SAWE Technical Papers

@inproceedings{3816,

title = {3816. EMPOWERING MASS PROPERTIES ENGINEERS WITH ARTIFICIAL INTELLIGENCE: TRANSFORMING ESTIMATION, ANALYSIS, AND OPTIMIZATION},

author = {William Boze},

year  = {2025},

date = {2025-05-22},

booktitle = {84th SAWE International Conference on Mass Properties Engineering},

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

abstract = {The integration of Artificial Intelligence (AI) into engineering disciplines is revolutionizing traditional workflows, enabling unprecedented efficiencies and innovations. For mass properties engineers, AI offers transformative capabilities in estimation, analysis, data integration, and design optimization, addressing challenges inherent in vehicle design and development. This paper explores the practical applications of AI in mass properties engineering, highlighting some key areas of opportunity. Additionally, the paper in the appendix provides a comprehensive, structured reference collection tailored for engineers seeking to harness AI’s potential, bridging the gap between theory and practice.

By equipping engineers with AI knowledge and tools, this work aims to redefine the boundaries of what is possible in mass properties engineering and inspire a new wave of innovation in mass properties prediction and control.},

keywords = {SAWE Inc.},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3821,

title = {3821. Agile Weight Maturity},

year  = {2025},

date = {2025-05-20},

booktitle = {84th SAWE International Conference on Mass Properties Engineering},

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

abstract = {Aircraft developmental weight growth is difficult to accurately predict through the entirety of the design process. This can be attributed in part to the difficulty in quantifying the overall maturity of the aircraft design. Aircraft structures and subsystems are often maturing at different rates, but the expected weight growth typically remains the same within each design phase and is simply reduced as time passes. Time based developmental weight growth does not take into account the varying maturity of individual systems, nor does it account for low or high use of off-the-shelf items. This will vary for every aircraft design. The rate of weight growth typically declines further into the design process as the overall design matures, but understanding weight maturity’s relationship to weight growth can allow the mass properties engineer to better project expected weight growth. Weight maturity can be simplified into five basic categories: “Actual, Calculated, Detailed Design, Preliminary Design, and Initial Estimate”. Maturity categories can be assigned to individual components in a system to help define the combined maturity of that system. Combining the different system maturities will result in a single quantifiable maturity of the whole aircraft. This methodology is directly tied to individual part maturity; therefore, overall vehicle maturity is incrementally updated (monthly/weekly) throughout the design process as even small changes in maturity occur. The result of this methodology is accurate quantification of aircraft maturity and a data driven estimate of retired remaining developmental weight growth.},

keywords = {Aircraft},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3817,

title = {3817. Mass Property Data Checking for Modular Construction},

author = {Robert J. Hundl and Jeff Robertson},

year  = {2025},

date = {2025-05-20},

booktitle = {84th SAWE International Conference on Mass Properties Engineering},

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

abstract = {In the Energy and Chemicals Construction Industry, many projects utilize modular construction, which necessitates transporting modules from the fabrication yard to the project site. This often involves a combination of ocean and land transportation and may require lifting the modules on or off vessels or into place at the site. Ensuring the safe transport and lifting of these modules is critical, with weight and center of gravity being key factors. Despite the accuracy of 3D models, detailed checks of attributes are essential to verify calculations for weight and center of gravity. Large projects, with over 100 modules, can generate more than a million rows of data that need to be checked. Additionally, many items are not modeled, requiring manual estimates that also need verification. Automating this checking process is crucial to allow engineers to focus on critical issues rather than being overwhelmed by data. This paper describes several methods developed to improve data checking and provide more accurate estimates.},

keywords = {General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3815,

title = {3815. Defending Mass Properties},

author = {Robert Zimmerman},

url = {https://www.sawe.org/product/3815-defending-mass-properties/},

year  = {2025},

date = {2025-05-20},

booktitle = {84th SAWE International Conference on Mass Properties Engineering},

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

abstract = {The mass properties profession as viewed by outsiders is a simple job, even not seen as true

engineering, a glorified accounting job. As seen from the inside, we who endeavor to perform

mass properties as a career know that mass properties is simple is not the case. This

dichotomy of views hinders our ability to perform our function, lowers our perceived value, and

even threatens our very existence on programs. This problem stems from bias and ignorance from

those who aren’t intimately familiar with our capabilities and the perception that two equations are

the foundation of mass properties.

The first equation is:

This equation has two consequences, first it equates mass and weight, and secondly the equation

cements the mindset that the role of the mass properties practitioner is that of a weight accountant.

The second equation is:

or simply put weight equals density times volume. Although true, this is only applicable in limited

situations that a mass properties engineer encounters, yet this limited aspect is not thought about

by most people, even in engineering. The equation applies to most structural elements, such as a

strut or a beam, but is inapplicable when an item is made of multiple components such as an

electronic box. Moreover, these equations completely ignore other aspects of mass properties

engineering such as determination of Centers of Gravity and Inertia, as well as reporting,

controlling mass properties, and verification activities.

This paper will use the author’s own experience with interactions with personnel he has

encountered in his career and present ways to counter the “Mass Properties is Simple” mindset

to make believers out of mass properties skeptics.},

keywords = {General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3811,

title = {3811. Parametric Weight Substantiation And Uncertainty Quantification For Aircraft Design},

author = {Andy Walker},

url = {https://www.sawe.org/product/3811-parametric-weight-substantiation-and-uncertainty-quantification-for-aircraft-design/},

year  = {2024},

date = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

pages = {46},

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

organization = {SAWE},

abstract = {Creating and substantiating weight estimation methods for future aircraft design has been completed using open-source data. Legacy best-practices were explored in corelating weight estimating relationships for configurations relating to manned fighters, carrier-based fighters, jet transports, business jets, military intelligence/ surveillance/ reconnaissance (ISR), and general aviation. Statistical methods were used to validate that each parametric method follows a normal, Gaussian distribution. This paper also makes some novel observations regarding statistical weight regressions, including: the fallacy of removing data points in regressions, the good and bad side of adding weight growth margins, employing detailed vs coarse weight method calibration factors, and how legacy aircraft validation helps in the big picture but hurts in the details.},

keywords = {Aircraft, Other Engineering},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3809,

title = {3809. Practical Limits of Precision when Tracking Weight Changes in Series Production},

author = {Doug Fisher},

url = {https://www.sawe.org/product/3809-practical-limits-of-precision-when-tracking-weight-changes-in-series-production/},

year  = {2024},

date = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

pages = {12},

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

abstract = {Calculafing and tracking the weight impact of design changes during aircraft product development and series producfion is an important part of ensuring a program's success. Computer model-based design tools and databases allow miniscule impacts to be calculated, documented, and tracked - each at a cost to the program in non-recurring hours. There exists a pracfical lower limit for weight impacts, below which the impact can be considered negligible. The cost of tracking impacts below this limit is wasteful and should be avoided. This paper will describe a method for determining this lower limit, along with the associated benefits and risks.},

keywords = {General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3808,

title = {3808. Implementing Effective Weight Management Strategies in Shipyards: A Practical Approach},

author = { Randi Fikkan and Runar Aasen and Stein Bjørhovde},

year  = {2024},

date = {2024-05-22},

urldate = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

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

abstract = {This paper investigates contemporary weight management practices in shipyards, focusing on both weight and center of gravity (CG) estimation, along with the associated follow-up and monitoring procedures. While emphasizing newbuild projects, it also examines modifications and retrofits. Beyond detailing current practices, the paper proposes enhancements and alternative approaches to weight and CG management. It begins with a foundational overview of weight management's definition and significance and extends to encompass weight control principles, procedural frameworks, and weight reporting. The discussion covers estimation methods, publicly available data for estimation, the influence of project types on weight management, uncertainty considerations, and the comparison between CAD data and weight data.

This paper will also compare the current situation with the findings from SAWE Paper 3244 (Weight Control at Ulstein Shipyard, Norway) from 2002, providing useful insights into how weight management practices in shipyards have evolved and where improvements still can be made.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3807,

title = {3807. Why Measure?},

author = {Bob Cipolli},

url = {https://www.sawe.org/product/3807-why-measure/},

year  = {2024},

date = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

pages = {2},

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

abstract = {Mass properties determination is critical for the mission success of a variety of objects. From spacecraft and airplanes to computer disc drive heads and golf balls. Weight, center of gravity, moment of inertia and product of inertia can be estimated through computer modeling but those values are lacking in real world tolerances that may not reflect the entire process of design, machining, assembly, and environment. This paper reviews some of the reasons for measuring those mass properties and the possible repercussions of flawed estimates.},

keywords = {General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3806,

title = {3806. SAWE Handbook Section 2.2 Solid Properties Excel Formulae},

author = {Robert L. Zimmerman },

url = {https://www.sawe.org/product/3806-sawe-handbook-section-2dot2-solid-properties-excel-formulae/},

year  = {2024},

date = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

pages = {17},

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

abstract = {The SAWE Handbook Section 2 has figures and formulae for many shapes, including (Section 2.1) Plane Areas, (Section 2.2) Solids, and (Section 2.3) Shells, Section 2.4) Thin Rods. This paper will concentrate on Solids, Section 2.2, and convert the formulae from this section into equivalent Excel equations that can be used to derive the mass, center(s) of gravity, and the mass moments of inertia of these solid shapes. The resulting values can then be used in determining the mass properties of these and composite entities in further calculations.},

keywords = {General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3805,

title = {3805. Measuring Reaction Points during Aircraft Weighing using an Inexpensive Laser},

author = {Damian P. Yañez },

url = {https://www.sawe.org/product/3805-measuring-reaction-points-during-aircraft-weighing-using-an-inexpensive-laser/},

year  = {2024},

date = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

pages = {12},

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

abstract = {Maintaining an aircraft's weight and balance within specified limits throughout all phases of its lifecycle is critical to its performance and the safety of its crew, passengers, and maintenance personnel. Measuring the weight and center of gravity (CG) of the aircraft in its Empty Weight configuration is typically the starting point for all subsequent weight and balance calculations. This procedure is often accomplished by placing load cells on jacks underneath the aircraft at three (or more) known locations relative to the aircraft coordinate system, raising and leveling the aircraft, measuring the weights on each cell, and calculating the moments and resultant CG. If the load cells are positioned at fixed reaction points on the airframe, the locations of the cells are easily known. If the load cells are positioned beneath the landing gear, the reaction points must be measured since the gear typically moves with an increase or decrease in load. Finding the true dimensions of these reaction points can be difficult, time consuming, and prone to error. This paper describes a method for quickly and accurately determining the reaction locations for the jacks under gear (JUG) method using an inexpensive laser distance meter. All aircraft designs are unique, so the process may not work exactly as described here, but the hope is that this paper will stimulate discussion and ideas for extending the concept as needed to fit your situation.},

keywords = {Aircraft},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3802,

title = {3802. The Mass Growth Factor – Snowball Effects in Aircraft Design},

author = {John Singh Cheema and Dieter Scholz},

url = {https://www.sawe.org/product/2802-the-mass-growth-factor-snowball-effects-in-aircraft-design/},

year  = {2024},

date = {2024-05-22},

urldate = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

pages = {64},

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

abstract = {Purpose – This project work shows a literature survey, clearly defines the mass growth factor, shows a mass growth iteration, and derives an equation for a direct calculation of the factor (without iteration). Definite values of the factor seem to be missing in literature. To change this, mass growth factors are being calculated for as many of the prominent passenger aircraft as to cover 90% of the passenger aircraft flying today. The dependence of the mass gain factor on requirements and technology is examined and the relation to Direct Operating Costs (DOC) is pointed out.



Methodology – Calculations start from first principles. Publically available data is used to cal-culate a list of mass growth factors for many passenger aircraft. Using equations and the result-ing relationships, new knowledge and dependencies are gained.



Findings – The mass growth factor is larger for aircraft with larger operating empty mass ratio, smaller payload ratio, larger specific fuel consumption (SFC), and smaller glide ratio. The mass growth factor increases much with increasing range. The factor depends on an increase in the fixed mass, so this is the same for the payload and empty mass. The mass growth factor for subsonic passenger aircraft is on average 4.2, for narrow body aircraft 3.9 and for wide body aircraft (that tend to fly longer distance) 4.9. In contrast supersonic passenger aircraft show a factor of about 14.



Practical implications – The mass growth factor has been revisited in order to fully embrace the concept of mass growth and may lead to a better general understanding of aircraft design. Social implications – A detailed discussion of flight and aircraft costs as well as aircraft de-velopment requires detailed knowledge of the aircraft. By understanding the mass growth fac-tor, consumers can have this discussion with industry at eye level.



Originality/value – The derivation of the equation for the direct calculation of the mass growth factor and the determination of the factor using the iteration method for current aircraft was not shown in the examined literature.},

keywords = {Aircraft},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3813,

title = {3813. PILGRIMAGE IN SHIP WEIGHING UNCERTAINTY, How Air Can Bias the Deadweight of a Ship},

author = {Manuela Bucci},

url = {https://www.sawe.org/product/3813-pilgrimage-in-ship-weighing-uncertainty/},

year  = {2024},

date = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

pages = {18},

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

abstract = {Apart from cargo, a vessel’s deadweight is substantially made by the weight of liquids onboard. Modern ships and offshore rigs might have sounding pipes for taking manual measurements, but at least one system of level gauges with remote feedback to a control room is the system which the crew believes most – perhaps swayed by the fact that it is easiest for them.

In using ballast water to generate inclining moment during an inclining experiment, it is believed that uncertainties in the inclining moment are negligible. Also, by fully filling or completely emptying the tanks, it is believed that the uncertainty in the weight of the liquids onboard is minimised. But what if the pressed-up tanks show an inexplicable drop in level over the duration of the experiment? Can several tens of tonnes of water really disappear with all valves closed and no overflow?

Or what if tanks that are filled and not changed for several days are measured to find a level that changes with the weather and the external atmospheric pressure?

Or, finally, what if during an inclining test the level measured in a tank exceeds the known height of the tank?

Maybe we have been jinxed with a series of unlucky lightship surveys and inclining experiments or perhaps it is because we always get asked to look into the most ‘interesting’ problems, but our recent research of the correct tank contents became a pilgrimage where we visited some less obvious and sometimes unlikely sources of uncertainties.

Whatever the reason, this paper provides an insight into adventurous post-processing of inclining experiment measurements to achieve acceptable uncertainty in the results.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3799,

title = {3799. A Quick Start Guide to Using Excel VBA},

author = {Robert J. Hundl},

url = {https://www.sawe.org/product/3799-a-quick-start-guide-to-using-excel-vba/},

year  = {2024},

date = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

pages = {41},

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

abstract = {MS Excel is a tool that just about every engineer has on their desktop PC.  Visual Basic for Applications (VBA) is a very powerful feature included in MS Excel that most users don’t use.  It was first introduced in MS Excel in 1995 and over the years has become even more powerful.  In this paper, I will review useful programming commands, ways to speed up processing of data, and provide a few examples of use. },

keywords = {General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3796,

title = {3796. Why Belong to a Professional Society like SAWE},

author = {William Boze},

url = {https://www.sawe.org/product/3796-why-belong-to-a-professional-engineering-society/},

year  = {2024},

date = {2024-05-22},

urldate = {2024-05-22},

booktitle = {83rd International Conference, virtual (2024)},

pages = {15},

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

organization = {SAWE},

abstract = {The decision to become a member of a professional association has always been a factor of perceived value; That is, what is the cost of membership and what benefits are obtained in return. The changes to the economic climate have meant that individuals place greater emphasis on the perceived value of any membership and examine in more detail if membership of an association provides value to them. But what if we alter the perception and view the membership fee as a price of admission, enabling the registered member or organization to participate in activities that can contribute to personal, organizational, and industry growth?},

keywords = {SAWE Inc.},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3793,

title = {3793. Effects of Mass and Pitch Moment of Inertia on Vehicle Suspension Design With Race Car Example},

author = {Pietro Stabile and Federico Ballo and Giorgio Previati},

url = {https://www.sawe.org/product/paper-3793},

year  = {2023},

date = {2023-05-20},

urldate = {2023-05-20},

booktitle = {82nd Annual Conference, Cocoa Beach, Florida},

pages = {11},

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

address = {Cocoa Beach, Florida},

abstract = {The present paper addresses the topic of studying the influence of the main vehicle inertia parameters on the suspension design. A simple four degrees-of-freedom half-car model is used to describe the dynamic behaviour of vehicles running on randomly profiled roads. The response of the system is analysed by evaluating three performance indexes, namely driver discomfort, road holding and working space, referring to the standard deviations of driver seat vertical acceleration, force at ground and relative displacement between wheels, respectively. The effect of varying wheel mass, vehicle mass, centre of gravity longitudinal location and pitch moment of inertia on the three performance indexes is investigated. The proposed approach is applied to the design of the suspension system of a vehicle conceived for efficiency-based competitions. Based on these results, considerations on the best location for battery pack and ballast are drawn.},

keywords = {Ground Vehicles, Student Papers},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3787,

title = {3787. Small Satellites Launcher Mass Properties Estimation for Design Efficiency Improvement in Preliminary Conceptual Phase},

author = {Rubén González-González and Dr. Andrés García-Pérez and Dr. Gustavo Alonso-Rodrigo},

url = {https://www.sawe.org/product/paper-3787},

year  = {2023},

date = {2023-05-20},

urldate = {2023-05-20},

booktitle = {82nd Annual Conference, Cocoa Beach, Florida},

pages = {23},

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

address = {Cocoa Beach, Florida},

abstract = {The aim of this paper is to introduce the current research at “Universidad Politécnica de Madrid” to increase the design efficiency of small space launchers in the preliminary conceptual phases based on a new approach in MBSE methodology that introduces efficient and fast simulations reducing their costs by finding an optimal balance with design weights. 

In the last decade, the nano and micro satellites market has emerged as the most promising in the space sector with a profit of $143.7M in 2017 and a growth forecast of 13.43% until 2023 [1]. Despite this significant market growth, the current supply of launching services offer for these small payloads is almost non-existent and satellites manufacturers must share rides as secondary customers on larger heavy launchers, what often causes schedule and targeted orbit conflicts. Because of this market demand, over the past few years many small companies have started plans to develop small launchers but only RocketLab was successful with its Electron launcher (a two-stage-to-orbit launcher with 225kg payload capacity to Low-Earth-Orbits at 185km) reaching orbital injection several times and presenting a public service. However, Electron ́s launch price is around $33k/kg, far away from initial SpaceX Falcon1 2008 offer (11k$/kg) [2]. This market analysis demonstrates the urgent need for finding a design solution that will let to present a competitive small launcher offer.},

keywords = {Missiles and Space - Launch Vehicles, Student Papers},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3795,

title = {3795. Aerostructural Weight Estimation for a Transonic Truss-Braced Wing Using the Higher-Fidelity Conceptual Design and Structural Optimization Tool},

author = {Zachary Windous and Jesse R. Quinlan},

url = {https://www.sawe.org/product/paper-3795},

year  = {2023},

date = {2023-05-20},

urldate = {2023-05-20},

booktitle = {82nd Annual Conference, Cocoa Beach, Florida},

pages = {11},

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

address = {Cocoa Beach, Florida},

abstract = {Continued development and enhancements of the Higher-fidelity Conceptual Design and structural optimization (HCDstruct) tool have been driven largely by advanced aircraft concepts of interest to NASA. While previous versions of HCDstruct were limited to hybrid wing body (HWB) and generalized tube and wing (TW) aircraft concepts, the latest version of HCDstruct supports the analysis of Truss-Braced Wing (TBW) aircraft concepts, enabling users to model both high and low wing configurations as well as strut and jury geometries parametrically. Additionally, new methods for modeling advanced composite materials within HCDstruct have been implemented. These recent tool enhancements were demonstrated for an independent assessment of the NASA/Boeing SUGAR Phase VI Mach 0.8 Transonic Truss-Braced Wing (TTBW) concept.},

keywords = {Aircraft},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3794,

title = {3794. The Mass Properties Function during The Aircraft Interior Outfitting},

author = {Luis A. Lopez},

url = {https://www.sawe.org/product/paper-3794},

year  = {2023},

date = {2023-05-20},

urldate = {2023-05-20},

booktitle = {82nd Annual Conference, Cocoa Beach, Florida},

pages = {20},

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

address = {Cocoa Beach, Florida},

abstract = {Outfitting is defined as the introduction and physical addition of custom furnishings, cabin entertainment systems, cabin insulation, acoustics materials, seats, and others to a “green aircraft”, a plane without interiors or other components at a completion center facility per customer definition. 

By its nature, outfitting will vary from one aircraft to another, depending on number of seats, degree of function or luxury elements and location of interior components. Mass properties are the physical properties of an object that describe all its mass, center of gravity, and moment of inertia. These properties are impacted when outfitting interiors are introduced in the aircraft as they are typically the last step of the manufacturing build on an aircraft, however they will influence and define the final performance and handling of an aircraft. 

The intention of this paper is to explore the aircraft interiors outfitting activity as it relates to the Completions Mass Properties Engineer function and its effects at the final build. 

We briefly explore areas that are related to the completions function from the mass properties perspective. We will use simple terms to highlight the important responsibility of the Mass Properties Engineer in the outfitting final phase’s role on a typical OEM (Original Equipment Manufacturer). A discipline that is not well understood by colleagues and the public in general due to the specialized nature of the work.},

keywords = {Aircraft},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3792,

title = {3792. Road Accident Reconstruction: The Role of the Inertia Properties},

author = {Massimiliano Gobbi and Gianpiero Mastinu and Giorgio Previati},

url = {https://www.sawe.org/product/paper-3792},

year  = {2023},

date = {2023-05-20},

urldate = {2023-05-20},

booktitle = {82nd Annual Conference, Cocoa Beach, Florida},

pages = {15},

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

address = {Cocoa Beach, Florida},

abstract = {The reconstruction of car accidents is a critical step in understanding the causes of an accident and, in case, for attributing responsibilities. Therefore, the reconstruction must be realized by considering all of the possible sources of error and misrepresentation. Since such activity relies on dynamic models of the colliding vehicles, mass properties (mass, centre of gravity location, inertia tensor) play a crucial role. 

The present papers aims to quantify the requirements in the knowledge of the inertia properties for a proper reconstruction of car accidents. The analysis is performed with reference to the case of two colliding vehicles. After a detailed description of the model employed for the reconstruction, dynamic simulation are utilized to assess the required accuracy, with particular reference to the effects of the uncertainty in mass, longitudinal location of the centre of gravity and yaw moment of inertia. It turns out that even relatively small errors in the definition of such parameters can lead to large errors in the reconstruction of the state of the colliding vehicles before the accident. Also, the variation in the inertia properties of the vehicles due to the crash is investigated. Engineers involved in car accident reconstruction should be aware of the importance of correctly estimate the inertia properties of vehicle, both before and after the accident, to obtain a correct estimation of the actual dynamic of the accident.},

keywords = {Ground Vehicles},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3791,

title = {3791. Reverse Engineering the Mass Properties of a Civil Aviation Aircraft},

author = {Darrin McCloud},

url = {https://www.sawe.org/product/paper-3791},

year  = {2023},

date = {2023-05-20},

urldate = {2023-05-20},

booktitle = {82nd Annual Conference, Cocoa Beach, Florida},

pages = {22},

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

address = {Cocoa Beach, Florida},

abstract = {In Mid-2017 I started my first project taking a certified civilian aircraft and turning it into a special mission aircraft while working in a small consultant company. This was not a small project, it involved numerous airframes and significant aerodynamic and secondary structural modifications in addition to a completely new cabin layout with equipment installed throughout the cabin. This project was being run and integrated by a large, well known US company, but they subcontracted out the aircraft portion, including structural modifications and certification to a smaller Modification Center company. Due to contract issues, the Original Manufacturer (OEM) would not be supporting any of the modification efforts. My company, which specializes in static and dynamic loads certification, was subcontracted for Loads certification and would need to have complete aerodynamic and mass properties data for both the standard and modified aircraft to be able to show compliance with all the applicable Federal Airworthiness Regulations (FARs). As the sole mass properties engineer on the program, I would be entirely responsible for creating detailed mass properties for an aircraft while only using the paperwork that comes with a customer aircraft and any public information available on the internet or in print. This paper will document the system that was devised, and has continued to be used on numerous other projects, where detailed mass properties data is needed for customer certification issues without the benefit of any OEM engineering reports.},

keywords = {Aircraft - Commercial},

pubstate = {published},

tppubtype = {inproceedings}

}