SAWE Technical Papers

@inproceedings{2166,

title = {2166. KLM's Passenger Weighing Survey},

author = {E R Galjaard},

url = {https://www.sawe.org/product/paper-2166},

year  = {1993},

date = {1993-05-01},

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

pages = {39},

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

address = {Biloxi, Mississippi},

abstract = {The reappraisal of the standard passenger weights currently in use in Europe was prompted by a Joint Aviation Requirement (JAR) issued by the Joint Aviation Authorities (JAA). The JAA, which developed by informal collaboration among European civil aviation authorities in the 1970s, has been officially recognized by the European Civil Aviation Conference (ECAC) since 1989. Since this date, the development, approval, and introduction of JARs has been regulated at an international level. Any ECAC state may join the JAA by ratifying these regulations. The interest of the various air carriers in Europe is represented in the JAA and its working groups and committees by the Association of European Airlines. The main section of JAR OPS 1-4,097, ''Mass values for passenger and baggage,'' contains standard weights to be used for weight calculation on loadsheets. Standard passenger weights vary according to the number of seats with which an plane is equipped. On an plane with more than 30 seats, for example, a standard weight of 84 kg (185 lb) for adult passengers should be used, This figure is higher than those currently used by most European carriers. However, JAR-OPS 1-4.097 also offers member states the option of using different standard weights from those prescribed, provided their accuracy and validity can be proved. KLM Royal Dutch Airlines has made use of this option, in association with the Dutch Civil Aviation Authority. Furthermore, the survey was conducted on request by the JAA standard weights study group. The survey results will be used by this group to obtain representative weights for the final JAA regulation. This paper presents the results of the passenger weighing survey performed by KLM in relation to the J AR OPS Furthermore, it presents the research to the most economical passenger weights related to payload.},

keywords = {01. Aircraft Loading - General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2165,

title = {2165. Stretching an Aircraft - A Case Study: Canadair Regional Jet},

author = {A R Read},

url = {https://www.sawe.org/product/paper-2165},

year  = {1993},

date = {1993-05-01},

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

pages = {13},

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

address = {Biloxi, Mississippi},

abstract = {This paper has been prepared to document the weight and balance data derived during the design and development of an aircraft stretch program. The aircraft under discussion is the Canadair Regional Jet, designed and manufactured by Canadair, a group of Bombardier, Inc. The Regional Jet is a stretch of the Challenger Executive Jet, incorporating (among other things) a fuselage plug 20 feet long, thereby increasing the overall length to 80 feet, The Regional Jet is designed to carry 50 passengers 1,650 statute miles at speeds of up to 530 MPH. Current configurations include 56 seat layouts and 18 seat executive passenger layouts. The prime directives stipulated at the beginning of the program were: Minimum Change and Minimum Cost These directives together with a very tight schedule limited the effectiveness (or power) of the weights group to ensure an efficient worthwhile optimization program. It was agreed then, with these directives in mind, that, based on the weight predictions at configuration freeze, a 10% allowance should be added to all new and major change components and that the resultant aircraft weight should be set as the specification weight. This paper describes how successful the 10% allowance was, where the significant increase originated, and during which phase they were induced, together with an overview of the aircraft balance and loadability characteristics.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2164,

title = {2164. A Net Performance Approach for Determining Scale Tolerance Needs},

author = {J G Hutton},

url = {https://www.sawe.org/product/paper-2164},

year  = {1993},

date = {1993-05-01},

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

pages = {15},

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

address = {Biloxi, Mississippi},

abstract = {This paper is a presentation of two items: A Net Performance Analysis approach as a tool and application of that tool to help understand scale tolerance limits. A Net Performance Analysis (NPA) is a procedure which measures performance variables' impact on the ability of an airplane to fly a mission. Having developed that, the impact of any one variable-scale tolerance in this case-can be quantitatively assessed. Results support the conclusion that scale tolerance has an order of magnitude smaller effect than any other flight variable in assuring mission success.},

keywords = {17. Weight Engineering - Procedures},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2163,

title = {2163. Aircraft Weight and Center of Gravity Scatter Band at Delivery},

author = {B Huber},

url = {https://www.sawe.org/product/paper-2163},

year  = {1993},

date = {1993-05-01},

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

pages = {36},

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

address = {Biloxi, Mississippi},

abstract = {The airlines are sometimes surprised and want to know why, at delivery, considerable differences occur in weight and center of gravity since the aircraft configuration definition has not changed. For example 400 to 500 kg differences have been observed on two A310s with an empty weight of about 80,000 kg at delivery. The analysis of the weight and center of gravity scatter for delivered aircraft has been made for all A310 and A320 aircraft delivered until the beginning of 1993, which cumulated in about 200 A310s and 400 A320s. The reasons for this scatter have been identified and quantified. Four reasons which explain generally the results of the statistical analysis made on A310 and A320 have been found to be of major concern : OEW determination Aircraft definition difference Variations in manufacturing Aircraft condition, which explain generally the results of the statistical analysis made on A310 and A320.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2162,

title = {2162. Basic Principles of Weight and Balance},

author = {G L Marion},

url = {https://www.sawe.org/product/paper-2162},

year  = {1993},

date = {1993-05-01},

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

pages = {9},

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

address = {Biloxi, Mississippi},

abstract = {Knowledge of the basic principles of weight and balance will lead to better understanding of aircraft loading. This should allow for the control of the Center of Gravity (CG) within the aircraft' s safe loading range. Controlling the CG within the safe loading range will have an effect on the pitching moment of the aircraft and thus an effect on induced drag. Effecting induced drag is relative to thrust setting and fuel burn. Shifting the CG as far aft as possible in the safe loading range could see reductions in fuel consumption ranging from ,05% to .2% for each percent mean aerodynamic chord (MAC) shift aft. Although the percentages may be small they are significant when considering total fleet fuel.},

keywords = {01. Aircraft Loading - General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2156,

title = {2156. Cost and Weight: When More is Less, and Less is More},

author = {R L Webb},

url = {https://www.sawe.org/product/paper-2156},

year  = {1993},

date = {1993-05-01},

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

pages = {18},

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

address = {Biloxi, Mississippi},

abstract = {Physical characteristics associated with proposed new products are often used as a basis for estimating their cost. In the aerospace industry in particular, parametric cost analysis (as this method is commonly called) is mostly used to develop rough order of magnitude estimates of alternative new systems during the conceptual development phase of the life cycle. Mass properties (weight) in particular have traditionally demonstrated a relatively high positive correlation to cost and have been utilized in developing parametric estimates. While the correlation between weight and cost is generally recognized, it is often misunderstood. In today's cost-conscious environment, weight-based parametric cost analyses have come under criticism as a means for estimating and comparing alternative systems. The criticisms center on two primary reasons. First, the positive correlation (increasing weight increases cost) appears to negate cost reduction approaches which trade increased weight for reduced cost, such as increased margins or using less expensive materials and fabrication processes. Second, using Cost Estimating Relationships (CERs) based on historical data necessarily reflects the high cost of current standard business practices. Estimating new systems using cost models based on old systems tends to perpetuate the current high cost environment in a circular trap of self fulfilling prophecies. By itself, the estimating process leaves no room for the injection of cost reducing changes, or New Ways of Doing Business (NWDB). Much of the substance of these criticisms stems from a misunderstanding of the philosophy and proper application of weight-based estimating methods. Proper evaluations of such things as weight for cost trades can only be made when the alternatives are compared on an ''apples-to-apples,'' or equal level of performance basis. Changes in materials and processes change the basis of the relationship between weight and cost. Adjustments must be made to properly account for these changes. Estimates of the cost impacts of NWDB are most credibly made when a clear, traceable path from an historically based point of departure is drawn. Historically based CERs offer such a point of departure, which, when combined with innovative estimating techniques, can provide traceable, and thus credible, estimates incorporating NWDB. This paper describes ways in which parametric techniques can account for the trading of weight for cost and the introduction of NWDB. The techniques are illustrated with example applications of weight-based CERs used in a structures material selection trade study and the use of NWDB in the manufacturing process.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2151,

title = {2151. CG Limits of a Ground Vehicle With Articulating Suspension and Interdependent Load Equalization},

author = {R Martinez},

url = {https://www.sawe.org/product/paper-2151},

year  = {1993},

date = {1993-05-01},

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

pages = {12},

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

address = {Biloxi, Mississippi},

abstract = {This document describes a method to define the center of gravity (CG) limits for an special wheeled vehicle. SAWE Paper No. 1930, Vehicle Corner Stability and CG Limits, described a method for obtaining a vehicle center of gravity (CG) envelope based on vehicle corner stability and best driving conditions. This paper describes a method of CG envelope for a wheeled vehicle with additional limitations. The special vehicle referred to is the 60K loader, which is an aircraft cargo transport loader. This is a one unit, five axle line, diesel powered truck with a powered roller conveyor cargo bed (deck). The cargo bed is hydraulically elevated. Each of the five axle lines consists of two individual articulating dual wheel assemblies. Four of the axle lines are steerable. All axles are equipped with pneumatic brakes. Two of the axle lines are driven by four hydrostatic drive motors. The vehicle's suspension is hydraulic cylinders interconnected with other axles to form a four point suspension system. This is accomplished by connecting the two left forward suspension hydraulic lines with each other, the two right forward suspension hydraulic lines with each other, the three left aft suspension hydraulic lines with each other., and the three right aft suspension hydraulic lines with each other. With this kind of suspension system, the two forward left wheels will have the same wheel loading, as will the two forward right wheels, the three aft left wheels, and the three aft right wheels. What makes this vehicle CG envelope unique is that the vehicle has a gross weight of 125,000 lb. with 20 tires, each tire has a capacity of 8,450 lb., and the empty loader.(65,000 lb.) has to be air transported adding another limitation of 10,000 lb. load on the forward axle due to the aircraft floor load limitation.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2150,

title = {2150. The Aerospace Sector's Role in Lightweight Automobiles for Energy Conservation},

author = {F Stodolsky},

year  = {1993},

date = {1993-05-01},

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

pages = {-1},

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

address = {Biloxi, Mississippi},

abstract = {Highway vehicles (such as cars, trucks, and buses) consume 20.3% of all energy (50.5% of all petroleum) used in the United States. The transportation sector alone consumes more oil than is produced domestically. Reducing the weight of the passenger car, while maintaining safety and driveability, would make the single greatest impact on U.S. petroleum use. For example, a weight reduction of 900 lb. in a typical family car (reflecting extensive use of aluminum) could reduce oil consumption by 1.1 million barrels per day (MBPD), or 9%, in 2010. The aerospace sector has long been involved in lightweight materials, such as aluminum and polymer composites. Barriers to widespread use of these materials are primarily cost and formability. Teaming of aerospace and automotive sectors is particularly relevant now. The aerospace sector is being downsized because of the ''peace dividend.'' The U.S. automotive sector is under intense competitive pressures from foreign producers. This paper reviews transportation fuel consumption trends, discusses the impact of different vehicle weight reduction strategies on oil consumption, and outlines potential areas of cooperative R&D in lightweight vehicle structures for energy savings and national competitiveness.},

note = {Paper Missing},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2145,

title = {2145. A Totally Excel-lent Means of Mass Properties Database Management Using Microsoft Excel},

author = {G A Jones},

url = {https://www.sawe.org/product/paper-2145},

year  = {1993},

date = {1993-05-01},

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

pages = {22},

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

address = {Biloxi, Mississippi},

abstract = {Previous SAWE papers have been presented on Microsoft Excel, but I feel I have some new material to contribute. The most important of these concerns some new capabilities found in the more recent versions of Excel, the Publish and Subscribe functions, as well as the more familiar table lookup functions. With these functions, it is possible to do database functions with a microcomputer that were previously handled by a mainframe computer. This paper is not intended as a user's manual for Excel or a sales brochure for Microsoft. It assumes basic knowledge of computer spreadsheets.},

keywords = {12. Weight Engineering - Computer Applications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2144,

title = {2144. Knowledge Networking: The Fast Track to Mass Properties Engineering Solutions},

author = {L Kowalski},

url = {https://www.sawe.org/product/paper-2144},

year  = {1993},

date = {1993-05-01},

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

pages = {5},

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

address = {Biloxi, Mississippi},

abstract = {This paper is about information and knowledge. It attempts to share a few interesting facts and opinions about how scientists, engineers, and technical professionals are dealing with today's technical information explosion. And, perhaps most importantly, it suggests some specific ways in which the evolving information glut can be turned into a powerful, career-enhancing opportunity. The economic future of the U.S. is 70% dependent on technology. That means that engineers will lead the charge to our country's future prosperity. This is a tremendous responsibility. It can be argued that we start with an advantage, because the United States remains the largest producer of technical knowledge on this planet. For instance, there are approximately 14,000 technical papers written in our country each day. A study at MIT has determined that, by the year 2000, the available knowledge in certain technologies will double every 11 hours. Other research has concluded that, in these times of rapidly telescoping technologies, the obsolescence cycle for any set of technical skills will soon be in a range of five to ten years. What does this data have in common? It implies that there is a real urgency about the need for each one of us to develop and implement an effective, personal, information and knowledge gathering strategy, even to just keep from becoming obsolete. It follows that the question engineers should be asking themselves today is: What am I doing to exploit information's potential as a competitive tool and personal development in my day-to-day work life? To try to answer that question on a more general level, we need only to look at a couple of recently completed studies. What they reveal about the American technical professional affirms much of what we already know-that we are strong in analytical thinking and problem solving and that we are creative. We like to think integratively. We are also good learners and want to be good at what we do.},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2130,

title = {2130. INF Missile Inspections/Verification by Weighing},

author = {G Lindberg},

url = {https://www.sawe.org/product/paper-2130},

year  = {1993},

date = {1993-05-01},

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

pages = {20},

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

address = {Biloxi, Mississippi},

abstract = {The On-Site Inspection Agency (OSIA) is a joint-service Department of Defense organization responsible for implementing inspection, escort, and monitoring requirements under the verification provisions of U.S. international arms control treaties. With headquarters located at Dulles Internatioanl Airport in Washington, D.C., the Agency has field offices at Travis Air Force Base, California; Magna, Utah; Yokota Air Base, Japan; Rhein-Main Air Base, Germany; Votkinsk, Russia; and the U.S. Embassy in Moscow. Approximately 700 men and women from the U.S. Army, Navy, Air Force, Marines, and Federal Civil Service are assigned to OSIA. OSIA was formed in January 1988 to implement the on-site inspection, escort, and continuous monitoring provisions of the Intermediate-Range Nuclear Force (INF) Treaty between the United States and former Soviet Union. The motto of OSIA, ''trust, but verify,'' was conveyed by former President Ronald Reagan to then Soviet Union President Mikhail Gorbachev when they signed the INF Treaty on December 8, 1987. OSIA has subsequently been assigned similar inspection, escort, and monitoring responsibilities of other U.S. international arms control agreements. Since July 1991, OSIA has served as the executive agent for Defense Department support to the United Nations Special Commission (UNSCOM) on Iraq. OSIA coordinates military services' provision of facilities, supplies, equipment, personnel and other assistance to UNSCOM which is charged with overseeing the destruction of Iraq's weapons of mass destruction. Most recently, OSIA has been assisting the Department of State in providing humanitarian aid to the peoples of the former Soviet Union as part of Operation Provide Hope. Since February 1992, OSIA teams have distributed more than 27,000 tons of food and medical supplies at 51 locations in the 12 republics of the former Soviet Union.},

keywords = {09. Weighing Equipment},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2129,

title = {2129. A New Spin Balance Machine},

author = {Richard Boynton and R Bell},

url = {https://www.sawe.org/product/paper-2129},

year  = {1993},

date = {1993-05-01},

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

pages = {38},

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

address = {Biloxi, Mississippi},

abstract = {This paper describes a new low speed vertical axis aerospace gin balance machine which takes advantage of recent advances in technology. This machine measures moment of inertia (MOI) in addition to product of inertia (POI) and center of gravity (CG) offset. Spin speeds as low as 15 RPM yield useful results. This machine has a number of unique features. The operation is totally automatic; even the conversion from spin balance to moment of inertia measurement can be accomplished without the operator touching the machine, Gas bearing technology is used throughout, resulting in unrivaled sensitivity and accuracy. This paper includes a mathematical analysis of the errors of measurement as a function of the relative magnitudes of POI and CG unbalance, the moment equations which relate the transducer forces to payload POI and CG offset, and a practical discussion of fixturing and accessory equipment needed to properly balance an aerospace payload.},

keywords = {06. Inertia Measurements},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2127,

title = {2127. Industry Standards and How Important They Are to Mass Properties Measuring Equipment},

author = {R Kroll},

url = {https://www.sawe.org/product/paper-2127},

year  = {1993},

date = {1993-05-01},

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

pages = {45},

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

address = {Biloxi, Mississippi},

abstract = {Many people are gun shy when it comes to ''government'' regulations and processes. However'' once we get used to the concept and understand the process'' we learn to appreciate the value and importance of ''specifying and certifying.'' Consider'' for example the frozen entree section in the neighborhood grocery store. If someone wants a low-calorie'' low-fat, Or low-salt entree'' they have to be able to judge which entree to pick. Governmental standards imposed by the FDA fry to regulate and standardize information. Intercomp Company has been manufacturing high capacity and high accuracy weighing systems for fifteen years, The majority of the scales we manufacture are supplied to industries that require certification to ensure that the equipment complies with standards of accuracy'' performance'' and permanence. For nearly ten years'' Intercomp has supplied portable truck scales to the trucking'' law enforcement'' and defense industry. As an example'' the Texas Department of Public Safety uses approximately 1,500 of our portable truck scales to ensure vehicles do not exceed various weight restrictions. Weight restrictions exist on roadways throughout the world. These limitations are enforced to prevent road damage and protect the safety of others traveling on roadways. Before we can sell our portable truck scales to customers'' we must have certification from various agencies to verify the equipment meets standards of accuracy and performance. There are numerous manufacturers of portable truck scales in the U.S. How does the end user know he/she is purchasing a scale that performs to desired specifications? Furthermore'' why do industries throughout the world require most scales to be certified or meet some type of a federal standard. The user of a truck scale can be assured a scale is accurate and reliable because it has been certified by a federal or state agency of weights and measures. The scale has been tested and approved to meet a list of criteria. Virtually everything we buy and utilize in life has at some point or another been weighed. Virtually everything that is weighed must be weighed on a certified scale. The scales which aircraft are weighed upon are exempt from any type of standardized certification. Millions of passengers fly each year on billions of dollars worth of aircraft that are weighed on equipment that is never subjected to standardized certification. How can you'' the people responsible for the use of the weighing equipment'' be assured the scales you are utilizing meet worldwide standards for accuracy'' reliability'' and permanence? In other words'' how can you be sure the scale you weigh your aircraft upon is as reliable as the truck scale'' meat scale'' or any other scale used today? There are several organizations and federal agencies that enforce compliance and set calibration standards for scales. This paper will introduce you to these organizations and agencies that you may or may not be familiar with'' and hopefully present you with new ways of developing preexisting criteria. These criteria can then be considered for the purchase'' certification'' and use of scales so that you to can be assured that the equipment you utilize is accurate and reliable.},

keywords = {09. Weighing Equipment},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2126,

title = {2126. Measuring Moments of Inertia of Aircraft and Spacecraft},

author = {Ian O. MacConochie},

url = {https://www.sawe.org/product/paper-2126},

year  = {1993},

date = {1993-05-01},

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

pages = {11},

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

address = {Biloxi, Mississippi},

abstract = {Moments of inertia of aircraft are needed in order to make evaluations of flying qualities and aircraft response to atmospheric disturbances. This paper presents a historical perspective of early methods of measurement of moments of inertia including a description of various test rigs involving compound and bifilar pendulums. Also, an early technique for obtaining the vertical center of gravity location by swinging the aircraft at two different pendulum lengths is described. Four techniques for determining moments of inertia are reviewed from the standpoint of sensitivity, accuracy, and complexity. A small working model to illustrate the methods was built so that theoretical and experimental results could be compared.},

keywords = {18. Weight Engineering - Spacecraft Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2121,

title = {2121. Weight Reduction and Lower Cost Through Innovative Design},

author = {S Kelly},

url = {https://www.sawe.org/product/paper-2121},

year  = {1993},

date = {1993-05-01},

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

pages = {13},

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

address = {Biloxi, Mississippi},

abstract = {This paper describes how Tolo Incorporated reduced the weight, improved the performance, and lowered the cost of extended range fuel tanks for a military fighter-bomber aircraft. This combination of improvements is unusual in modem aerospace hardware. It will be shown that weight savings, reduced cost, and improved performance can be achieved using conventional materials and processing. The key is the use of innovative design and manufacturing methods in a concurrent engineering environment. Tolo's task was to design, fabricate, and test new fuel tanks to replace the original tanks supplied by the aircraft manufacturer. The original aluminum tanks are complex riveted designs and have developed leaks which are very difficult and expensive to repair. The aircraft operator had requested a new tank design of composite construction to replace the original tanks. Tolo's experience in designing and building both composite and metal tanks indicated that the best solution would be a metal tank. This paper describes the process by which a welded aluminum fuel tank design was developed. The welded design is shown to be superior to both a composite design and the original riveted design. The use of low-cost 6061 aluminum alloy and proven fabrication methods significantly reduced material and processing costs. Structural components were designed for ease of manufacture. This minimized manufacturing steps and reduced or eliminated tooling requirements. The fuel tanks were designed for ease of assembly to minimize labor and tooling costs. Design simplification also improved repairability, increased service life, reduced weight, and improved access to tank internal hardware such as pumps, level sensors, and wiring. Development and testing of an innovative weld assembly technique was critical to achieving a low-cost, reduced-weight design. Welded assembly reduced the number of fasteners from over 7000 in the original tank structure to only 16 in the Tolo design. Polysulfide tank sealant was eliminated completely.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2120,

title = {2120. The Use of Contingencies in Predicting and Controlling Vehicle Weight Growth From a Missile Perspective},

author = {T M Schultz},

url = {https://www.sawe.org/product/paper-2120},

year  = {1993},

date = {1993-05-01},

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

pages = {21},

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

address = {Biloxi, Mississippi},

abstract = {As a profession, the primary goal of mass properties engineering is to continue to develop its ability to predict, and ultimately control, significant weight growth on a program. A popular method to help account for this weight has been through the use of weight contingency factors. However, at the Southeastern Regional SAWE Conference in October of l991, during a discussion of weight control, some engineers questioned the proper role of such margins, arguing that they are either redundant or are viewed by designers as implicit approval to increase weight. From his experience in small missile/spacecraft design, the author presents a methodology for using weight contingency factors throughout the life of a program to help predict anticipated weight growth at the component and/or subsystem level. He begins with a contingency factor level of 10 to 30 percent in the earliest design phase, and gradually reduces that to 2 to 3 percent just prior to production. Contingency factors approach zero when production begins and calculated predictions are replaced with measured actuals, although some contingency may be retained until the vehicle reaches completely ''mature'' status.},

keywords = {17. Weight Engineering - Procedures},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2118,

title = {2118. A Three-Dimensional Planimeter},

author = {G J Strom},

url = {https://www.sawe.org/product/paper-2118},

year  = {1992},

date = {1992-05-01},

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

pages = {14},

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

address = {Hartford, Connnecticut},

abstract = {This paper presents a computer method for determining all ten mass properties of any three-dimensional solid or surface. The model of the body must be represented by a set of plane faces. Each face can be a polygon of any number of sides. The complete set of faces must totally enclose the body without any overlaps.},

keywords = {12. Weight Engineering - Computer Applications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2117,

title = {2117. PAYCOS, a Multidisciplinary Sizing Code},

author = {L Edington},

url = {https://www.sawe.org/product/paper-2117},

year  = {1992},

date = {1992-05-01},

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

pages = {24},

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

address = {Hartford, Connnecticut},

abstract = {PAYCOS is a computer code developed at Lockheed Missiles and Space Company (LMSC) to rapidly perform concept sizing, concept evaluation, and associated trade studies for supersonic and hypersonic maneuvering vehicles. PAYCOS is a multidisciplinary analysis code that allows the engineer to determine the best geometric configuration for each design through parametric studies and mathematical optimization. This paper presents a general overview of the code, including a brief discussion of the approach used to develop it. The modular structure of the code is reviewed, and a brief discussion of each module is presented. Input data needed to run the code and output data supplied by it are discussed. The role of mathematical optimization in the solution process is discussed in some detail and examples of this process are presented. Finally, current modifications to the code are described along with potential future modifications and applications.},

keywords = {12. Weight Engineering - Computer Applications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2116,

title = {2116. Coordinate Transformation of Inertias Using Tensors},

author = {J H Nakai},

url = {https://www.sawe.org/product/paper-2116},

year  = {1992},

date = {1992-05-01},

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

pages = {39},

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

address = {Hartford, Connnecticut},

abstract = {This paper provides a brief introduction to Cartesian tensor coordinate transformation theory and demonstrates the application of tensor mathematics for the coordinate transformation of mass moments of inertia and products of inertia. It presents a derivation of the tensor equations for inertia coordinate transformations and includes sample FORTRAN computer source code. This paper also presents a review of inertia analysis and tensor analysis fundamentals which it builds upon to derive the tensor equations for inertia rotations. The advantages of the tensor based approach are summarized and demonstrated in the simplicity of the resulting equations and associated computer code.},

keywords = {12. Weight Engineering - Computer Applications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2111,

title = {2111. The F-117A ''Nighthawk''},

author = {R D Lidh},

url = {https://www.sawe.org/product/paper-2111},

year  = {1992},

date = {1992-05-01},

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

pages = {6},

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

address = {Hartford, Connnecticut},

abstract = {This paper provides a brief introduction to the F-1 17A with the intent of familiarizing the reader with some of the basic characteristics of the aircraft. Some experiences, both positive and negative, pertaining to weight control on this aircraft are discussed for the purpose of provoking the reader to consider the methods he is currently using. This is not a scientific paper and many questions cannot be answered due to continuing security concerns.},

keywords = {17. Weight Engineering - Procedures},

pubstate = {published},

tppubtype = {inproceedings}

}