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6. The Present Status of Beryllium Scott, L L In: 1st National Meeting, Hotel Van Cleve, Dayton, Ohio, February 25-28, 1941, pp. 11, Society of Allied Weight Engineers, Inc., Dayton, Ohio, 1941. Abstract | Buy/Download | BibTeX | Tags: 27. Weight Reduction - Materials 7. Predetermination of Weight Efficiency Cole, D M; Hutchinson, S J In: 12th Dinner Meeting of the Los Angeles Chapter, Western Division of the Society of Aeronautical Weight Engineers, Inc., Los Angeles, California, May 23, 1941, pp. 19, Society of Allied Weight Engineers, Inc., Los Angles, California, 1941. Abstract | Buy/Download | BibTeX | Tags: 23. Weight Engineering - Structural Estimation 8. A Practical Method for Wing Weight Estimation Englebry, C R In: 13th Dinner Meeting of the Los Angeles Chapter, Western Division of the Society of Aeronautical Weight Engineers, Inc., Los Angeles, California, July 18, 1941, pp. 15, Society of Allied Weight Engineers, Inc., Los Angles, California, 1941. Abstract | Buy/Download | BibTeX | Tags: 23. Weight Engineering - Structural Estimation Ayers, J E In: 5th Dinner Meeting of the Society of Aeronautical Weight Engineers at Santa Monica, California, March 15, 1940, pp. 12, Society of Allied Weight Engineers, Inc., Santa Monica, California, 1940. Abstract | Buy/Download | BibTeX | Tags: 22. Weight Engineering - Structural Design 2. Airplane Weight and Balance Control Shatto, S In: 16th Semi-Annual Engineering and Maintenance Conference Air Transport Association of America, Hotel St. Paul, St. Paul, Minnesota, July 15-17, 1940, pp. 11, Society of Allied Weight Engineers, Inc., St. Paul, Minnesota, 1940. Abstract | Buy/Download | BibTeX | Tags: 03. Center Of Gravity1941
@inproceedings{0006,
title = {6. The Present Status of Beryllium},
author = {L L Scott},
url = {https://www.sawe.org/product/paper-0006},
year = {1941},
date = {1941-02-01},
booktitle = {1st National Meeting, Hotel Van Cleve, Dayton, Ohio, February 25-28, 1941},
pages = {11},
publisher = {Society of Allied Weight Engineers, Inc.},
address = {Dayton, Ohio},
abstract = {From the time in the early 1920's that metallic beryllium was first available in very small quantities in this country, the element has been surrounded with fantastic stories crediting it with almost unachievable properties. Being one of the lightest of the metallic elements; in fact occupying the fourth place of the periodic system, preceded only by hydrogen, helium and lithium and yet having a reputed modulus some thirty percent higher than steel, early experimenters made fabulous claims concerning its extraordinary virtues in light metal alloys. Reading one of the first United States patents pertaining to beryllium is enough to make a modern airplane designer's mouth water with anticipation. According to this patent dated March 16, 1920, beryllium could be readily melted with aluminum to form alloys of extreme lightness, combined with high rigidity, tensile strength and resistance to heat and oxidation, which were of great importance in construction of machines for aerial navigation: and for the moving parts of high speed mechanisms, such as for example, pistons of gasoline engines. The wondermetal, beryllium, was even said to alloy with lithium to make a high strength oxidation resistant and corrosion resistant alloy with a specific gravity of about 1.5. Amazing alloys of beryllium and magnesium were also claimed, which were to produce untold wonders in the mechanical world.
Unfortunately, many of these loose statements have permeated the popular scientific literature on metallurgical subjects over the past fifteen years, and even today many persons not closely familiar with the subject think of beryllium as a mystery metal, currently used in some secret manner in the aviation industry. In 1930 one of the prominent engineering magazines stated that if beryllium was available in quantity, an airplane then carrying 4500 pounds of payload could carry 7550 pounds, or about l6 additional passengers. As late as February 1940, an article in the Los Angeles Times reported that any prospector finding a deposit containing 500.000 tons of recoverable beryllium ore could get a check for a million dollars from some airplane factory owner.
As a matter of fact, it is not as a light metal, nor as an ingredient of light metal alloys that beryllium has achieved industrial prominence. Although the element does have a low specific gravity, approximately 1.8, and an indicated Young's modulus of elasticity in the order of 40,000.000 psi, the pure metal is still more or less a relatively expensive laboratory curiosity.},
keywords = {27. Weight Reduction - Materials},
pubstate = {published},
tppubtype = {inproceedings}
}
Unfortunately, many of these loose statements have permeated the popular scientific literature on metallurgical subjects over the past fifteen years, and even today many persons not closely familiar with the subject think of beryllium as a mystery metal, currently used in some secret manner in the aviation industry. In 1930 one of the prominent engineering magazines stated that if beryllium was available in quantity, an airplane then carrying 4500 pounds of payload could carry 7550 pounds, or about l6 additional passengers. As late as February 1940, an article in the Los Angeles Times reported that any prospector finding a deposit containing 500.000 tons of recoverable beryllium ore could get a check for a million dollars from some airplane factory owner.
As a matter of fact, it is not as a light metal, nor as an ingredient of light metal alloys that beryllium has achieved industrial prominence. Although the element does have a low specific gravity, approximately 1.8, and an indicated Young's modulus of elasticity in the order of 40,000.000 psi, the pure metal is still more or less a relatively expensive laboratory curiosity.@inproceedings{0007,
title = {7. Predetermination of Weight Efficiency},
author = {D M Cole and S J Hutchinson},
url = {https://www.sawe.org/product/paper-0007},
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 = {19},
publisher = {Society of Allied Weight Engineers, Inc.},
address = {Los Angles, California},
abstract = {The stress-weight ratio has often boon used to make such comparisons. This is permissible with the simpler types of loadings, such as pure tension or compression, but as more complicated 1oadings are encountered the ratio gives fallacious resu1ts. Some types of stresses depend entirely on the ratio of Young's Modulus to density, others on a function of the stress-weight ratio and a dimension. It can be seen from those facts that using only the stress-weight ratio for comparison does not always lead to a correct evaluation of the weight efficiency of a material.},
keywords = {23. Weight Engineering - Structural Estimation},
pubstate = {published},
tppubtype = {inproceedings}
}
@inproceedings{0008,
title = {8. A Practical Method for Wing Weight Estimation},
author = {C R Englebry},
url = {https://www.sawe.org/product/paper-0008},
year = {1941},
date = {1941-07-01},
booktitle = {13th Dinner Meeting of the Los Angeles Chapter, Western Division of the Society of Aeronautical Weight Engineers, Inc., Los Angeles, California, July 18, 1941},
pages = {15},
publisher = {Society of Allied Weight Engineers, Inc.},
address = {Los Angles, California},
abstract = {In this paper Mr. Englebry states the need of a relative quick and accurate method of estimating the weight of the wing consistent with design criteria.
He outlines the effect of various items influencing the weight of the wing and develops a basic formula whereby all conditions are considered.
A chart is given tabulating the information necessary to plot estimation curves for any particular of wing construction, whereby quick estimates can be made for wings of similar construction. Curves are plotted for wings constructed by Lockheed Aircraft Corporation.
The problem of estimating wing weights is a very complex one, for no other major structural item of an airplane has so many varying factors that affect weight. There is a definite need for an estimating method, based on these varying factors that can be applied to any type of wing with reasonable accurate results. The attack of the problem must be based, however, on logic and be as simple as possible within the limits of reasonable accuracy. In other words, a compromise should be made between the simplest method of wing estimation, an estimate based on a similar model already constructed, and the most complex method, a complete stress analysis of the wing.
The purpose of this article is to present a method of wing weight estimation that is logical, practical, accurate, and, although complex in its derivation, simple to apply. Basically, the method was evolved from an equation of the bonding material required to sustain the air loads. It is applicable to all types of airplanes, and accounts for weight variations due to wing loading, span, thickness, taper ratio, load factor, and material. This method is also adaptable for use with particular types of structure instead of particular types of airplanes. Essentially, this means that a broader scope of estimates can be made; for most modern airplanes employ similar typos of wing structure.},
keywords = {23. Weight Engineering - Structural Estimation},
pubstate = {published},
tppubtype = {inproceedings}
}
He outlines the effect of various items influencing the weight of the wing and develops a basic formula whereby all conditions are considered.
A chart is given tabulating the information necessary to plot estimation curves for any particular of wing construction, whereby quick estimates can be made for wings of similar construction. Curves are plotted for wings constructed by Lockheed Aircraft Corporation.
The problem of estimating wing weights is a very complex one, for no other major structural item of an airplane has so many varying factors that affect weight. There is a definite need for an estimating method, based on these varying factors that can be applied to any type of wing with reasonable accurate results. The attack of the problem must be based, however, on logic and be as simple as possible within the limits of reasonable accuracy. In other words, a compromise should be made between the simplest method of wing estimation, an estimate based on a similar model already constructed, and the most complex method, a complete stress analysis of the wing.
The purpose of this article is to present a method of wing weight estimation that is logical, practical, accurate, and, although complex in its derivation, simple to apply. Basically, the method was evolved from an equation of the bonding material required to sustain the air loads. It is applicable to all types of airplanes, and accounts for weight variations due to wing loading, span, thickness, taper ratio, load factor, and material. This method is also adaptable for use with particular types of structure instead of particular types of airplanes. Essentially, this means that a broader scope of estimates can be made; for most modern airplanes employ similar typos of wing structure.1940
@inproceedings{0001,
title = {1. Weight Economy},
author = {J E Ayers},
url = {https://www.sawe.org/product/paper-0001},
year = {1940},
date = {1940-03-01},
booktitle = {5th Dinner Meeting of the Society of Aeronautical Weight Engineers at Santa Monica, California, March 15, 1940},
pages = {12},
publisher = {Society of Allied Weight Engineers, Inc.},
address = {Santa Monica, California},
abstract = {This discussion is intended to be helpful in achieving a maximum of weight economy.
On the following page is a check-off list that could be applied, in part or in its entirety, to each drawing before release.
A short discussion of the items of the check-off list follows in the succeeding pages. To facilitate cross reference the divisions of the discussion are identical with the subject items of the check-off list.},
keywords = {22. Weight Engineering - Structural Design},
pubstate = {published},
tppubtype = {inproceedings}
}
On the following page is a check-off list that could be applied, in part or in its entirety, to each drawing before release.
A short discussion of the items of the check-off list follows in the succeeding pages. To facilitate cross reference the divisions of the discussion are identical with the subject items of the check-off list.@inproceedings{0002,
title = {2. Airplane Weight and Balance Control},
author = {S Shatto},
url = {https://www.sawe.org/product/paper-0002},
year = {1940},
date = {1940-07-01},
urldate = {1940-07-01},
booktitle = {16th Semi-Annual Engineering and Maintenance Conference Air Transport Association of America, Hotel St. Paul, St. Paul, Minnesota, July 15-17, 1940},
pages = {11},
publisher = {Society of Allied Weight Engineers, Inc.},
address = {St. Paul, Minnesota},
abstract = {(As taken from Part I of proceedings of Engineering and Maintenance Conference of the Air Transport Association of America at St. Paul, Minnesota on July 15, 16 and 17, 1940)
I shall give you a resume of Weight Control Procedure which we have prepared by thoroughly studying some of the other operators and visiting airplane manufacturers. The importance of weight control has been very evident in the past few years; all operators are wanting to carry the maximum pay-load possible at all times. It is accurate weight control that makes it possible.
The object of Weight Control, both from the viewpoint of the air carrier and from that of the Civil Aeronautics Authority, is the same, namely, to know at all times the actual load condition of the aircraft. It is true, however, that the reasons for requiring this information differ as considered by the Authority and the air carrier.},
keywords = {03. Center Of Gravity},
pubstate = {published},
tppubtype = {inproceedings}
}
I shall give you a resume of Weight Control Procedure which we have prepared by thoroughly studying some of the other operators and visiting airplane manufacturers. The importance of weight control has been very evident in the past few years; all operators are wanting to carry the maximum pay-load possible at all times. It is accurate weight control that makes it possible.
The object of Weight Control, both from the viewpoint of the air carrier and from that of the Civil Aeronautics Authority, is the same, namely, to know at all times the actual load condition of the aircraft. It is true, however, that the reasons for requiring this information differ as considered by the Authority and the air carrier.