability to carry large tonnage bombs for shorter ranges was an important secondary objective.},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0032,

title = {32. Weight and It's Effect on the Operation and Performance of Commercial Aircraft},

author = {J A Stern},

url = {https://www.sawe.org/product/paper-0032},

year  = {1949},

date = {1949-05-01},

booktitle = {8th National Conference, Dayton Biltmore Hotel, Dayton, Ohio, May 23-26},

pages = {22},

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

address = {Dayton, Ohio},

abstract = {The prime purpose of an airline is to carry the maximum payload possible at a profit in accordance with the rule of three: 

1. Safety. 

2. Passenger comfort. 

3. Schedule dependability. 

This paper will briefly outline the problems that face an airline in utilizing the payload potential of its equipment to a maximum. To achieve this goal severa1 closely related parameters must be considered: 

1. Various types of payload. 

2. Takeoff, landing, and zero fuel weights. 

3. The increase of the weight empty vs. improved safety and revenue generating capacity of the airplane. 

4. Methods of utilization of the weight payload. 

5. Center of gravity limits. 

It must be stressed that these variables are inter-related, and collectively determine the payload that can be carried over a route segment under any set of conditions – some restricted payload at one time; others at another. To illustrate this situation typical route analyses will be made.},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0037,

title = {37. Weight Advantages of Flying Wing Aircraft},

author = {F J Meyer},

url = {https://www.sawe.org/product/paper-0037},

year  = {1949},

date = {1949-05-01},

booktitle = {8th National Conference, Dayton Biltmore Hotel, Dayton, Ohio, May 23-26},

pages = {6},

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

address = {Dayton, Ohio},

abstract = {When comparing flying wing aircraft or all-wing aircraft to conventional aircraft, it is necessary, due to lack of other comparable data, to use the Northrop Flying Wing Bomber as a basis of all wing aircraft. The Northrop B-35 has a wing area of 4,000 sq. feet, a span of 172 feet, and a design gross weight of 206,000 pounds. The power plant consists of four Wasp R-4360 engines turning, by means of drive shafts and remote gear boxes, counter-rotating propellers. The preliminary design of this airplane was started in 1942 and the airplane was first flown in June of 1946. The B-35 is not considered a pure flying wing aircraft as all items necessary for flight are not accommodated within the airfoil section. The aircraft has such protuberances as the pilot's enclosure, gun turret domes, drive shaft and gear box housings and the aft crew nacelle. However, it is a near approach to the ideal and will afford a good basis for comparison. The primary aim in the development of the flying wing aircraft by the Northrop Corporation was to improve the structural, as well as the aerodynamic efficiency of the airplane. That this aim has been accomplished can be shown by a comparison of the weights of the B-35 to the present day bombardment type airplane.},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0039,

title = {39. Pilotless Aircraft Weight Problems},

author = {E E Roberts},

url = {https://www.sawe.org/product/paper-0039},

year  = {1949},

date = {1949-05-01},

booktitle = {8th National Conference, Dayton Biltmore Hotel, Dayton, Ohio, May 23-26},

pages = {9},

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

address = {Dayton, Ohio},

abstract = {In the comparatively recent past the rise of pilotless aircraft in the field of military tactics has necessitated many changes in the thinking of designers and engineering organizations. The technical vocabulary has been forced to accept new nomenclatures, new applications have been discovered for old laws of physics, and personnel has had to adapt itself to new and often startling concepts of design. These innovations have created the need for highly trained personne1 from related fie1ds – mathematicians for computation of optimum launching ang1e and trajectories, thermodynamicists for heat and airflow problems, chemists for investigating fuel efficiencies, electronics experts for telemetering and guidance equipment, physicists to conduct research into the upper-air strata, and many other students of the applied sciences. Together with this introduction of personnel heretofore more distantly related to the aircraft industry has come an accompanying step-up in the pace of those designers, aerodynamicists, structural and weight control engineers normally considered an integral part of the engineering organization. It is with the latter group only that this discussion will be concerned, and an attempt will be made to point out some of the problems confronting the weight engineer, together with suggested solutions as dictated by actual experience covering a period of the last four or five years. This analysis will study first, estimating procedures, second, the weight control program, and, third, the special problems of actual weight and balance.},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0012,

title = {12. Weight Control - Aircraft Design Problem},

author = {E J Foley},

url = {https://www.sawe.org/product/paper-0012},

year  = {1941},

date = {1941-10-01},

booktitle = {Reprint of Article Appearing in the October 15, 1941 Issue of AMERICAN AVIATION},

pages = {4},

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

address = {,},

abstract = {Among the more recently developed and highly specialized fields of aeronautical engineering is that of aircraft weight control and reduction. If we go back 10 years, we will find that this activity, limited as it was, was then handled by anyone who happened to have a little time on his hands. And yet, today, we have the Society of Aeronautical Weight Engineers, a national organization of the specialists, doing intensive research and missionary work to accurately control aircraft weights with an eye to even the slightest reductions.},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0013,

title = {13. Will Accessories Impede Our Payload?},

author = {L R Hackney},

url = {https://www.sawe.org/product/paper-0013},

year  = {1941},

date = {1941-10-01},

booktitle = {National Aircraft Production Meeting of the Society of Automotive Engineers at Los Angeles, California, October 30 - November 1, 1941},

pages = {8},

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

address = {Los Angles, California},

abstract = {The purpose of this paper is to call to the attention of our aviation industry a serious problem which is confronting the airplane manufacturer. Its aim is to present this problem together with all the known facts and factors in an effort to enlist the help and cooperation of the accessory manufacturer and the subcontractor in arriving at a solution.},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0003,

title = {3. Aircraft Accessories - A Weighty Problem},

author = {E E Roberts},

url = {https://www.sawe.org/product/paper-0003},

year  = {1941},

date = {1941-02-01},

booktitle = {1st National Meeting, Hotel Van Cleve, Dayton, Ohio, February 25-28, 1941},

pages = {13},

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

address = {Dayton, Ohio},

abstract = {The actual completed weight of today's airplane, whether its intended function be mi1itry or commercial, is a vital factor not only in performance, but also in its utility to the customer. The answer to the question: 'how much should it weigh?' is estimated by the weight engineer; 'How much may it weigh' is specified by the aerodynamicist; 'How much must it weigh?' is determined by the design, the service, and the structural engineers; but the final weight when the finished article is put on the scales is a compromise answer to these and other important questions, and is the responsibility of practically every man in the organization. 

There are five basic engineering principles which enter into the design or the component parts of the airplane: (1) DESIGN, which requires the part to perform its function satisfactorily, to lend itself to economical service and maintenance, and to incorporate aerodynamic refinements where necessary for reduction of drag; (2) SAFETY, demanding structural strength and stiffness consistent with the purpose for which the craft is intended; (3) ECONOMY, which insists on efficient use of material to maintain a high strength/weight ratio; (4) PRODUCTION, requiring adaptability to modern production methods; and (5) COST, which establishes a control to insure a profit commensurate with the capital investment. To combine these principles into a single definition, it might be said that 'The ideal airplane is one which furnishes maximum utility to the customer, achieves adequate strength with a minimum 'expenditure of material, and which can be fabricated by production methods at a cost permitting a reasonable profit.'},

keywords = {10. Weight Engineering - Aircraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}