SAWE Technical Papers

@inproceedings{0050,

title = {50. Aircraft Gun Turret Group Weight Statement},

author = {E A Langleben},

year  = {1949},

date = {1949-05-01},

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

pages = {-1},

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

address = {Dayton, Ohio},

abstract = {Paper Missing.},

note = {Paper Missing},

keywords = {24. Weight Engineering - System Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0030,

title = {30. The Effect of Center of Gravity on Performance},

author = {E V Argabright},

url = {https://www.sawe.org/product/paper-0030},

year  = {1944},

date = {1944-04-01},

booktitle = {Denver Colorado, April 17, 1944},

pages = {5},

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

address = {Denver, Colorado},

abstract = {The effect of weight on performance is well known, and its importance is generally recognized. The effect of balance or center of gravity location on stability and flying safety apparently is not quite as well known, but all authorities agree that it is extremely important. These points, that is, effect of weight on performance and the effect of balance on stability and safety, could hardly be over-emphasized. The effect of center of gravity position on speed and range has been seriously over-emphasized however, and without detracting from its importance as regards stability and safety, I will show by results of studies and carefully run experiments that the effects of center of gravity location on speed and range is entirely negligible.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0029,

title = {29. Weight Control in Specification Writing},

author = {J E Ayers},

url = {https://www.sawe.org/product/paper-0029},

year  = {1943},

date = {1943-11-01},

booktitle = {4th Dinner Meeting of the New Orleans Chapter of the Society of Aeronautical Weight Engineers, Inc., November 15, 1943},

pages = {11},

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

address = {New Orleans, Louisiana},

abstract = {The purpose of this article is to point out opportunities for giving due consideration to aircraft weight control during the preparation of the model specification. 

The possibilities for weight control in specification writing are unlimited, and it is beyond the scope of this discussion to present all of them. There are, however some applied and tested means for weight economy, now featuring some airplane designs, that should be considered during the preparation of any model specification. An Article of this nature is necessarily limited to generalities concerning these outstanding airplanes. 

Many items presented herein may appear to involve airplane design more than specification writing. It is desired, however, to emphasize the fact that the design of the airplane is crystallized during the preparation of the model specification. In conjunction, it is desired to stress the doctrine that weight control must be in operation during this early stage of aircraft design.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0028,

title = {28. The Calculation of Density},

author = {J E Ayers},

url = {https://www.sawe.org/product/paper-0028},

year  = {1943},

date = {1943-09-01},

booktitle = {3rd Dinner Meeting of the New Orleans Chapter of the Society of Aeronautical Weight Engineers, Inc., September 20, 1943},

pages = {9},

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

address = {New Orleans, Louisiana},

abstract = {The purpose of this discussion is to present a method for computing specific gravity and density for alloys and certain other mixtures of chemical elements and/or compounds. 

Much current literature containing properties of materials often presents data on everything except that property which is of prime importance to the weight control engineer, i.e. specific gravity or density. This is particularly true in the case of the various specifications issued to control the quality of materials entering into the fabrication of articles contracted for by government procuring agencies. 

The method for determining specific gravity and density presented herein is not applicable to materials in which chemical elements or chemical compounds react with one another to form another chemical compound. In other words, the method is applicable only to materials which are alloys and mixtures whose uniting of constituents does not develop any chemical reaction, or develops only a negligible chemical reaction.},

keywords = {07. Section Properties},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0027,

title = {27. The Significance of Weight Control},

author = {J E Ayers},

url = {https://www.sawe.org/product/paper-0027},

year  = {1943},

date = {1943-05-01},

booktitle = {1st Dinner Meeting of the New Orleans Chapter of the Society of Aeronautical Weight Engineers, Inc., May 7, 1943},

pages = {7},

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

address = {New Orleans, Louisiana},

abstract = {The intent of this discussion is to outline, briefly, the purpose and significance of weight and balance control to those who are just being introduced to it, and to emphasize the importance of weight control to those who may be over1ooking its far-reaching influences. 

The chief purpose of weight and balance control is to develop a more efficient machine. The proper execution of this control results in a multitude of benefits. These benefits may be grouped under five main headings, which are listed here in the order of their importance for aircraft design. 

(a) Improved safety 

(b) Greater load carrying capacity 

(c) Reduced manufacturing costs 

(d) Lower operating costs 

(e) smaller investment costs},

keywords = {29. Weight Value-Of-Pound},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0026,

title = {26. Weight Control Organization for Manufacturers},

author = {C G Peterson},

url = {https://www.sawe.org/product/paper-0026},

year  = {1943},

date = {1943-01-01},

booktitle = {1943},

pages = {4},

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

address = {,},

abstract = {The question of how weight can best be controlled presents itself with the inception of each new design. In most companies today the answer lays in routine procedure but the question is nevertheless present. As far back as 1928 we have records which reveal the serious consideration given to programs. These procedures varied considerab1y among the companies but as more experience was gained there was an unconscious trend toward a common system which is based on sold fundamentals. This procedure is adhered to more or less persistently from project to project but is tempered with refinements as their advisability becomes apparent. 

The purpose of the procedure is to control the weight of the project so that it will not exceed, upon completion, the estimate included in the original specification.},

keywords = {16. Weight Engineering - Organization},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0019,

title = {19. The Elements of Field Weight and Balance Control},

author = {J E Ayers},

url = {https://www.sawe.org/product/paper-0019},

year  = {1943},

date = {1943-01-01},

booktitle = {1943},

pages = {109},

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

abstract = {Who is going to control, capably, the weight and balance of tens of thousands of airplanes a year? A suitable answer to that question is a mere detail among many, but never-the-less an important factor in winning this war. In it lies the key to more efficient airplane operations; in it lies the key to an appreciable reduction of the too frequent that waste and destroy life, aircraft, equipment, and training. It can not be denied that these assets are the items the hardest to obtain or to replace, the items most needed, and among the keys that will unlock some of the many doors that lead to victory. 

During 1942 some military organizations gave a few short courses in field weight and balance control to a hundred or so of their personnel. These courses provided a few instructors for subsequent classes to be conducted and a few personnel with a working knowledge of field weight and balance control for some of the more active bases. In spite of this excellent start, there is still, however, a great need for the training of more weight and balance engineers for the operational control of military aircraft. 

Realizing the serious lack of such knowledge and the critical shortage of weight and balance personnel, a series of papers on field weight and balance control was prepared, endeavoring to cover the problems encountered after the airplane has left the factory. The material was first written as a textbook to be used in conjunction with a series of lectures given during training courses for weight and balance officers. Experience in the field, however, indicates that a wider dissemination of this knowledge would be a great overall aid to the situation. There are many personnel who need it that will never take the officer's course. Therefore these articles are now published for the benefit of all who will take the trouble to study them. 

In large airplanes, with a disposable load capacity running into several tons, how to distribute the load so as to arrive at a safe and economical C.G. position, or how and which items to shift to achieve safe and optimum load distribution, becomes an important problem - the one with which these articles are concerned.},

keywords = {01. Aircraft Loading - General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0025,

title = {25. The Effect of Overload and Unbalance on Long Range Operation},

author = {J B Childers},

url = {https://www.sawe.org/product/paper-0025},

year  = {1943},

date = {1943-01-01},

booktitle = {1943},

pages = {10},

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

address = {,},

abstract = {Since the beginning of this war, an increased demand for longer range, more endurance and greater load carrying ability has been forced on aircraft designed for much shorter distances and smaller loads. The number of fatal crashes resulting from this demand quickly convinced the Air Forces of the fallacy of overloading and unbalancing their ships. However, since the problem of increasing the useful load is very acute, our aircraft are still overloaded in many cases, almost to the critical point, from the standpoint of stability. 

This type of loading and its effect on long range operation is the subject with which this report is concerned. The purpose of this report is not to present an involved aerodynamic and mathematical analysis of the variation of range with weight, but rather to more or less give those directly and indirectly concerned with this problem an inkling of the fundamental theory involved and illustrate how serious the results of overloading can become on the range of modern bombers.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0024,

title = {24. Wood Can Save Weight},

author = {J M Jacobson},

url = {https://www.sawe.org/product/paper-0024},

year  = {1942},

date = {1942-08-01},

booktitle = {Baltimore Chapter of the Society of Aeronautical Weight Engineers, August 6, 1942},

pages = {13},

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

address = {Baltimore, Maryland},

abstract = {Many recent articles have described a marvelous new material from which airplanes may be constructed at great savings in cost and weight. This material has been called 'plastic'. To my knowledge, no airplane has ever been constructed of any plastic. The term is mistakenly used for plywood glued with the newer synthetic resin glues. I have purposely used the word 'wood' rather than 'plastic' in the title of this talk because all of the so-celled plastic airplanes have actually been manufactured of the same material which has been used in aircraft manufacture ever since the Wright Brothers. 

Two things have contributed to the renewed interest in this material. First, the large increase in aircraft construction has resulted in shortages of the necessary metals. Second, the synthetic resin glues have made the assembly of wood parts simpler and more durable. 

The purpose of this talk is to show that in substituting wood construction for metal, there is no need to take any penalty in weight. In fact, for equivalent strength and stiffness, it is frequently possible to show appreciable weight reduction by proper design. That such weight reduction has not always been evident is chiefly due to the fact that sufficient care and research has not been taken to assure efficient design. The study of the use of wood for aircraft has been in the doldrums since the event of the all-metal airplane. 

With the great increase in the use of wood which has been forced on the aircraft industry by lack of metal, a restudy of the application of this original structural material is being made in the light of modern theory. A large amount of research and testing is in progress both as to manufacturing processes and strength which is gradually yielding results in lighter structure.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0018,

title = {18. The Importance of Weight Control in Airline Operation},

author = {C Froesch},

url = {https://www.sawe.org/product/paper-0018},

year  = {1942},

date = {1942-04-01},

booktitle = {Baltimore Chapter of the Society of Aeronautical Weight Engineers, April 10, 1942},

pages = {10},

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

address = {Baltimore, Maryland},

abstract = {The control of empty weight is just as important after a transport airplane has been delivered by the manufacturer to its operator as it was during its design, testing and production stages, because it is obvious that the maximum revenue obtainable during its useful life depends upon the retainment of its highest permissible ratio of useful load to gross weight, all other factors and characteristics being equal. 

However, the designer must not originally achieve maximum load carrying capacity at the expense of marginal structures or lack of rigidity, which later on would demand excessive maintenance and heavy reinforcements. 

The penalty to the air transport operator caused by excessive empty weight can be best emphasized by stating that on Eastern Air Lines, for instance one hundred pounds of payload is worth approximately $1,650.00 of revenue per year. 

Nevertheless, and in spite of close watch of airplane empty weight, a gradual increase almost invariably occurs with any particular type of transport aircraft over a period of years in scheduled operation. Such weight increase can be segregated into three categories which are listed as follows: 

(1) Weight increases demanded by safety. These include reinforcements of structural members found to be necessary in service, additions in radio equipment, fire protection, oxygen equipment, and so on 

(2) Weight increases to reduce maintenance, such as the use of heavier tires, cactus-proof tubes, removable panels and heavier gauge sheet metal for cowling removed at regular intervals. 

(3) Weight increases to improve passenger comfort. This includes changes in cabin appointments, food service, lavatory facilities, heavier carpets, exterior painting, and so on.},

keywords = {26. Weight Growth},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0021,

title = {21. Engineering Progress and Cost Control},

author = {E E Roberts},

url = {https://www.sawe.org/product/paper-0021},

year  = {1942},

date = {1942-04-01},

booktitle = {2nd National Meeting, Palmer House, Chicago, Illinois, April 27-29, 1942},

pages = {7},

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

address = {Chicago, Illinois},

abstract = {An efficient cost control program is vital to the financial existence of the aircraft manufacturer. This, it is believed, is a business maxim the principles of which are a major factor in guaranteeing the consistency of expected profits. In the design and fabrication of aircraft there has been introduced in comparatively recent years a much emphasized and constantly increasing program that of weight control. Analysis shows to a surprising degree the intimate relationship that exists between the respective functions of cost and weight control. Aided by whatever means are at hand, cost control first estimates the total cost of the airplane to be built, breaks this figure down into its component parts, and then sets up a recording system to regulate the expenditure so that the desired results may be obtained. Just so does the weight control engineer first estimate the gross weight of the model to be designed, then budget this figure according to the group breakdown of the particular airplane, and finally draft and execute a procedure for controlling the final weight so that the performance guarantees may be met. Cost control is concerned with dollars; weight control, pounds.},

keywords = {17. Weight Engineering - Procedures},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0022,

title = {22. Preliminary Design Equations for Aircraft Weight Estimation},

author = {W Semion},

url = {https://www.sawe.org/product/paper-0022},

year  = {1942},

date = {1942-04-01},

booktitle = {2nd National Meeting, Palmer House, Chicago, Illinois, April 27-29, 1942},

pages = {11},

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

address = {Chicago, Illinois},

abstract = {If some of the existing experimental designs had been more accurately weight predicted early in the stages of design, a good many serious design mistakes would have been averted, and more accurate prediction of performance would have been possible. 

The random methods of weight estimation may be referred to as wishful thinking. The great tendency to underestimate the weight on new aircraft has a duel origin. First of all, the customer wants a very light and very efficient aircraft; secondly, the manufacturer wishes to sell the customer a very light and very efficient aircraft. In spite of good intentions and in spite of continuous efforts of the weight control engineers, the very light aircraft is never built. Due to highly optimistic methods of weight estimation, the weight increases at a certain rate during the process of design and sooner or later it is discovered to everyone's dismay, that the original estimated weight and center of gravity location are superseded by more menacing figures. 

The program of rigid weight economy during the process of detail design can be conducted independently of the original estimated weight. Honest weight estimation would help to avert costly redesigns on production models.},

keywords = {11. Weight Engineering - Aircraft Estimation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0023,

title = {23. The Value of a Pound},

author = {J E Ayers},

url = {https://www.sawe.org/product/paper-0023},

year  = {1942},

date = {1942-04-01},

booktitle = {2nd National Meeting, Palmer House, Chicago, Illinois, April 27-29, 1942},

pages = {44},

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

address = {Chicago, Illinois},

abstract = {The purpose of this investigation is to develop equations by which the value of a pound eliminated, or 'saved,' by aircraft weight control can readily be computed by the consideration of certain variables. By aircraft weight control is meant the achieving of designs of the lightest weight possible but yet compatible with other aeronautical engineering considerations. In aircraft design there is a constant need of an equitable yardstick by which important decisions upon design refinement, and redesign for weight reduction, can readily be evaluated, and the author proposes the following mathematical developments as a criterion of the economics of eliminating a pound. 

It is also believed that the findings of this investigation could possibly be employed by air transport operators when evaluating the addition or removal of certain air carrier accessories or equipment. Furthermore, it is possible that the manufacturers and operators of other means of transportation, who are now showing a degree of weight consciousness, may find some material for reflection in this investigation.},

keywords = {29. Weight Value-Of-Pound},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0017,

title = {17. Applications of Psychology to Weight Control},

author = {W A Martin},

url = {https://www.sawe.org/product/paper-0017},

year  = {1942},

date = {1942-03-01},

booktitle = {17th Dinner Meeting of the Los Angeles Chapter, Western Division of the Society of Aeronautical Weight Engineers, Inc., Los Angeles, California, March 13, 1942},

pages = {5},

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

address = {Los Angles, California},

abstract = {Originally, each Weight Control Section had one basic duty which was very clear-cut and well defined. It was that each member make every effort to assure maximum lightness, compatible with good design, of the airplane to which he was assigned. Since that inception, however, the phenomenal expansion of the various Engineering Departments has resulted in a great increase in the duties of the Weight Control Sections and a marked widening of the scope of their activities. 

This necessitated the addition of a number of new men and an increase in the responsibilities of the older engineers. It is possible, in the light of these events, that everyone may not have maintained a concise working- knowledge of his primary duty in his present capacity. Consequently, the primary objective of this paper is to clarify this point by presenting, in general, some of the problems confronted while dealing with a design group in following a project through the various stages of design. The secondary objective is to point out that the effectiveness of the efforts of each individual in striving to perform his given tasks is largely dependent upon the constant application of tact and ingenuity.},

keywords = {17. Weight Engineering - Procedures},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0020,

title = {20. Wing Weight Estimating Simplified},

author = {C R Englebry},

url = {https://www.sawe.org/product/paper-0020},

year  = {1942},

date = {1942-01-01},

booktitle = {1942},

pages = {6},

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

abstract = {The wing weight formula derived in S.A.W.E. Paper No. 8 was presented in its original form as a result of a series of simple steps and logical assumptions. These simple steps and logical assumptions, however, resulted in a long, complex formula. As a result of numerous comments made on this complex formula, this paper his been written as concise as possible to simplify the use of this estimating method and to broaden its scope in evaluating the various design features of airplane wings.},

keywords = {23. Weight Engineering - Structural Estimation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0009,

title = {9. Aircraft Balancing and Center of Gravity Control},

author = {W A Semion},

url = {https://www.sawe.org/product/paper-0009},

year  = {1942},

date = {1942-01-01},

booktitle = {16th Dinner Meeting of the Los Angeles Chapter, Western Division of the Society of Aeronautical Weight Engineers, Inc., Los Angeles, California, January 16, 1942},

pages = {13},

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

address = {Los Angles, California},

abstract = {Proper airplane balancing and center of gravity location is one of the basic factors which insure successful design. Due to external and internal forces, and moments acting upon the airplane in flight, its motion is performed about its center of gravity. The equations of motion and of static and dynamic stability of the aircraft take into consideration its weight and center of gravity location, as well as mass moment of inertia. All factors combined affect the aerodynamic performance and the load carrying capacity of the aircraft. 

Both the weight and the center of gravity, if roughly estimated, are subject to considerable variation. As the design progresses, the weight, in the great majority of cases, increases at a certain rate, while the center of gravity has a considerable tendency to shift toward the tail. 

Inasmuch as the proper longitudinal, or fore and aft, center of gravity location plays the most important part in the aircraft design and operation, the vertical center of gravity location, even though significant, is far less important. 

The center of gravity of an airplane may travel within short limits (several inches) determined by the actual flight testing. In the design stage, it is possible to set a conservative limit as to the range of CG travel on the basis of wind-tunne1 test data. 

This paper offers a list of practical suggestions that may be used by the airplane designer or aircraft weight control engineer as well as by the operator, whether military or commercial. Some of the listed means of aircraft balancing and center of gravity control are applicable strictly to aircraft that are in the process of design, while others can be app1ied to the airplanes in actual service, as well as to the ones still on the drafting board. At times it is necessary to combine several of these means in order to avoid weight penalty and to correct the unbalanced condition of the aircraft.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0016,

title = {16. Weight Saving by Cleaning Aircraft},

author = {R E Sargent},

url = {https://www.sawe.org/product/paper-0016},

year  = {1941},

date = {1941-12-01},

booktitle = {Dinner Meeting of the Philadelphia Chapter, Society of Aeronautical Weights Engineers, December 12, 1941},

pages = {48},

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

address = {Philadelphia, Pennsylvania},

abstract = {Tonight's talk on Weight Saving by Cleaning Aircraft prompts only one question in my mind. Why should aircraft be cleaned? The answers are too numerous and for that reason we shall restrict them purely to their relationship to weight. To an outsider the commercial airlines are more weight conscious as they have determined the approximate value of their payload pound or its potential earning power for a period of a year to be $55 per ship. 

They further estimate the average gross weight of a D. C. 3 is 24,000 pounds. 

Empty 16,000 pounds 

Useful Weight 8,000 pounds 

Payload Weight 4,000 pounds 

To better appreciate the value of their $55 pounds, subtract 50 pounds from their payload and then multiply it by 55; and you will readily see how fast $2,750.00 can be lost in revenue.},

keywords = {26. Weight Growth},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0011,

title = {11. The Messerschmitt 110 - Details of Germanys Mass Production Fighter},

author = {J E Thompson},

url = {https://www.sawe.org/product/paper-0011},

year  = {1941},

date = {1941-11-01},

booktitle = {15th Dinner Meeting of the Los Angeles Chapter, Western Division of the Society of Aeronautical Weight Engineers, Inc., Los Angeles, California, November 14, 1941},

pages = {7},

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

address = {Los Angles, California},

abstract = {The Messerschmitt Me 110 long-range fighter is an airplane designed for 'blitzkrieg production' as well as blitzkrieg warfare. A brief examination reveals that its designers gave careful attention to the basic factors governing mass production practicability and economy - design simplification; e1imnation of close limits and clearances; practical assemblies, and installations; and a minimum variety or structural shapes and sheet gages. Examination reveals that this airplane lacks nothing that a high-grade military airplane should possess. Its performance is good; armament heavy; instruments and controls are adequate. Long and short-wave CW and phone radio equipment is provided. 

Production economy has largely been achieved by loosening up manufacturing limits as much as possible by ingenious design. Interchangeability of wing fillets is a troublesome prob1em in aircraft production, as it is necessary to hold close dimensional limits on the attachment screw holes in a part that is curved in three dimensions, and extremely flexible. This problem is solved by piercing large attachment holes in the fillet itself, and using attachment strips that clamp the fillet edges between strip and wing or fuselage. This design permits drilling of attaching screw holes in strips and wing or fuselage with matched drill-jigs to insure perfect alignment, and the large holes in the, fillet itself permit considerable dimensional variation of this part. 

A similar problem of dimensional variations between ring tips and panels is met by special washers, screwed down over attaching holes in the skin. The attaching holes in the tips are large enough to compensate for variations in the location of mating holes in either section of the wing. 

An unusual design permits considerb1e fore-and-aft and vertical adjustment of the nose-section wing fittings for alignment at final assembly. The fitting mounting face and pad are finely serrated, and the mounting bolt holes are oversize to permit adjustment of the fitting – with shear loads being transmitted through the serrations, rather that through the bolts.},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0014,

title = {14. Weight Predictor},

author = {C Merrell},

url = {https://www.sawe.org/product/paper-0014},

year  = {1941},

date = {1941-11-01},

booktitle = {Reprint of Article Appearing in the November, 1941 Issue of BOEING NEWS},

pages = {5},

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

abstract = {Swami Anderson sits quietly at his table gazing intently at a three-view drawing. Occasionally he leans back and peers into the smoke rising from his pipe. He mutters softly to himself, 'Truss spar — monocoque – .064 skin pay load – rear gunner – twin tail —-'. 

Now and then he frowns and grabs his slide rule for a few quick calculations. Eventually he leans back easily in his chair and a look of satisfaction smoothes his furrowed brow. He has looked far into the future and is now about to predict the detailed weight of an airplane which is as yet only pretty picture. 

It isn't long, though, before his serenity is shattered. Soon the Sales Department's phoning from Washington, D.C. 

'Hey, listen,' a voice complains to Engineering, 'we're not selling aluminum. The customer wants some payload in this airplane. If you can't pare the weight down, we can't get the contract.'},

keywords = {11. Weight Engineering - Aircraft Estimation},

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}

}