SAWE Technical Papers

@inproceedings{0593,

title = {593. The Potential of a State-Of-The-Art Recoverable Launch Vehicle},

author = {J M Youngs},

url = {https://www.sawe.org/product/paper-0593},

year  = {1967},

date = {1967-05-01},

booktitle = {26th Annual Conference, Boston, Massachusetts, May 1-4},

pages = {15},

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

address = {Boston, Massachusetts},

abstract = {In recent years there has been increased interest in the possible use of reusable launch vehicles. The economics of using a launch vehicle over and over certainly makes it a very attractive idea. At present, literally tons of exceedingly expensive hardware is abandoned in space or allowed to burn up upon re-entry into the earth's atmosphere. One possible way of avoiding this extremely wasteful procedure is to provide a launch vehicle with a crew and flyback capability. 

This paper describes a launch vehicle with this capability that has been developed at a conceptual level using state-of-the-art designs and materials. It is a vertical takeoff concept with flyback and horizontal landing capability. Basically, it represents the fusion of both rocket and airplane design considerations. This unusual configuration has some very interesting and unique problems associated with its design and mass properties control.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0588,

title = {588. The Determination of Center of Gravity Limits and Their Effect on Safety and Performance of Transport Aircraft},

author = {G H Cathey and G R Smythe},

url = {https://www.sawe.org/product/paper-0588},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {20},

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

address = {San Diego, California},

abstract = {The effect of center of gravity limits on the design of a typical jet transport, its structural weight and performance, and the design criteria and aerodynamic characteristics which establish the allowable center of gravity range are presented in qualitative terms. 

Effects on aircraft safety and performance from inadvertently exceeding the center of gravity limits are briefly described. 

Equations used in evaluating aircraft stability and control characteristics are presented with notations of the aerodynamic and geometric terms used. Certain aerodynamic characteristics have been neglected in the development of these equations to simplify the presentation. Some of the characteristics neglected are the type of control system, aeroelastic effects, power effects, and drag. In a more comprehensive study of stability and control, these characteristics would have to be considered. 

Methods are given for improving performance capabilities of aircraft in service by altering the normal center of gravity limits for operations under special conditions. 

The effects on an airplane configuration resulting from a design which imposes an excessive range in center of gravity loading limits, an example of how performance is penalized, and the effects of these penalties on the operational economics of a typical transport aircraft are shown.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0586,

title = {586. Value of a Pound},

author = {J A Neilson},

url = {https://www.sawe.org/product/paper-0586},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {17},

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

address = {San Diego, California},

abstract = {The phrase 'Value of a Pound' means different things to different people. To engineers concerned with the design and operation of modern aircraft, it means what it is worth in dollars to reduce airplane weight considering initial design and fabrication costs plus the subsequent effect on airplane performance. Using a cost effectiveness approach, a cost/weight factor can be established in terms of dollars per pound of weight saved, and used as a measure to evaluate proposed changes in concepts and designs. This factor must be positively administered by an effective weight control program which must apply it equitably across all components and subsystems. It must be used to foster and sustain the development of scientific advances and expedite the application of these advances to a practical and economic base. 

The concern of the engineer involved in design about weight growth is genuine and he must be constantly aware of these advances in order to consider their application in design and thus assure himself some measure of success in achieving his weight targets.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0584,

title = {584. The Potential of Advanced Fibrous Reinforced Composite Materials for Structural Applications},

author = {H R Thornton},

url = {https://www.sawe.org/product/paper-0584},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {26},

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

address = {San Diego, California},

abstract = {With the advent of high strength, high modulus reinforcements, structural composites offer the potential for a major breakthrough in aerospace vehicle design. Boron fiber reinforced epoxy composites, for example, have demonstrated a modulus of 35 x 10^6 psi, a tensile strength in excess of 200,000 psi, and a density of 0.072 $#$/in^3 for the unidirectional orientation. These composite properties are attractive to the structural designer, however because properties are largely dependent upon the fiber, then fiber orientation becomes an important variable. Once the flexibility of fiber orientation is introduced, the designer becomes aware of a new dimension, anisotropy. 

The prime structural design parameters for aerospace vehicles are strength and stiffness. Orientation of the fibers in the directions of major load essentially 'inputs the material where it is required.' This facet of high modulus, high strength fiber reinforced composites results in weight savings of 20 to 30% for the majority of the structure.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0583,

title = {583. The Unique Performance Potential of a New Load Cell},

author = {R D Webb},

url = {https://www.sawe.org/product/paper-0583},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {22},

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

address = {San Diego, California},

abstract = {A new and improved load cell has been designed and is no in production. From the performance data obtained on cells selected at random it appears that a new level of transducer performance is now feasible. 

Relative insensitivity to operational environment, side loading and overloading coupled with excellent inherent accuracy, offer the possibility of obtaining field measurements of laboratory precision. In the laboratory, this new transducer may well challenge the current state of the art of available readout systems.},

keywords = {04. Electrical Transducers},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0581,

title = {581. Preliminary Design Method for Weight Optimization},

author = {E C Stevens},

url = {https://www.sawe.org/product/paper-0581},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {32},

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

address = {San Diego, California},

abstract = {Rapidly changing design technology and development of new structural materials necessitate development of high speed computer programs to account for these advances in the preliminary design phase. A standard payoff function used in many current aerospace designs is weight minimization. Although this criteria does not necessarily yield an 'optimum' design (including cost effectiveness), it is quite valuable in determining performance effectiveness and often is at least an indicator of optimum design trends. 

The technique described in this paper has been successfully applied as a preliminary design method for minimizing the gross weight of a solid rocket propulsion system subject to performance, geometric, and design constraints which are obtained from operational or environmental restrictions. This technique utilizes the method of undetermined multipliers with a modified Newton-Raphson iteration process. 

The sample problem was formulated by developing an overall trade-off study mathematical model consisting of several environmental sub- models and a gross weight minimization model. The environmental submodels are used to define the in-flight loading and heating environment and provide design constraints for the gross weight minimization model. 

The subject method has been shown to be adequate for use as: 

- A preliminary design tool for establishing optimum design parameters 

- A design tool for comparative evaluation of structural materials and design concepts 

- A method for definition of areas where component research and development should be most fruitful 

This method has also been used to demonstrate the concept that to obtain maximum benefit from weight minimization, each structural material must be allowed to operate with its own set of optimum design parameters. 

In addition to a general description of the weight optimization method, a sample problem of multistage solid propellant rocket is shown, including details of methodology, types of problems encountered in the optimization process, and sample results. This problem is formulated as a gross weight minimization problem with burn-out velocity, case design, overall length, and burn-out acceleration constraints. Application of this method to turbine engine optimization in aircraft mission analysis is also discussed.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0577,

title = {577. Some Weight Aspects of a Possible Mars Lander Design},

author = {M F Taylor},

url = {https://www.sawe.org/product/paper-0577},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {34},

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

address = {San Diego, California},

abstract = {This paper presents a brief review of a mass properties investigation conducted at Martin-Baltimore as part of an interplanetary space study. The portion of the study discussed in this paper dealt with an unmanned Mars survivable payload for initial atmospheric and surface data gathering. 

The paper deals briefly with booster capability constraints, the planet approach mode, lander entry angles and velocities, and terminal descent and impact conditions. Of primary concern are the entry body shape, types of construction, materials and heat shield. The impact attenuator system (the other large portion of lander weight) is mentioned briefly but not dealt with in detail, and is left for possible future discussion.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0576,

title = {576. Large Expandable Antennas for Communications Utilizing the 24-Hour Synchronous Orbit Corridor},

author = {M N Zrubek},

url = {https://www.sawe.org/product/paper-0576},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {13},

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

address = {San Diego, California},

abstract = {Expendable structures are quite attractive for large antennas erected in apace as they are lightweight, can be packaged in a limited space for launch, and can be readily deployed upon command. The two antenna configurations presented in this paper are examples of what can be accomplished. 

The 100 foot diameter parabolic dish and the 70 toot long helix antenna were chosen as being the representative - the size being dictated by such considerations as frequency range, antenna gain characteristics, and power requirements. 

The thermal analysis and stress analysis of the antennas will not be investigated in this paper as they are quite lengthy. The structural design requirements will be noted. The weight analysis will be treated in detail which will include material selection and sizes. The deployment schemes for the two configurations will be discussed. 

It should be noted that the two configurations presented here are not the only antenna shapes available and that other deployment schemes are possible also.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0574,

title = {574. Ascent Aerodynamic Heating Effects in Advanced Design Weight Estimation},

author = {D L Schade},

url = {https://www.sawe.org/product/paper-0574},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {29},

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

address = {San Diego, California},

abstract = {This paper presents a computerized method of determining the external insulation requirements because of aerodynamic heating during the boost phase of flight on a rocket booster. 

The computer program's aim is to aid in weight estimating during the advanced design phase of engineering in a rapid and accurate fashion. Proficient use or the program does not require an extensive background in heat transfer. 

The basic requirement for input to this program has one outside dependent parameter. This parameter is that the vehicle fly a normal trajectory or that the trajectory data be based on a related booster vehicle. The trajectory data required are altitude and Mach number at the desired time interval. These data are generally related to a particular thrust-to-weight ratio. 

Calculation of the total heat transfer is done by numerical integration within the computer program. The resultant temperature and heat transfer values derived from the program are used to determine the required thickness of the insulation. 

The computed temperature is comparable to a mean booster R & D flight program temperature ~ 10%. 

The insulation discussed in this paper is based on a cork compound. Other types of insulation may be used by varying the proper input insulation characteristics. The computer program is presented so that it may provide a basis for insulation calculations and may be changed to fit any desired vehicle.},

keywords = {15. Weight Engineering - Missile Estimation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0573,

title = {573. Why Accept the ''Orthodox'' Weight Penalties?},

author = {P J Queyrel},

url = {https://www.sawe.org/product/paper-0573},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {9},

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

address = {San Diego, California},

abstract = {We are in an era when science is pushing the frontiers back yet design and weight engineers are accepting weight penalties on metal sheets and plates because the producing mills have been unable to modernize or facilitize in such a way as to give them the closer tolerances that are required on today's modern vehicles. 

Overweight problems are becoming more critical as exemplified in a recent study of a future vehicle wherein the difference between two percent and three and one-half percent overweight meant forty percent of the pay load. 

Yet, all of the producing mills have thrown up their hands in horror and say 'No. It cannot be done'. A change in thinking is required. The mills cannot be expected to produce jewelers quality with boiler work equipment. 

Precision grinding of sheet and plate to predetermine gauges and tolerances is possible and should be used.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0572,

title = {572. Establishing a Value for Weight Savings in Spacecraft Using Signal Flow Graphs},

author = {G F Bostock and D Hill},

url = {https://www.sawe.org/product/paper-0572},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {20},

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

address = {San Diego, California},

abstract = {Reductions in weight make it possible to increase payload. A measure of the value of reductions in weight is therefore the cost of alternative ways to increase payload. The value of weight savings in vehicles intended to make a series of round trips to the Moon can therefore be estimated by the alternative of launching an additional lunar mission to gain additional round-trip payload. 

While not applicable to the design of the first lunar excursion module (LEM), the objective of which is primarily to complete a round trip to the Moon successfully and the cost of which is subject to short term budgetary constraints, it is interesting to speculate on the implications of this rationale as applied to a series of successive generations of spacecraft performing a lunar transport mission. 

Because the interactions of the LEM with the CSM are not a simple sequence of successively jettisoned stages, the gain in round-trip payload due to weight savings in LEM results in feedback in the weight growth among the modules. Signal flow graphs are used to describe these complex interrelationships and to calculate the growth factors in the modules.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0570,

title = {570. Dynamic Balancing of Spin Stabilized Systems},

author = {J R McKeever},

url = {https://www.sawe.org/product/paper-0570},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {26},

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

address = {San Diego, California},

abstract = {Dynamic balancing of spin-stabilized systems in the aerospace industry is generally done at low rotational velocities about a vertical spin axis. This has led to development of a new family of dynamic/static balancing machines. This paper is a discussion of the development of this family of dynamic/static balancing equipment. 

Section 2, 'Dynamic/Static Balancing Theory,' describes the theory of two-plane dynamic/static balancing. Section 3, 'Why Balance' reviews the types of assemblies which require balancing and why they require it. Section 4, 'Principles of Balance Machine Design,' covers design considerations that have led to the development of this new family of dynamic/static balancing machines. Section 5, 'A Look into the Near Future,' is a short range projection of what considerations are now influencing balance machine development.},

keywords = {06. Inertia Measurements},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0569,

title = {569. A Universal Facility for Mass Properties Measurement},

author = {R L Detwiler},

url = {https://www.sawe.org/product/paper-0569},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {23},

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

address = {San Diego, California},

abstract = {The methods and equipment used, at the present time, for the measurement of the mass properties of an object have evolved from simple laboratory devices to rather sophisticated systems. However, with a few exceptions, these systems such as weighing instruments, pendulums, spin balancers and the like are independent devices each one requiring its own instrumentation, fixturing, and measurement set up. Analysis of the types of systems being used has indicated that the functions of the various systems could be combined into one universal facility. Rather than being a compromise, because of its universality, this facility could exhibit improved accuracy and operating convenience. This improvement would result from minimization of positioning errors, and optimization of certain instrumentation and mechanical features. The latter is possible since it becomes economically feasible to utilize certain rather expensive devices when their use is shared in several types of measurements. The objective of the universal facility program at Miller Research Corporation has been the achievement of the above design and performance characteristics. 

The development of the universal mass properties facility should provide a useful tool to the missile and space industry. It should permit the routine measurement and control of mass property parameters to an order of accuracy previously achieved only in special Laboratory setups. In addition it will permit measurements on a variety of test objects with only fixturing changes required and thus eliminate the 'development' program previously necessary to devise a measurement setup for each different object to be measured.},

keywords = {06. Inertia Measurements},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0565,

title = {565. Is There a G.E.M. in Your Future?},

author = {J J Cunningham},

url = {https://www.sawe.org/product/paper-0565},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {14},

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

address = {San Diego, California},

abstract = {I am happy to be here in San Diego today at this anniversary conference of the Society of Aeronautical 

Weight Engineers, I am a bit out of my element here and I did not come to this conference to instruct or advise you on the subject of weight engineering, a subject i n which you seem to be very well informed. My purpose 

here today is to ask you to pause for a moment to look in the direction of a commercial operator–SF0 Airlines' 

and see if there might not be something new a n d interesting on the horizon which could occupy some of your design time .in the near future. Thus the title of this talk, 'is There a GEM i n your Future.' Now for those of you who are not sales oriented G E M stands for Ground Effects Machine. Actually, the machine has many names. Among them it has been called a Jet Skimmer, a Hovercraft, a Surface Effect Ship, a Ground Effects Machine, an A i r Cushion Vehicle, just to name a few. The name you apply to the machine will depend quite a bit on your political interest at the time. If your object is to keep out foreign competition, you probably will take the maritime view and look at the marine aspects of the machine and call it a surface effects ship. Then you might call on the Jones Act to prohibit foreign built vehicles from operating in commercial trade in the united States. On the other hand, 

if you are trying to sell or promote foreign built vehicles in the United States you will look at its flight characteristics, call it a hovercraft and claim it actually flies},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0563,

title = {563. Introduction to the Gyroplane},

author = {J F Crane},

url = {https://www.sawe.org/product/paper-0563},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {37},

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

address = {San Diego, California},

abstract = {The major goal of Saalfeld Aircraft today is the accomplishment of obtaining Federal Aviation Authority certification for its new gyroplane before the end of this year. Many techniques must be resolved and many problems solved before the SKYSKOOTOR can be placed on the market. 

A brief description of flight principles is included to familiarize those not directly associated in the gyroplane industry with the mechanics of operation and major considerations. The important part played by weight and balance in the design of the SKYSKOOTOR is highlighted. Solutions to problems affecting gyroplane flight and stability are discussed. 

A section of this paper is assigned to auto rotation which provides an insight into the controls employed to use the aerodynamic forces which are independent of the torque forces inherent in the helicopter configurations. 

Close center of gravity tolerances require overhead balancing methods after weight calculations for final accurate simulation of flight prior to take-off. The determination and methods used to calculate the center of gravity and to balance the craft are presented in detail. Gyroscopic effects on weight and balance, private and commercial potential, and a new method to aid C.G. variables are also included.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0562,

title = {562. Grumman Gulfstream II - Control of Inflight C.G. Variation},

author = {L H Bohn},

url = {https://www.sawe.org/product/paper-0562},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {20},

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

address = {San Diego, California},

abstract = {The Grumman Gulfstream II is scheduled to make it's maiden flight this coming August. During the past two and a half years we have conducted investigations into every aspect of the design in an effort to make this the finest corporate aircraft ever built. A full scale hard mockup was constructed (figure 1) utilizing actual aircraft structure and components wherever possible in lieu of the usual wood and cardboard fabrications. We built a functional full scale boiler plate fuel system test rig to verify fuel system capabilities. We built a flight control system simulator, utilizing actual hardware, to ensure system stability, performance, and reliability prior to first flight. Wind tunnel models (figures 2 and 3) were extensively tested, modified and retested, until we were satisfied that we had the optimum exterior configuration. But there are certain extremely important inherent aircraft characteristics such weight and center of gravity, and moments of inertia, which cannot be determined either in a wind tunnel or from a mockup. This paper deals with one of these inherent characteristics: the aircraft's inflight center of gravity variation.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0560,

title = {560. Pounds, Procedures and Perspiration},

author = {R B McCormack},

url = {https://www.sawe.org/product/paper-0560},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {11},

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

address = {San Diego, California},

abstract = {As transport airplanes grow in size and weight there is a tendency for the number of cockpit controls and indicators to increase in proportion. If this trend is projected into the future with still bigger and faster airplanes, then cockpit inventory will reach a point of saturation. 

Together with the increase in cockpit clutter, some operating procedures are imposed on flight crews which seem to be compromises for system shortcomings or political discretion. This fact in itself does not render the operation unsafe, but could be construed as reducing the margin of safety. 

If less clutter in the cockpit is a step toward safety then efforts should be made to reduce it or at least prevent it from increasing. It might help if all members of the industry (particularly those who influence design, specifications and procedures for airplanes and systems) were to generate more interest in the cockpit viewpoint. If they would consider the effect of their decisions on the overall operation of the airplane it might relieve some of the pressure on the pilot and contribute to safety.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0558,

title = {558. Design Considerations in the Boeing 737 Jet Transport},

author = {P G Mack and D W Abrams},

url = {https://www.sawe.org/product/paper-0558},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {20},

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

address = {San Diego, California},

abstract = {At a time when the industry trend in jet transport design has been toward aft body mounted engines and when The Boeing Company had recently introduced the highly successful Model 727, the same Boeing team, has designed the new twin-jet Model 737 with engines mounted on the wing. The factors that prompted this seemingly reactionary move, and some of the other significant design features of the 737, are the subject of this paper. To develop this subject, we will examine the engine location, engine selection, body cross section, and high-lift system that contribute to the advanced design of the 737.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0557,

title = {557. TWA International Computer Flight Planning},

author = {W E Soverns},

url = {https://www.sawe.org/product/paper-0557},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {14},

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

address = {San Diego, California},

abstract = {Precision flight planning is one area of airline operations which contains significant potential savings. 

Flight planning by manual methods is very time consuming and cannot consistently account for the many variables in jet operation. The jet aircraft's best environment for economic operation occurs above 30,000 feet depending on gross weight, temperature, wind direction and wind velocity. To achieve the most economic operation the jet aircraft must be operated at a speed, altitude and route combination where overhaul, maintenance, crew and fuel costs are optimized. Because the aircraft weight continually decreases as fuel is consumed the optimum altitude increases and would, if practical, dictate a climbing cruise. However, for traffic control reasons a climbing cruise is impractical thus requiring a compromise of successive stem climbs of 4000 feet. 

Admittedly there are uncontrollable factors such as air traffic, weather, etc. which reduce the flexibility of operation and may prevent flying a particular flight plan to achieve minimum cost. However, substantial savings are possible in spite of these factors. 

The Digital Computer with its ability to perform an infinite number of high speed operations is serving a very important role in the daily planning of flights. 

A more detailed discussion follows under the captains: Weather Analysis, Flight Plan Requests, Minimum Time Route, Aircraft Performance Analysis and Flight Plan Output and Delivery 

The International Computer Flight Planning System has developed with full cooperation from TWA's Transportation, Technical Services and Finance Divisions. The system programming and analysis was accomplished by TWA under the direction of Transportation's Data System Design Group.},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0555,

title = {555. International Cargo Distribution and Its Future},

author = {H L Graham},

url = {https://www.sawe.org/product/paper-0555},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {11},

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

address = {San Diego, California},

abstract = {A sound basis for the development of the parameters of the weight problem, as a factor in cargo aircraft economics, is to start with the problem as it exists today and extrapolate to determine future problems. At the present time in our current operation with jet freighters, we do not have a weight 

Problem exception a limited number of flights, primarily related to special circumstance loads. The industry, for example, on the North Atlantic has an average of less than 10% of its freighter flights either weighted out or cubed out. This is a temporary factor as the tremendous increase in cargo 

Ton miles annually will result in full loads on a majority of The aircraft in a short time, In this event our problem under existing circumstances is not one of weight but of cube. The design densities of existing aircraft run from 12 to13.5 pounds per cubic foot. Under our current rates, we are charging cube charges on shipments below the level of 8.9 pounds per cubic foot density and our average 'stacked' density in the aircraft is in the range of 10 pounds per cubic foot. Obviously, with this utilization we have a stacking improvement factor and a weight load capability where our existing average cubic weight ratio must be increased by 20-25% before we come to a point where weight becomes an impeding factor in the economics of our operation.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}