SAWE Technical Papers

@inproceedings{0630,

title = {630. Application of Nomograms to Weight and Balance Analysis},

author = {J F Mandl},

url = {https://www.sawe.org/product/paper-0630},

year  = {1967},

date = {1967-05-01},

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

pages = {25},

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

address = {Boston, Massachusetts},

abstract = {During all phases of Weight Engineering, there are situations in which the weight engineer needs an immediate answer to a numerical problem. 

Some problems can be most rapidly solved by the use of nomograms. This paper presents several practical nomograms for the Weight Engineer. 

The word 'nomography' from nomos, the Greek word for law, refers to the graphical representation of mathematical laws or relationships. The nomograms presented in this paper are the simple alignment type, which require only the use of a straightedge to solve the problem. 

The nomograms shown, and their manner of construction, are the following: 

1. The Nose Gear Reaction of an aircraft for various Gross Weights and C.G.'s. 

2. The C.G. change to a vehicle due to: 

a. relocating a weight within a vehicle 

b. adding (or removing) a weight to a vehicle. 

3. The radius of gyration of a system, for any gross weight and moment of inertia. 

4. The moment of inertia change to a system as a result of adding (or removing) a weight to the 

system. 

5. The Tip-back angle of an airplane for various horizontal and vertical C.G.'s. 

The construction of nomograms is not difficult, when basic principles are understood. Weight engineers with specialized activities can construct nomograms for their particular needs. 

This paper makes available to the weight engineer another tool, the Nomogram, to help him get the job done more efficiently.},

keywords = {21. Weight Engineering - Statistical Studies},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0629,

title = {629. Mass Property Equations for a Minimum Weight Control Surface Ballast Design},

author = {S J Myzel},

url = {https://www.sawe.org/product/paper-0629},

year  = {1967},

date = {1967-05-01},

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

pages = {39},

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

address = {Boston, Massachusetts},

abstract = {Aerodynamic characteristics and control system performance requirements establish the four desired control surface properties of mass, static moment, product of inertia (P0I) about the control surface hinge line and missile centerline, and moment of inertia (MOI) about the hinge line. 

Normally all four criteria cannot be satisfied. The most important criteria are moment of inertia and product of inertia. These are considered in this paper. MOI and POI requirements are satisfied by incorporating a minimum weight ballast design. 

Before a ballast design is considered, however, it is important that the mass properties of the remaining control surface are accurately known. General equations are presented which yield exact mass properties. 

Ballast is moat efficient in the vicinity of the control surface apex. In this region a triangular wedge-shape ballast is used. General equations are presented which yield all the mass properties and geometry of such ballast with respect to the defined coordinate system. The apex of the ballast is at a fixed control surface location. 

A minimum weight ballast design can be selected from moment of inertia and product of inertia data as a function of variable wedge shape of constant volume. 

Such a selection yields a control surface with minimum ballast weight and a missile with increased performance due to reduced missile weight. Since the mass properties of a control surface can be accurately determined using the equations presented, a decision can readily be made concerning the need for equipment to measure moment of inertia and product of inertia. 

The equations presented are applicable to a variety of problems encountered in weight control analysis and design.},

keywords = {05. Inertia Calculations},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0628,

title = {628. Some Problems Associated With Product of Inertia Verification of a Large Blunted Cones},

author = {J B Harris},

url = {https://www.sawe.org/product/paper-0628},

year  = {1967},

date = {1967-05-01},

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

pages = {50},

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

address = {Boston, Massachusetts},

abstract = {This paper presents the results of a study to determine the feasibility of verifying the products of inertia of a large blunted cone, considered a rigid structure, using a quadrafilar pendulum. The feasibility study encompassed the following activities: 

1) A survey to determine what apparatus and procedures have been used to measure the products of inertia of aeronautical and aerospace vehicles and what accuracies have been achieved; 

2) Consideration of advantages and disadvantages of several types of measurement systems and selection of one or more that appear to be best suited for the particular application in mind; 

3) Analytical investigation of the characteristics of the selected system and prediction of the error inherent in its use. 

Brief system descriptions, including advantages and disadvantages are presented in Figures 1, 2, and 3 for types of systems that seem best suited for the cone application. These systems are the spin table/inverted torsion bar, the torsion bar suspension, and the quadrafilar pendulum. Reasons for selecting the quadrafilar pendulum are discussed. 

A study of the characteristics of the quadrafilar pendulum as applied to the cone application has uncovered some interesting possibilities and advantages. The most interesting is the possibility of defining the moment of inertia ellipsoid by testing with the cone inclined at large angles to the roll reference axis only.},

keywords = {06. Inertia Measurements},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0626,

title = {626. STOW - A Proven Full Capability Integral Weight and Balance System},

author = {G W Rice},

url = {https://www.sawe.org/product/paper-0626},

year  = {1967},

date = {1967-05-01},

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

pages = {39},

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

address = {Boston, Massachusetts},

abstract = {As early as 1959, Cleveland Pneumatic's new engineering organization located in Grand Rapids, Michigan began laboratory testing of instrumentation concepts deemed best suited for application to an automatic integral weight and balance system for aircraft. By 1960, tests centered around their newly developed solid-state deflection sensor and, by 1961, highly accurate and repeatable results were being obtained with this sensor when installed in the axles of test C-130 main and nose landing gear and 707 main landing gear. 

Based upon these results, Cleveland Pneumatic made a proposal to the Aeronautical Systems Division, Wright-Patterson Air Force Base, on test of weight and balance systems for USAF C-130 aircraft. 

The 463L Group of the Aeronautical Systems Division issued a contract in 1963 which covered installation arid Air Force Category II and III test programs on two systems. The Category II test program conducted in 1963 was comprehensive. It included tests involving hard landings, soft tires, soft oleo struts, soft ground, Irregular ground, sloped runways, hard braking and exposure to wind. Category II test results established that this new weight and balance system, designated STOW (System for Take-Off Weight), was a full capability integral aircraft weight and balance system. Accuracy of the indications of gross weight and center of gravity (expressed as Percent of Mean Aerodynamic Chord) was in excess of 99%, with all test results referenced against a highly accurate platform scale.},

keywords = {08. Weighing},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0625,

title = {625. Integral Aircraft Weighing Systems},

author = {B H Shapiro},

url = {https://www.sawe.org/product/paper-0625},

year  = {1967},

date = {1967-05-01},

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

pages = {14},

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

address = {Boston, Massachusetts},

abstract = {It is now possible to determine the gross weight and center of gravity of an airplane with integrally mounted transducers and instrumentation. This paper will discuss the general system requirements needed to make an effective and accurate measurement of weight and C.G. The necessary performance requirements for the major components in the system, such as the transducers and the computer, will be established. The errors, which must be minimized in order to provide an accurate and reliable system, will be discussed. 

Having established the criteria for an effective system, the general methods of approaching this problem will be considered. The methods to be considered will include only those concepts that are presently in use or under development. This will include a brief discussion of such concepts as the measurement of oleo strut pressure, direct force measurement, and axle deflection. Of the concepts considered, the axle shear deflection system, as developed by BLH Electronics, Inc., offers the best possible solution to the fulfillment of the established criteria. 

The BLH system, designated as OBAWS (On-Board Aircraft Weighing System), will be described in sufficient detail to make the reader familiar with the concepts of the system. This will include a description of the unique shear-deflection transducers which represent an important break-through in that they respond to vertical shear forces only. As a result, the system does not respond or react to side forces. 

Finally, transducer installation problems are discussed followed by a description of BLH installation tooling and how it is used.},

keywords = {09. Weighing Equipment},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0624,

title = {624. The Augmentor Wing - A New Approach to Jet STOL},

author = {J A Conway},

url = {https://www.sawe.org/product/paper-0624},

year  = {1967},

date = {1967-05-01},

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

pages = {19},

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

address = {Boston, Massachusetts},

abstract = {With the volume of commercial air traffic steadily increasing, a hard look is being taken at the ground time and runway facilities involved in air travel, with serious consideration being given to city to city centre operation, utilizing small available areas. The military, concerned with forward base supply and limited field lengths, are also investigating similar operations. Propeller driven aircraft have been developed to operate from short fields and currently medium sized transport aircraft are demonstrating excellent capabilities in this type of operation and recent exercises have established the value of vehicles having the ability to take off and land with high path angles and low speed. However, it is generally accepted that in the future, economic and tactical necessity will require these capabilities to be combined with cruise performance comparable with conventional jet aircraft. STOL capability is largely a function of low speed and relatively straightforward high lift systems can be applied which will reduce field length requirements to approximately 2,000 ft. However, to reduce these distances to those acceptable for true STOL, that is 1,000 ft or less, while maintaining stability and control, handling and safety characteristics, new and more sophisticated approaches will be required. The de Havilland Company has been engaged in an extensive program to develop one such system and this, together with other arrangements, is discussed.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0623,

title = {623. Project Skylounge},

author = {R J Tynan},

url = {https://www.sawe.org/product/paper-0623},

year  = {1967},

date = {1967-05-01},

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

pages = {18},

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

address = {Boston, Massachusetts},

abstract = {The increasing traffic strain due to ground transportation congestion at airline terminals suggests utilization of the relatively uncrowded local air space. As an effort to explore the feasibility of developing a system which would utilize this third dimension in combination with the flexibility offered by ground transportation, the stimulus for 'Project Skylounge' was generated. 

The purpose of the initial phase of this program is to investigate the practicality of and economic feasibility of a combined ground and VTOL air passenger transport system to be used in intraurban transportation to downtown centers with particular emphasis on the benefits derived in the relief of airport congestion. 

An organization was established to provide broad integration of the technical disciplines required for this study. This organization includes manufactures, architects, operators of both helicopter and surface transportation systems, as well as systems engineering specialists. Through the coordinated efforts of these groups, the designs and criteria associated with the air vehicle, passenger accommodations, attachment system, ground transportation system, and heliport site design are being established. An economic analysis of the operational aspects of the concept will also be conducted based primarily on the above design criteria. This analysis, coupled with an integrated program schedule, will provide the basis for determination of the overall feasibility of the Skylounge program. 

This transportation system will involve the use of a flying crane helicopter, an air transportable passenger lounge, a self-powered ground vehicle, and a ground station at the heliport site for attaching and detaching the passenger lounge.},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0622,

title = {622. C-5A Integral Weight and Balance System},

author = {R G Behrens and C R Harris},

url = {https://www.sawe.org/product/paper-0622},

year  = {1967},

date = {1967-05-01},

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

pages = {17},

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

address = {Boston, Massachusetts},

abstract = {The C-5A cargo airplane will transport large volumes of military cargo between relatively undeveloped bases. Electro Development Corporation has developed the on-board weighing system which will serve as a primary load control system. 

Transducers mounted on the outside of the landing gears measures shear displacement. Information voltages are displayed as weight, center of gravity, in the electronic control unit which mounts near the aft cargo door. 

Sensors are flexured displacement cells 'butt' mounted to pads forged on the landing gear. Machining tolerances in the landing gear are compensated by a Clamped Cone adjustment. This unique mounting method eliminates all slippage of the transducer which could cause zero shift during operation. 

Several electronic refinements are employed to achieve measurement accuracy approaching one percent. Three hundred Hertz excitation voltage eliminates noise pickup, a 'closed loop electronic servo' corrects for internal electronic drifts, and a 'ground level signal overcomes the difficulty of maintaining high impedance between connector pins located in the landing gear environment. 

The system is calibrated after installation or replacement of a gear. Readjustment of calibration is not required during normal operation of the aircraft. 

Versatile features of the system include the ability to observe weight on each individual gear, corrections for several loading configurations, a load planning device, and a complete self test of the system.},

keywords = {08. Weighing},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0620,

title = {620. The Boeing Model 747},

author = {J Bedinger},

url = {https://www.sawe.org/product/paper-0620},

year  = {1967},

date = {1967-05-01},

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

pages = {31},

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

address = {Boston, Massachusetts},

abstract = {This paper will discuss the design and development of the Boeing Model 747 from an aircraft designer's standpoint. 

Before we talk about how this airplane was designed, let's briefly consider why a new type of aircraft is necessary. 

As many of you are already aware, the demand for both passenger and cargo air transportation is growing very rapidly. In fact, this increasing traffic is threatening to outstrip the capability of our airport facilities throughout the country. Many experts are predicting that air passenger travel may easily triple in the next ten years. And air cargo could increase tenfold. 

It's true that we could continue to build more and more present size airplanes to handle this traffic increase. But many major airports would become hopelessly congested during peak hours. Same obvious answers, then, are more airports or larger airplanes. The lead time required to build more airport facilities is much longer than that required to design and market a new and larger capacity airplane.},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0619,

title = {619. Airline New Aircraft Evaluation},

author = {J R McCarty},

url = {https://www.sawe.org/product/paper-0619},

year  = {1967},

date = {1967-05-01},

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

pages = {20},

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

address = {Boston, Massachusetts},

abstract = {Given the title subject the first observation is that it is difficult, if not impractical, to attach many specific numbers to a discussion of the subject. Any given operator will modify the details of his ground rules with time and the particular airplane type under consideration. 

However, there is a general scheme to the evaluation of a new airplane that probably all operators will follow to some degree. This paper attempts to outline the various aspects of a proposal which are reviewed by an operator. I will pretty much gloss over the hardware evaluation but will detail some of the performance aspects which should be of greater interest. 

For the most part the procedure outlined herein reflects the internal ground rules of one particular airline. Though analysis may also utilize some requested or industry ground rules, the operator will simultaneously compare with his own on the basis that they better measure his operation and experience. 

Throughout the evaluation the airline Engineering Department is deeply involved. Though other departments are obviously concerned, are required to provide the benefit of their experience, advise of their plans and desires, and are responsible for the economic analysis, Engineering is responsible for most of the basic parameters and generally coordinates the program. 

We recognize that the size of an airlines staff will tend to limit the depth of the analysis to some degree. To the smaller carriers this paper might appear to outline the ideal rather than the practical. However, we contend that it is representative of what all would like to do if time and staff availability were not factors.},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0618,

title = {618. European Airline Passenger Seating Assumptions},

author = {R Heer},

url = {https://www.sawe.org/product/paper-0618},

year  = {1967},

date = {1967-05-01},

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

pages = {48},

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

address = {Boston, Massachusetts},

abstract = {This paper presents a general review of the different passenger seating assumptions and their practical applications as used by several European airlines. It is the purpose of this report to analyze the answers obtained from 12 carriers according a dispatched questionnaire. 

In order to preserve the anonymity, the airlines are not mentioned by name, but nevertheless, the author is much obliged to all contributors for the indispensable assistance. 

Comments about advantages and disadvantages of the different procedures shall be considered as personal opinions only and do not reflect necessarily those of the generality.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0617,

title = {617. Information Related to Technical Paper No. 513 - ''A Fresh Look at Airplane Weight and Balance Determination''},

author = {R Heer},

url = {https://www.sawe.org/product/paper-0617},

year  = {1967},

date = {1967-05-01},

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

pages = {7},

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

address = {Boston, Massachusetts},

abstract = {The purpose of this paper is to present an abstract about a simple weight and balance cross check method. 

By use of suitable index tables, the ground staff which is responsible for the correct weight and balance calculation will possess a possibility to recalculate moments and weights independent of the basic load device.},

keywords = {01. Aircraft Loading - General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0614,

title = {614. Air Cargo Terminal Development and the Impact of Jumbo Jet Aircraft},

author = {H M Marx},

url = {https://www.sawe.org/product/paper-0614},

year  = {1967},

date = {1967-05-01},

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

pages = {19},

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

address = {Boston, Massachusetts},

abstract = {The revolution in air cargo began with the jet freighter and promises a huge business potential to airlines, surpassing passenger revenues in the foreseeable future. The introduction of the jumbo jets within three years will mean that conventional cargo handling techniques, archaic now, will be completely obsolete. To make the jumbos and all other cargo aircraft effective, modern materials handling methods will be introduced universally. Automation in cargo handling, moving, and storage, will be a necessity, and highly sophisticated aircraft loading and unloading techniques will be introduced. Containerization and intermodal traffic will be fully developed, together with computerized documentation and cargo terminal equipment control. The next ten years will see a surge in cargo traffic of 600% to 800%, and, cargo handling methods will have to keep pace. 

This presentation traces some of the history which led to present day mechanized terminals and discussed some of the factors in their development. Some of the recent terminals and equipment developed by Dortech will be described. The factors for design and evaluation will be discussed. We will show, by means of slides, what these factors are and how these operations and terminals work. We will discuss and demonstrate, by means of animated films, the handling of the 747 aircraft and how a sizeable 747 operation will proceed. The special considerations in containerized freight handling will be discussed with emphasis on the problems of weight and load planning control. 

Finally, we will attempt to take a look beyond 1980 and speculate on what the future of air cargo will hold.},

keywords = {01. Aircraft Loading - General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0613,

title = {613. Caprocon - Cargo Weight and Volume Process Control},

author = {R M Henderson and L E Miller},

url = {https://www.sawe.org/product/paper-0613},

year  = {1967},

date = {1967-05-01},

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

pages = {18},

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

address = {Boston, Massachusetts},

abstract = {Caprocon (Cargo Processing Control) is a system for quickly and accurately obtaining container weight, dimensions, volume and density data. All dimensions and weights are gathered and processed while the containers are in motion and conveyed through the material handling system. 

The processing system retains in memory the maximum height, width and length dimensions of the container as it passes through the dimension sensing frame and arithmetically processes the dimensions to obtain the rectangular space the container occupies, generally called 'Cubed Volume'. 

The weight of the container is measured in motion on a load cell supported conveyor controlled so as to assure measurement of containers singly. Individual and total shipment weights are obtained in both the English and metric system. Volumes and weights are related by preselected factors which equate volume to weight on an 'equivalent weight' basis for further analysis and billing. Information for control-and identification of the containers processed by Caprocon is entered into the system through the input and data display console. 

Since the applications derived from Caprocon are varied this paper will principally describe the means used to obtain dimension and weight data and the computational methods used to determine the volume and density information.},

keywords = {01. Aircraft Loading - General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0612,

title = {612. TWA Aircraft Performance (LOG) Analysis},

author = {W E Soverns},

url = {https://www.sawe.org/product/paper-0612},

year  = {1967},

date = {1967-05-01},

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

pages = {14},

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

address = {Boston, Massachusetts},

abstract = {The TWA Aircraft Performance (Log) Analysis System is filling a most important role in providing performance knowledge of each aircraft as well as each fleet. The main objectives of the system are to monitor aircraft performance, detect trends from standard performance, and to aid the engineer in updating performance data when operating experience indicates a need. The Digital Computer, with its ability to perform an infinite number of high speed operations, is required in order to process the huge amounts or aircraft and engine performance data. 

Daily, each crew on the first flight of each aircraft records on a special log sheet a set of cockpit instrument readings which describe aircraft and engine performance during cruise. At the first landing the information is given to a teletype operator who transmits it to Kansas City to be processed on a high speed digital computer. 

A complete printed report of the engine performance data, and a set of output data cards containing aircraft performance information, are processed by the Engine Log Analysis Computer Program. The data cards are accumulated and periodically sorted by date and aircraft serial number for processing by the Aircraft Performance (Log) Analysis Computer Program. This program compares the performance as indicated by cockpit readings with a standard value as determined either by the manufacturer or TWA. 

Over a period of time trends deviating from standard are determined, and the individual aircraft and/or fleet are investigated as to the causes of not performing according to standard. Once the causes are determined and the situation remedied, the system continues to monitor the performance on a precise standard basis showing the improved trend.},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0611,

title = {611. The Derivation and Application of Non-Optimum Factors for Missiles and Spacecraft},

author = {G R Reitz},

url = {https://www.sawe.org/product/paper-0611},

year  = {1967},

date = {1967-05-01},

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

pages = {24},

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

address = {Boston, Massachusetts},

abstract = {For the purposes of this paper, Non-optimum Factor (referred to as NOF) is defined as the actual as-manufactured weight divided by the theoretical weight calculated at an advanced design level from the engineering drawings. Or put another way, it is a factor that needs to be applied to a calculation of the final engineering drawings to obtain actual weights when the calculation is done at the level of detail common to an advanced design project. 

Data have been published in the past (SAWE Paper No. 327, C. R. Liebermann) on the derivation of NOF's for application In advanced design to account for all sorts of unknowns involved in advanced design weight prediction. This includes such things as incomplete stress and loads analysis, the effects of testing penalties, special design considerations for handling, minimum gage limitations, manufacturing capabilities arid many other unknowns and undefinables too numerous to mention. At this time when much of the advanced design engineer's time is not involved so much with new concepts as with improvement of an existing concept, it was felt that the need existed for factors to be used in this type of effort. This is also a time when more sophisticated computer programs are better able to predict and account for many of the items once covered in NOF. 

One purpose of this paper is to furnish the advanced design weight engineer with a working tool in the form of factors to be applied to his calculations when he is simply increasing vehicle diameter and/or length, substituting new propellants, engines, structural materials, or effecting economies in packaging within an existing concept or design. Another purpose is to provide an aid to convince management and the customer that the factors being used are realistic and in line with the general design and manufacturing philosophy and capability of a company. And last, the paper describes a method by which any weight engineer can derive his own set of factors. It is a known fact that the hardware used for an example in this paper would produce somewhat different factors if it had been designed and built somewhere else. 

For the advanced design weight engineer working on a completely new concept (perhaps new only to him or his company) this paper will furnish a base for factors that he must derive for use in his work.},

keywords = {19. Weight Engineering - Spacecraft Estimation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0610,

title = {610. Structural Weight Estimation Methods for Small Air Launched Missiles},

author = {G R Williams},

url = {https://www.sawe.org/product/paper-0610},

year  = {1967},

date = {1967-05-01},

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

pages = {57},

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

address = {Boston, Massachusetts},

abstract = {Methods are developed for estimating the structural weight of air- to-air and air-to-ground missiles for preliminary design studies. The weight of each major structural component is derived as the s of 'basic weight' plus 'penalty weight.' Basic weight consists of the weight of structure required to satisfy ruggedness criteria and design loads. Penalty weight is the weight in excess of basic weight that is required for such functions as local load introduction, equipment support, and quick disconnects. The methods include consideration of component geometry, load, design temperature, material and type of construction. Structural weight of eight existing missiles are estimated by the developed methods. Comparison of these estimated weights to the actual weights indicates that the methods yield results of acceptable accuracy.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0609,

title = {609. Weight Growth Factor - An Example Analysis},

author = {R S St. John},

url = {https://www.sawe.org/product/paper-0609},

year  = {1967},

date = {1967-05-01},

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

pages = {23},

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

address = {Boston, Massachusetts},

abstract = {The establishment of weight growth early in a preliminary vehicle design phase is a recognized requirement. Frequently this requirement is sacrificed in lieu of the time and manpower required to develop the necessary engineering tools for performing the weight growth analysis. The growth factor analysis method presented here enables a single engineer to evaluate vehicle weight sensitivity to performance alternatives.},

keywords = {26. Weight Growth},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0606,

title = {606. Application of Electronic Data Processing Techniques to Weight Control of Naval Vessels During the Detail Design and Constr},

author = {J M Storie},

url = {https://www.sawe.org/product/paper-0606},

year  = {1967},

date = {1967-05-01},

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

pages = {41},

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

address = {Boston, Massachusetts},

abstract = {Weight Control as applied to naval shipbuilding should accomplish exactly what the name implies; 'Control of Weight.' In many instances however, weight control procedures have been only marginally successful due to the lack of methods and manpower necessary to cope with the constantly changing effects of contract modifications, design developments, and various other complicating 

factors. 

In order to better maintain control of weight data during this critical period, quite a number of ship design and construction facilities have adopted electronic data processing techniques. Many of the 'computerized' weight control systems now in use however, are in actuality automated hand calculations and make use of the computer only as a semi-automatic printing device. This approach is often more costly than hand methods and although same time can be saved, the weight engineer may have even less control over weight data due to the extra steps involved. 

What is needed is a whole new approach to the weight control problem utilizing electronic data processing as a fundamental tool. Procedures must be established that will integrate weih1 control with other allied areas such as plan scheduling and development, material take-off, change order negotiation, and quality assurance. Programming a computer to Co the total job of weight control is practical only after the desired goals have been more concretely defined. 

This paper discusses some of those ambiguous areas (at least to a computer's way of 'thinking') encountered while writing a series at 'weight engineer oriented' programs for a small scale digital computer. A system that has been established to help integrate weight control with the rest of the design effort is described along with other suggestions for the preparation, manipulation, and extraction of the data needed for the weight engineer to indeed maintain 'control of weight'.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0605,

title = {605. How Much Weight Control of Aircraft Carriers?},

author = {B M Lake},

url = {https://www.sawe.org/product/paper-0605},

year  = {1967},

date = {1967-05-01},

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

pages = {19},

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

address = {Boston, Massachusetts},

abstract = {Weight control of an aircraft carrier for the shipbuilder begins with the Preliminary Design Weight Estimate and may possibly end with the acceptance of this estimate. However, if sufficient margins have not been provided to compensate for the weight and moment increases which may occur during design and construction, the shipbuilder may be confronted with the impossible task of delivering the ship within the accepted weight and KG* limits. Unpredicted KG rise occurring during the inclining experiment must be recognized by the ship's owner and the builder must be permitted to compensate for this rise with vertical moment margin. 

Early in the detail design of a carrier a comparatively small amount of weight control is possible. However, by the time a definite trend appears violating the limits of the weight control contract, design and construction will have progressed to the point that only anticipated margins in the Accepted Weight Estimate will compensate for delivery of the ship within the limits. 

If the inclining experiments are to be the final determination for acceptance of the end product, improvements are needed in the state of the art.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}