SAWE Technical Papers

@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{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{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{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{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{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{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{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{0010,

title = {10. Calculation of Landing Gear and Hydraulic System Weights},

author = {Harold W Adams},

url = {https://www.sawe.org/product/paper-0010},

year  = {1941},

date = {1941-05-01},

booktitle = {12th Dinner Meeting of the Los Angeles Chapter, Western Division of the Society of Aeronautical Weight Engineers, Inc., Los Angeles, California, May 23, 1941},

pages = {9},

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

address = {Los Angles, California},

abstract = {In the first section of his paper Mr. Adams discusses the effect of hydraulic pressure on the weight of hydraulic systems. Graphs are then used to i1lustrate this re1ationship for various tubing sizes and materials. Another graph also shows the effect of pressure on weight of steel hydraulic cy1inders, and the weight penalty caused by impractical machining of thin wall cylinders. 

The second section presents simple methods of estimating weights of tires, wheels, and brakes. 

A method of calculating tire weights from known weights of geometrically similar tires is given in addition to methods of estimating weights for tires of unknown characteristics on the basis of load arid inflation pressure. 

Wheel weight estimates by moans of a constant for various typos of tires is another discussed. 

Weights of brake drums are calculated by determining heat input and amount of material necessary to absorb and dissipate this heat. Brake weights are estimated as a function of drum weights.},

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

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{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{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{0015,

title = {15. Organization for Weight Control},

author = {J E Ayers},

url = {https://www.sawe.org/product/paper-0015},

year  = {1941},

date = {1941-01-01},

booktitle = {1941},

pages = {14},

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

address = {,},

abstract = {From a study of how various aircraft manufacturers delegate and conduct weight control the writer herein sets forth an organization scheme for complete and efficient weight control over the design and manufacture of aircraft. With no more than slight modification the scheme is possibly adaptable to weight control over the design and manufacture of other craft and vehicles. 

In weight control, as in all other endeavor, the first step toward organization is to recognize the importance of organization. Control over weight does not just happen - it has to be planned and must be executed through proper channels. Where no organization for weight control exists there will be no control over weight. Even the cleverest weight engineer in the industry must have a prescribed routing for his ideas arid a system for getting them into effect that includes authority parallel to his responsibilities. 

A logical manner in which to plan an organization is to determine what is most important and then give each function a place in the scale deserving of its importance. In design there must be some supreme authority, therefore a chief engineer, or a vice-president in charge of engineering, is delegated with power to dictate policies and arbitrate major controversies within the engineering department. This chief engineering executive, or his delegated staff assistant, must be weight conscious and as equally sympathetic toward weight control as he is toward other engineering considerations, or no weight control can be exercised.},

keywords = {16. Weight Engineering - Organization},

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{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}

}

@inproceedings{0004,

title = {4. The Weight Engineer and the Flutter Problem},

author = {P E Bisch},

url = {https://www.sawe.org/product/paper-0004},

year  = {1941},

date = {1941-03-01},

booktitle = {11th Dinner Meeting, Melody Lane Cafe, Hollywood, California, March 14, 1941},

pages = {5},

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

address = {Hollywood, California},

abstract = {Mr. Bisch first defines and illustrates several fundamental cases of vibration. An explanation of the particular case of vibration as set up in the flutter of wing or tail and how actual flutter is caused follows. 

The second phase of the paper is an outline of the information required by the flutter engineer from the weight engineer and how this may be obtained. 

An estimate for the time required to obtain the necessary weight data is given and this along with the procedure should prove very helpful when dealing with flutter problems.},

keywords = {22. Weight Engineering - Structural Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0005,

title = {5. Relationship of Identification Numbers to Weight and Cost Control},

author = {D R Watson},

url = {https://www.sawe.org/product/paper-0005},

year  = {1941},

date = {1941-03-01},

booktitle = {2nd Dinner Meeting of the Philadelphia Chapter, Society of Aeronautical Weights Engineers, Philadelphia, Pennsylvania, March 31, 1941},

pages = {6},

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

address = {Philadelphia, Pensyalvania},

abstract = {This discussion is intended to be helpful in achieving coordination of the various departments to save time and to obtain uniformity. Numbers are used for two important purposes, namely, to indicate a quantity and to identify. Both uses are extremely important to the Aircraft Weight Engineer. A number is used to indicate the weight of an article. A group of numbers is used to identify the article and each individual homogeneous piece of material used in its fabrication. The identification numbers may be merely serial or consecutive; or they may be selected numbers which have a two-fold purpose, namely, to servo as a classifying medium as well as a serial number. This paper is prepared to illustrate the inherent value of the latter.},

keywords = {17. Weight Engineering - Procedures},

pubstate = {published},

tppubtype = {inproceedings}

}