SAWE Technical Papers

@inproceedings{3655,

title = {3655. Weight and Structural Optimization in Aircraft Design},

author = {William Alves and Juliana Silva},

url = {https://www.sawe.org/product/paper-3655},

year  = {2016},

date = {2016-05-01},

booktitle = {75th Annual Conference, Denver, Colorado},

pages = {30},

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

address = {Denver, Colorado},

abstract = {Given the competitiveness of the current market, there is a growing movement in the sense of increase the efficiency of aeronautical product in an appropriate life cycle for airliners needs. 

In the context of aeronautical structures, the challenge is to increase structural efficiency within the number of cycles required for life in service, meeting reliability requirements and loads, without losing sight of the dynamic performance of structural components. 

This article is intended to present the main structural optimization techniques and estimating the gains made at various stages of development of the aircraft design.},

keywords = {10. Weight Engineering - Aircraft Design, 22. Weight Engineering - Structural Design, 28. Weight Reduction - Processes, 34. Advanced Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3607,

title = {3607. Proposal For An Update To SAWE-RP8A For Rotorcraft},

author = {Johann Wenzl and Wolfgang Baldauf and Michael Illsley},

url = {https://www.sawe.org/product/paper-3607},

year  = {2013},

date = {2013-05-01},

booktitle = {72nd Annual Conference, St. Louis, Missouri},

pages = {20},

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

address = {Saint Louis, Missouri},

abstract = {In the 1950s two U.S. weight and balance data reporting forms were developed: - MIL-STD-254 (ASG) (Issue 26 August 1954)Weight and Balance Data Reporting Forms for Aircraft and - MIL-STD-451 (ASG) Weight and Balance Data Reporting Forms for Rotorcraft In the 1960s the design offices of different aircraft- and rotorcraft companies were working on advanced/novel configurations, e.g. V/STOL aircraft, winged rotorcraft, tiltwings (propeller), fan-in-wings and lift-fans in fuselage, so it was very difficult to decide which standard form should be used.Therefore mass property specialists from different companies began working on a combined reporting form for aircraft and rotorcraft. The result was: - MIL-STD-1374 (31 March 1972) Weight and Balance Data Reporting Forms for Aircraft (including Rotorcraft) On September 30, 1977, the U.S. Department of Defense issued MIL-STD-1374A, 'Weight and Balance Data Reporting Forms for Aircraft (including Rotorcraft)'. It thereby became the latest in a series of U.S. Military Standards that provided specific formats and accompanying instructions for reporting the weights of heavier-than-air flight vehicles and their constituent elements. Due to reorganisation and cost reduction efforts in the U.S. Department of Defence all the mass related standards were shifted to the Society of Allied Weight Engineers. So the BoD (Board of Directors) of the SAWE then became responsible for issuing mass standards. Europe used many different mass reporting forms: - West Germany LN 9020 (Issue 1962) Mass Breakdown for Aircraft Heavier than Air - U.K. AvMIN Form2492 (Issue 1964) Aircraft Mass Properties and Design Data - France Air 2001/C (Issue 15 December 1959) Devis De Poids (Avions) - Russia Characteristica Massa Camoleta National standardization panels of three countries; West Germany, U.K. and France have updated the individual mass standards to: - West Germany LN 9020 (Issue October 1983) Mass Breakdown for Aircraft Heavier than Air - U.K. CA(PE) Form 76 (Issue September 1981) Aircraft Mass Properties and Design Data - France Air 2001/D (Issue 10 December 1984) Devis De Masse des Avions The English version of the German Standard LN 9020 was submitted by AECMA as a proposal for a common European Standard but finally it was not issued. On September 1, 1995, the Society of Allied Weight Engineers (SAWE) adopted MIL- STD-1374A as a Society Recommended Practice, SAWE RP8 for new system design. On June 1, 1997, the SAWE approved a revision to RP8, identified as revision A to RP8. On July 18, 2005, MIL-STD-1374A was cancelled by the U.S. Department of Defense in favor of SAWE-RP8 for future acquisitions. Although in MIL-STD-1374A and in SAWE-RP8A it is always explicitly mentioned that the standards can be used for rotorcraft, both standards are more focused on fixed wing aircraft than on rotorcraft. In the meantime, especially at the 71st SAWE Conference 2012 in Bad Gögging and Manching, the Standard & Practice Session was discussing several revisions on the reporting form and the issue of SAWE-RP8, revision B. Nevertheless it was found, that this revision B does not include all the new design features of modern rotorcraft design. Therefore the proposal for an update of SAWE- RP8B to include modern rotorcraft design was made, with the aim that all the leading worldwide rotorcraft companies would comment on this proposal, and a modern SAWE-RP8C-Form would result. This paper gives a rationale for why the current RP8A can be used only partly for rotorcraft. It will identify some items which cannot be used and other items which are missing. In addition it will be shown that some items are only applicable to conventional (outdated) but not modern rotorcraft! The purpose of this paper is to achieve awareness that for rotorcraft a separate RP will be necessary. Therefore this paper should act as an initiator to develop a new RP - 'Weight and Balance Data Reporting Forms for Rotorcraft'.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3544,

title = {3544. Weight Reduction on Serial Rotorcraft Programs},

author = {Johann Wenzl},

url = {https://www.sawe.org/product/paper-3544},

year  = {2012},

date = {2012-05-01},

booktitle = {71st Annual Conference, Bad Gögging, Germany},

pages = {16},

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

address = {Bad Gögging, Germany},

abstract = {This paper gives an overview about typical reasons for significant weight increases of rotorcraft programs during development and during the entire product life cycle. 

It demonstrates how industrial constraints, conflicts between business functions and changes in the legal environment lead to technical decisions increasing the product's weight and/or degrading the CoG balance. 

Furthermore this paper explains customer aspects in making decisions to choose between more and less weight optimized solutions. 

As weight saving campaigns are typically launched late in the program's lifecycle, this paper gives a generic methodology to manage them successfully considering both weight and cost. 

While optimizing the weight, mission flexibility is often degraded. This paper demonstrates ways to find the best compromise solution.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3492,

title = {3492. Explosion Welding and Bimetal Transitions for Weight Management},

author = {Michael Blakely},

url = {https://www.sawe.org/product/paper-3492},

year  = {2010},

date = {2010-05-01},

booktitle = {69th Annual Conference, Virginia Beach, Virginia},

pages = {11},

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

address = {Virginia Beach, Virginia},

abstract = {The ability to deploy a wide range of materials in a single comprehensive design gives engineers the freedom to be creative in solving weight related challenges. Dissimilar metal transition joints, made through the explosion welding process, are one of the material options all weight engineers should have in their 'toolbox'. Explosion welding has a long history of welding similar and dissimilar metals into one integrated material. Amongst the many uses of the product are structural transitions between highly dissimilar metals. Explosion welding can facilitate the design and fabrication of structures made from a wide range of metallic materials. It can also assist in improving current designs or preexisting joints made through other methods. The most common application may be the welding of aluminum to steel, but many other possible material combinations exist. This paper introduces the explosion welding process. It also covers some specific examples of dissimilar metal welding for light weighting and weight management in land, aerospace, and ocean based environments.},

keywords = {27. Weight Reduction - Materials, 28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3446,

title = {3446. Weight Control Responsibility, Authority, & Accountability},

author = {Kenneth LaSalle},

url = {https://www.sawe.org/product/paper-3446},

year  = {2008},

date = {2008-05-01},

booktitle = {67th Annual Conference, Seattle, Washington},

pages = {26},

address = {Seattle, Washington},

abstract = {The roles and responsibilities of the Weight Control Engineer are clearly defined within the Weight Engineering Organization at the Boeing Company. Unfortunately, personnel in other disciplines within the Boeing Company often misunderstand our role - for a variety of reasons. Couple that reality with the trend toward outsourcing design and build responsibilities - whereby partnering companies furnish personnel from various disciplines. Supplying Weight Control Engineers can sometimes present a dilemma if that function does not exist within that company or if the company simply uses the weight engineer as a data recorder. Typically, partnering companies request individuals to perform this role with limited or no understanding. The burden of responsibility now belongs to Boeing to provide the necessary training. Additionally, the new employee has minimal exposure to the weight engineering function. These conditions mandate a philosophy of continual training to address the needs of many incoming personnel to Weight Engineering. This paper focuses on highlighting weight control attributes, addressing responsibilities, command of subject / authoritative effectiveness, and resultant accountability. These principles are intended to establish the solid foundation. Coupled with other SAWE papers pertaining to Weight Control, they will both aid and expedite the individual toward becoming effective in performing weight control.},

keywords = {10. Weight Engineering - Aircraft Design, 28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3450,

title = {3450. Boeing Optistruct Usage: Challenges of Implementation and the Emergence of a New Design Role},

author = {Greg Rucks},

url = {https://www.sawe.org/product/paper-3450},

year  = {2008},

date = {2008-05-01},

booktitle = {67th Annual Conference, Seattle, Washington},

pages = {14},

address = {Seattle, Washington},

abstract = {Since 2004, Boeing has been using Altair's Hypermesh and Optistruct pre- and post- FE processors as a means of reducing airplane weight. 

The process consists of two main optimization methodologies: 1) topology, which determines optimal load paths by iteratively re-orienting material within a given design space to maximize stiffness and 2) size & shape, finalizing the geometry by fine-tuning dimensions via gauge property modification or FEM morphing. 

Unorthodox part shapes and sizing combinations tend to result from these processes on parts ranging from Flight Control Actuators to Wing Primary Structure to Power Distribution Panels and Racks within the Electronics Bay. 

The optimization methods and processes currently in use by Boeing have resulted in average weight savings of 20% on 100+ parts, which usually also exhibit performance improvements with respect to stiffness, stress, and resonant frequency. 

While the design process is technically sound and has provided valuable results, several logistical challenges nevertheless arise during implementation. These challenges are systemic in nature and suggest a fundamental re-thinking of the design team structure and the nature of the interactions among its constituent parts.},

keywords = {10. Weight Engineering - Aircraft Design, 28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3401,

title = {3401. A Method to Develop a Margin Plan},

author = {Andreas Schuster},

url = {https://www.sawe.org/product/paper-3401},

year  = {2007},

date = {2007-05-01},

booktitle = {66th Annual Conference, Madrid, Spain},

pages = {8},

publisher = {Society of Allied Weight Engineers},

address = {Madrid, Spain},

organization = {Society of Allied Weight Engineers},

abstract = {There are only four ways to reduce the weight of a system during the design/build cycle. The traditional methods address deleting things that are not required, substituting new materials to meet the requirements, and reconfiguring the system to be more effective in meeting the requirements. A fourth method is to reduce the uncertainty of the weight estimate by understanding how well the allocated solution meets the requirements. The definition of this uncertainty takes time and cannot be done all at once. So a plan is needed to assure that the uncertainty is addressed in a timely manner. This paper will address how to develop such a plan and how to integrate the plan with weight control plan and risk management plan of the project.},

keywords = {28. Weight Reduction - Processes, 35. Weight Engineering - Offshore},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3415,

title = {3415. Improve Your Sensor Image with Balance},

author = {Ralf Mauersberger and Timo Laudan and Werner Sellner},

url = {https://www.sawe.org/product/paper-3415},

year  = {2007},

date = {2007-05-01},

booktitle = {66th Annual Conference, Madrid, Spain},

pages = {53},

publisher = {Society of Allied Weight Engineers},

address = {Madrid, Spain},

organization = {Society of Allied Weight Engineers},

abstract = {During the preliminary design process of a new aircraft program, engineers often rely on approximated design parameter estimations based on existing aircraft databases, proprietary, or purchased experts? knowledge, as well as by means of safety factors. Once violations of targeted performance requirements or design constraints are identified too late in the development process, a number of cost and resource intensive iterations on the system design might be induced. The paper discusses a ?recipe? for weight engineers supporting the mass properties life cycle?s front-end by utilizing design freedom in early design phases and reducing changes in later development phases by a well directed approach considering uncertainties in the weight engineering process. Likewise, we address a new (weight) engineered way of thinking and working within the mass properties life cycle process. To substantiate the approach, the paper introduces a case study from the aerospace domain opening new capabilities in the weight engineering process. The authors postulate a higher quality of decisions as well as a negotiation support for weight engineers within the design process. Moreover, the continuous and systematic consideration of uncertainties enables the creation of an improved ?risk picture?, reduces system uncertainties in a target-oriented manner, and enables an optimization of resources with respect to the exchange of information with other disciplines.},

keywords = {10. Weight Engineering - Aircraft Design, 28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3423,

title = {3423. Weight Prediction by Use of a Case-Based Reasoning Approach},

author = {Jan Pfaff and S. Rudolph and M. Dugas and R. Voit-Nitschmann},

url = {https://www.sawe.org/product/paper-3423},

year  = {2007},

date = {2007-05-01},

booktitle = {66th Annual Conference, Madrid, Spain},

pages = {8},

publisher = {Society of Allied Weight Engineers},

address = {Madrid, Spain},

organization = {Society of Allied Weight Engineers},

abstract = {To make weight prediction in the preliminary design phase more exact today, instead of using the well-known empirical approaches, investigations for developing analytical procedures are carried out. For several years, the weight department of the Airbus Future Project Office has been using the analytical weight prediction tool FAME (Fast and Advanced Mass Estimation), which meanwhile produces very good weight estimates, for example, for the wing structure (FAME-Wing). The Project FAME-Fancy is targeting the shortage of data for this tool in the early stages of preliminary design using different approaches. These approaches are being investigated at the Institute of Aircraft Design of the University of Stuttgart (IFB) with the objective of finding methods for generating the unknown parameters for these early stages of the preliminary aircraft design process. During the design process of an aircraft, a growing number of design parameters are defined so that the level of detail constantly increases. Within the FAME-Fancy project, methods are developed that will allow the process to be largely automated. Subsequently, input-data for FAME-Wing is obtained. The emphasis on techniques for the generation of this data is on knowledge-based, case-based, and constraint-based reasoning. The intention here is to show that there is the possibility of creating reliable parameter data in early stages of the preliminary design process with the help of a dimensional analysis approach based on similarity principles. Possible combinations and differences of these approaches are illustrated using several practical applications. The resulting data are validated and compared with existing empirical and half empirical preliminary design methods. Finally, an evaluation is performed.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3424,

title = {3424. Computer Aided Weight and Cost Management in Vehicle and Aircraft Industry},

author = {Hans-Peter Dahm},

url = {https://www.sawe.org/product/paper-3424},

year  = {2007},

date = {2007-05-01},

booktitle = {66th Annual Conference, Madrid, Spain},

pages = {23},

publisher = {Society of Allied Weight Engineers},

address = {Madrid, Spain},

organization = {Society of Allied Weight Engineers},

abstract = {At the present time, the time-to-market-process in R},

keywords = {12. Weight Engineering - Computer Applications, 28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3391,

title = {3391. New Advances In Topology Optimization For Weight Reduction During Preliminary Design},

author = {Terence Smith and Harold Thomas},

year  = {2006},

date = {2006-05-01},

booktitle = {65th Annual Conference, Valencia, California},

pages = {-1},

publisher = {Society of Allied Weight Engineers},

address = {Valencia, California},

organization = {Society of Allied Weight Engineers},

abstract = {Weight reduction of current designs can be achieved through sizing optimization by reducing thicknesses with constraints on stress, stiffness, frequency, buckling factors, and dynamic loadings. Unfortunately, the weight reduction is usually just a few percent. A more effective approach to weight reduction is to define an optimum topology (layout) during the conceptual design stage. For example, three small diagonal reinforcement ribs may be more effective than two large horizontal ribs if the load path is diagonal. Another example is the number, size, and location of lightening holes. If the number and location of these holes is predetermined, weight reduction can only be achieved through changing the size of the holes. Much greater weight reduction can be achieved if the correct number of holes in the correct locations and of the correct sizes is used. Altair OptiStruct},

note = {Paper Missing},

keywords = {12. Weight Engineering - Computer Applications, 28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3358,

title = {3358. Aerospace-to-Marine Technologies: Is There Much To Transfer?},

author = {Ian O. MacConochie},

url = {https://www.sawe.org/product/paper-3358},

year  = {2005},

date = {2005-05-01},

booktitle = {64th Annual Conference, Annapolis, Maryland},

pages = {10},

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

address = {Annapolis, Maryland},

abstract = {A brief investigation was made into the apparent transfers of aerospace technologies into the marine industries. When ship cost is ranked as top priority, there is little incentive to use the more expensive aerospace materials such as composites, over steel. However, aluminum superstructure was utilized on the S.S. United States and it was the fastest (large) passenger liner ever built. The merits of lighter weight materials in ship construction center around less draft, higher speed, and greater range. The merits of a lighter ship construction in superstructure, even in cargo ships, is regarded as not fully resolved. Composite handrails in ship's passageways is mentioned as a possible use of aerospace materials because of its durability and greater resilience.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3370,

title = {3370. Weight Control: Why, When and How?},

author = {Raymond Gilliam},

url = {https://www.sawe.org/product/paper-3370},

year  = {2005},

date = {2005-05-01},

booktitle = {64th Annual Conference, Annapolis, Maryland},

pages = {34},

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

address = {Annapolis, Maryland},

abstract = {Weight control: Why, when and how. This paper will address the need for weight control. It will offer several types of programs that have been successful in the implementation of weight control, identify weight growth drivers and methods for mitigating weight growth. It will also include an extensive weight control checklist to assist all Mass Properties engineers in their weight reduction efforts.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3334,

title = {3334. Weight as a Technical Perfformance Measure in the Marine Environment},

author = {Andreas Schuster and Bates},

url = {https://www.sawe.org/product/paper-3334},

year  = {2004},

date = {2004-05-01},

booktitle = {63rd Annual Conference, Newport, California},

pages = {11},

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

address = {Newport, California},

abstract = {The concept of balancing the three legs of the project management triangle (cost, schedule and technical) is common to all Project Managers. However, integrating Technical Performance Measures (TPM) with program cost and schedule control in a meaningful and timely manner is easier said than done. This paper gives insight into how the TPM process is used to allocate weight goal requirements to design teams on a marine project, some of the mechanisms that were used, and how the teams responded to the challenge. The paper focuses on the Plan, Measure, Evaluate and Report steps of the TPM process. Direct comparisons between the TPM process and traditional weight reporting method are made where appropriate. The difference between the two processes is explored by a discussion of the leadership skills, technical skills, and programmatic skills required to implement this new process. A series of experiences and lessons learned are described that we found to be unexpected for this project. The technology and experiences are appropriate to anyone who must allocate multiple conflicting requirements to teams to meet a specific set of technical objectives.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3342,

title = {3342. V-22 Weight History - Post Design Weight Analysis},

author = {Scott Harris},

url = {https://www.sawe.org/product/paper-3342},

year  = {2004},

date = {2004-05-01},

booktitle = {63rd Annual Conference, Newport, California},

pages = {56},

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

address = {Newport, California},

abstract = {The V-22 is a tiltrotor aircraft. Its engines and proprotor systems are contained within wing tip mounted nacelles that rotate, allowing it to take off and land vertically as a helicopter and, once airborne, fly as a turboprop aircraft. The 38 ft (11.58 m) diameter proprotors are powered by two Rolls-Royce AE1107C engines. The proprotors fold and the wing rotates parallel to the fuselage to allow for compact shipboard stowage and maintenance. With a crew of three, the MV-22 (USMC) aircraft is designed to carry twenty-four combat ready troops on a 200 nm (322 km) radius mission, @ 3,000 ft (914 m), 91.5 degree F. The CV-22 (USAF) utilizes a crew of four, and carries eighteen combat ready Special Operations Forces troops on a 500 nm (805 km) radius mission. The V-22 has the capability to carry 10,000 lbs (4,536 kg) externally from a single hook, 15,000 lbs (6,804 kg) on dual hooks. The internal cargo capacity is 20,000 lbs (9,072 kg), contained within a cabin measuring 290 in (737 cm) in length, 71 in (80 cm) in width and 72 in (183 cm) in height. The aircraft will cruise at 275 kts (509 km/hr), with a dash speed of 300 kts (556 km/hr). This paper discusses the evolution of the V-22 design, the weight history of the V-22 as it has moved through its development phases, and descriptions of the major components comprising the aircraft.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3278,

title = {3278. A Ship Design Application of QFD Techniques in Weight Reduction Decision-Making},

author = {David Menna},

url = {https://www.sawe.org/product/paper-3278},

year  = {2002},

date = {2002-05-01},

booktitle = {61st Annual Conference, Virginia Beach, Virginia, May 18-22},

pages = {10},

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

address = {Virginia Beach, Virginia},

abstract = {Even with prudent management systems in place, there may be periods during a ship?s design cycle whereby a weight and/or KG reduction program must be employed to correct adverse trends. Because of the universal effect that both weight and KG changes have on design characteristics and cost, these programs can be hazardous if not approached judiciously. While identification of weight/KG reduction candidates may not be difficult, much care must be taken in selecting candidates to be implemented. Perhaps the greatest difficulty in selecting candidates is assessing their impact on the wide variety of technical and programmatic goals that must be balanced to ensure a successful design. To choose candidates that best optimize the entire design, project goals must be identified and prioritized. Characteristics of each candidate must then be evaluated against these goals. These evaluations must be used in an objective and standardized manner to assist design management in selecting only those candidates that will optimally contribute to the success of the project. 

This approach to weight/KG reduction decision-making employs several key techniques of the Quality Function Deployment (QFD) system of product design. These techniques are summarized in the following steps: First, project goals are identified and grouped into several measurable factors. Second, these factors are contrasted in a pair-wise fashion using the Analytical Hierarchy Process and prioritized based on value as opposed to rank. Third, metrics are defined for each factor utilizing a common scale gradient. Fourth, each candidate is ?scored? using these metrics against each factor. Fifth and finally, these scores are coupled with the previously mentioned factor prioritization to develop a rational overall optimization value for each candidate. Results are represented in a simple-to-use and informative prioritization matrix. Design management can use the values identified in the matrix to select the best candidates to be applied to the design project. While this paper describes a ship design application, the same or similar approach can be applied to any product with competing design and cost goals.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3279,

title = {3279. Weight Reduction Process - Saving Money While Saving Weight},

author = {Gale Armstrong},

url = {https://www.sawe.org/product/paper-3279},

year  = {2002},

date = {2002-05-01},

booktitle = {61st Annual Conference, Virginia Beach, Virginia, May 18-22},

pages = {5},

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

address = {Virginia Beach, Virginia},

abstract = {Weight reduction ideas are easy to identify in the engineering world today. The difficulty is implementation! Teams generate long lists of weight reduction roadmap ideas, but never have time to deliver on those ideas. Engineers today are too busy to run dual path programs; roadmap ideas sit on an opportunities list until they run out of time and then fall off the list. 

This paper will describe a Weight Engineering Workshop process implemented at Ford Motor Company that drives weight reduction ideas into program assumptions. 

What is a Weight Engineering Workshop? A one-day workshop held to help teams engineer a system or component to remove weight and create the maximum value for the customer. The workshop focuses heavily on removing weight while maintaining its functional integrity. The workshop will also focus on 'Overcoming the Inhibitors to Implementation'. 

The weight engineering workshop process is currently being used to optimize the weight of vehicles, but can be utilized on any commodity ? similar to the Value Engineering Process conducted by most large companies. 

The weight engineering workshop results are: 

? Weight Reduction Ideas Recommended 

? Variable Cost and Investment 

? Weight savings 

? Cost per pound of weight saved 

? Technical confidence 

? Work plan for each recommended idea 

Ideas are also evaluated against all program attributes and sub-attributes to insure the design functions of the component are not compromised. 

A management report-out meeting is conducted following the workshop. The report-out meeting is designed to secure management buy-in for implementation of the recommended weight reduction ideas.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3131,

title = {3131. Weight Focused Workshops - Overcoming Inhibitors to Implementation},

author = {Gale Armstrong},

url = {https://www.sawe.org/product/paper-3131},

year  = {2001},

date = {2001-05-01},

booktitle = {60th Annual Conference, Arlington, Texas, May 19-23},

pages = {5},

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

address = {Arlington, Texas},

abstract = {Identifying weight reduction ideas is not difficult in the engineering world today, the difficulty becomes the implementation of those weight reduction ideas. Teams generate long lists of weight reduction roadmap ideas, but never have time to deliver on the ideas. Engineers today are too busy to run dual path programs; roadmap ideas sit on an opportunities list until they run out of time and then fall off the list. 

This paper will describe a Weight Reduction Workshop process implemented at Ford Motor Company that drives weight reduction ideas into program assumptions.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2376,

title = {2376. Product Data Management Technology Opportunities for Weight and Cost Management Throughout the Product Life Cycle},

author = {P L Breuer},

url = {https://www.sawe.org/product/paper-2376},

year  = {1997},

date = {1997-05-01},

booktitle = {56th Annual Conference, Bellevue, Washington, May 19-21},

pages = {14},

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

address = {Bellevue, Washington},

abstract = {New database and communications technologies are creating software platforms such as the Product Data Manager (PDM) which create, manage, and distribute information. Integration of a PDM to engineering and manufacturing systems provides opportunities to engineer both the design and build activity with respect to product definition. The implementation of Product Data Management software solutions and its integration with enterprise systems will define future developmental and production processes. Examples of potential uses of the Product Data Manager in the product development arena are discussed including managing and refining the relationship between weight and cost. The impact of the Product Data Manager to the design process must not be overlooked by the mass properties community. Mass properties must have a strong influence in the development of these systems to ensure the processes and procedures used by these systems will support the needs of mass properties.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2377,

title = {2377. An Analytical Approach to the Cost of Weight Control},

author = {B L Anderson},

url = {https://www.sawe.org/product/paper-2377},

year  = {1997},

date = {1997-05-01},

booktitle = {56th Annual Conference, Bellevue, Washington, May 19-21},

pages = {15},

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

address = {Bellevue, Washington},

abstract = {It is impractical to discuss Weight Control in today's business environment without understanding and discussing the cost of weight control. Traditional Weight Control Programs will set weight targets and establish dollar per pound guidelines to be used for design trade studies. This approach works, but it doesn't always meet the program objectives and requirements. When this happens it can result in very expensive last minute design reviews and changes. Once the dollar per pound guidelines and weight targets are set by the program we have our first understanding of what can be spent on weight control. This paper is an attempt to use simple analytical and financial tools to establish a means of optimizing the money spent on weight control based on the dollar per pound methods in common usage today.},

keywords = {28. Weight Reduction - Processes},

pubstate = {published},

tppubtype = {inproceedings}

}