@conference {3778, title = {3778. Mass Properties in Manufacturing}, booktitle = {81st Annual Conference, Savannah, Georgia}, year = {2022}, pages = {11}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Savannah, Georgia}, abstract = {

In a vehicle acquisition program, there is a myriad of groups that use mass properties data and require Mass Properties Engineering support. The user group may vary from product to product. However, almost every product{\textquoteright}s Performance, Structures, Loads, Tooling, Manufacturing, Costing, Shipping, and Marketing groups, along with many others, all require accurate mass properties in one form or another (SAWE, 2003). This paper will highlight specifically where mass properties data is utilized by various groups in the planning and construction of a ship, while providing an overview of the manufacturing, construction, assembly, and testing process. While this paper addresses how mass properties data is used in ship production, similar data furnished by the mass properties group is utilized in the construction of aircraft, spacecraft, offshore platforms, and ground transportation vehicles.

}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3778/buy}, author = {William Boze} } @conference {3707, title = {3707. Functional Requirements for Cross Industry Recommendation Practices}, booktitle = {77th Annual Conference, Irving, Texas}, year = {2018}, month = {05/2018}, pages = {11}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Irving, Texas}, abstract = {

This paper describes the results of three discussion of functional requirements for cross industry and industry specific SAWE Recommended Practices (RP). This effort provides information for a new overview RP that defines what should be included in each industry{\textquoteright}s document. It also demonstrates how panel discussions focused on Standard and Practice topic can be used at a regional conference and then complied into a SAWE technical paper. The topics covered include Center of Gravity reference systems, Occupant Weights, and Weight Breakdown System.

}, keywords = {17. Weight Engineering - Procedures, 30. Miscellaneous}, url = {https://www.sawe.org/papers/3707/buy}, author = {Schuster, Andreas} } @conference {3708, title = {3708. SAWE RP-8 Past, Present and Future}, booktitle = {77th Annual Conference, Irving, Texas}, year = {2018}, month = {05/2018}, pages = {10}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Irving, Texas}, abstract = {

SAWE Recommended Practice (RP) A-8 has been used in essence for the format of military aircraft mass properties for decades. RP A-8 forms the basis for effective communication within the mass properties community.

The paper revisits the genesis of RP A-8, its importance, and makes recommendations for potential future changes to the RP in order to accommodate future aircraft design architectures.

}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3708/buy}, author = {Kachurak, Paul} } @conference {3681, title = {3681. Simultaneous Use of Multiple Load Measuring Devices for Weighings in the Offshore Oil \& Gas Industry}, booktitle = {76th Annual Conference, Montreal, Canada}, year = {2017}, month = {05/2017}, pages = {27}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Montreal, Canada}, abstract = {

As with weighing any large item, a successful weighing in the offshore oil industry requires decisions regarding many aspects of the process:

o Detailed planning and coordination
o Selecting an appropriate weighing system and measuring devices (load-cells) o Approving of a weighing procedure
o Issuing a report documenting the results of the weighing
o Documenting deviations from an approved procedure

Defining the number of load-cells to be used requires an understanding of the capacity and uncertainty imitations of the devices, as well as the structural design of the Module. There is no formula available that determines the number of load-cells to employ for a weighing.
Factors to be considered for a multiple load-cell weighing are presented in this paper. A combination of good working knowledge of the various elements and application of sound engineering judgement will be necessary to make the many decisions that will arise during the planning and execution of a weighing.

This paper presents the factors to be reviewed and the mathematics to be used to determine the overall uncertainty of a weighing system. A basic checklist is also provided to assist the user when attending a weighing. Information in this paper is applicable for performing any weighing using a multiple load-cell system.

}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3681/buy}, author = {Bennett, Ian David} } @conference {3682, title = {3682. Allowance Versus Contingency in the Offshore Oil \& Gas Industry}, booktitle = {76th Annual Conference, Montreal, Canada}, year = {2017}, month = {05/2017}, pages = {13}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Montreal, Canada}, abstract = {

Weight management in the offshore oil industry uses the terms allowance and contingency when describing weights that cannot be defined during the present design stage {\textendash} but are known to be required. These terms are frequently accompanied with much debate - between Owner/Operators and Engineering Contractors - as to their meaning and interpretation. Depending on the past experiences of the Owner/Operator or the Engineering Contractor, one term will have preferential use over the other. In reality, the terms may be used interchangeably as they describe the same aspect of weight management.

In any industry where weight is an important design parameter, determining the total weight of an assembly of parts (e.g. an aircraft, a ship, or an offshore platform) is a part of the design and fabrication process. Before completion of fabrication, an assembly{\textquoteright}s total weight is a combination of two weight categories - definable (i.e. based on quantities, unit weights or densities), and indefinable (i.e. estimated or assumed). As the design matures, the portion of definable items increases while the portion of indefinable items decreases. The total weight - definable plus indefinable - should remain constant during the design and fabrication phases.

Definable weights are determined from preliminary documents (e.g. drawings and specifications), 3-D CAD, equipment vendor data, and other sources. Indefinable weights are estimated based on the level of design maturity of definable weights at any point in time. Common industry practice is to calculate the indefinable weights by application of a percentage factor (known as an allowance or contingency) to the definable weight. Combining the definable and the indefinable weights determine the total weight.

This paper describes how the terms allowance and contingency are synonymous, and proposes the use of a replacement generic term to provide a clear meaning for the intent of the terms it should replace. Information provided in this paper is based on the author{\textquoteright}s experiences in the offshore oil industry. Principles described should be applicable to weight management in any industry.

}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3682/buy}, author = {Bennett, Ian David} } @conference {3659, title = {3659. Weight and CG Curtailment}, booktitle = {75th Annual Conference, Denver, Colorado}, year = {2016}, month = {05/2016}, pages = {10}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Denver, Colorado}, abstract = {Without fail, weight and center of gravity (CG) change during every aircraft flight. In some aircraft, especially large passenger aircraft, the ability to safely account for weight and CG movement during flight can become problematic. There are unknown passenger and cargo weights. The crew and passengers often move large distances in the cabin and the cargo CG can shift unexpectedly during flight. Angle of attack and fuel burn often create CG movements due to fuel migration. The complexity of the analysis is large and the risk of failure is enormous. Any one or combination of those events in flight can be catastrophic. However, the risk to crew, passengers, cargo and aircraft can be mitigated by the proper use of weight and CG curtailment. In fact, by applying proper weight and CG curtailment methods during flight planning, those risks can be entirely eliminated as a cause of incident, accident, or catastrophic failure. The only other possible way of eliminating those risks would be to know the weight and CG of every crewman, passenger, cargo, and gallon of fuel and completely limit their movement. Or, better yet, develop a {\textquoteleft}smart{\textquoteright} plane that senses CG movement and automatically compensates for it during flight. As yet, that technology does not exist, is too costly and or complex to implement in a commercial aircraft environment. Weight and CG curtailment uses quantitative methods to shrink the flight envelope so that every likely shift in weight and CG is accounted for in the given flight profile or mission. In fact, as the only viable solution, every large aircraft operator uses weight and CG curtailment in one form or another to dispatch their aircraft in a safe and timely manner.}, keywords = {01. Aircraft Loading - General, 17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3659/buy}, author = {Brown, Patrick} } @conference {3635, title = {3635. Mass Properties - Flow of Information}, booktitle = {74th Annual Conference, Alexandria, Virginia}, year = {2015}, month = {05/2015}, pages = {14}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Alexandria, Virginia}, abstract = {Product development is a challenging process for any product, because aircraft are highly complex, interconnected, and should take into account a multiplicity of requirements, their design represents a challenge of the highest order. Hence, among the various requirements to be met by a new aircraft there are: cost, performance and sustainability requirements. The mass properties of the aircraft are intrinsically related to the fulfillment of these three requirements, consequently it is crucial that realistic estimates of aircraft mass properties be used during early conceptual design, and that it be strictly controlled during later stages of design. The mass properties management has different characteristics depending on the product development phase; it has to be adjusted as the maturity of the aircraft increases and also depends on the technical integration status of the development. The main objective of this paper is to analyze how the mass properties flow of information should be between specialized groups and managers, in order to guarantee that the information on the lowest level of the system will be able to answer on the aircraft level. The integration has to give accurate and timely mass properties data for making design optimization decisions. The primary result of this work is the development of an integrated and user- friendly tool to track the achievement of the local target weight and impact on the global weight. Keywords: mass properties, flow of information, requirements }, keywords = {17. Weight Engineering - Procedures, 24. Weight Engineering - System Design}, url = {https://www.sawe.org/papers/3635/buy}, author = {Gomide de Paula, V B and Abrantes, F V and Silveira de Matos, M and Meyer, S C} } @conference {3637, title = {3637. Integrated Product Design and Weight Engineering}, booktitle = {74th Annual Conference, Alexandria, Virginia}, year = {2015}, month = {05/2015}, pages = {7}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Alexandria, Virginia}, abstract = {This paper is based on Altair Engineering{\textquoteright}s research \& global experience in improving the product design process by the application of optimization and business analytics. The research focuses on improving the design of aircrafts and other low volume manufactured products by incorporating leading edge solutions towards influencing the earliest stages of design. This specific paper builds upon frameworks that have been built by other researchers, and implements them in a real world scenario. Today{\textquoteright}s aircrafts are among the largest and most complex products made with long lifecycles. Building these requires tight collaboration between the manufacturer, supplier and airline fleet owners. Furthermore, they may be developed for a specific business for which components and requirements may change continuously. The aircraft design process suited to the above has been described by various frameworks {\textendash} INCOSE 2006, Spiral Design, Simultaneous Requirements and Design Development. Our research indicates that regardless of the process chosen, the key criteria for a successful project are: {\textbullet} The ability to have optimized architectural and structural decisions upfront in the design cycle when the design is immature {\textbullet} The ability to manage rapid design change due to evolving requirements {\textbullet} The ability to rapidly highlight the effect of those design changes leading to timely corrective actions as needed, using business analytic principles This paper shall show how engineers can derive optimum structures that meet design requirements with the minimum possible material mass. This results in a product that is less expensive to manufacture and maintain. This paper shall also highlight how engineers can rapidly highlight the effect of these designs and their changes on product attributes such as weight and balance. Providing such process and tools for data consolidation, tracking and reporting, enables constituents of the extended enterprise to contribute more to product development by focusing on identifying, managing and improving mass properties and associated opportunities, risks and uncertainties.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3637/buy}, author = {Verma, D} } @conference {3614, title = {3614. A Method For Assessing Mass Data Quality Throughout The Product Development Process}, booktitle = {73rd Annual Conference, Long Beach, California}, year = {2014}, month = {05/2014}, pages = {20}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Long Beach, California}, abstract = {In the automotive industry, developing a product is a few years of journey from concept to a product on wheels. The weight engineers have to predict the mass property from just idea concept in the beginning, and progressively increase its precision over time in line with the product definition{\textquoteright}s maturity. There are many methods of weight estimation with various tools and techniques that are developed by Weight Engineering practitioners. No matter which tool is used, there are always some degrees of uncertainty that might obscure judgement and sometimes result in total lack of confidence in data liability, especially if a making a critical decision is involved. Design progression over time will increase the level of certainty and can help us improve the quality of weight estimates, but it requires a robust data management process. This paper focuses on how to evaluate the quality of weight estimates and manage it throughout the product development cycle. Combining an uncertainty management technique with a bottom up weight projection method, we are enabled to report the weight of the product in shape of a probability distribution, rather than just one uncertain value. This way of reporting allows us to define the likelihood of occurrence of each failure mode, therefore providing a better visibility for decision making. This also helps to form a discipline for improving the quality of weight estimates throughout time. The methodology involves estimating the weights in three cases of best, worst and most likely, which in turn forms the average and standard deviation for each low end component. By using the Monte Carlo Simulation technique rolling up weight of those components to the complete product, the average and standard deviation of the vehicle can be obtained, and in case of availability of the failure modes, will be used in evaluating the likelihood of their occurrences. The standard deviation of the final product may also be used as an indication of data health at each stage of the development. The magnitude of acceptable standard deviation has to be continuously reduced throughout the design progression to reflect the increased confidence in our engineering estimates. }, keywords = {16. Weight Engineering - Organization, 17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3614/buy}, author = {Haghdoost, Parviz and O{\textquoteright}Sullivan, Jerry} } @conference {3618, title = {3618. Building SAWE Capability as an ANSI Accredited Standards Developer}, booktitle = {73rd Annual Conference, Long Beach, California}, year = {2014}, month = {05/2014}, pages = {16}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Long Beach, California}, abstract = {This paper presents a 2014 status of the Society of Allied Weight Engineers{\textquoteright} process towards becoming an Accredited Standards Developer (ASD) under certification by the United States American National Standards Institute (ANSI). Included is material from the committee{\textquoteright}s 2013 International presentation, current status, and additional general background material. The document strives to serve as a reference point to assist SAWE Recommended Practice and Standards developers in negotiating United States Standards Strategy, international standards strategy, and the association of SAWE standards and recommended practices to those efforts. Required procedures for SAWE to develop and maintain Recommended Practices and ANSI/SAWE Standards are reviewed.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3618/buy}, author = {Jeffrey Cerro and Davis, Edward W. and Peterson, E and Griffiths, William T. and Brooks, Andrew P. and Stratton, Bonnie and Attar, Jos{\'e}} } @conference {3622, title = {3622. How to implement the special requirements for managing mass properties in transportation industries}, booktitle = {73rd Annual Conference, Long Beach California}, year = {2014}, month = {05/2014}, pages = {19}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Long Beach, California}, abstract = {usb GmbH provides a mass management software tool. In the past the software was mainly developed considering requirements of aerospace industries. During the last year usb GmbH met the challenge to extend the mass management software solution to the special needs of transportation industries. It was really interesting to find out, what are the main differences between aerospace and transportation concerning the management of mass properties. This paper shows the main differences as well as many common issues. Common issues are the general calculation routines for mass, center of gravity and moments of inertia. Those follow physical laws. Also management of parts, bill of material and projects are similar. In both cases mass specific objects like staff or consumable have to be added. The main extensions and changes are in the management of the following objects {\textbullet} Configuration of trains out of different waggons {\textbullet} Considering different objects representing different payload conditions {\textbullet} Calculation of wheel and axle loads During this paper it will be shown how these requirements are implemented and how they are managed now within M3 software. During close teamwork with Bombardier Transportation, not only functional procedures are defined and new objects are configured. With facing this challenge the software itself was updated. Objects, like parts, projects, risk and opportunities can be configured by the customer itself now. The user interface was transferred to a new version, which make is more comfortable and easy to use. The customer has the possibility to adjust it to its specific needs. As a conclusion we have now an improved software tool, which can satisfy requirements of different industries integrated into company application environment.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3622/buy}, author = {Rosenberger, Claudia} } @conference {3623, title = {3623. Special Requirements for Managing Mass Properties in Rail Transportation}, booktitle = {73rd Annual Conference, Long Beach California}, year = {2014}, month = {05/2014}, pages = {19}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Long Beach, California}, abstract = {Two years ago I had the chance to visit a SAWE conference (Bad G{\"o}ggingen -Munich) for the first time. I was really impressed with the large community of mass engineers existing for such a long time without being noticed by me and my colleagues in Germany. For us it is very important to see what others do in the same field. We all have more or less the same problems and can support each other to solve them. During this conference I met some colleagues whom ask me why it is necessary to have mass management in railway industry. Finally all vehicles are so heavy. These opinions were the spark to write this paper and give the presentation. But first let me introduce myself. I started my career as mass manager for Bombardier Transportation in 2001. Until that time mass management in Bombardier Germany was usually performed by engineers alongside their daily work. So it was up to me to fill this position as a full-time mass manager with enthusiasm. During the last 13 years mass management has become more and more important so the number of mass managers has increased constantly, from one in 2001 to up to 15 in 2014 in Germany only. There were similar developments for Bombardier Transportation worldwide. In 2014 we took a big step to harmonize mass management. A global function (Centre of Competence) was set up with special mandates to harmonize processes and tools for mass management. To give you a better feeling for how mass management in the railway industry works I will explain shortly the different product types and where the requirements come from. The general tasks of mass management are also similar so we have many things in common. Similar to the aerospace industry we consider different mass type definitions which I will shortly discuss. So let{\textquoteright}s start to bring the railway industry into the SAWE and make them an important part of it.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3623/buy}, author = {T{\"o}pfer, Kirstin} } @conference {3545, title = {3545. Weight Management for Aircraft Passenger Seats}, booktitle = {71st Annual Conference, Bad G{\"o}gging, Germany}, year = {2012}, month = {05/2012}, pages = {19}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Bad G{\"o}gging, Germany}, abstract = {In this paper, the company RECARO Aircraft Seating and the different seat types are presented in order to show the scope of work of the weight department starting from lightweight economy class seats without any IFE up to full-flat electrical business class seats. The paper delivers insight into the work of an weight engineer in the aircraft seat development and production. It shows the different tasks during the project phases from the project start to the final seat and also the daily work to support the project engineers and sales management. The tools and methods of weight estimation, calculation and tracking are described and also the collaboration with the production line, the sales department and the suppliers in order to get weighed weights to improve the maturity of the weight data. The connection to other departments like stress calculation, crash simulation and testing is also shown. The paper gives an outlook on future challenges to keep the seat weight low with simultaneously improving the comfort and implementing extensive entertainment systems.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3545/buy}, author = {H{\"u}bner, Heinz} } @conference {3583, title = {3583. Report Format For Weight Control Of Offshore Structures}, booktitle = {71st Annual Conference, Bad G{\"o}gging, Germany}, year = {2012}, month = {05/2012}, pages = {35}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Bad G{\"o}gging, Germany}, abstract = {The purpose of this paper is to suggest standard layouts for printouts to be included in the weight report for engineering and construction of offshore structures. The proposals are based on a systematic review of weight reports for existing oil platforms built for the North Sea and Gulf of Mexico during the last 10 year. The content of these weight reports are systemized according to the ISO standard for weight control, as well as the Statoil requirement for weight control. Requirements for weight control of offshore structures are described in the ISO standard 19901-5 {\textquotedblleft}Petroleum and natural gas industries {\textendash} Specific requirements for offshore structures {\textendash} Part 5: Weight control during engineering and construction{\textquotedblright}. This document includes definitions, weight control classes, weight- and load budgets, weight reporting, requirements for suppliers, requirements for weighing in addition to various appendixes. In this paper we will focus on chapter 6.3 {\textquotedblleft}Requirements to the weight report{\textquotedblright}. The content of existing weight reports are systemized and mapped to the defined chapters (printouts/tables) that are required according to the ISO standard. The Norwegian energy company Statoil has a technical requirement for weight control titled {\textquotedblleft}TR2352 Weight control requirements for topside and substructures{\textquotedblright}. This document specifies among others which data fields the weight database should include as a minimum. One of the results of this paper is an overview of which data fields are included in the various weight report chapters required by the ISO standard. This paper can serve as a specification of the data fields and printouts that should be included in a weight control system for offshore structures to fulfill the requirements of the ISO-19901-5. The layouts of the printouts are in focus. In this paper it is also discussed whether it{\textquoteright}s realistic to design a weight control system that automatically or semi-automatically produces the weight reports. Stein Bj{\o}rhovde is one of the founders and head of development of BAS Engineering. Mr. Bj{\o}rhovde has a Master of Science Degree in Ship Design, and has been developing the weight engineering software ShipWeight since 1993. He has also been involved in development of other weight control software, in addition to being a consultant doing weight estimation and monitoring in the offshore industry. He has more than 15 years{\textquoteright} experience in weight estimation of new ship designs for several Norwegian and international ship designers and yards.}, keywords = {17. Weight Engineering - Procedures, 35. Weight Engineering - Offshore}, url = {https://www.sawe.org/papers/3583/buy}, author = {Bj{\o}rhovde, Stein} } @conference {3584, title = {3584. Weight Optimization of Aircraft Structures with Durability and Damage Tolerant Constraints}, booktitle = {71st Annual Conference, Bad G{\"o}gging, Germany}, year = {2012}, month = {05/2012}, pages = {19}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Bad G{\"o}gging, Germany}, abstract = {Aircraft structural weight optimization is considered with Durability and Damage tolerant constraints. Nature of solution space for investigating the durability and damage tolerance of minimum weight structure is discussed. Altair{\textquoteright}s OptiStruct{\textregistered} finite element driven solver of Hyperworks{\textregistered} suite is used to provide a sound ground up optimization in several stages. A generic aircraft structural component is investigated as a proof of the concept which provides weight saving methodology in the initial conceptual phase of design by rigorous applications of optimization tools.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3584/buy}, author = {Zaidi, Anwer A.} } @conference {3585, title = {3585. Graphene based Polymer Composites: Prospects of Application in design of Light Weight Aerospace Structural Components}, booktitle = {71st Annual Conference, Bad G{\"o}gging, Germany}, year = {2012}, month = {05/2012}, pages = {17}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Bad G{\"o}gging, Germany}, abstract = {The use of new and exotic material, graphene, is explored in tailoring and designing composites to create aircraft structural parts. The synthesis and engineering of graphene is still in infancy but the future potential is enormous. Some initial tests and subsequent validation results for graphene is described to establish a baseline for its future use as structural parts, as a part of composite material system in aerospace Industry. Initial results of using graphene either as a strengthening ply with polymer matrix type laminate or as a fiber in traditional composite system, shows enormous potential. This is the key aspect researchers are relying on.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3585/buy}, author = {Zhang, Bangwei and Zaidi, Anwer A. and Asmatulu, Ramazan} } @conference {3586, title = {3586. SWAT: Systematic Weight Analysis and Reduction Method}, booktitle = {71st Annual Conference, Bad G{\"o}gging, Germany}, year = {2012}, month = {05/2012}, pages = {24}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Bad G{\"o}gging, Germany}, abstract = {The systematic reduction of weight has become an important key factor for a variety of industrial applications. The reduction of weight {\textendash} typically {\textendash} has a positive impact on less energy consumption, range increase, payload enlargement, preserving resources, and saving costs. Assuming that all easy and obvious weight saving ideas have already been implemented when people start to think about applying specific weight saving methods creates two major statements: {\textbullet} To find new weight saving ideas a new way of thinking is mandatory. Therefore the involved people have to leave their so called {\textquotedblleft}comfort zone{\textquotedblright} and open their minds towards novel and uncommon ideas. {\textbullet} To find new weight saving ideas people have to accept the related risks as challenges that have to be solved to gain flexibility instead of allowing the perception of risks to {\textquotedblleft}kill{\textquotedblright} risky weight saving ideas. The SWAT-Method (SWAT stands for Systematic Weight Analysis and Reduction MeThod) determines potential of weight saving ideas by methodical functional system analysis and guided creativity. In addition it provides a clear and transparent view on the way forward for the deployment of ideas including risks: {\textquotedblleft}SWAT is a formal systematic approach designed to develop and support your creativity.{\textquotedblright} and {\textquotedblleft}SWAT identifies existing hidden flexibility that can be used for weight saving concepts.{\textquotedblright}}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3586/buy}, author = {Matthias, Kossow and Graf, Konstantin and Kabbe, Torben} } @conference {3592, title = {3592. A Background in Offshore Floating Production Unit Weight Control Nomenclature and a Proposal for Future Development}, booktitle = {71st Annual Conference, Bad G{\"o}gging, Germany}, year = {2012}, month = {05/2012}, pages = {9}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Bad G{\"o}gging, Germany}, abstract = {In estimating and managing weight growth during concept, design and fabrication phases for offshore energy floating production platforms and vessels, two similar but different methodologies for representing weight nomenclature have arisen thus leading to confusion and turmoil within the weight control discipline. This paper delves into the background and origins of these weight control methodologies and seeks to open the discussion on the differing nomenclatures found within the weight control function. This will be done by giving some examples of weight control terminology with multiple definitions and proposing a new concept of weight nomenclature based on the stages and states of weight development.}, keywords = {13. Weight Engineering - Marine, 17. Weight Engineering - Procedures, 35. Weight Engineering - Offshore}, url = {https://www.sawe.org/papers/3592/buy}, author = {Zawadzki, Radoslaw} } @conference {3522, title = {3522. International Weight Control Standard for the Offshore Oil \& Gas Industry}, booktitle = {70th Annual Conference, Houstion, Texas}, year = {2011}, month = {05/2011}, pages = {22}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Houston, Texas}, abstract = {Based on the author{\textquoteright}s experience, many engineers and managers in the North American offshore oil and gas industry consider International Standards Organisation (ISO) documents to be incomplete, complicated or foreign. However, after some understanding behind their purpose and the process of their creation, ISO documents are informative, well written and very useful when tackling complicated technical issues. With members from 163 countries, ISO is the world{\textquoteright}s largest developer and publisher of international standards; encompassing many topics related to the design and manufacturing of goods and facilities in all forms of industry. With the aim of representing interested government and industry bodies with common goals, the countries place volunteer members on specific ISO technical committees. Through consultation, the committee members reach a consensus on how the standards are to be worded and presented for use. Modifications are then presented to the member countries for further peer review. Final changes are voted into acceptance or rejection. ISO Technical Committee (TC) 67, sub-committee (SC) 7 is responsible for the ISO 19901 suite of documents - entitled Petroleum and natural gas industries {\textemdash} Specific requirements for offshore structures - focusing on the Petroleum and Natural Gas Industries. The complete suite of documents is composed of: Part 1: Metocean Design and Operating Considerations; Part 2: Seismic Design Procedures and Criteria; Part 3: Topsides Structure; Part 4: Geotechnical and Foundation Design Considerations; Part 5: Weight Control During Engineering and Construction; Part 6: Marine Operations; Part 7: Station-keeping Systems for Floating Offshore Structures and Mobile Offshore Units; Working Group 6 (WG6) is responsible for Part 5. Members of committee TC67/SC7/WG6 include representatives of national standard organizations (governmental and private) from nineteen countries. For North America, the representatives are Mr. A. Schuster representing the American National Standards Institute (ANSI), and the author representing the Standard Council of Canada (SCC). SAWE is in the unique position of having both North American representatives as members of its Houston chapter, with both actively employed as weight managers in the offshore oil and gas industry. This paper is presented to give a better understanding and appreciation of the information found in ISO 19901-5; in order that it receives a more uniform acceptance in the North American oil and gas industry.}, keywords = {17. Weight Engineering - Procedures, 35. Weight Engineering - Offshore}, url = {https://www.sawe.org/papers/3522/buy}, author = {Bennett, I.D.} } @conference {3493, title = {3493. An Expanded Study of SAWE Paper 3468 - Quantifying Uncertainty and Risk in Vehicle Mass Properties Throughout the Design Development Phase}, booktitle = {69th Annual Conference, Virginia Beach, Virginia}, year = {2010}, month = {05/2010}, pages = {10}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Virginia Beach, Virginia}, abstract = {SAWE Paper No. 3468 (Boze \& Hester, 2009) demonstrated that uncertainty and risk can be quantified by coupling a Monte Carlo simulation using Microsoft{\textregistered} Excel, mass properties data, a work breakdown structure, uncertainty categories, and derived probability distributions. The risk can be assessed by evaluating the probability of occurrence, the standard deviation, and the coefficient of variation resulting from randomly varying the mass properties variable within an uncertainty category{\textquoteright}s probability distribution. The original paper demonstrated this approach using data collected over an 18 month period on an existing ship acquisition program. The purpose of this paper is to broaden the range of mass properties data used in the same simulation model to a five year design acquisition life cycle in order to gain increased insight into the use of this method. New observations will be drawn as to the required number of simulation runs, the various measures of risk, affects on risk of physical platform changes to satisfy performance requirement changes, as well as disclosing improved graphic methods for displaying some risk data. }, keywords = {17. Weight Engineering - Procedures, 21. Weight Engineering - Statistical Studies, 24. Weight Engineering - System Design}, url = {https://www.sawe.org/papers/3493/buy}, author = {Boze, William and Heaney, Elizabeth} } @conference {3494, title = {3494. An Error Propagation Analysis of Small Engine Mass Properties Measurements}, booktitle = {69th Annual Conference, Virginia Beach, Virginia}, year = {2010}, month = {05/2010}, pages = {16}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Virginia Beach, Virginia}, abstract = {This paper investigates the impact of measurement error propagation on the accuracy of calculated weights and centers of gravity of small turbofan engines. Three variations of the two-load-cell crane-and-cable weighing technique were explored. The potential sources of measurement error were identified and analytical expressions for calculating the total error in the weight and center of gravity calculations were derived. A generic engine example was used to conduct a sensitivity analysis to illustrate the magnitude of error that could result from various weighing configurations. Results show that incorrect mass properties values can have an effect on modern aircraft flying qualities, such as fuel burn, aircraft handling, and trim.}, keywords = {03. Center Of Gravity, 08. Weighing, 17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3494/buy}, author = {Primozich, Anthony, P.E.} } @conference {3497, title = {3497. New Mass Properties Engineers{\textquoteright} Aerospace Ballasting Challenge Facilitated by the SAWE Community}, booktitle = {69th Annual Conference, Virginia Beach, Virginia}, year = {2010}, month = {05/2010}, pages = {27}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Virginia Beach, Virginia}, abstract = {The discipline of Mass Properties Engineering tends to find the engineers; not typically vice versa. In this case, two engineers quickly found their new responsibilities deep in many aspects of mass properties engineering and required to meet technical challenges in a fast paced environment. As part of NASA{\textquoteright}s Constellation Program, a series of flight tests will be conducted to evaluate components of the new spacecraft launch vehicles. One of these tests is the Pad Abort 1 (PA-1) flight test which will test the Launch Abort System (LAS), a system designed to provide escape for astronauts in the event of an emergency. The Flight Test Articles (FTA) used in this flight test are required to match mass properties corresponding to the operational vehicle, which has a continually evolving design. Additionally, since the structure and subsystems for the Orion Crew Module (CM) FTA are simplified versions of the final product, thousands of pounds of ballast are necessary to achieve the desired mass properties. These new mass properties engineers are responsible for many mass properties aspects in support of the flight test, including meeting the ballasting challenge for the CM Boilerplate FTA. SAWE expert and experienced mass properties engineers, both those that are directly on the team and many that supported via a variety of Society venues, significantly contributed to facilitating the success of addressing this particular mass properties ballasting challenge, in addition to many other challenges along the way. This paper discusses the details regarding the technical aspects of this particular mass properties challenge, as well as identifies recommendations for new mass properties engineers that were learned from the SAWE community along the way.}, keywords = {17. Weight Engineering - Procedures, 19. Weight Engineering - Spacecraft Estimation}, url = {https://www.sawe.org/papers/3497/buy}, author = {Cutright, Amanda and Shaughnessy, Brendan} } @conference {3503, title = {3503. Carefree Handling for Current Aerodynamically Instable Fighters --- Resulting Requirements on Mass Properties as Well as In-Service Operation}, booktitle = {69th Annual Conference, Virginia Beach, Virginia}, year = {2010}, month = {05/2010}, pages = {22}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, address = {Virginia Beach, Virginia}, abstract = {Modern fighters face high level mission requirements as well as complex combat scenarios. Additionally their agility has significantly grown, especially by the introduction of aerodynami- cally instable flight performance designs. This demands for solutions to reduce the pilots work- load in the field of aircraft flight control. It could be achieved by the application of a principle called Carefree Handling. This principle transfers the aircraft trim control together with the flight envelope limits observation to the aboard Flight Control System (FCS). Applying this, both tasks are completely and autono- mously performed by the FCS. The trim control is a permanent background process during flights. The flight envelop limit con- trol triggers FCS reactions at limit approach or exceedance. At limit approach the FCS poten- tially indicates warnings to the pilot(s). At limit exceedance the FCS initiates adequate counter measures. The risk potential at limit exceedance defines the safety requirements on accuracy and reliability of fundamental FCS input parameters. Basic technologies such as Fly-by-Wire and FCS architecture with powerful operating units are already available {\textendash} hence Carefree Handling is technically feasible. The application of the Carefree Handling principle generates additional technological, logistical and operational effort. However it must be considered that for aerodynamically instable fighters the aircraft trim control must be performed by the FCS anywhere. In this paper basic aspects of the Carefree Handling principle with emphasis on their impact on mass properties handling are briefly outlined. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3503/buy}, author = {Lehnertz, Gregor} } @conference {3479, title = {3479. Managing and Controlling Weight and Center of Gravity for Combat Ground Vehicle Development Programs}, booktitle = {68th Annual Conference, Wichita, Kansas}, year = {2009}, month = {5/16/2009}, pages = {16}, type = { 17. Weight Engineering - Procedures; 25. Weight Engineering - System Estimation ; 31. Weight Engineering - Surface Transportation}, address = {Wichita, Kansas}, abstract = {BAE Systems Inc. is the U.S, subsidiary ofBAE Systems pIc, an intcmational company engaged in the development, delivery and support of advanced defense and aerospace systems in the air, on land, at sea and in space. US Combat Systems, one of BAE Systems Inc.{\textquoteright}s Land \& Armaments lines of business is a leader in designing, rapidly prototyping and manufacturing protected fighting vehicle plattbrms and survivability solutions that support and protect the current and future forces. Improving and increasing military transformation capabilities, that is increasing the speed with which the military forces deploy and engage by reducing the logistics tail is directly related to the successes of managing and controlling the development and fielded weight of combat ground vehicles. This paper discusses methods of controlling and managing weight of complex design combat vehicle solutions tbr the customer that has various design constraints such as high level of component commonality, low cost, high reliability, speed to market, and increased performance capabilities over the current force systems. The mass properties control and management methods presented in this paper focus on developing an accurate estimate, reconciling this estimate with the customer{\textquoteright}s requirements, advocating a program mass properties and control plan, establishing and enforcing weight allocations/targets, monitoring and mitigating development weight, organizing and presenting data. The final conclusions of this paper will include lessons learned based on implementation ofthese methods. }, keywords = {17. Weight Engineering - Procedures, 25. Weight Engineering - System Estimation, 31. Weight Engineering - Surface Transportation}, url = {https://www.sawe.org/papers/3479/buy}, author = {Kaiser, Scott} } @conference {3437, title = {3437. Development and Implementation of a Space Systems Mass Properties Process}, booktitle = {67th Annual Conference, Seattle, Washington}, year = {2008}, month = {5/19/2008}, pages = {10}, type = {17. Weight Engineering - Procedures; 24. Weight Engineering - System Design}, address = {Seattle, Washington}, abstract = {ATK Launch Systems is the world leader in solid rocket motor design and manufacturing. The Systems Engineering and Integration (SE\&I) team within the Advanced Programs group was tasked with developing a mass properties process for very large and complex systems. This process was to include a definition of what mass properties information needed to be tracked, how the information was going to be calculated and tracked, and where the information would be stored. The SE\&I team chose to use the AIAA S-120-2006 [1] standard as a basis for the new process. This standard provided suggestions for what information should be tracked, and what the mass growth allowance (MGA) and mass margin (MM) depletion schedule should look like for a space system, including mass assessment Technical Performance Measure (TPM) guidelines. With the AIAA guidelines [1] in mind, the SE\&I team developed a new mass properties control plan. This control plan included the process for calculating MGA and MM depletion schedules, and mass assessment roll ups, including TPMs, for assemblies with components in various design stages. The traditional roll up as outlined in the AIAA standard [1] suggests components within assemblies follow the same schedule with different percentages based on maturity. ATK chose to develop an approach to allow different schedules for each component / assembly based on the component / assembly specific development schedule and maturity. The mass properties process also included the method for tracking detail part changes real time, and calculating and reporting TPMs for mass assessment, the number of component mass changes, and the time sequenced mass properties. All of the knowledge contained within the control plan was then captured within a MATLAB application which calculated the time sequenced mass properties, the mass depletion schedule of the system, and output the required TPMs programmatically. The MATLAB application also created a formatted mass properties report, and a data file containing all of the time sequenced mass properties information for use by other groups. This process and application can be used on any large system, and it is ideal for systems which implement the AIAA approach [1] to mass properties control. With little time and effort on the part of the mass properties engineer, a great deal of data can be created programmatically.}, keywords = {17. Weight Engineering - Procedures, 24. Weight Engineering - System Design}, url = {https://www.sawe.org/papers/3437/buy}, author = {Peterson, Jesse and Ratz, Otto G. and Trego, Dr. Angela} } @conference {3440, title = {3440. E-Standards For Mass Properties Engineering}, booktitle = {67th Annual Conference, Seattle, Washington}, year = {2008}, month = {5/19/2008}, pages = {19}, type = {16. Weight Engineering - Organization; 17. Weight Engineering - Procedures}, address = {Seattle, Washington}, abstract = {A proposal is put forth to promote the concept of a Society of Allied Weight Engineers developed voluntary consensus standard for mass properties engineering. This standard would be an e-standard, and would encompass data, data manipulation, and reporting functionality. The standard would be implemented via an open-source SAWE distribution site with full SAWE member body access. Engineering societies and global standards initiatives are progressing toward modern engineering standards, which become functioning deliverable data sets. These data sets, if properly standardized, will integrate easily between supplier and customer enabling technically precise mass properties data exchange. The concepts of object-oriented programming support all of these requirements, and the use of a Java{\texttrademark} based open-source development initiative is proposed. Results are reported for activity sponsored by the NASA Langley Research Center Innovation Institute to scope out requirements for developing a mass properties engineering e-standard. An initial software distribution is proposed. Upon completion, an open-source application programming interface will be available to SAWE members for the development of more specific programming requirements that are tailored to company and project requirements. A fully functioning application programming interface will permit code extension via company proprietary techniques, as well as through continued open-source initiatives. }, keywords = {16. Weight Engineering - Organization, 17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3440/buy}, author = {Jeffrey Cerro} } @conference {3453, title = {3453. Modernizing Inclining Experiment Tools and Methods}, booktitle = {67th Annual Conference, Seattle, Washington}, year = {2008}, month = {5/19/2008}, pages = {14}, type = {13. Weight Engineering - Marine; 17. Weight Engineering - Procedures}, address = {Seattle, Washington}, abstract = {

The purpose of this paper is to propose new, more modern tools and methods for performing an inclining experiment on ships and submarines. The paper describes the process of an inclining experiment and the current tools and methods used. New tools are proposed and described for the weight survey and inventory of load items, determining the density of liquid load items, and measuring the density of the water in which the ship is floating. Reading draft marks and weighing inclining weights is discussed briefly. The move to electronic range finders and inclinometers is discussed and examples of each are shown. A discussion of error analysis follows; this is missing in the current inclining experiment reports and requirements. Finally a common inclining experiment computer application is discussed and an information display mockup shown.

}, keywords = {13. Weight Engineering - Marine, 17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3453/buy}, author = {Tellet, David} } @conference {3456, title = {3456. Level or Not to Level: The Analysis of a Single Engine Weighing Process}, booktitle = {67th Annual Conference, Seattle, Washington}, year = {2008}, month = {5/19/2008}, pages = {24}, type = {8. Weighing; 17. Weight Engineering - Procedures}, address = {Seattle, Washington}, abstract = {With Cessna growing at a rate unprecedented in the company{\textquoteright}s history, and facilities bursting at the seams to accommodate the 18 different models of aircraft currently produced, every line is reviewed and evaluated to simplify and accelerate line flow. Cessna{\textquoteright}s Independence facility decided to evaluate the weighing process for the current production single engine aircraft (172, 182, and 206). How can a process developed 10, 20, or even 30 years ago compare to one developed using the latest technologies? This paper discusses the analytical process used to develop a new weighing process for Cessna{\textquoteright}s single engine aircraft. This new process allows the aircraft to be weighed in unlevel conditions, translates the center-of-gravity to level conditions and decreases cycle time by more than one hour per weighing. These equations have been tested and show an improvement in repeatability, reproducibility and comparability between different units. This paper evaluates Cessna{\textquoteright}s previous single engine weighing process on safety, accuracy, reproducibility, repeatability, cycle time and cost. Anyone who has ever observed a weighing process and thought, {\textquotedblleft}there must be a better way,{\textquotedblright} will enjoy this paper. }, keywords = {08. Weighing, 17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3456/buy}, author = {Kaufman, Johnathan} } @conference {3458, title = {3458. Methods of Determining the Longitudinal Weight Distribution of a Ship}, booktitle = {67th Annual Conference, Seattle, Washington}, year = {2008}, month = {5/19/2008}, pages = {24}, type = {13. Weight Engineering - Marine; 17. Weight Engineering Procedures}, address = {Seattle, Washington}, abstract = {Approximation methods for weight distribution of ships are surveyed. Grouping methods such as the {\textquotedblleft}Bucket{\textquotedblright} and station method are also explored. Detail based methods are explained. Finally, an improved method of distribution based on details is proposed. Guidance for the requirements of a weight database for this method is given and an alternative summary method is suggested to overcome difficulties caused by failure to meet certain database requirements of the detail method. Extensive appendices provide necessary figures and equations for using these methods.}, keywords = {13. Weight Engineering - Marine, 17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3458/buy}, author = {Hansch, David Laurence} } @conference {3407, title = {3407. Genetic Algorithm Applied to Weight Estimation}, booktitle = {66th Annual Conference, Madrid, Spain}, year = {2007}, month = {5/28/2007}, pages = {18}, publisher = {Society of Allied Weight Engineers}, organization = {Society of Allied Weight Engineers}, type = {17. Weight Engineering - Procedures}, address = {Madrid, Spain}, abstract = {Fast and accurate rear fuselage weight estimations are an important process in aircraft design tasks. After modeling geometry and obtaining the load distribution, an optimized sizing must be obtained to calculate the rear fuselage weight. In this paper, optimization will be performed using a genetic algorithm. It will be integrated in the global weight estimation process, and its configuration and settings will be analyzed in order to improve convergence time and results obtained.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3407/buy}, author = {Torres, Jorge and Victoria, Juan} } @conference {3385, title = {3385. Reproducible Research in Mass Properties Engineering: A Modest Proposal}, booktitle = {65th Annual Conference, Valencia, California}, year = {2006}, month = {5/20/2006}, pages = {46}, publisher = {Society of Allied Weight Engineers}, organization = {Society of Allied Weight Engineers}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Valencia, California}, abstract = {These days of diminishing resources - especially in the mass properties industries - demand that we find and use the most efficient and effective paths to do our jobs. We also have a responsibility to provide a corporate memory legacy to future weight engineers. The current trend toward bulletized presentations and undocumented spreadsheets will not provide future engineers with the data, methodology, or rationale needed to prevent future wasteful re-work and uncertainty. This paper proposes one path to move back toward meaningful, useful, and effective technical reports while increasing the efficiency of producing those reports. This path borrows from the Academic model for papers and theses in the use of proven open-source programs like LATEX and R. A practical example of the use of these programs is shown in Part II of this paper as a short study on an Exploratory Data Analysis of the FF 1040 Weight and Stability. This study shows how an ascii file can contain the data, methods, discussion, and results (both text and graphics) of a subject and how this file can be used far into the future to either recreate the original study or revise or expand on it as needed. The study shows that a better legacy than anemic PowerPoint slides can be provided for future weights engineers and that the tools used to do so can improve efficiency and effectiveness of current weights engineers.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3385/buy}, author = {Tellet, David} } @conference {3375, title = {3375. Methods to Measure and Track Technical Performance Measures}, booktitle = {64th Annual Conference, Annapolis, Maryland}, year = {2005}, month = {5/14/05}, pages = {16}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Annapolis, Maryland}, abstract = {This research paper was done to determine the best way to measure and track Technical Performance Measures (TPM) in a marine industrial setting. Technical Performance Measures are plans of expected technical achievement in which actual progress is assessed relative to goals which are measured against a documented timeline. This researcher was looking for better ways to track these performance measures. The goal of this researcher was achieved. By doing extensive research, this researcher found that TPMs need to be measured in the following ways: 1. Assess requirements 2. Determine goals and thresholds 3. Create a plan to meet those goals 4. Track progress against a strict timeline (in graphic format) 5. Report Risks 6. Devise a plan to mitigate risks 7. Implement plan 8. Report results to management}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3375/buy}, author = {McDonald, Amy} } @conference {3146, title = {3146. Predictive Weight Accounting Within a Multidiciplinary Engineering Organisation}, booktitle = {60th Annual Conference, Arlington, Texas, May 19-23}, year = {2001}, month = {5/19/01}, pages = {21}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Arlington, Texas}, abstract = {There is an obvious requirement to maintain and document Aircraft weight at all stages of an Aircraft project. The standard of information available to the weight engineer changes, becoming gradually more detailed as the project continues. Different weight capturing methods are suited to particular phases of a project and provide subtly different types of weight data. In the early phases of a project there is no particular specific design available. Data takes the form of a list of project requirements and some engineering solutions which detail how certain aspects of that design are to be realised. In this phase of a project, the weight engineer is providing a predicted weight, not the weight of a particular design instance. He is telling the project what a design should weigh, not what a particular design does weigh. This activity is supported by a varied selection of weight prediction methods, which are examined in this paper. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3146/buy}, author = {Douglas Smith and Cheeseman} } @conference {3005, title = {3005. X-35 Weight Control}, booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7}, year = {2000}, month = {6/5/00}, pages = {17}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {St. Louis, Missouri}, abstract = {Effective weight control is mandatory for any successful short takeoff/vertical landing (STOVL) aircraft. The demanding task is made more difficult when the aircraft has a high degree of commonality with variants designed as replacements for high performance Air Force and Navy fighters. This challenge was placed squarely in front of a Lockheed Martin led team when, in November 1996, it was selected as one of two participants for the concept development phase (CDP) of the Joint Strike Fighter (JSF) program. Each contractor was to develop two aircraft that would demonstrate technologies it deemed critical to being able to produce a multi-service fighter to replace the F-16, F/A-18, and the AV-8. Lockheed Martin?s demonstrator aircraft, which are designated the X-35A, X-35B and X-35C, are currently undergoing final assembly and system checkout testing at its Palmdale, California location and are schedule to fly before year end. This paper describes and examines the weight management aspects of the X-35 program that contributed to the achievement of the healthy weight margin its STOVL variant now enjoys. The effectiveness, strengths, and weaknesses of the aspects are explained. Some of the aspects addressed include: the roles of the mass properties engineer, subcontractor weight management, weight ?plan-to-perform? profiles, weight reduction programs, definition and use of target weights, ?value of a pound,? the ?weight czar,? and program management?s role in weight control. Following the examination of the weight control processes are recommendations for improvements. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3005/buy}, author = {Maijala, Glen} } @conference {3025, title = {3025. Tracking Aircraft Basic Weight Using Microsoft Access Relational Database}, booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7}, year = {2000}, month = {6/5/00}, pages = {30}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {St. Louis, Missouri}, abstract = {The objective of this paper is to provide the reader with an appreciation of some of what can be achieved with MS Access database in the field of aircraft weight and balance tracking, and to inspire the reader to investigate applications in their own field. This paper describes the background, reasoning, construction, operation, and features of the Microsoft Access database developed for recording and tracking aircraft basic weight and balance for Air New Zealand. Tracking aircraft basic weight between weighs is a process of recording modification weight changes, in an accurate and organised manner, and identifying when their cumulative effect requires republication of basic weight. Over the years there have been many methods of achieving this, some more or less complicated than others. Air New Zealand has operated over the years a variety of recording systems, from paper records to main frame databases. The difference between the previous methods and the current MS Access Weight and Balance database is that the MS database combines the benefits of all the previous methods, without many of the drawbacks. The problem with paper or spread sheet records for a fleet of aircraft of ten and above is the difficulty faced when researching whether a modification has been accounted for or not, and which revisions have been included. It quickly becomes a laborious task searching through all records. The database is the perfect form of weight record data management. Mainframes have been the only available databases of sufficient capability to manage aircraft weight records efficiently until recently. Unfortunately if enhancements were required, it was often difficult if not impossible to make these changes to the mainframe. Now with the modern PC based databases available, it is now reasonable for powerful weight and balance data management databases to be developed by the end user. Thereby allowing the recording medium to evolve with the changing requirements of the weights engineer. The Air New Zealand weight and balance database is developed in Microsoft Access because Air New Zealand chose to use Microsoft products. Initially the data was transferred from Paradox as flat file records, and then stripped down to tables and relational links created. The weight and balance database has been developed using common sense logic and terminology in a manner understandable for operators unfamiliar with Microsoft Access. MS Access allowed creation of simple forms for operation of the database which resulted in the database being simple and easy to use. The database records modification accomplishments, and alerts the weights engineer when change limits are exceeded. Other features include maintaining historical weight publication records for all aircraft, maintaining all records regarding inactive aircraft, a search capability for specific modifications, and modification status comparison between aircraft. It also records weigh dates, and forecasts upcoming weighs. The MS Access aircraft weight and balance tracking database has proven to be an efficient and accurate record keeping system which reduces the time required to manage weight and balance records for a fleet of aircraft. It?s strength is that it can be developed by persons unfamiliar with more advance programming languages, thereby allowing the developer the opportunity to evolve the database in keeping with changing requirements.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/3025/buy}, author = {Rogers, H} } @conference {2418, title = {2418. Mass Properties Process Improvements}, booktitle = {57th Annual Conference, Wichita, Kansas, May 18-20}, year = {1998}, month = {5/18/98}, pages = {22}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Wichita, Kansas}, abstract = {In the course of the last two years the weight and balance group has initiated several process improvement projects with the object in mind of reducing response time and improving the quality of the data which we supply to our customers. This paper discusses four of these projects. The first is a function developed on CATIA which automates distribution of mass properties by section for solid models of individual aircraft parts, which is one of our most time consuming tasks. This function splits solid models along section boundaries and transports the resultant data to a UNIX file for further processing. The second improvement is a CATIA function which determines fuel mass properties and the associated fuel burn curve from a CATIA solid model of the fuel tank. Process improvement number three is a program which calculates avionics and electrical system wire bundle weights by developing CATIA solid models which use splines representing the routing which these wire bundles take through the aircraft. The program extracts the wire type and quantity from the desired wiring schematic model located in a PROCADAM file and adjusts the density of the CATIA solid models proportionately, yielding distributed mass properties. These three improvements are the result of a collaborative effort between the weight and balance group and computer support group. The final project is a program run on Microsoft Excel which streamlines the process of creating preliminary aircraft loading profiles. As requests for these studies proliferated, the demand became apparent for a mechanism that would allow marketing personnel to run scenarios for various loading and optional equipment selections, and demonstrate the feasibility of loading the resultant aircraft for specified missions. This program is a response to that demand.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2418/buy}, author = {McKeighan, W and Vanderpool, M and Reed, T and Chronister, P and Kemp, D and Jones, S and Vanscyoc, J and Tice, M A} } @conference {2419, title = {2419. FAR 25.571 Impact on Weight Control}, booktitle = {57th Annual Conference, Wichita, Kansas, May 18-20}, year = {1998}, month = {5/18/98}, pages = {15}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Wichita, Kansas}, abstract = {FAR 25.571 and advisory guidelines require that damage tolerance evaluations be made for all commercial aircraft designs. Simply put, damage tolerance refers to the ability of a structure to prevent preexisting or developing cracks from causing structural failure, which threaten the integrity of the aircraft. Traditionally this has been accomplished through the use of redundant or fail-safe designs where the inspection interval is set to provide at least two opportunities for inspection in the time it would take for a visually detectable crack to grow large enough to cause failure. As the industry and the regulatory agencies gained understanding of how aircraft structure behaves in the commercial environment, changes have been made to FAR 25.571 to reflect operators{\textquoteright} in-service experience. These changes, (specifically those, associated with amendment level 45 of FAR 25.571), have presented new challenges to the weight control community. This paper covers the impact of damage tolerance on weight control and provides some basis from which Weight Control Engineers can estimate or even offset the impact of these increasing structural requirements.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2419/buy}, author = {Anderson, B L} } @conference {2348, title = {2348. A Weight Status Report for All Audiences}, booktitle = {56th Annual Conference, Bellevue, Washington, May 19-21}, year = {1997}, month = {5/19/97}, pages = {17}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Bellevue, Washington}, abstract = {This paper will present the content and format of a monthly weight status report that was generated to accomplish three goals: 1) provide a comprehensive monthly weight status of the aircraft for senior management, 2) provide the data in a format such that any audience can easily understand, and 3) create a report that is easy to generate and distribute. Before the report content and format were finalized several meetings occurred with different levels of management to determine what data was important and how the data would be presented to satisfy the needs of the report. The result of the meetings generated a report whose format is predominantly graphical and bullet type narrative. This paper will also discuss items of importance that were considered in determining what the content of the report would be, how it would be presented, how it would be generated, and how it would be distributed. After publishing fourteen such status reports, it is felt that the status report presented here has been optimized for accomplishing the three goals listed above. That is, senior management receives a status report that satisfies their needs, is easy to understand, and easy for the weights group to generate and distribute.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2348/buy}, author = {Jones, D K} } @conference {2239, title = {2239. IPD Weight Control and Management Plan for Commercial Aircraft}, booktitle = {54th Annual Conference, Huntsville, Alabama, May 22-24}, year = {1995}, month = {5/22/95}, pages = {16}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Huntsville, Alabama}, abstract = {An effective weight control management process is crucial during the aircraft development phase. Historically, it has been shown that without proper weight control the aircraft weight can grow two to ten percent from program launch to certification. The objective of this plan is to identify weight problems before design release. The plan must have effective weight management from the start of the program. It must implement weight control/weight reduction throughout development and flight test to insure a balanced weight/cost configuration for production. The top level weight commitment is the Specification Manufacturers Empty Weight (MEW) as defined in the Detail Specification. This specification and the Aircraft Baseline Configuration Definition (ABCD) provide the design features that are included in the weight evaluation for the derivation of the MEW. This weight control and management plan has been developed to encompass the basic elements of a traditional weight control plan but had several fundamental improvements over conventional programs. It assumes the commitment of an Integrated Product Development (IPD) process including the use of solid modeling. The plan establishes a ?Must Weigh? level for each Product Center and a requirement to track this weight through the design process. This ?Must Weigh? will also be imposed on the supplier procurement packages within the Product Centers. Suppliers must institute a weight control plan compatible with the IPD plan. It establishes a Weight Control Board staring at Configuration Definition (ABCD approval) and continuing through production. It also establishes a weight reduction/improvement program to offset growth and configuration changes to maintain balanced design, weight, and cost. Finally, the plan establishes a weight status reporting system to compare the Product Center ?Must Weigh? with its current weight.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2239/buy}, author = {Fox, R} } @conference {2270, title = {2270. Integration of Cost Reduction Initiatives Into a Weight Improvement Program}, booktitle = {54th Annual Conference, Huntsville, Alabama, May 22-24}, year = {1995}, month = {5/22/95}, pages = {38}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Huntsville, Alabama}, abstract = {Many processes and activities are being conducted by the F-22 Team to control weight and cost. This paper describes only one of those processes and specifically focuses on the unique aspects of how we integrated cost reduction initiatives into our existing Weight Improvement Program to create the F-22 Cost/Weight Improvement Program. The purpose of this paper is to inform the weight and cost control communities of our success with this initiative. The paper also provides examples of forms, process descriptions, and operating instructions, etc. in Appendices B and C which can be utilized by the readers as a framework to create and tailor a fully integrated Cost/Weight improvement Program for their projects.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2270/buy}, author = {Klink, K H and Rankin, R W} } @conference {2285, title = {2285. Propulsion Weights in Conceptual and Preliminary Design}, booktitle = {54th Annual Conference, Huntsville, Alabama, May 22-24}, year = {1995}, month = {5/22/95}, pages = {11}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Huntsville, Alabama}, abstract = {The subject of propulsion weight seems to be more in the forefront of today?s military programs. The F-119 and JAST/ASTOVL propulsion programs are keenly attentive to the subject of propulsion weight and what it means to weapon system success. Propulsion weight engineering in conceptual and preliminary design describes a process by which engineers at Pratt \& Whitney support the design and management teams from the conceptual through the proposal phase. The subject matter of the paper is divided into three phases, the conceptual design phase, the preliminary design phase, and lastly the proposal phase. The conceptual design discussion is concerned with early cycle trades, deck generation, flow path analysis, technology suite decisions, and first order quantification of weights, mass properties analysis, reporting of weight, and the start of the weight closure process. The preliminary design section includes the completion of trade studies, target weights, preliminary design weights, detail weight statement formats, weight analysis refinements, and final implementation of the weight closure process. The third and final section is concerned with the proposal phase of weight support. The material discussed here includes establishing the proposal weight section elements, the presentation format, the development of a mass properties control and management plan, and a functional discipline plan to organize the activity of the weight effort from contract award to completion.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2285/buy}, author = {Garcia, D F} } @conference {2189, title = {2189. Mass Properties Process Improvement}, booktitle = {53rd Annual Conference, Long Beach, California, May 23-25}, year = {1994}, month = {5/23/94}, pages = {10}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Long Beach, California}, abstract = {Mass properties engineering isn{\textquoteright}t what is used to be. The better, faster, cheaper push demands a design to production process that is more efficient, taking less time to deliver better products. With these changes taking place around us, a re-evaluation of the way we do our jobs is critical. Adapt and evolve or become extinct.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2189/buy}, author = {Johnson, J I and Soloman, R F and Johnson, L K} } @conference {2120, title = {2120. The Use of Contingencies in Predicting and Controlling Vehicle Weight Growth From a Missile Perspective}, booktitle = {52nd Annual Conference, Biloxi, Mississippi, May 24-26}, year = {1993}, month = {5/24/93}, pages = {21}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Biloxi, Mississippi}, abstract = {As a profession, the primary goal of mass properties engineering is to continue to develop its ability to predict, and ultimately control, significant weight growth on a program. A popular method to help account for this weight has been through the use of weight contingency factors. However, at the Southeastern Regional SAWE Conference in October of l991, during a discussion of weight control, some engineers questioned the proper role of such margins, arguing that they are either redundant or are viewed by designers as implicit approval to increase weight. From his experience in small missile/spacecraft design, the author presents a methodology for using weight contingency factors throughout the life of a program to help predict anticipated weight growth at the component and/or subsystem level. He begins with a contingency factor level of 10 to 30 percent in the earliest design phase, and gradually reduces that to 2 to 3 percent just prior to production. Contingency factors approach zero when production begins and calculated predictions are replaced with measured actuals, although some contingency may be retained until the vehicle reaches completely ""mature"" status.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2120/buy}, author = {Schultz, T M} } @conference {2164, title = {2164. A Net Performance Approach for Determining Scale Tolerance Needs}, booktitle = {52nd Annual Conference, Biloxi, Mississippi, May 24-26}, year = {1993}, month = {5/24/93}, pages = {15}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Biloxi, Mississippi}, abstract = {This paper is a presentation of two items: A Net Performance Analysis approach as a tool and application of that tool to help understand scale tolerance limits. A Net Performance Analysis (NPA) is a procedure which measures performance variables{\textquoteright} impact on the ability of an airplane to fly a mission. Having developed that, the impact of any one variable-scale tolerance in this case-can be quantitatively assessed. Results support the conclusion that scale tolerance has an order of magnitude smaller effect than any other flight variable in assuring mission success.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2164/buy}, author = {Hutton, J G} } @conference {2101, title = {2101. An Expanded Role for the Mass Properties Engineer}, booktitle = {51st Annual Conference, Hartford, Connecticut, May 18-20}, year = {1992}, month = {5/18/92}, pages = {29}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Hartford, Connnecticut}, abstract = {Many mass properties engineers limit their responsibility to calculating and measuring mass properties. In this paper I propose that mass properties engineers should expand their role in their company to include the following: Calculate mass properties. Measure mass properties (or at least know what the sources of measurement error are). Be active and aggressive in creating the mass properties specification for a payload. Define the coordinate system for the payload and encourage other parties such as the flight dynamics engineers to use the same coordinate system. Insure that the original design of the payload includes hard points such as precision rings so there is an unambiguous mechanical reference coordinate system. Be a major influence in the early design phase, so it won{\textquoteright}t be necessary to use large tungsten ballast weights to compensate for a poor design. Have a good understanding of flight dynamics. The first response I have gotten from fellow mass properties engineers when I suggested these ""proposed responsibilities"" was that they had more work than they could handle right now, and the last thing they wanted was additional responsibility. However, my point is that sooner or later you get involved with all these issues. It is much better to be in control of the situation, rather than to be the victim of poor decisions.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2101/buy}, author = {Boynton, Richard} } @conference {2111, title = {2111. The F-117A ""Nighthawk""}, booktitle = {51st Annual Conference, Hartford, Connecticut, May 18-20}, year = {1992}, month = {5/18/92}, pages = {6}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Hartford, Connnecticut}, abstract = {This paper provides a brief introduction to the F-1 17A with the intent of familiarizing the reader with some of the basic characteristics of the aircraft. Some experiences, both positive and negative, pertaining to weight control on this aircraft are discussed for the purpose of provoking the reader to consider the methods he is currently using. This is not a scientific paper and many questions cannot be answered due to continuing security concerns.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/2111/buy}, author = {Lidh, R D} } @conference {1764, title = {1764. Shuttle II: Subsystem Weights Program Development}, booktitle = {46th Annual Conference, Seattle, Washington, May 18-20}, year = {1987}, month = {5/18/87}, pages = {33}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Seattle, Washington}, abstract = {A program has been developed for relatively quick evaluation of the weight of future Shuttle transportation systems. Simple weight estimating relationships have been used throughout in order to minimize the time required for the program inputs. For each subsystem, a number of choices are available for constants to be used in the weight estimating equations. The various constant values reflect different materials, subsystem design approaches, and levels of technology. The program requires inputs from a trajectory program in the form of propellant loading as a fraction of gross weight. Vehicle geometry is also required. Although the program is structured primarily for winged rocket vehicles, it can also be used to determine weights of orbital transfer vehicles.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1764/buy}, author = {MacConochie, Ian O.} } @conference {1800, title = {1800. Introducing the Part Online Weight Engineering and Reporting System (POWER)}, booktitle = {46th Annual Conference, Seattle, Washington, May 18-20}, year = {1987}, month = {5/18/87}, pages = {8}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Seattle, Washington}, abstract = {The importance of projecting, tracking, reporting, and certifying the weight of Ford Motor Company vehicles is directly associated with emissions compliance, fuel economy, cost and component design (brakes, tires, etc.). Part weight information is required for internal vehicle development and for supporting external government reporting requirements. The Part Online Weight Engineering and Reporting System (POWER) is a new part weight reporting system under development at Ford Motor Company. POWER will be used by Ford engineering activities around the world that need to report and track the weights of parts for all vehicle types. This system functionally replaces a weight reporting system currently in place for the North American Automotive Operations as well as potentially replacing several other component and part weight systems. Relative to vehicle program timing, POWER is intended to track part weights at all points in the product development cycle where such information exists and can be captured.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1800/buy}, author = {Hinkley, S M} } @conference {1594, title = {1594. Weight Control - A Procurement Agency Perspective}, booktitle = {43rd Annual Conference, Atlanta, Georgia, May 21-23}, year = {1984}, month = {5/21/84}, pages = {14}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {Weight; control can be defined as the effort undertaken to achieve an actual weight; that is at or below the original target or guaranteed weight. Success in this effort is important to the overall success of any new-design program. Yet, in spite of our weight control efforts, most past programs have experienced actual weights above - sometimes significantly above {\textendash} the guaranteed weight. This paper presents a procurement agency perspective on the factors which make weight control success difficult to achieve, specifically, technological uncertainty, pressures toward optimistic guarantees, insufficient resources, and competing priorities. The paper offers some suggestions on how to counter these factors in order to make our weight; control efforts more effective. Verification (i.e., actual weighings), derivative and modification programs,. And center-of-gravity control also are discussed. The paper concludes with the point that, in pursuing our weight control efforts, we owe loyalty not only to our organizations and their managements, but also to our position as professionals.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1594/buy}, author = {Dudley M Cate} } @conference {1629, title = {1629. Weight Control of Composite Parts in Production}, booktitle = {43rd Annual Conference, Atlanta, Georgia, May 21-23}, year = {1984}, month = {5/21/84}, pages = {13}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {Use of composite materials in a production environment requires methods of weight control that are unique to composite structures. Stringent controls and continued monitoring of the materials, design practices1 tooling, fabrication, and repair are required. Without these controls, the weight savings associated with the use of composites can very quickly be eroded. This paper addresses the specific weight control procedures employed at Sikorsky during each phase of the development process. It gives examples of weight savings degradation that occur without these controls and the orders of magnitude of weight that can be saved in specific component areas. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1629/buy}, author = {Gilliam, R and MacLennan, J} } @conference {1528, title = {1528. Glasswind Gemini; the Next Step}, booktitle = {42nd Annual Conference, Anaheim, California, May 23-25}, year = {1983}, month = {5/23/83}, pages = {17}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Anaheim, California}, abstract = {Glasswind brings the next step of modern technology to the homebuilt aircraft community at modest construction and operational cost - truly advanced technology in the grasp of anyone. Gemini is a two place, two engine general purpose airplane constructed of kevlar, kevlar/foam sandwich, and reinforcement with graphite fiber where design sense allows. These materials in combination with selection of two engines, careful configuration to mild and forgiving handling qualities, design detail development, and load sizing to utility and aerobatic factors are all indicative of the goal of paramount safety. Low operating cost is achieved by minimum weight design emphasis and selection of an engine which provides high thrust-to-weight at reasonable fuel use rates. The cost of ownership is reduced by incorporating a removable wing which features removal or installation in a few minutes by one person and which permits storage of the airplane at home rather than a more expensive space at an airfield. In this paper, the presentation of the configuration is supported by an in-depth description of the preliminary design evolution and the design details which were the genesis of Gemini. Details of design trade studies that produced the major minimum weight approaches featured in the structure are shown. Careful attention was given to advanced material application that is easy for the hobby builder to form into airframe structure with common tools. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1528/buy}, author = {Hutton, J} } @conference {1494, title = {1494. Have You Done Your Homework}, booktitle = {41st Annual Conference, San Jose, California, May 17-19}, year = {1982}, month = {5/17/82}, pages = {9}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {San Jose, California}, abstract = {This paper points out the need for the weight engineer to be an engineer, first, with an expertise in weights. TO effectively influence the decision making process for changes to his program, he must do his homework and understand all aspect of a change and all of the individual impacts to the total program. This is true whether the change is a weight reduction item originated by the weigh engineer, or a change he evaluates as a team member. First, to understand changes, the engineer must know his program. He should know the cost, production plan, the support plan, the contracts and the specifications, as well as any formal or informal guidance given to the program. Then, to evaluate changes the engineer should go through a check list of items to identify the impact of a change to the total program. This would include the reason for change, performance change, operation capability effect, the impact on reliability and maintainability, survivability, logistics, cost, retrofit plan and milestones, as well as his responsibility for weight analysis. He should know how will make the final decision and if a deadline exists. The weight engineer should gather the data, document the sources, prepare a memo, and make specific recommendations for a decision, recognizing weights as one of the important aspects of the change, but in proper perspective. Because most of our work is with {\textquotedblleft}changes{\textquotedblright} this is a continuous process.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1494/buy}, author = {Wilson, R L} } @conference {1446, title = {1446. Ground Attitude Weighing of the YAH-64}, booktitle = {40th Annual Conference, Dayton, Ohio, May 4-7}, year = {1981}, month = {5/4/81}, pages = {28}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Dayton, Ohio}, abstract = {Hughes Helicopters, Inc. Has developed a method for weighing the YAH-64 Advanced Attack Helicopter in the ground attitude on electronic platform scales, and by calculation, determining the longitudinal center-of-gravity in the level flight attitude. This method was selected because it is safer, easier, faster, and provides accurate results. During the Phase I development of the YAH-64, the conventional 3-point compression load cell system was employed with unimpressive results. Problems experienced in rotating and leveling the aircraft at three points raised questions regarding the supporting system stability and its lack of handling safety. In addition, the alignment of the loads on the cells without side load and other influenced became a time-consuming chore to obtain accuracy and repeatability. The primary purpose of this paper is to present the derivation of equations necessary to rotate the YAH-64 measured center-of-gravity form ground attitude to level flight. Included is a discussion on the desirability and reasons for using the ground attitude as a primary weighing method, the problems encountered and their solutions. The presentation also includes a discussion on the accuracy of the developed equations with relation to vertical center-of-gravity and aircraft geometry. A method is also presented of a simplified graphical solution for use by field personnel. This procedure can also be used to determine vertical center-of-gravity by measurement when two attitudes are used in weighing the aircraft.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1446/buy}, author = {Farr, R G} } @conference {1173, title = {1173. Metrics in Aerospace}, booktitle = {36th Annual Conference, San Diego, California, May 9-12}, year = {1977}, month = {5/9/77}, pages = {20}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {San Diego, California}, abstract = {This paper reviews the US metric requirements, current Aerospace status and direction and steps toward implementation. It describes the organizations involved in metrication of standards, along with SAWE{\textquoteright}s current involvement with them. Recommendations for SAWE action are given along with some of the details associated with them. Mass versus weight is explained and a sample of familiar English System parameters with their metric equivalents is given. Viewgraphs showing the effect of metric standards on engineering drawings are shown. Conclusions are that metric conversion will take place in the Aerospace Industry; that creation of and revision to standards is the first step; that we should only learn what we need; that the complete design of a metric air vehicle is still several years away.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1173/buy}, author = {Fuller, J E} } @conference {1095, title = {1095. USAF In-Service Weight and Balance System}, booktitle = {35th Annual Conference, Philadelphia, Pennsylvania, May 24-26}, year = {1976}, month = {5/24/76}, pages = {17}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Philadelphia, Pennsylvania}, abstract = {The objective of this paper is to inform all companies which work with Air Force aircraft how the in-service weight and balance system currently works, so that they will have a better understanding of the Air Force{\textquoteright}s desire pertaining to how the technical orders for weight and balance should be made up and how they are to be maintained for field use. This paper helps to keep the Chart Es between different aircraft companies similar so that the main in the filed working on different aircraft will not be as confused, thereby eliminating errors.. Also, the paper shows past mistakes so these errors do not reoccur. It also shows the interrelationship between T.O. 1-1B-40, T.O. 1-1B-50, T.O. -5, MIL-W-25140 and MIL-"5290. This paper presents the Air Force desires pertaining to the technical orders not found in military specifications, and thereby supplements these specifications. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1095/buy}, author = {Oole, T E} } @conference {1007, title = {1007. Military Specification for Weight Control Procedural Guide}, booktitle = {33rd Annual Conference, Fort Worth, Texas, May 6-8}, year = {1974}, month = {5/6/74}, pages = {25}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Fort Worth, Texas}, abstract = {The 1972 Conference, Government/Industry Spacecraft and Missiles Panel, created an action item to write a Weight Control Group Charter. This charter was envisioned as being applicable to U.S. Government procuring agencies, i.e., DOD, DOT and NASA. The specification was to be constructed to work in conjunction with the current specs, MIL-SPEC-38310, MIL-W-25140 and MIL-STD-1374. This specification was to act solely as a document that would definitize the organization and procedures to be followed within a Weight Control Group. Hopefully this paper will be the first step that will lead to a standardized, industry wide, weight optimization, analysis and reporting group operation. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1007/buy}, author = {Werner, J T} } @conference {1008, title = {1008. The C-5 Weight Control Program and Its Influence on Structural Efficiency}, booktitle = {33rd Annual Conference, Fort Worth, Texas, May 6-8}, year = {1974}, month = {5/6/74}, pages = {19}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Fort Worth, Texas}, abstract = {The objective of this paper is to present an insight into the extensiveness of effort expended to control weight on the C-5 program and the resulting influence of this weight control effort on airplane structural efficiency. The paper discusses the circumstances which created the need for a stringent C-5 weight control program; specifically, the existence of contractual weight and performance guarantees, the incorporation of pre-contractual configuration changes required for performance improvement, and the incorporation of post contractual configuration changes required to meet performance guarantees. A discussion of the above and beyond type efforts of the weight control program is given. Examples are given of the expenditures made to control weight and some of the difficulties encountered. Highlights of the C-5 design program are presented with emphasis on analysis and design practices which influenced structural efficiency. Major design changes made to save weight which had an influence on structural efficiency are reviewed. The following weight data are presented which may be used by the reader in assessing and evaluating airplane structural efficiency: (a) the final C-5 weight position relative to guarantees, (b) final structural weights compared to preliminary design estimated structural weights, and (c) the C-5 wing weight compared to other aircraft wing weights. A discussion of full scale static and fatigue test results is also presented from which the reader may make an assessment. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/1008/buy}, author = {Delbridge, J} } @conference {0964, title = {964. Mass Property Control of a Synchronous Meteorological Satellite Scanning Experiment}, booktitle = {32nd Annual Conference, London, England, June 25-27}, year = {1973}, month = {6/24/73}, pages = {24}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {London, England}, abstract = {Spaceflight mission objectives may require both measurement and corrective control of the mass property parameters of entire spacecraft or subassemblies. A scanning mirror assembly which is part of a Synchronous Orbit Meteorological Satellite is an example where mission objectives required measurement and control of weight, mass center, principal moments of inertia and products of inertia. The scanning mirror oscillates within the spin stabilized spacecraft and both the scanning motor torque and perturbation of spacecraft attitude and spin rate have to be reduced to low levels. A theoretically ideal solution would be to make the mirror inertia constant about all axes in a plane perpendicular to the oscillation axis. A practically attainable compromise is to locate principal axes preferentially and make the difference between two of them acceptably small. Methods for making the necessary mass property measurements and deriving and applying minimum weight ballast correction to achieve the necessary mass distribution are discussed. It is noted that mass property control operations are typically subject to practical constraints such as geometry and functional operation of the system and capability of available measurement facilities and fixtures. Products of inertia can often be measured by spin balancing with more precision than Moment of Inertia measurements. Ambient gravity effects, whether useful or detrimental, require consideration. In many cases, tare properties of holding fixtures, interface fits and alignments, and precision of geometric definition of datum axes may be problem areas. The example described illustrates that achieving mass property control objectives requires appropriate assessment of all pertinent factors. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0964/buy}, author = {Lang, W E} } @conference {0967, title = {967. The Weight/Performance Interface - An Argument for Weight Control}, booktitle = {32nd Annual Conference, London, England, June 25-27}, year = {1973}, month = {6/24/73}, pages = {20}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {London, England}, abstract = {The purpose of this discussion is to show how aircraft weight growth affects aircraft performance arid cost. Weight control is our primary weapon against performance degradation resulting from weight growth. Therefore, an aggressive weight control effort, backed by Company management, is essential to the development of an efficient profitable aircraft. Several contemporary aircraft are presented (anonymously) to show how design objectives are maintained during the prototype and production design phases of development. Performance parameters such as payload/ range, takeoff field length, and landing distance are sustained through a combination of increased design gross weights, improved aerodynamic configuration and higher-thrust engines. Unfortunately, all three of these methods tend to increase aircraft price and direct operating costs. This emphasizes the importance of an effective weight control program to achieve both performance and cost goals and to ensure success in this competitive aircraft business. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0967/buy}, author = {Jensen, R} } @conference {0903, title = {903. Weight Control in Ground Transportation}, booktitle = {31st Annual Conference, Atlanta, Georgia, May 22-25}, year = {1972}, month = {5/22/72}, pages = {11}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {The necessity for rapid economical ground transportation is one of the more urgent problems facing the world today. Application of current, technology can do much to solve this problem. Systems must be safe, economically sound, and acceptable to ecology trends. The Weight Control Engineer{\textquoteright}s role, in development of operational ground transportation systems that meet modern requirements, is by no means minor. Guide-way construction costs are directly related to vehicle weight. Vehicle construction cost is weight sensitive. Operational cost, which is a function of power requirements, depends on the mass to be transported. Few aspects of ground transportation operations can be completely divorced from the weight of the vehicle. This paper presents the Weight Control Engineer{\textquoteright}s role in design of vehicles that will successfully meet future ground transportation requirements }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0903/buy}, author = {Henson, H} } @conference {0906, title = {906. S-3A Weight Control Program}, booktitle = {31st Annual Conference, Atlanta, Georgia, May 22-25}, year = {1972}, month = {5/22/72}, pages = {18}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {The first S-3A has met its guaranteed weight. The weight control program which accomplished this was a highly disciplined, flexible effort balancing weight control against cost and schedule performance. This paper presents a detailed description and critique of the methods employed. The basic program requirements were an accurate measure of program weight status, complete visibility of the effect of pending changes and a rapid but orderly decision process which considered cost and total program effect . The primary tools employed were target weights controlled to the designer level, weight reduction reviews of each engineering job, vendor weight guarantee clauses, a hierarchy of weight control decision meetings, and cost recognition of each significant weight reduction proposal. Other significant program features were the use of a "value of the pound", mandatory weight engineering signature for drawing release, weekly weight and cost status reports, and short span highly intensified programs to cope with special problem areas. Avionics equipment weight was controlled by a program employing avionics engineers as weight specialists. To enable program comparisons, a brief airplane characteristics summary, weight breakdown by function and contractor responsibility, and organizational description are included. Weight control program history is traced from go-ahead to first weighing in terms of percentage of released drawings calculated or parts actually weighed. The paper is concluded with a critique of principal methods and a position on why the program was successful. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0906/buy}, author = {Johnson, F} } @conference {0921, title = {921. Weight Control Requirements for a Prototype High Performance Craft}, booktitle = {31st Annual Conference, Atlanta, Georgia, May 22-25}, year = {1972}, month = {5/22/72}, pages = {12}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {The weight control program for any prototype requires especial attention, particularly so for a high performance craft with a detail design and construction time frame of less than one year. The weight control coordinator must become increasingly involved with management and also devise improved reporting techniques to be able to keep current with rapid moving day to day events. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0921/buy}, author = {Holdridge, T E} } @conference {0922, title = {922. Service Life Weight Control Proposal for U. S. Navy Ships}, booktitle = {31st Annual Conference, Atlanta, Georgia, May 22-25}, year = {1972}, month = {5/22/72}, pages = {29}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {As early as 1965, CNO recognized the complexity of planning overhauls for active ships. It was at that time that an instruction was prepared setting the policy for the establishment of the Fleet Modernization Planning Program. Due to the increased complexity of ship alterations and the long lead time required to obtain complex material, it was necessary to extend FMP from the limited approved ship alteration installation plan for the current fiscal year to five additional years. The purpose of the program extension was to provide the means for more comprehensive planning and formulation of the program and to increase the effectiveness of management. In July 1967, the Stability Branch of NAVSEC prepared a "rough" draft of a weight and stability control program for Ships in Service and indicated that an instruction was forth coming on the subject which should be issued by November 1967. This paper describes the development and underlying principles of the program. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0922/buy}, author = {Weaver, R G} } @conference {0924, title = {924. PERA Weight Control Procedures Past, Present and Future}, booktitle = {31st Annual Conference, Atlanta, Georgia, May 22-25}, year = {1972}, month = {5/22/72}, pages = {26}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {The basic task of PERA (AAW) is the long-range planning of major overhauls for anti-air warfare type ships. The PERA engineering team is a multidisciplinary group which coordinates the preplanning a three year period and through a cyclic sequence of planning stages. At each of these stages, the SHIPALT package is evaluated for its effect upon ship weight and stability, and the results of this study are incorporated in the design of the alteration. In the past, weight control of naval ships has not been very effective and as a result, ship have reached stability limiting criteria for weight and stability early in their service life. The PERA program provides a coherent structure for weight control; however, there are still areas of weakness. Moreover, recognizable trends in naval shipbuilding indicate specific needs for further stenghtening of the weight control program. A description of PERA weight control practice is presented with some discussion on directions for future planning. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0924/buy}, author = {Benedikt, E E and Menta, V L} } @conference {0932, title = {932. L-1011 Computerized Weight Reporting System - Present and Future Capabilities}, booktitle = {31st Annual Conference, Atlanta, Georgia, May 22-25}, year = {1972}, month = {5/22/72}, pages = {33}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {The L-1011 reporting system is a card input weight accounting computer program All reports and airplane weight data are generated from a master file (on disc) which is regularly updated by weight personnel. This system reports detailed airplane weight arid center of gravity for each customer. These weight statements may be reported functionally (AN Weight Statements), by design responsibility, by Vendor or by Job Number. Computerized Weight and Balance Status Reports and Reason for Changes Reports are issued on a regularly scheduled basis. These reports form the basis for developing predicted delivery weights versus specification weights for each customer and assist in warning management of adverse weight trends in a timely manner. We are considering many applications of computer graphics in weight accounting and reporting. By using a system similar to the IBM 3270 Information Display System, which includes an on-line printer, we can develop a completely automated weight accounting and reporting system. The weight engineer would spend only a very small portion of his time making inputs to the system. The possibility of performing weight calculations entirely by computer using the newly developed Drafting and Design Program is imminent. Thus, the weight engineer could be freed from making detail calculations of drawings and spend more energy on weight control activity. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0932/buy}, author = {Jones, R and Jensen, R} } @conference {0933, title = {933. A New Weight Data Information System}, booktitle = {31st Annual Conference, Atlanta, Georgia, May 22-25}, year = {1972}, month = {5/22/72}, pages = {21}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {This paper presents the major features of a new weight record system, titled WEIGHT DATA INFORMATION SYSTEM, which has been designed for use by Douglas Weight Engineering. The system objectives are discussed together with the rationale for their development. A description is given of the computer programs that are utilized to calculate and maintain mass properties data and to present these data in any desired format. The type of information stored in the data base and the output reports currently generated are defined. Related computer hardware and software are explained and some consideration is given to future developments. In addition to the illustrations in the body of the paper, copies of loadsheets and samples of typical output reports are presented in the Appendix. Particular emphasis is placed on the flexibility and growth potential designed into the system. The significant gains in efficiency which are expected to be realized through the expanded data base and reporting capabilities are also indicated. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0933/buy}, author = {Thompson, G A and Traver, E W} } @conference {0652, title = {652. Unique Features of the C-5 Weight Control Program}, booktitle = {27th Annual Conference, New Orleans, Louisiana, May 13-16}, year = {1968}, month = {5/13/68}, pages = {41}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {New Orleans, Louisiana}, abstract = {The Lockheed-Georgia Company is nearing completion design phase for the world{\textquoteright}s largest airplane, the C-5A Military Transport. The C-5A has undergone an extremely stringent weight control program since its conception. This paper describes in detail the Weight Control Program with particular emphasis placed on description of the more unique portions of the program. Some of the unique activities covered are as follows: 1. Job Review Meetings 2. Weight Reduction Specialists. 3. Off-Site Design Teams. 4. Vendor and Subcontractor Program. 5. Red Flag Reports. 6. Review Teams. 7. Air Force Participation. It is concluded that the program was successful since the production airplane today weighs less than the value guaranteed at the time of contract award. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0652/buy}, author = {Coker, B B} } @conference {0671, title = {671. Weight Control as a Management System}, booktitle = {27th Annual Conference, New Orleans, Louisiana, May 13-16}, year = {1968}, month = {5/13/68}, pages = {32}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {New Orleans, Louisiana}, abstract = {This paper concerns the application of a modified Stanford Optner systems model to the task of weight control in a shipyard. It outlines the responsibility of the shipyard in the overall weight control program instituted for Naval Ships. From defining the responsibility the output of the system is evolved and subsequently the rest of the elements consisting of a processor, filter, feedback, control, and input. The location of the weight control system is derived within the scope of shipyard facility and specifically within the design system, thus exposing the interrelationship of various shipyard activikies and weight control. The weight control system is then presented as a working model of a management system within the more traditional organizational structures found in shipyards. This illustrates that with minor modifications to organization, a single function of the shipyard (in this case weight control) can be made into a system. The conclusion discusses the merits of invoking the systems concept to aid management in gaining complete visibility in such a way that an optimum program should be attainable for eachc onstruction job, This means increasing reliability of weight data for government and shipyard management use while keeping costs and manpower to the minimum necessary for the job under consideration. The majo pointof this paper is to advance the state of the art of weight engineering by trying to advance the state of the art of engineering management. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0671/buy}, author = {Straubinger, E K} } @conference {0675, title = {675. The Role of Systems Engineering Principles in Mass Properties Data Requirements}, booktitle = {27th Annual Conference, New Orleans, Louisiana, May 13-16}, year = {1968}, month = {5/13/68}, pages = {12}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {New Orleans, Louisiana}, abstract = {Systems Engineering has been descrlbed as "an awareness of the allness of the problem." In instrumentation engineering a lack of this "awareness" can seriously impare the validity of a measurement, and, in the reduction and evaluation of the measurement data the lack of "awareness" can impare the validity of a measurement, and, in the reduction and evaluation of the mesaurement data the lack of "awareness" can lead to a totally eerroneous conclusion. The author{\textquoteright}s interest and activity has been in the aerospace field for the past 18 years. This paper is based on actual experience in VTOL (XFY-1, Convair POGO-STICK), large aircraft (XC-99),, supersonic aircraft (F-102), liquid rockets, space boosters and spacecraft. The author{\textquoteright}s intent is to present a foundation style, thought generating evaluation of the concepts of systems engineering as applied to instrumentation engineering in the aerospace field. Iterations of past problems and their solutions, by themselves, do not product a good understanding of the principles used in the solutions of the problems, and therefore will be used only in support of the main text. In the engineering of instrumentaiton for a new vehicle, whether is be for land, sea, or air, an all-encompassing understanding of the environment in the immediate area of the transducer, as well as an understanding of the total environment sphere within which the instrumented vehicle will perform, is necessary to provide for a true and lucid interpretation and understanding of the test data. An important link in the search for truth in data is a full understanding of transducer limitations and their effects upon the produced signal. When data on a given event are taken by two or more transducers of slightly different characteristics, the traces must be evaluated relative to the individual peculiarities of the specific transducer and its associated electronics. The effective use of the precepts of system engineering, applicable to the instrumentation discipline, is a powerful tool with which the instrumenation design engineer (IDE) can produce designs and installations that are compatible and effective in the data environment, and of prime importance, satisfy the data requirement of the mass properties engineer. The use of the principles of systems engineering connotes the use of full and adequate communication between the MPE and the IDE, to the end that neither one says"yes, I understand" until in truth he really does undersand. Nothing is more destructive to good and productive engineering than to not be honest in trying to understand one another. An example could be in the field of dynamic balancing. The MPE must assure himself the the IDE is not in doubt as to the specific data needs of the requirement. Dynamic balance data that are not fully understood by the requesting engineer has little value. In addition to design and installation, calibration and data reduction/evaluation must also be "Systems Engineered" or the value of the designs and installations is markedly diminished. The IDE and MPE must of necessity involve themselves in teh data reduction/evaluation activity so tht the reducing and particularly the evaluating personnel may adequately understand the meaning of the data and more properly be able to evaluate anomalies as either "datum" or "non-datum". Practical assistance is offered through the medium of check lists of questions to be answered, by the group requiring the measurement, by the design and installing group, and the data reductions and evaluation group. The check list for the requiring group allows them to set down the end results they seek and the use to which it will be put. This one point can be the key as to why the results obtained are often not the results requested. All too often the requesting group attempts to request a measurement based on their understanding of what type of instrumentation may be available. The results can be and have been disastrous. The MPE is well advised dto not try to design the measurement, but, only to request specific data. The check list for the design gorup allows the designer to pinpoint potential problem areas. The check list that the data reduction/evaluation group receives is completed by the designer, and contains information and pointers needed to correctly evaluate the provided data. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0675/buy}, author = {Jensen, H L} } @conference {0539, title = {539. Weight Control From Concept to Delivery}, booktitle = {25th Annual Conference, San Diego, California, May 2-5}, year = {1966}, month = {5/2/66}, pages = {17}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {San Diego, California}, abstract = {Weight growth is the single problem, with which every Weight Engineer {\textendash} sooner or later {\textendash} must come to grips. In a gathering such as this, it undoubtedly receives more attention than all other general topics combined and well it should. Broadly speaking, there are only two types of weight growth; that which is necessary, and that which is not. The former, characterized by design changes made to improve the product, is something we must allow for in the original weight estimate. It is like sex; it is here to stay and we might as well make the best of it. The latter is like a disease; finding a cure for it is much simpler if you know the cause. I propose to discuss a cure for undesireable weight growth {\textendash} it is called Weight Control.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0539/buy}, author = {Kalitinsky, A} } @conference {0421, title = {421. An Empirical Method for Estimating Airframe Cost Factors at the Pre-Design Stage}, booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21}, year = {1964}, month = {5/18/64}, pages = {38}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Dallas, Texas}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0421/buy}, author = {Seiden, E I} } @conference {0307, title = {307. Save Weight While You Save Money, Through Value Control}, booktitle = {21st National Conference, Seattle, Washington, May 14-17}, year = {1962}, month = {5/14/62}, pages = {10}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Seattle, Washington}, abstract = {This paper was presented at the Twenty-First National Conference of the Society of Aeronautical Weight Engineers at Seattle, Washington, May 14 {\textendash} 17, 1962. The operation of the Value Control program is fully explained, along with a definition of its aims and the reasons for its existence. The numerous areas of similarity between weight control an value control are described. The two programs are quite similar and are working toward common goals through the use of common methods. Various examples of the cooperation between value engineering and weight engineering are shown. The results of a series of value control seminars are discussed where both cost and weight were reduced. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0307/buy}, author = {Frost, J M} } @conference {0249, title = {249. Flight Test Weight Operations in R\&D Missile Flights}, booktitle = {20th National Conference, Akron, Ohio, May 15-18}, year = {1961}, month = {5/15/61}, pages = {8}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Akron, Ohio}, abstract = {Beginning with the Pre design Group, missile weights and configuration are planned to achieve objectives of specific missions. As the missile is assembled, component weights and configuration are monitored. Prior to leaving the factory, the missile is weighed. The weight and C. G. data are put into a handbook which thereafter remains with the individual missile, for inclusion of post-delivery weight changes. Upon arrival at the launch facility, the missile is again weighed for comparison to factory weights, Six weeks prior to flight a "Current Performance Weight Summary" report is published. The handbook accompanying the missile is maintained on a daily basis as the missile is processed thru hangar checkout and assembly. Another weighing is performed just before the missile is moved to the launch complex. A report, "Load and Weight Parameters" is published three weeks prior to flight which predicts the flight weight parameters in detail. The weight is checked again with the launcher weighing system upon missile erection. A daily overage and shortage list together with the handbook is maintained until flight. Propellant tanking procedures are checked and modified, if required, based on a study of the current flight configuration and the simulated flight trajectory. Propellant tanking tests and tankings for flight readiness firings are performed to verify procedures and weight of propellants loaded. During launch operations, weight "red line" values as well as loading controls are monitored. After missile flight, all weight information including telemetered data during flight is accumulated and presented in the "Post Flight Weight" report. This is the final weight work on an individual missile. Apparent discrepancies between actual and predicted weights are statistically analyzed for use in improving weight control on future flights. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0249/buy}, author = {Kholer, C E and Schultz, A U and Franke, M and Harter, C R} } @conference {0261, title = {261. Weight Control - An Analysis of an Attitude}, booktitle = {19th National Conference, Hollywood Roosevelt Hotel, Hollywood, California, May 16-19}, year = {1960}, month = {5/16/60}, pages = {24}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Hollywood, California}, abstract = {This paper was presented at the Nineteenth National Conference of the Society of Aeronautical Weight Engineers at Los Angeles, California, May 16 {\textendash} 19, 1960. This paper contends that weight control, or the lack of it, can adequately be defined by the attitude by all concerned that the product they develop will be the lightest one possible. No amount of effort by a weight control group can counteract an attitude of indifference toward light-weight design. This paper looks at the human relations and the intra-company and inter-company relations of the weight control operations using examples from the electronics industry. The paper discusses cites issues of communication, initiative, and education between the weight control engineers and equipment suppliers. Solutions are presented to improve the relationship between the weight control engineers and other system engineers and suppliers to instill the correct attitude of weight savings in those other organizations. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0261/buy}, author = {Freeman, G B} } @conference {0238, title = {238. Automation and Performance Measurement of a Weight Control Function}, booktitle = {18th National Conference, Henry Grady Hotel, Atlanta, Georgia, May 18-21}, year = {1959}, month = {5/18/59}, pages = {23}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Atlanta, Georgia}, abstract = {The purpose of this paper is to present General Electric{\textquoteright}s large aircraft gas turbine {\textendash} Weight Control experience in applying the principles of automation to Mass Properties calculations. It{\textquoteright}s essential to differentiate between calculation steps that require {\textquotedblleft}intelligence{\textquotedblright}, thus human judgment, and steps that can be automated. A system of automatic calculation increases productivity of the Mass Properties function, to meet the ever increasing industry demand. A pilot line study was conducted and resulted in a productivity increase of 66\% over former {\textquotedblleft}manual{\textquotedblright} system of analysis. The pilot study proved the advantages of using an automatic system for the transposing of drawings to calculation form, processing the data in calculating functions, exporting results from particular functions and adding geometric element data to reflect part totals. Conversely, limitations of the system were also identified in the calculation of small parts, changes in design that affected only a small portion of the part, or calculations required in a timely manner. With the automatic electronic system, potential areas of error were reduced in transposing of drawing information, human error during manual data input and output in integrating total engine information. Following the study, it is recommended to utilize Automatic Calculation to obtain optimal utilization of manpower, by reducing time spent on routine functions.}, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0238/buy}, author = {Eagan, A J} } @conference {0131, title = {131. Tabulating Machine Procedures as Applied to Weight Control}, booktitle = {15th National Conference, El Cortez Hotel, San Diego, California, April 30 - May 4}, year = {1956}, month = {4/30/56}, pages = {24}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {San Diego, California}, abstract = {As we all know, every story has two sides. When I was asked to write this paper, I agreed to do so with very little hesitation. Here was an opportunity to state the TAB side of the story. This I felt should not be passed up. I have read some of the papers presented at other national conferences by weight people. From these reports I got the impression that weight people feel that all they have to do is send the hand-written records they have been using to the TAB ROOM, the Tab Operator says a few magic words, punches a start button, and out comes the completed report. Unfortunately, for me, this is not true. If it were, all I would have to know is a series of special words and I would be in business. The old adage, {\textquotedblleft}A Place for Everything and Everything in Its Place can be applied to any job that is to be run on I.B.M. machines. If the data submitted is written in an orderly and neat fashion, it can be processed with little or no delay. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0131/buy}, author = {Sagers, D E and Smith, D L} } @conference {0104, title = {104. Functional Concept of Weight Allocation}, booktitle = {13th National Conference, Baltimore, Maryland, May 10-13}, year = {1954}, month = {5/10/54}, pages = {13}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Baltimore, Maryland}, abstract = {The problem of classifying and distributing the weight of the multi-purpose structures or sub-assemblies has been of interest to the industry for several years. During the recent revision of the Weight Statements from {\textquotedblleft}C{\textquotedblright} version to {\textquotedblleft}D{\textquotedblright} version, the pages called {\textquotedblleft}Provisions For{\textquotedblright} were deleted from the Structural Groups. It is difficult to lay down a fast rule for weight personnel to follow when allocating items functionally. Our policy has been to ask the questions, {\textquotedblleft}What purpose does this part serve in the Airplane?{\textquotedblright} The answer indicates its functional classification. This paper will give a couple of examples on how weight should be allocated for multi-purpose structures. Weight Control Engineering can only be advanced when diligent use of this strict functional analysis is used to pursue the goal of lighter and better designed aircraft. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0104/buy}, author = {Smith, D L} } @conference {0094, title = {94. Some Considerations in Establishing and Maintaining a Weight Control Program}, booktitle = {13th National Conference, Baltimore, Maryland, May 10-13}, year = {1954}, month = {5/10/54}, pages = {12}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Baltimore, Maryland}, abstract = {The success of any weight control program is contingent upon the willingness of everyone concerned with the development of an airplane design to accept responsibility for weight control. If individuals, or groups of individuals, fail to accept this responsibility, it is almost impossible to achieve the desired light weight design. It therefore becomes the prime responsibility of the Weight Control Engineer to develop procedures that will stimulate a weight consciousness in other Engineers. This paper defines the essential elements of control, which are: (1) The definition of a goal. (2) Sensing Device- That which is necessary to provide a signal when conditions deviate beyond the tolerance permitted. (3) Means of initiating corrective action to attain a goal. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0094/buy}, author = {Buchan, J S} } @conference {0081, title = {81. A Weight Control Procedure for Gas Turbine Engines}, booktitle = {12th National Conference, Seattle, Washington, May 18-21}, year = {1953}, month = {5/18/53}, pages = {20}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Seattle, Washington}, abstract = {The purpose of this paper is, first, to show the general principles of a weight control system as now used in the aircraft industry can be applied to a gas turbine engine. The second purpose is to stimulate in weight and balance control among aircraft engine manufacturers. It is hoped that in the future a standardized method of reporting weight and balance information can be set up among engine manufacturers similar to report forms AN9102 and AN9103 now used in the airframe industry. It is a well-known fact that along with the development of the gas turbine engine the airframe industry has made tremendous strides in both design and performance of aircraft. However, it is not so evident that in order to make these advances the basic information which the designer has to work with much be increasingly more accurate. Therefore, all of the initial weight and balance information must of necessity become increasingly more accurate to keep pace with the design data. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0081/buy}, author = {Hoffman, M G} } @conference {0061, title = {61. Aircraft Weight Records and Weight Control Procedures}, booktitle = {10th National Conference, St. Louis, Missouri, May 21-24}, year = {1951}, month = {5/21/51}, pages = {22}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {St. Louis, Missouri}, abstract = {The influence of increased aircraft weight on payload has long been a familiar subject to air transport operator. A diminishing payload has all too often become an accomplished fact by the time any actual consideration has been given to the problem. While the general effect of a major change can readily be evaluated, it is the month to month accumulative effect of all changes that becomes the criterion of adequate weight control. In order to prepare realistic estimates of the effect of any future changes, it is first necessary to possess accurate data with regard to the existing conditions. These conditions are primarily reflected on the individual aircraft weight ledgers. From the time of delivery and through 1950, a total of 1984 pounds and 1348 pounds was added to our Douglas DC-6 and Convair 240 aircraft respectively. These weight increases represent between 14 and 5 of the original empty weights on these aircraft, and were achieved by accomplishing a total of 1372 and 1065 individual changes on the Douglas DC-6 and Convair 240 aircraft respectively. The necessity for maintaining an accurate weight ledger inventory is apparent. However, the accuracy of the individual aircraft weight ledger is dependent upon the procedure for reporting and recording all of the weight changes. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0061/buy}, author = {Olson, S C} } @conference {0036, title = {36. Weight Control in Military Air Transport Service}, booktitle = {8th National Conference, Dayton Biltmore Hotel, Dayton, Ohio, May 23-26}, year = {1949}, month = {5/23/49}, pages = {8}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Dayton, Ohio}, abstract = {In the vast Global operation in which Military Air transport Service is engaged, Weight and Balance is a very important factor. I will endeavor to recount briefly some of the problems of weight control in Military Air Transport Service and our approach to solving them. But before I do this let us look back several years, say to 1942. In that year we were engaged in a great world conflict; also, in that year the Air Transport Command was born. One of the missions of this organization was that of ferrying all types of aircraft to the far corners of the Globe for use by our fighting units; at the same time, we were carrying cargo, personnel, and equipment of various types to support these personnel and organizations. In order to do this effectively we had to be able to utilize every available inch of cargo or bombay space so as to get the maximum out of these aircraft. To load these aircraft efficiently and to obtain the best performance, a system of Weight Control had to be established which evolved into the Weight and Balance system we know today. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0036/buy}, author = {Hajek, R R} } @conference {0017, title = {17. Applications of Psychology to Weight Control}, booktitle = {17th Dinner Meeting of the Los Angeles Chapter, Western Division of the Society of Aeronautical Weight Engineers, Inc., Los Angeles, California, March 13, 1942}, year = {1942}, month = {3/13/42}, pages = {5}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Los Angles, California}, abstract = {Originally, each Weight Control Section had one basic duty which was very clear-cut and well defined. It was that each member make every effort to assure maximum lightness, compatible with good design, of the airplane to which he was assigned. Since that inception, however, the phenomenal expansion of the various Engineering Departments has resulted in a great increase in the duties of the Weight Control Sections and a marked widening of the scope of their activities. This necessitated the addition of a number of new men and an increase in the responsibilities of the older engineers. It is possible, in the light of these events, that everyone may not have maintained a concise working- knowledge of his primary duty in his present capacity. Consequently, the primary objective of this paper is to clarify this point by presenting, in general, some of the problems confronted while dealing with a design group in following a project through the various stages of design. The secondary objective is to point out that the effectiveness of the efforts of each individual in striving to perform his given tasks is largely dependent upon the constant application of tact and ingenuity. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0017/buy}, author = {Martin, W A} } @conference {0021, title = {21. Engineering Progress and Cost Control}, booktitle = {2nd National Meeting, Palmer House, Chicago, Illinois, April 27-29, 1942}, year = {1942}, month = {4/27/42}, pages = {7}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Chicago, Illinois}, abstract = {An efficient cost control program is vital to the financial existence of the aircraft manufacturer. This, it is believed, is a business maxim the principles of which are a major factor in guaranteeing the consistency of expected profits. In the design and fabrication of aircraft there has been introduced in comparatively recent years a much emphasized and constantly increasing program that of weight control. Analysis shows to a surprising degree the intimate relationship that exists between the respective functions of cost and weight control. Aided by whatever means are at hand, cost control first estimates the total cost of the airplane to be built, breaks this figure down into its component parts, and then sets up a recording system to regulate the expenditure so that the desired results may be obtained. Just so does the weight control engineer first estimate the gross weight of the model to be designed, then budget this figure according to the group breakdown of the particular airplane, and finally draft and execute a procedure for controlling the final weight so that the performance guarantees may be met. Cost control is concerned with dollars; weight control, pounds. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0021/buy}, author = {Roberts, E E} } @conference {0005, title = {5. Relationship of Identification Numbers to Weight and Cost Control}, booktitle = {2nd Dinner Meeting of the Philadelphia Chapter, Society of Aeronautical Weights Engineers, Philadelphia, Pennsylvania, March 31, 1941}, year = {1941}, month = {3/31/41}, pages = {6}, publisher = {Society of Allied Weight Engineers, Inc.}, organization = {Society of Allied Weight Engineers, Inc.}, type = {17. WEIGHT ENGINEERING - PROCEDURES}, address = {Philadelphia, Pensyalvania}, abstract = {This discussion is intended to be helpful in achieving coordination of the various departments to save time and to obtain uniformity. Numbers are used for two important purposes, namely, to indicate a quantity and to identify. Both uses are extremely important to the Aircraft Weight Engineer. A number is used to indicate the weight of an article. A group of numbers is used to identify the article and each individual homogeneous piece of material used in its fabrication. The identification numbers may be merely serial or consecutive; or they may be selected numbers which have a two-fold purpose, namely, to servo as a classifying medium as well as a serial number. This paper is prepared to illustrate the inherent value of the latter. }, keywords = {17. Weight Engineering - Procedures}, url = {https://www.sawe.org/papers/0005/buy}, author = {Watson, D R} }