SAWE Technical Papers

@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{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{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{0034,

title = {34. Pneumatic Controls for Aircraft},

author = {A J Bent and L A Carlson and R D Weber},

url = {https://www.sawe.org/product/paper-0034},

year  = {1950},

date = {1950-05-01},

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

pages = {15},

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

address = {Santa Monica, California},

abstract = {As a preliminary to this discussion it may be well to generalize on the basic differences between pneumatic and other types of system3. Pneumatics is best suited to intermittent applications where high peak loads are involved. Such services as brakes, bomb bay doors, landing gear flaps, gun charging, wing folding, etc., are the most ideal types of applications. This is because the pneumatic system has the facility of storing large amounts of potential energy in receivers or reservoirs which may be utilized whenever necessary.},

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

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{0032,

title = {32. Weight and It's Effect on the Operation and Performance of Commercial Aircraft},

author = {J A Stern},

url = {https://www.sawe.org/product/paper-0032},

year  = {1949},

date = {1949-05-01},

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

pages = {22},

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

address = {Dayton, Ohio},

abstract = {The prime purpose of an airline is to carry the maximum payload possible at a profit in accordance with the rule of three: 

1. Safety. 

2. Passenger comfort. 

3. Schedule dependability. 

This paper will briefly outline the problems that face an airline in utilizing the payload potential of its equipment to a maximum. To achieve this goal severa1 closely related parameters must be considered: 

1. Various types of payload. 

2. Takeoff, landing, and zero fuel weights. 

3. The increase of the weight empty vs. improved safety and revenue generating capacity of the airplane. 

4. Methods of utilization of the weight payload. 

5. Center of gravity limits. 

It must be stressed that these variables are inter-related, and collectively determine the payload that can be carried over a route segment under any set of conditions – some restricted payload at one time; others at another. To illustrate this situation typical route analyses will be made.},

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{0035,

title = {35. A Graphical Method of Preparing Tabular Schedules for Balance Control in Loading Passenger Transport Aircraft},

author = {C L Heckard},

url = {https://www.sawe.org/product/paper-0035},

year  = {1949},

date = {1949-05-01},

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

pages = {10},

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

address = {Dayton, Ohio},

abstract = {Unlike cargo airplanes carrying loads at fixed locations, passenger transports must allow choice of seats for partial capacity flights and freedom of movement about the airplane while in flight in addition to consideration of variable and expendable items. The attempted solution of all of those problems to determine specific balance conditions for each individual flight would inevitably result in time delays and would require specially trained personnel at each station. 

Airline operators have solved this problem by the use of simple tabular type loading schedules. These schedules indicate the maximum and minimum amount of cargo to be loaded in each cargo compartment for any given combination of total cargo and number of passengers. The schedules are constructed by first investigating the extreme balance effects of all adverse conditions which might possibly be encountered during a flight. Then the necessary cargo distribution between front and rear compartment is determined which will assure that the airplane balance is maintained within the specified limitations under all conditions. 

An entirely graphical method of preparing such a type of loading schedule is presented herein, along with a discussion of necessary considerations and balance problems which may be encountered. This method consists of plotting the extreme loading conditions on a CG - weight grid and determining the required cargo distribution by use of an overlay graph of the cargo compartment loads.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0036,

title = {36. Weight Control in Military Air Transport Service},

author = {R R Hajek},

url = {https://www.sawe.org/product/paper-0036},

year  = {1949},

date = {1949-05-01},

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

pages = {8},

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

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},

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{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{0040,

title = {40. Determination of Center of Gravity Limits From Flying Quality Considerations},

author = {G G Kayten},

url = {https://www.sawe.org/product/paper-0040},

year  = {1949},

date = {1949-05-01},

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

pages = {13},

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

address = {Dayton, Ohio},

abstract = {Control of airplane center-of-gravity locations is of course a matter of primary concern to the aeronautical weight engineer. Because of the specialization demanded by the complexities of modern aircraft development, however, the weight engineer is ordinarily unable to participate in the analysis of the factors which dictate the limitations on allowable c.g. range. 

The present paper represents an attempt to outline the aerodynamic considerations on which the allowable forward and aft c.g. limits are based. It is believed that an appreciation of these aerodynamic aspects will be of interest and benefit to the weight engineer, although it is not anticipated that the discussion will simplify the problem of compliance with the resultant loading restrictions.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0042,

title = {42. Titanium - A Future Aircraft Structural Material},

author = {P Hickman},

url = {https://www.sawe.org/product/paper-0042},

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 = {Several years ago, the Remington Arms Company, Inc., an affiliate of the E. I. du Pont de Nemours & Company, Inc., embarked on a broad, general program to diversify and expand the Company's business outside of firearms and ammunition. One study which received early attention in this program was the possibility of fabricating ductile titanium metal. An extensive research and development program on titanium alloys and on methods of producing titanium in primary fabricated forms has been carried on since that time, and the current over-all objective of our program is to produce titanium and titanium base alloys in fabricated forms at prices which will permit the metal to be made available on a tonnage basis for structural engineering.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0043,

title = {43. Use of IBM in Weight Department Procedure},

author = {R J Trimborn},

url = {https://www.sawe.org/product/paper-0043},

year  = {1949},

date = {1949-05-01},

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

pages = {12},

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

address = {Dayton, Ohio},

abstract = {This paper provides t quick outline of another method for using I.B.M. machines in engineering work. 

To begin with, I want to disillusion those who believe that I.B.M. will in some miraculous way, do all of their work. The I.B.M. method of procedure provides a rather painless way of arriving at an accurate weight and balance report for experimental airplanes and for keeping a running weight and balance record during the life of the production contract. It is possible with this method to run off a detailed weight and balance calculation for any airplane of the contract in a matter of about six or eight hours. It also eliminates the drudgery of many hours of calculation and checking with their attendant mistakes. These hours saved can be spent to better advantage in weight control rather than in record keeping.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0050,

title = {50. Aircraft Gun Turret Group Weight Statement},

author = {E A Langleben},

year  = {1949},

date = {1949-05-01},

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

pages = {-1},

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

address = {Dayton, Ohio},

abstract = {Paper Missing.},

note = {Paper Missing},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0030,

title = {30. The Effect of Center of Gravity on Performance},

author = {E V Argabright},

url = {https://www.sawe.org/product/paper-0030},

year  = {1944},

date = {1944-04-01},

booktitle = {Denver Colorado, April 17, 1944},

pages = {5},

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

address = {Denver, Colorado},

abstract = {The effect of weight on performance is well known, and its importance is generally recognized. The effect of balance or center of gravity location on stability and flying safety apparently is not quite as well known, but all authorities agree that it is extremely important. These points, that is, effect of weight on performance and the effect of balance on stability and safety, could hardly be over-emphasized. The effect of center of gravity position on speed and range has been seriously over-emphasized however, and without detracting from its importance as regards stability and safety, I will show by results of studies and carefully run experiments that the effects of center of gravity location on speed and range is entirely negligible.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0019,

title = {19. The Elements of Field Weight and Balance Control},

author = {J E Ayers},

url = {https://www.sawe.org/product/paper-0019},

year  = {1943},

date = {1943-01-01},

booktitle = {1943},

pages = {109},

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

abstract = {Who is going to control, capably, the weight and balance of tens of thousands of airplanes a year? A suitable answer to that question is a mere detail among many, but never-the-less an important factor in winning this war. In it lies the key to more efficient airplane operations; in it lies the key to an appreciable reduction of the too frequent that waste and destroy life, aircraft, equipment, and training. It can not be denied that these assets are the items the hardest to obtain or to replace, the items most needed, and among the keys that will unlock some of the many doors that lead to victory. 

During 1942 some military organizations gave a few short courses in field weight and balance control to a hundred or so of their personnel. These courses provided a few instructors for subsequent classes to be conducted and a few personnel with a working knowledge of field weight and balance control for some of the more active bases. In spite of this excellent start, there is still, however, a great need for the training of more weight and balance engineers for the operational control of military aircraft. 

Realizing the serious lack of such knowledge and the critical shortage of weight and balance personnel, a series of papers on field weight and balance control was prepared, endeavoring to cover the problems encountered after the airplane has left the factory. The material was first written as a textbook to be used in conjunction with a series of lectures given during training courses for weight and balance officers. Experience in the field, however, indicates that a wider dissemination of this knowledge would be a great overall aid to the situation. There are many personnel who need it that will never take the officer's course. Therefore these articles are now published for the benefit of all who will take the trouble to study them. 

In large airplanes, with a disposable load capacity running into several tons, how to distribute the load so as to arrive at a safe and economical C.G. position, or how and which items to shift to achieve safe and optimum load distribution, becomes an important problem - the one with which these articles are concerned.},

keywords = {01. Aircraft Loading - General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0025,

title = {25. The Effect of Overload and Unbalance on Long Range Operation},

author = {J B Childers},

url = {https://www.sawe.org/product/paper-0025},

year  = {1943},

date = {1943-01-01},

booktitle = {1943},

pages = {10},

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

address = {,},

abstract = {Since the beginning of this war, an increased demand for longer range, more endurance and greater load carrying ability has been forced on aircraft designed for much shorter distances and smaller loads. The number of fatal crashes resulting from this demand quickly convinced the Air Forces of the fallacy of overloading and unbalancing their ships. However, since the problem of increasing the useful load is very acute, our aircraft are still overloaded in many cases, almost to the critical point, from the standpoint of stability. 

This type of loading and its effect on long range operation is the subject with which this report is concerned. The purpose of this report is not to present an involved aerodynamic and mathematical analysis of the variation of range with weight, but rather to more or less give those directly and indirectly concerned with this problem an inkling of the fundamental theory involved and illustrate how serious the results of overloading can become on the range of modern bombers.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0026,

title = {26. Weight Control Organization for Manufacturers},

author = {C G Peterson},

url = {https://www.sawe.org/product/paper-0026},

year  = {1943},

date = {1943-01-01},

booktitle = {1943},

pages = {4},

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

address = {,},

abstract = {The question of how weight can best be controlled presents itself with the inception of each new design. In most companies today the answer lays in routine procedure but the question is nevertheless present. As far back as 1928 we have records which reveal the serious consideration given to programs. These procedures varied considerab1y among the companies but as more experience was gained there was an unconscious trend toward a common system which is based on sold fundamentals. This procedure is adhered to more or less persistently from project to project but is tempered with refinements as their advisability becomes apparent. 

The purpose of the procedure is to control the weight of the project so that it will not exceed, upon completion, the estimate included in the original specification.},

keywords = {16. Weight Engineering - Organization},

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}

}