SAWE Technical Papers

@inproceedings{0077,

title = {77. Problems and Solutions of Delta Wings},

author = {R E Lowry},

url = {https://www.sawe.org/product/paper-0077},

year  = {1952},

date = {1952-05-01},

booktitle = {11th National Conference, Buffalo, New York, May 5-8},

pages = {14},

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

address = {Buffalo, New York},

abstract = {The Delta wing, named after the fourth letter of the greek alphabet, has long been the butt of may 'paper dart' jokes. However, after years of study, research and extensive wind tunnel testing the Delta Wing has at last come of age. 

Recognition should be given to NACA and aerodynamics and engineers for taking a forward nearly twenty years old and develop a wing configuration that may well have established the trend for high MACH performance. 

Realization that a Delta Wing Configuration might potentially have desirable characteristics at airplane speeds in the range of Mach 0.9 to Mach 2.0 and beyond plus simplicity of design induced the study and test program by Convair that began in 1945. The Delta Wing was compared with wings of more conventional planform in numerous analysis of aerodynamic, dynamic and stress conditions. As a result it was found the Delta Wing configurations would require new approaches to the methods of weight, flutter and stress analysis. It should be noted the discussion is based only on fight type aircraft and ones not necessarily apply to bomber or larger class airplane.},

keywords = {22. Weight Engineering - Structural Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0076,

title = {76. Some Problems of Weight Engineering in Missile Design},

author = {K A Cassatt},

url = {https://www.sawe.org/product/paper-0076},

year  = {1952},

date = {1952-05-01},

booktitle = {11th National Conference, Buffalo, New York, May 5-8},

pages = {29},

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

address = {Buffalo, New York},

abstract = {From the standpoint of weight engineering, one of the most difficult, though interesting activities in the preliminary design of long range supersonic missiles is that connected with optimization studies. In general, an optimum missile is one having a minimum cost and size for the required performance. The best measure of cost is weight empty, and the best general measure of size is the gross weight. The establishment of these optimum supersonic missile designs has uncovered a tremendous number of new weight problems. These new problems required the development of new weight estimating data and methods.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0075,

title = {75. Designing Weight Out of the B-36},

author = {R F Pence},

url = {https://www.sawe.org/product/paper-0075},

year  = {1952},

date = {1952-05-01},

booktitle = {11th National Conference, Buffalo, New York, May 5-8},

pages = {17},

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

address = {Buffalo, New York},

abstract = {In the spring of 1940, at the time of the fall of France, the fate of available bases in Europe appeared to hang by a slender thread. The United States Air Force consequently envisioned the possibility of having to strike Germany from a base on this continent. Late in 1940 the basic performance requirements for an intercontinental bomber to carry out this mission were established and several aircraft companies were asked to bid on the project. The proposal submitted by Consolidated Aircraft was approved and the contract for the XB-36 was signed near the end of 194l. 

The original design mission for the airplane was the often quoted range of 10,000 miles carrying 10,000 pounds of bombs dropped at mid-range, with sufficient speed, altitude, and defensive armament to enable the bomber to perform its missions with a minimum degree of vulnerability. The ability to carry large tonnage bombs for shorter ranges was an important secondary objective.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0074,

title = {74. Estimation of Wing Bending Material Weight by Multiple Station Analysis},

author = {A L Kirkpatrick},

url = {https://www.sawe.org/product/paper-0074},

year  = {1952},

date = {1952-05-01},

booktitle = {11th National Conference, Buffalo, New York, May 5-8},

pages = {29},

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

address = {Buffalo, New York},

abstract = {Since the wing constitutes the heaviest single item of airplane structure, it presents the most significant problem in preliminary weight estimation. A large number of wing weight prediction methods are available but almost all of these use empirical curves or equations based on the pertinent parameters. It is recognized generally that this type of prediction is not accurate enough for modern airplane preliminary design requirements and that a more rational approach is required. As Mr. Lutz pointed out in his paper to the 1951 S.A.W.E. Annual Conference, the wing weight should be derived as the sum of the major components. A breakdown of these components, which is similar to that given by Mr. Lutz, is suggested below. The weights of these items will be available from the new AN Detail Weight Statement. (AN-9103D).},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0073,

title = {73. A Realistic Approach to Structural Weight Estimation},

author = {A Schnitt and W Buckley},

url = {https://www.sawe.org/product/paper-0073},

year  = {1952},

date = {1952-05-01},

booktitle = {11th National Conference, Buffalo, New York, May 5-8},

pages = {36},

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

address = {Buffalo, New York},

abstract = {This paper is intended to show the steps which the weight engineer may take toward solving the problem of structural weight estimation of present day aircraft. An effort is made to approach the problem in a basic and realistic manner in order that the suggestions made may be of lasting value. 

(a) The recent structural changes in piloted aircraft and missiles which have added to the cop1exity of weight estimation are viewed. 

(b) The phases of weight estimation in preliminary design, from choice of propulsion and design objectives to advanced layout and their requirements in regard to detail and accuracy are analyzed. 

(c) The basic methods of weight estimation statistical and design, are studied in their relation to the requirements of the phases of weight estimation. The optimum weight approach, which has been suggested as a method of weight estimation, is shown to be of limited value. 

(d) Accuracy for either the statistical or design methods is shown to be achieved by structural breakdown on a functional basis. An example, using this approach, is given for 1anding gear weight estimation. 

(e) The calculation of the standard deviation of statistical data is offered as a semi-qualitative basis for determining its accuracy. 

(f) The failure of statistics is considered to be due mainly to the over-lapping functions of structure which prevent the correlation of structural weight with parameters relating to geometry, loads, and load factors. It is pointed out, for this reason that statistics based upon a multiplicity of parameters do not lead to greater accuracy. 

(g) The concurrent use of statistical and design methods is considered to provide the quickest and best answer to structural weight estimation. 

(h) Based upon the suggested approach to the problem, the future work for the weight and structure engineers is outlined.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0072,

title = {72. Practical Application of Rand Wing Weight Estimation},

author = {A C Robinson},

url = {https://www.sawe.org/product/paper-0072},

year  = {1952},

date = {1952-05-01},

booktitle = {11th National Conference, Buffalo, New York, May 5-8},

pages = {14},

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

address = {Buffalo, New York},

abstract = {The problem of airplane wing weight prediction has probably received more than its share of attention relative to the other components. This is somewhat justified however, by the fact that very often extensive wing weight studies are required, during the preliminary design phase, for selection of the optimum wing configuration. It is often necessary to determine the weight of several wing configurations for an airplane in which all the other component weights are practically invariant. These wing weight studies involve establishing the relationship of wing weight to the affecting parameters, such as aspect ratio, wing area, etc. It is desirous, therefore, to set up a wing determination method in which sufficiently accurate relationships to the various parameters can be established directly after having determined one configuration by the trial and error normally required. The method should also make possible a maximum usage of pertinent data from existing airplanes. This is particularly important for 'rough and dirty' estimates which are often required at a moment's notice. The less that is known about the detail design of the wing in question, the greater the necessity for reliance on data of existing similar types.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0070,

title = {70. Weight Savings Through Large Forgings},

author = {F E Hyatt},

url = {https://www.sawe.org/product/paper-0070},

year  = {1952},

date = {1952-05-01},

booktitle = {11th National Conference, Buffalo, New York, May 5-8},

pages = {9},

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

address = {Buffalo, New York},

abstract = {Forging is the often defined as the production of articles of steel or iron or other metal by hammering, pressing, rolling or otherwise shaping the metal while heated but not molten. Typically, this was done by a hammer blow, but the Germans after WWI developed the hydraulic press process to be able to more accurately shape the forgings into finished parts with reduced cross sections for magnesium and aluminum alloys. Forgings can be used to reduce the numbers of parts in an assembly by the elimination of attaching hardware and elimination of overlapping material needed to join the members together. 

This paper will discuss the use of forgings for weight savings for the redesign of the YF-96A into the F-84F. Many specific examples will be given.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0068,

title = {68. Weight Growth of Experimental Jet Fighter Airplanes},

author = {G A Kunznick},

url = {https://www.sawe.org/product/paper-0068},

year  = {1951},

date = {1951-05-01},

booktitle = {10th National Conference, St. Louis, Missouri, May 21-24},

pages = {9},

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

address = {St. Louis, Missouri},

abstract = {Weight growth is a chronic ailment that ha8 plagued the industry for years with experimental airplanes being affected more than any other type. Industry experience usually follows about the same pattern beginning with a weight estimate that covers all known items, followed by an inflationary weight growth spiral caused by the unforeseen items and finally tapering off as the airplane nears completion. For some airplanes the weight growth is small and has a negligible effect; for others it is large and quite serious. While this condition is generally recognized, little information has been available as to the average extent and nature of this tendency. 

The purpose of this paper is twofold: (1) to show the results of a survey which was made to measure the aircraft industry's weight growth experience with experimental jet fighter airplanes; (2) to stimulate an interest in the application of statistical methods to the weight engineering field. 

The term 'weight growth' is used to define the increment of weight between the specification combat gross weight and the actual combat gross weight at first flight. The somewhat more familiar term 'overweight' is roughly synonymous with weight growth but is not used since the implication to most engineers is that of a 'lousy' design. Although it is possible that some airplanes may be heavier than estimated because of a poor design, weight increases also result from the addition of certain improvement features.},

keywords = {26. Weight Growth},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0067,

title = {67. Turret Weight Problems},

author = {E A Langleben},

url = {https://www.sawe.org/product/paper-0067},

year  = {1951},

date = {1951-05-01},

booktitle = {10th National Conference, St. Louis, Missouri, May 21-24},

pages = {6},

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

address = {St. Louis, Missouri},

abstract = {The turret weight problems are more numerous today than they were 8 years ago. This is due to the complexity of turret design. Eight years ago the aircraft gun turret was simply a mounting arrangement for one or two guns. Today the turret installation consists of complex radar and electronic equipment. Aside from the complex installation, the weight of any turret installation has increased many times.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0066,

title = {66. Estimating Weight of Aircraft Electrical Wiring Systems},

author = {C K McBaine},

url = {https://www.sawe.org/product/paper-0066},

year  = {1951},

date = {1951-05-01},

booktitle = {10th National Conference, St. Louis, Missouri, May 21-24},

pages = {13},

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

address = {St. Louis, Missouri},

abstract = {There has long been the need for a practical method of estimating the weight of aircraft electrical wiring. This paper is presented in the hope that it will partially bridge the large gap between our present methods and our ultimate needs. 

Electrical wiring is one item of appreciable weight in the present day aircraft which has been difficult to estimate accurately. The common methods of wire weight estimation by percentages, comparisons to similar aircraft, etc., are not practical due primarily to the fact that different airplanes rarely have the same electrical load requirements or voltages even though the airplanes may appear quite similar functionally and in other respects. 

The present day aircraft electrical system is composed of from 10 to 40 percent in wiring; the wiring being responsible for 1 to 2 percent of the weight empty of the airplane. These are appreciable weights which in the past have been undetermined until comparatively late in the design stage. It is necessary, however, that the weight of electrical wiring, as well as other components of the airplane, be known far in advance of this phase of design in order to effect efficient weight control. 

The method presented here is based on the electrical load requirements of the airplane, which is essentially the system used by the Electrical Design Section in determining actual wire sizes for the various circuits in the airplane at a later stage of design.},

keywords = {25. Weight Engineering - System Estimation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0065,

title = {65. Control of Weight Growth in Military Airplanes},

author = {F Bates},

url = {https://www.sawe.org/product/paper-0065},

year  = {1951},

date = {1951-05-01},

booktitle = {10th National Conference, St. Louis, Missouri, May 21-24},

pages = {16},

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

address = {St. Louis, Missouri},

abstract = {'Control' means to regulate, or to keep within limits. 'Growth' means progressive development. Therefore, this paper will be concerned with the regulation of a progressive development and not with its elimination. Although weight growth begins from the moment an idea for an airplane is born, this talk will be limited to the growth that occurs after the first production airplane is delivered, and for all the versions of the model that follow. A discussion of the growth that takes place in preliminary design during the formulation of the basic configuration and during the development of a prototype, which is often a considerable amount, is beyond the scope of this paper.},

keywords = {26. Weight Growth},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0063,

title = {63. Coordination of Pounds and Dollars in Aircraft Design},

author = {M F Taylor and J VanHamersveld},

url = {https://www.sawe.org/product/paper-0063},

year  = {1951},

date = {1951-05-01},

booktitle = {10th National Conference, St. Louis, Missouri, May 21-24},

pages = {34},

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

address = {St. Louis, Missouri},

abstract = {As pointed out by most authors writing on airplane design, the successful solution of the modern aircraft design problem is one involving many compromises. We shall attempt to show that the problems of achieving producibility, low cost, and light weight, can be solved in a reasonable manner without unduly compromising any one of the factors. In order to do this, it is desirable to review the beginning of real emphasis on weight control, cost control and producibility; to illustrate what may happen without emphasis on each, and then to find some common denominator that may be used in achieving the compromises necessary.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0062,

title = {62. Weight Trends on High Speed Aircraft},

author = {W H Statler},

url = {https://www.sawe.org/product/paper-0062},

year  = {1951},

date = {1951-05-01},

booktitle = {10th National Conference, St. Louis, Missouri, May 21-24},

pages = {24},

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

address = {St. Louis, Missouri},

abstract = {Since the advent of the jet engine, and the resulting improvements in aircraft performance, radical changes have taken place in aircraft configurations. As a natural result, the complexion of the weight problem has changed considerably. It is important, in the interest of better weight estimation and control, to analyze the weight changes in some detail. 

The most obvious weight aspect of new designs is that the ratio of weight empty to gross weight is lower than in the past. A typical reciprocating engine transport has a weight empty which is equal to about 60% of the gross weight, but on jet transports this value is usually about 50%. At a glance, it would appear that airplanes are becoming more efficient weightwise. However, a simple analysis reveals that such a conclusion is not valid.},

keywords = {26. Weight Growth},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0058,

title = {58. Application of Optimum Design Principles to Structural Weight Estimation},

author = {R J Lutz},

url = {https://www.sawe.org/product/paper-0058},

year  = {1951},

date = {1951-05-01},

booktitle = {10th National Conference, St. Louis, Missouri, May 21-24},

pages = {23},

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

address = {St. Louis, Missouri},

abstract = {In discussing any aspect of aircraft weight estimation, it is interesting to view the weight problem in relationship to the whole of airplane design. An illustration, appearing in some aeronautical textbooks, depicts a profile view of an aircraft in flight. Four vectors representing the forces acting upon the machine appear as; the Thrust (acting forward), the Drag (acting aft), the Lift (acting upward) and the Weight (acting downward). 

From the values of these four forces and from their interdependencies, it is possible to describe the performance of the airplane. Obviously, reliable performance calculations depend upon an adequate knowledge of each force system. 

Since we are concerned here with the Weight vector, it is interesting to compare the scope of our knowledge of Weight to that of Thrust, Drag and Lift.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0038,

title = {38. Summary of Replies to Weight Section Organization and Time Questionnaire},

author = {F J Meyer},

url = {https://www.sawe.org/product/paper-0038},

year  = {1950},

date = {1950-05-01},

booktitle = {9th National Conference, Hotel Miramar, Santa Monica, California, May 22-25},

pages = {4},

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

address = {Santa Monica, California},

abstract = {Following is to be found a superficial summary of the results of the 'questionnaire on Weight Section Time and Organization'. A tabulation of the answers is being made and will be submitted to all companies that furnished other than general information. Values given are computed to slide rule accuracy. 

Statistics provided include: 

(a) Total Personnel in Weight Section 

(b) Weight Engineers in % of Weight Section Personnel 

(c) Weight Analyst 'A''s in % of Weight Section Personnel 

(d) Weight Analyst 'B''s in % of Weight Section Personnel 

(e) Clerks (as defined) in % of Weight Section Personnel 

(f) Weight Section Personnel in % of Designers in Engineering Department},

keywords = {16. Weight Engineering - Organization},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0039,

title = {39. Pilotless Aircraft Weight Problems},

author = {E E Roberts},

url = {https://www.sawe.org/product/paper-0039},

year  = {1949},

date = {1949-05-01},

booktitle = {8th National Conference, Dayton Biltmore Hotel, Dayton, Ohio, May 23-26},

pages = {9},

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

address = {Dayton, Ohio},

abstract = {In the comparatively recent past the rise of pilotless aircraft in the field of military tactics has necessitated many changes in the thinking of designers and engineering organizations. The technical vocabulary has been forced to accept new nomenclatures, new applications have been discovered for old laws of physics, and personnel has had to adapt itself to new and often startling concepts of design. These innovations have created the need for highly trained personne1 from related fie1ds – mathematicians for computation of optimum launching ang1e and trajectories, thermodynamicists for heat and airflow problems, chemists for investigating fuel efficiencies, electronics experts for telemetering and guidance equipment, physicists to conduct research into the upper-air strata, and many other students of the applied sciences. Together with this introduction of personnel heretofore more distantly related to the aircraft industry has come an accompanying step-up in the pace of those designers, aerodynamicists, structural and weight control engineers normally considered an integral part of the engineering organization. It is with the latter group only that this discussion will be concerned, and an attempt will be made to point out some of the problems confronting the weight engineer, together with suggested solutions as dictated by actual experience covering a period of the last four or five years. This analysis will study first, estimating procedures, second, the weight control program, and, third, the special problems of actual weight and balance.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0037,

title = {37. Weight Advantages of Flying Wing Aircraft},

author = {F J Meyer},

url = {https://www.sawe.org/product/paper-0037},

year  = {1949},

date = {1949-05-01},

booktitle = {8th National Conference, Dayton Biltmore Hotel, Dayton, Ohio, May 23-26},

pages = {6},

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

address = {Dayton, Ohio},

abstract = {When comparing flying wing aircraft or all-wing aircraft to conventional aircraft, it is necessary, due to lack of other comparable data, to use the Northrop Flying Wing Bomber as a basis of all wing aircraft. The Northrop B-35 has a wing area of 4,000 sq. feet, a span of 172 feet, and a design gross weight of 206,000 pounds. The power plant consists of four Wasp R-4360 engines turning, by means of drive shafts and remote gear boxes, counter-rotating propellers. The preliminary design of this airplane was started in 1942 and the airplane was first flown in June of 1946. The B-35 is not considered a pure flying wing aircraft as all items necessary for flight are not accommodated within the airfoil section. The aircraft has such protuberances as the pilot's enclosure, gun turret domes, drive shaft and gear box housings and the aft crew nacelle. However, it is a near approach to the ideal and will afford a good basis for comparison. The primary aim in the development of the flying wing aircraft by the Northrop Corporation was to improve the structural, as well as the aerodynamic efficiency of the airplane. That this aim has been accomplished can be shown by a comparison of the weights of the B-35 to the present day bombardment type airplane.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0033,

title = {33. Some Problems in the Selection of Optimum Airplane Configurations for Minimum Weight},

author = {G G Davidson and C R McWhorter},

url = {https://www.sawe.org/product/paper-0033},

year  = {1949},

date = {1949-05-01},

booktitle = {8th National Conference, Dayton Biltmore Hotel, Dayton, Ohio, May 23-26},

pages = {18},

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

address = {Dayton, Ohio},

abstract = {The configuration of an airplane is, in general, defined by its external geometry. In other words by the wing area, aspect ratio, tail length, size of fuselage, length of landing gear, location of engines, etc. In selecting an optimum configuration for any new design, it is first necessary to determine the effects on weight of variations in geometry, both direct and indirect. Since practical considerations will normally preclude the use of unlimited time in making the necessary investigations, it is apparent that complete structural analysis and weight calculations of the large number of possible configurations would be extremely difficult. Conversely, it may be stated that within a given time increment or limit, the number of different configurations investigated will determine the degree to which we approach the optimum design. This corollary presents the weight engineers of the nation with a tremendous responsibility together with an equivalent amount of opportunity, and stresses the importance to the whole aircraft industry of the interchange of information which will permit the development of reliable formulae and weight estimating methods.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0029,

title = {29. Weight Control in Specification Writing},

author = {J E Ayers},

url = {https://www.sawe.org/product/paper-0029},

year  = {1943},

date = {1943-11-01},

booktitle = {4th Dinner Meeting of the New Orleans Chapter of the Society of Aeronautical Weight Engineers, Inc., November 15, 1943},

pages = {11},

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

address = {New Orleans, Louisiana},

abstract = {The purpose of this article is to point out opportunities for giving due consideration to aircraft weight control during the preparation of the model specification. 

The possibilities for weight control in specification writing are unlimited, and it is beyond the scope of this discussion to present all of them. There are, however some applied and tested means for weight economy, now featuring some airplane designs, that should be considered during the preparation of any model specification. An Article of this nature is necessarily limited to generalities concerning these outstanding airplanes. 

Many items presented herein may appear to involve airplane design more than specification writing. It is desired, however, to emphasize the fact that the design of the airplane is crystallized during the preparation of the model specification. In conjunction, it is desired to stress the doctrine that weight control must be in operation during this early stage of aircraft design.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0027,

title = {27. The Significance of Weight Control},

author = {J E Ayers},

url = {https://www.sawe.org/product/paper-0027},

year  = {1943},

date = {1943-05-01},

booktitle = {1st Dinner Meeting of the New Orleans Chapter of the Society of Aeronautical Weight Engineers, Inc., May 7, 1943},

pages = {7},

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

address = {New Orleans, Louisiana},

abstract = {The intent of this discussion is to outline, briefly, the purpose and significance of weight and balance control to those who are just being introduced to it, and to emphasize the importance of weight control to those who may be over1ooking its far-reaching influences. 

The chief purpose of weight and balance control is to develop a more efficient machine. The proper execution of this control results in a multitude of benefits. These benefits may be grouped under five main headings, which are listed here in the order of their importance for aircraft design. 

(a) Improved safety 

(b) Greater load carrying capacity 

(c) Reduced manufacturing costs 

(d) Lower operating costs 

(e) smaller investment costs},

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

pubstate = {published},

tppubtype = {inproceedings}

}