SAWE Technical Papers

@inproceedings{0478,

title = {478. Monte Carlo Techniques as Applied to the A3 Polaris Missile},

author = {R B Heffron and L G Lauger and R W Harrell},

url = {https://www.sawe.org/product/paper-0478},

year  = {1965},

date = {1965-05-01},

booktitle = {24th Annual Conference, Denver, Colorado, May 17-19},

pages = {17},

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

address = {Denver, Colorado},

abstract = {A concept called 'performance reliability' was used in designing the Polaris A3 missile. This concept allows a low percentage of subsystem failures in exchange for increased missile system performance (range or payload). This approach is necessary since the size of a submarine launch tube places restrictions on missile sizing. The only way to increase payload or range without changing launch tube size, therefore, is to improve state of the art, or accept reduced reliability. Naturally, both methods were used in designing the A3, however this paper will discuss only the method of reducing reliability to reduce weight in the second stage flight control subsystem. Once it has been decided to reduce reliability, a method must be used to actually determine analytically the probability of success of a subsystem. 

The analytical method finally decided upon was an iterative computer technique using random numbers. This technique is commonly called 'Monte Carlo.' The paper will discuss, within the limitations of security, the weight saving of a Monte Carlo designed fluid injection thrust vector control system having a small probability of failure vs. a system designed for worst on worst conditions. 

The success of the Monte Carlo Technique in the thrust vector control system led to serious consideration of its use in other areas which are primary weight responsibilities. For example, the tolerances on the c.g.'s and M.I.'s are very tedious to find in closed form, but very easy to find using Monte Carlo - if computer time and talent are available. Another example is the tolerance on weights during burning. The weighed inert weight of a motor includes a certain amount of burnable inert weight, as well as fixed inert weight. Since they are not independent variables, then the problem of finding tolerances on inert weight near burnout of a stage becomes a problem which responds nicely to Monte Carlo, whereas the root-sum-square technique is invalid because it assumes independence of variables. 

These cases are discussed, have been used in Polaris analysis, and have provided reasonable answers. Problems arising in their use are also discussed. It is felt that Monte Carlo will come into increased use as an analytical tool.},

keywords = {14. Weight Engineering - Missile Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0477,

title = {477. Chemical Milling on Apollo and Saturn Gore Segments},

author = {E M Langworthy and L E Bruce},

url = {https://www.sawe.org/product/paper-0477},

year  = {1965},

date = {1965-05-01},

booktitle = {24th Annual Conference, Denver, Colorado, May 17-19},

pages = {15},

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

address = {Denver, Colorado},

abstract = {Chemical milling is being used extensively in the fabrication of Apollo and Saturn hardware. This exciting design tool has now been applied to thicknesses and physical sizes and is achieving tolerances that were inconceivable only a short time ago. The work described in this paper shows the application of the new techniques for chemical milling extremely complicated parts for three separate phases of the Saturn V, the system which will soon be sending men to the moon and back. 

The original concept, 'chemical milling applies to shallow cuts on thin sheets,' has been completely outmoded by the recent work on the 'or segments' of 33-foot diameter fuel and oxidizer tank bulkheads, where the depths of cut exceed one half inch. Thickness variation in the starting blank no longer limits finished part tolerances, through the use of chemical sizing techniques. Facilities have been scaled up to 30 feet long by 30 feet deep etching tanks. Large stainless steel parts are being chem. Milled to tolerances of plus or minus .001 inch on a production basis, reducing gages from nearly a tenth of an inch to .008 inch! Another dramatic chemical milling accomplishment has been the development of an effective etchant for aluminum alloy 2219 in the T-37 heat treat condition. 

These, and other contribution to metalworking technology, are examples of how chemical milling is helping the nation's space effort, and is ever expanding the concepts available to weight engineers so that they may fulfill their roll in this effort.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0476,

title = {476. An Approach to the Value of Weight Savings on Military Aircraft},

author = {D Hill and E W Tobin},

url = {https://www.sawe.org/product/paper-0476},

year  = {1965},

date = {1965-05-01},

booktitle = {24th Annual Conference, Denver, Colorado, May 17-19},

pages = {17},

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

address = {Denver, Colorado},

abstract = {The value of weight savings in a military aircraft is determined by the price of the aircraft, its useful load, and the expected cost of operating it in service. 

A military aircraft is justified by the potential effectiveness of its useful load. Useful load is defined as that portion of the total weight which it is desirable to maximize to obtain the greatest mission effectiveness. Saving weight can be considered equivalent to increasing useful load. 

The value of weight savings is therefore established by the price the customer must pay for alternative forms of useful load. The nearest substitute for the useful load that may be obtained by saving weight in a military airplane is for useful load that can be purchased by buying one more airplane of the same type. 

The value of weight savings is more than the price of the useful load obtained by simply buying one more airplane, because it is not necessary to fly the additional airplane to acquire the same potential capacity. If the additional capacity were utilized by flying as well as buying the additional airplane, however, it would have greater military value than if it were concentrated in fewer aircraft. Therefore, the value of weight savings is less than the total cost - per unit of useful load - of operating an additional airplane over its service life as well as buying it. 

These measures are essentially independent of how the effectiveness of the airplane may actually be limited in combat missions: by payload weight, range, endurance, or time on station. The evaluation therefore does not depend upon arbitrary assumptions regarding possible future combat situations.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0475,

title = {475. Design and Development of a Balance Computer for the C141A (Starlifter)},

author = {E L Bailey},

url = {https://www.sawe.org/product/paper-0475},

year  = {1965},

date = {1965-05-01},

booktitle = {24th Annual Conference, Denver, Colorado, May 17-19},

pages = {26},

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

address = {Denver, Colorado},

abstract = {This paper presents the various designs considered in the development of a new type balance computer for the Lockheed Starlifter. The development program was initiated after Military Air Transport System personnel had expressed dissatisfaction with the accuracy and utility of the standard balance computer. 

During the development phase of the C-141A balance computer, 4 different designs were considered. All designs departed from the compartment centroid concept for cargo loading in an attempt to improve overall computer accuracy. 

Design $#$1 consists of a plotting board which indicates gross weight on a vertical scale, and index units on a horizontal scale. These scales provide information through the zero fuel gross weight condition of the loading or load planning. The information thus obtained is transferred to the back side of the rule which displays a gross weight vs. % MAC graph. Over this graph is a movable cursor displaying fuel loading curves. By using this cursor in conjunction with the gross weight vs. % MAC graph, instant graphic portrayal of airplane center of gravity travel (caused by fuel burn off and fuel shift) for the complete flight is provided. 

The second design consists of a mechanical nomograph which computes both gross weight and center of gravity. This computer uses 2 cursors. One indicates gross weight; the other indicates index units. The two cursors are connected by a spring which carries a pointer. The pointer travels in a slot graduated in % MAC, and gives C.G. readings for any gross weight and index setting. 

Design $#$3 offers innovations in that it is a circular computer employing 'windows' for center of gravity readings as used in the MB-9 navigational computer. The fourth design attempts to combine the most desirable features of the first and third designs. This computer is circular and incorporates fuel loading information and graphic center of gravity display as carried on the plotting board design. 

The fourth design attempts to combine the most desirable features of the first and third designs. This computer is circular and incorporates fuel loading information and graphic center of gravity display as carried on the plotting board design. 

Design $#$3 has been tentatively selected by the Air Force. The small size and low procurement cost were deciding factors in the selection.},

keywords = {01. Aircraft Loading - General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0474,

title = {474. On the Accuracy of the Weight Empty Estimate},

author = {W H Marr},

url = {https://www.sawe.org/product/paper-0474},

year  = {1965},

date = {1965-05-01},

booktitle = {24th Annual Conference, Denver, Colorado, May 17-19},

pages = {15},

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

address = {Denver, Colorado},

abstract = {Several methods were used to estimate the weight empty ofa sample of eight aircraft. The sample included four transports and four bombers. These aircraft were fairly well distributed over a wide range of gross weights, and consisted mostly of jet aircraft of both early and late vintage. The methods used were statistical in nature, and were chosen so as to show the influence of the number of parameters used on the accuracy of the estimated weight, and a demonstration of the accuracies of different methods. It is concluded that an adjustment, which is at least equal to the inaccuracy of the methods used, must be added to the estimated weight empty.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0472,

title = {472. Weight Estimation Methods for Frequency-Limited Support Structure},

author = {E J Gauthier},

url = {https://www.sawe.org/product/paper-0472},

year  = {1965},

date = {1965-05-01},

booktitle = {24th Annual Conference, Denver, Colorado, May 17-19},

pages = {30},

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

address = {Denver, Colorado},

abstract = {Equipment support structure in current aerospace vehicles can weigh from two to two hundred percent of the supported equipment weight. Much of this support structure is design by a minimum frequency limitation. This paper presents working tools and numerical examples for the rapid weight estimation of such structure by categorizing them as beams or plates. Beams are subdivided into uniformly loaded beams, point-loaded uniform beams, randomly loaded uniform beams, and randomly loaded nonuniform beans. Analysis of the latter is accomplished with the Rayleigh method of frequency determination. Plates are subdivided into the unloaded, uniformly loaded, and randomly loaded cases. The latter is analyzed by the Stokey-ZororJski4ppl method, which includes correction factors for the inertia of the- supported equipment. The methods presented are oriented toward minimum weight design. 'When combined with vibration damping methods, substantial value in weight optimization can be achieved.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0471,

title = {471. Parametric Approach to Aircraft Sizing and Trade-Off Studies},

author = {G C Leavy},

url = {https://www.sawe.org/product/paper-0471},

year  = {1965},

date = {1965-05-01},

booktitle = {24th Annual Conference, Denver, Colorado, May 17-19},

pages = {23},

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

address = {Denver, Colorado},

abstract = {A parametric approach to aircraft sizing and trade-off studies has been developed to aid the design effort. It is particularly valuable for use in the design of V/STOL aircraft, where the choice of propulsion systems is wide and it is necessary to arrive at an early selection of an optimum propulsion system/airframe configuration and airplane size. This paper outlines an engine selection and airplane preliminary sizing procedure and its application to comprehensive weight trade-off studies, The unique weight estimation procedure used to predict the fuel available data, which is a key step, is discussed in detail. The fuel weight available is defined as the difference between the airplane take-off gross weight and the weight empty plus useful load. The procedure permits the estimation of the airplane weight empty in a parametric fashion over a wide range of variables without requiring the definition of the variables by drawing board layout. The weight estimation procedures have been programmed for accomplishment on digital computer facilities, thereby permitting rapid investigation of a large number of cases. The ability of this computerized approach to reflect the influence on airplane weight of the many parameters affecting airplane design is illustrated, including the determination of fuselage size based on a packaging concept. The use of this parametric approach makes it possible to evaluate a large number of propulsion system and airframe configurations rapidly and comprehensively prior to the design stage. This facilitates the design effort, since, at the beginning of the design stage, the area of choice has been narrowed and the weights engineer, as well as the other members of the design team, is provided with a vast amount of weight growth, weight penalty, and trade-off data pertinent to the design and performance of the aircraft.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0470,

title = {470. Optimum Weight Control of Structural Skins for Missiles and Aircraft Through Abrasive Belt Machining},

author = {P J Queyrel},

url = {https://www.sawe.org/product/paper-0470},

year  = {1965},

date = {1965-05-01},

booktitle = {24th Annual Conference, Denver, Colorado, May 17-19},

pages = {11},

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

address = {Denver, Colorado},

abstract = {The primary method of accomplishing optimum weight control of structural skins for missiles and aircraft by precision sizing through abrasive belt machining should be brought to the attention of all weight engineers 

In the aerospace industry. Weight savings is a necessity which results in fuel savings and in overall lower costs. It is the intent of this paper to present to engineers this method of weight control describing and illustrating the available data and also considering the economic effect of this particular weight reduction process. The increased structural strength gained from surface improvement by abrasive belt grinding is remarkable and the cost is readily justifiable when compared with the cost of blasting off the additional unnecessary weight of a missile. The article will also describe weight control methods of reducing the overall thickness of material but leaving excess materials at weld areas to insure weld quality. It is not necessary to sacrifice a great of weight to gain the thickness required at the weld area and current production methods of accomplishing this will be described. Predicting pay loads and targeting capabilities of missiles can be greatly enhanced through the use of abrasive belt machining to gain optimum design thickness of sheet metal used in the construction of these vehicles. Average material as purchased from the producing mills is six to twelve percent overweight because of the limitations in rolling mill equipment and in some case inability to cold reduce some of the newer, high density exotic materials.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0464,

title = {464. Aircraft Weighing},

author = {W E Martin},

url = {https://www.sawe.org/product/paper-0464},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {36},

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

address = {Dallas, Texas},

keywords = {08. Weighing},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0463,

title = {463. Weight Engineering and Ship-Building},

author = {D J Weiler},

url = {https://www.sawe.org/product/paper-0463},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {18},

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

address = {Dallas, Texas},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0461,

title = {461. Introduction to and Remarks About the Metrology Panel},

author = {H L Jensen},

url = {https://www.sawe.org/product/paper-0461},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {3},

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

address = {Dallas, Texas},

keywords = {09. Weighing Equipment},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0459,

title = {459. Minimum Metabolic Requirements for Astronauts},

author = {D E Dudehoefer},

url = {https://www.sawe.org/product/paper-0459},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {24},

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

address = {Dallas, Texas},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0458,

title = {458. Volumetric Water Calibration of the Saturn S-IV Stage Propellant Tanks},

author = {J J Lenning and A F Rudd},

url = {https://www.sawe.org/product/paper-0458},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {19},

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

address = {Dallas, Texas},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0457,

title = {457. Weight Moment of Inertia Nomographs},

author = {R R Emery and R F Lewis},

url = {https://www.sawe.org/product/paper-0457},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {27},

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

address = {Dallas, Texas},

abstract = {Seventeen nomographs for the calculation of weight moments of inertia for various shapes have been developed. In a random sample of 373 calculations an accuracy of plus or minus 5 percent was achieved for 93 percent of the calculations. The theory of additive and 'N' nomographs is briefly outlined to facilitate the preparation of more specialized charts.},

keywords = {05. Inertia Calculations},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0456,

title = {456. Basic and Secondary Structural Weight of Expandable Space Structures},

author = {N C Costakos},

url = {https://www.sawe.org/product/paper-0456},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {35},

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

address = {Dallas, Texas},

abstract = {A large number of weight parameters were studied under the direction of the Office of Advance Research and Technology, NASA Headquarters, Washington, D. C.' The basic weight parameters were material properties, shape of vehicle, method of construction, pressure, volume, and safety f a c t o r while the secondary parameters were elastomer, seams, cutout and joint reinforcement, pressurization system, partions , and dynamic loadings, It was found t h a t a modification, of the isotensoid weight equation could be used ts study the b a s i c w e i g h t parameters The basic structural weight, WB, is the weight of structural material required to support the pressure induced stresses, C is a coefficient based on shape and method of construction (C= 3 for isotensolid structures) p i s the pressure, V is the volume, n is t h e f a c t o r of safety, and k is the strength-weight ratio of the construction material. Values of C are calculated for the sphere, spheroid, cylinder, torus and combinations, as well as f o r p a r t i a l volumes of these shapes. The weight of other combinations may be determined from the sum of weights of the component partial volumes. The minimum weight is determined with optimum values of C and the maximum by 6 = 30 Values of kc f o r many important materials along with the constant C, make it easy to determine the basic structural weight of any pressure stabilized surface of revolution. The weight of elastomer or binder, tut out reinforced joints, partitions, and pressurization systems have all been shown to be directly dependent upon the basic structural weight equation. Two of these, elastomer and pressurization system, can each equal the basic weight of elastomeric manned vehicles.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0455,

title = {455. The Avco Rad Moment of Inertia Measurement Machine},

author = {L G Hollenbeck and M T Dispensa and R J Mykytyn and D B Bloch},

url = {https://www.sawe.org/product/paper-0455},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {19},

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

address = {Dallas, Texas},

abstract = {The method and machine for performing actual tests of mass moment of inertia upon various types of hardware, as discussed in this paper, were developed by the Research and Advanced Development Division of Avco Corporation. In its present configuration, the machine is extremely accurate and relatively simple to operate. Basically the machine consists of a turntable which supports a test article, rotary motion is imparted to the turntable by means of a falling weight attached to a cable which is wrapped around the turntable perimeter. Acceleration of the turntable, including test article, is measured when the weight is falling and deceleration is measured during the coast down which occurs after the weight has disengaged. These measured values are instantaneously fed into an integrating digital voltmeter and printer. The read-out, in radians per second squared, is converted to moment of inertia by means of a modified form of the equation for torque ( T = I a ). 

To calibrate the system, a standard was obtained by constructing a slug consisting of a simple geometric shape whose mass and moment of inertia could be accurately measured and calculated, During a preliminary calibration run on the late test version of the moment of inertia machine, accuracies of 0. 04 percent were obtained. The system could be conservatively rated at 0. 20 percent. The fact that the new machine will give this accuracy with a single run represents a significant improvement. With the older machines, it is necessary to take the average of several runs to approach this accuracy. 

'The missile and space industry should find many applications for a moment of inertia machine of this indicated accuracy.},

keywords = {06. Inertia Measurements},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0454,

title = {454. Weight Synthesis in Preliminary Design},

author = {J A Mitchell and K A Cassatt},

url = {https://www.sawe.org/product/paper-0454},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {27},

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

address = {Dallas, Texas},

abstract = {The method and machine for performing actual tests of mass moment of inertia upon various types of hardware, as discussed in this paper, were developed by the Research and Advanced Development Division of Avco Corporation. In its present configuration, the machine is extremely accurate and relatively simple to operate. Basically the machine consists of a turntable which supports a test article. Rotary motion is imparted to the turntable by means of a falling weight attached to a cable which is wrapped around the turntable perimeter. Acceleration of the turntable, including test article, is measured when the weight is falling and deceleration is measured during the coast down which occurs after the weight has disengaged. These measured values are instantaneously fed into an integrating digital voltmeter and printer. The read-out, in radians per second squared, is converted to moment of inertia by means of a modified form of the equation for torque ( T = I a ). To calibrate the system, a standard was obtained by constructing a slug consisting of a simple geometric shape whose mass and moment of inertia could 

be accurately measured and calculated, During a preliminary calibration run on the latest version of the moment of inertia machine, accuracies of 0. 04 percent were obtained. The system could be conservatively rated at 0. 20 percent. The fact that the new machine will give this accuracy with a single run represents a significant improvement. With the older machines, it is necessary to take the average of several runs to approach this accuracy. 'The missile and space industry should find many applications for a moment of inertia machine of this indicated accuracy.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0453,

title = {453. A Method of Measuring the Radial Center of Gravity of a Large Missile},

author = {J B Harris},

url = {https://www.sawe.org/product/paper-0453},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {31},

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

address = {Dallas, Texas},

abstract = {This paper presents a method of measuring and evaluating the radial center of gravity of a large missile by suspending the missile as a pendulum and measuring its tilt by means of a plumb bob. The test apparatus is low cost and unsophisticated but has been used to measure radial center of gravity coordinates with an accuracy of plus or minus 0.5% of missile diameter. Minor improvements would enable radial center of gravity coordinates to be measured within 0.25% of missile diameter. The apparatus and analysis are described in detail. Photographs of the apparatus and sample calculations are included in the paper.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0452,

title = {452. Missile Growth and Its Impact on Profits},

author = {J D Thomas},

url = {https://www.sawe.org/product/paper-0452},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {23},

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

address = {Dallas, Texas},

abstract = {Two extremes exist in contracting philosophy, namely, the very loose Cost Plus Fixed Fee (CPFF) , and the ever stringent Firm Fixed Price (FFP). All of the incentive concepts fall some place between; the Fixed Price Incentive Fee (FPIF) and the similar Cost Plus Incentive Fee (CPIF) contracts are the most important of these concepts to the weight engineer. If statistical estimates are used for negotiating program costs, the FPIF contract will place a greater responsibility on the weight engineer than will the CPIF contract. The weight engineer, through the detailed weight estimate he prepares for his company proposal, is partially responsible for the accuracy of 30 to 110 per cent of the cost estimate used in contract negotiations. Target fees performance incentives such as weight and range are greatly affected by the proposal weight estimates. The weight engineer is also very influential in achieving and exceeding performance incentive targets. The weight engineer's confidence in his weight estimates may even influence management's decision on the type of contract to propose. Although the examples of the incentive schemes i n t h i s paper are simplified, they present a reasonable idea of the actual schemes. The main purpose of this paper is to impress the average weight engineer with his growing importance in establishing the position of his employer through increased use of incentives in government procurement. The contract information in this paper is not meant to encompass all aspects of contracting, Only a few general concepts are discussed with the intention of arousing the engineer's curiosity to investigate further those areas of particular interest to him.},

keywords = {26. Weight Growth},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0451,

title = {451. The Wooden Nose of Polaris},

author = {J H Patterson and P J Kopcsak},

url = {https://www.sawe.org/product/paper-0451},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {12},

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

address = {Dallas, Texas},

abstract = {Preliminary design of the POLARIS A3 nose fairing had stringent parameters. The nose fairing's primary function were to be the following: 

1. Provide aerodynamic and hydrodynamic contouring for the missile. 

2. Contribute to missile stability. 

3. Provide environmental protection for equipment contained in the nose fairing and equipment section compartments. 

4. Provide a means for vertically hoisting the assembled missile. 

5. Provide various in-flight capabilities in regard to jettisioning, etc. 

This report discusses the selection of a material for the A3 nose fairing after considering the first four items listed above. . Emphasis is placed on weight, strength, and cost in material evaluation.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}