SAWE Technical Papers

@inproceedings{3022,

title = {3022. Uncertainty Analysis in Weighing Pressurized Vessels},

author = {Phung LeCong and Ricardo Roy},

url = {https://www.sawe.org/product/paper-3022},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {10},

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

address = {St. Louis, Missouri},

abstract = {For proper guidance, the mass of the launch vehicle must be determined with the least uncertainty. Analytical expressions are developed to calculate the uncertainty in the vehicle mass. Application of these expressions to the booster and second stage yields data that are useful in minimizing the uncertainty and in making operation decisions.},

keywords = {08. Weighing},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3021,

title = {3021. Fundamentals of Electronic Weighing Systems},

author = {Bill Turner},

url = {https://www.sawe.org/product/paper-3021},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {42},

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

address = {St. Louis, Missouri},

abstract = {Fundamentals of Electronic Weighing Systems guides readers through every facet of the weighing system design, implementation, and troubleshooting process. Beginning with load introduction, this paper recommends the proper steps in creating and utilizing an accurate weighing vessel for a particular application. It addresses the application of load cells in both weighing and force sensing systems. Mechanical and electronic force measurement principles are explained, in addition to providing a comprehensive glossary of terms. The objective is to provide readers with a solid understanding of basic weighing system principles and characteristics. 

Section II: Weigh Modules presents a complete definition of every popular load cell design to enable the reader to confidently choose the best design for a particular application. In addition to explaining how various designs sense load, application drawings illustrate how the technology is applied in the field. 

Section III: Installation and Service Guidelines is filled with information that both the novice and experienced scaleman will find helpful. A valuable reference document, this section contains information compiled by Rice Lake Weighing Systems? staff over many years. Countless service technicians and engineering professionals were consulted on mechanical, electro-mechanical, and fully electronic weighing systems. The resulting information bridges generations, yet compiles the material into brief, easy-to-understand ?tips of the trade.?},

keywords = {09. Weighing Equipment},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3020,

title = {3020. Measuring Mass Properties of Aircraft Control Surfaces},

author = {Richard Boynton},

url = {https://www.sawe.org/product/paper-3020},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {63},

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

address = {St. Louis, Missouri},

abstract = {Flutter is of great concern to any pilot, since excessive flutter has caused a number of aircraft to lose control and crash. Although any surface on an aircraft which is exposed to airflow can experience flutter, the most common type of flutter involves the control surfaces such as ailerons, elevators, and rudders. The mass properties of these control surfaces are very critical and have to be measured with great care to make certain that flutter is minimized. Many mass properties engineers ignore product of inertia when measuring control surfaces. We suspect that these engineers will be surprised to discover that the product of inertia unbalance of the control surface can be the key element in eliminating flutter, and that it is vital to measure this quantity.},

keywords = {03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3019,

title = {3019. Microsoft Excel Applications for Airliner Weight & Balance},

author = {Tom Farncombe},

url = {https://www.sawe.org/product/paper-3019},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {19},

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

address = {St. Louis, Missouri},

abstract = {Spreadsheet applications can provide many software solutions to the weight and balance engineering processes of an airline. It is possible to couple individual applications to evolve larger and more comprehensive software solutions without the need for extensive programming knowledge or experience. Individual tasks within the Qantas Airways weights engineering department were gradually migrated to spreadsheets, leading to the beginnings of simple applications such as weighing result calculation and weight growth surveillance. It became apparent that there was duplication of data stored within individual applications that could be minimized by linking individual spreadsheets to common data files. The core data for each aircraft type was written into spreadsheet files, formatted to replicate the IATA AHMSO report, the document used by IATA member airlines as a standard for the transmission of base weight and balance data between airline I.T. departments. From these files, other spreadsheets were programmed to receive core data for manipulation into other specific tasks such as the production of charts and operational weight certificates. 

With all core data stored in a structured format, development tasks were simplified as specific tables could be easily located and identified. Mini applications were developed to enable access to files, by adding additional menus to the spreadsheet application environment. Visual Basic interfaces were developed to assist the user in finding and opening specific spreadsheets by following on-screen prompts such as ?Enter Aircraft Type...? and ?Enter Aircraft Registration...? Date checking functionality was also built into the environment to address expiry dates of operational documentation such as weight certificates, which are issued for a defined time period. Prompts were designed to draw the user to certain data when an expiry date was close. 

Refining the existing spreadsheets was an ongoing process and with the introduction of a new Mainframe Departure Control System, a requirement emerged to develop a testing environment to facilitate regulatory approval of the new system. With the knowledge gained from working inside the Departure Control System, and an understanding of the limitations of spreadsheet capabilities, a full working model of a departure control system was evolved. The working model was then improved to a level of reliability suitable for release into the live load control environment itself. Other small applications were also investigated to determine the benefit of developing small applications to run in parallel to the Departure Control System. 

This paper discusses three projects undertaken using spreadsheet applications for I. T. solutions.},

keywords = {01. Aircraft Loading - General},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3018,

title = {3018. Morphing Aerostructures aka Smart Structures and Systems},

author = {Edward White},

url = {https://www.sawe.org/product/paper-3018},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {13},

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

address = {St. Louis, Missouri},

abstract = {Smart Structures are structures with highly integrated, often embedded, sensors and/or actuators along with control or information processing systems. The sensors and actuators often employ so called'SmartMaterials'. Such materials exhibit strong changes in shape, size and/or mechanical, electrical or optical properties in response to a controllable stimulus(actuators) or to an induced or natural environment (sensors), or do both. Their purpose may be to change the structure's static, dynamic or aeroelastic properties and/or monitor the health or performance of the structure.Within the Boeing Phantom Works Structures Technology organization, the Smart Structures and Systems team has over eight years of experience in both contracted and internal research and development in the field of Smart Structures.The presentation will be made by Mr.Edward White, Team Leader of the Smart Structures and Systems Team, and will cover an introduction to Smart Structures and present conclusions on future directions of Smart structures technology and its implications to Mass Properties Engineering.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3017,

title = {3017. Application of DRA Materials in Aircraft Structure},

author = {Dave Bowden and Raj Talwara and Dick Lederich},

url = {https://www.sawe.org/product/paper-3017},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {28},

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

address = {St. Louis, Missouri},

abstract = {Presentation},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3016,

title = {3016. Advances in Titanium Matrix Material Usage},

author = {Charles Rowe and William Hanuiak},

url = {https://www.sawe.org/product/paper-3016},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {10},

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

address = {St. Louis, Missouri},

abstract = {Atlantic Research Corporation A manufacturing company with deep technology roots producing technically advanced tactical rocket motors, satellite thrusters,advanced materials aircraftcomponents, and automotive air bag inflators at 18,000 units per day.},

keywords = {27. Weight Reduction - Materials},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3015,

title = {3015. A Methodology for Selecting Naval Ship Acquisition Margins},

author = {Mark Redmond},

url = {https://www.sawe.org/product/paper-3015},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {13},

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

address = {St. Louis, Missouri},

abstract = {Acquisition margins are included in a weight estimate to account for unknown or unanticipated growth in weight or KG which occur in future design phases. Weight and KG growth occurs for a variety of reasons during the course of a design. Some of these reasons are the following: 

1. Errors carried over from previous design phases; 

2. Requirement changes which result in equipment/system changes; 

3. Ship arrangement/configuration changes; 

4. Increased detail in design definition and weight calculations; 

5. Material/equipment model changes during detail design and construction; 

6. Deviation from construction drawings; 

7. Shipyard unique design and construction techniques; 

8. Increases in developmental systems? components. 

Because it is a fact that weight and KG increases will happen, it is important to account for them from the beginning of the design. This is done by adding margins to the weight estimate at the start of the design that are equal to the anticipated growth. Once these margins are established and there is a single design concept, the margins are then depleted to offset the growth in weight and KG as it occurs. This allows the design to remain at a constant displacement and KG that facilitates the overall design effort. For example, without margins any growth in KG could jeopardize stability and could require a major configuration change in a later design phase that is disruptive and costly. With margins, the stability can be validated early in the design and as long as the growth does not exceed the margins, the stability will remain satisfactory throughout the course of design and construction. Ideally, the ship will be delivered at the original estimated displacement and KG with no margins remaining.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3012,

title = {3012. ''CYCLOPS'' - An Uninhabited Cruise Missile Launcher},

author = {J B Bach and A J Kutzmann and R P Deedon and D B Stewart III and M C McDonald and L J Valenzuela and J C Lawson and L M Barneby},

url = {https://www.sawe.org/product/paper-3012},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {90},

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

address = {St. Louis, Missouri},

abstract = {The Poseidon Design Group is proud to present Cyclops, an uninhabited cruise missile carrier designed in response to the 1999-2000 AIAA Undergraduate Team Aircraft Design Competition. Cyclops incorporates low cost, low risk technology into an aircraft optimized to carry and deploy Air Launched Cruise Missiles. Its simple configuration, high airframe life, and low operating cost will allow Cyclops to operate far into the future much like the B-52. The most important component to any bomber is its bomb bay, and this is reflected in Cyclops' design. The aircraft has one bomb bay fore and one aft of the wing carry through box. Each bay houses five cruise missiles in a rotary door configuration, however, the structure for the weapons doubles as a load-bearing member for both the payload and the flight loads. In so doing, Cyclops maintains the minimum total fuselage volume and weight needed to carry the payload. With a cruise missile range of over 700 nautical miles, Cyclops will remain out of the combat theater for the duration of the mission. A benign mission profile drives a small maneuvering envelope, providing an excellent oppertunity for an uninhabited aircraft. The benefits of an uninhabited weapons platform include: reduced parasite drag, reduced empty weight, improved station keeping capability, and reduced training and operations costs. The culmination of the Poseidon Design Group's efforts resulted in a cost effective, lethal aircraft, able to accomplish the AIAA's RFP. Cyclops was designed as a standoff delivery platform whose only purpose was to carry ten AGM-86C cruise missiles four thousand nautical miles. Innovation was only allowed when improving Cyclops ability to complete its mission, or reducing the life cycle cost of the aircraft. Cyclops is a result of the Poseidon Design Group's philosophy, to develop a practical and cost effective bomber that represents the ideal solution to the RFP.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3010,

title = {3010. Love/Hate Relationship with Lightweight Technology},

author = {Thomas Sweder},

url = {https://www.sawe.org/product/paper-3010},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {6},

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

address = {St. Louis, Missouri},

abstract = {Ford is accelerating its drive to put high value lightweight components on vehicles. The new LS has nearly 460 pounds of aluminum compared to about 250 pounds on most vehicles that size. Some of the more interesting new items are the suspension components that are made using the latest forming technologies. Lightweight suspension components not only make the vehicle light but they improve the responsiveness of the vehicle dramatically. We are using the LS learning on other new vehicles including SUV?s 

Composites were a key reason we are able to offer the Sport Trac. The composite box, which Ford first put into limited production in 1989, offers both a weight savings and toughness. 

Open the hood of the Focus and you will see a unique radiator support that is plastic with molded-in steel braces ? another industry first. 

The automotive industry is under constant pressure from our customers, competitors, and governmental bodies to improve our products. To respond to this pressure, we must work with our suppliers to introduce new technology as we did in the LS, Sport Trac, and Focus. But bringing in new technology is often a torturous process. Suppliers must understand what the main drivers are for using new technology so when they work with program teams they can respond properly to the invariable ups and downs of enthusiasm.},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3008,

title = {3008. The Systems Engineering Role in Mass Properties},

author = {Jonathan Morgan},

url = {https://www.sawe.org/product/paper-3008},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {7},

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

address = {St. Louis, Missouri},

abstract = {For missile Engineering Manufacturing and Development (EMD) programs, mass properties is defined as the weight, center of gravity, moment of inertia, and roll unbalance of the missile. Mechanical and Systems Engineering departments continually debate over control of mass properties. Systems Engineering has the advantage of knowing the top level requirements, requirements flowdown, and the ability to allocate budgets accordingly, including mass properties. Program decisions are all made at the systems level and require a systems engineer to flow into lower level requirements. The Mechanical group has close contact with the hardware and an intimate knowledge of the buildup of the missile. Unfortunately, they do not have close contact with all the design and simulation teams requiring mass properties, or understand some of the program level requirements that influence mass properties. Mass properties are used by many organizations and have special needs that the Systems Engineering Team is best able to meet and the Systems Engineering approach to mass properties will be addressed in the paper. Regardless of which department claims the Mass Properties Engineer, the information provided will help give any engineer a better understanding of the importance and correct use of mass properties.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3006,

title = {3006. The Moment of Inertia of Fluids - Part 2},

author = {Richard Boynton},

url = {https://www.sawe.org/product/paper-3006},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {29},

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

address = {St. Louis, Missouri},

abstract = {As much as 80% of the mass of a booster rocket or 40% of the mass of a satellite or aircraft can consist of fuel and other liquids. Engineers spend countless hours calculating the mass properties of the solid elements in a flight vehicle with an accuracy of 1 or 2 percent, but the contribution due to the fuel is often based on assumptions that are in error by as much as 50%. Last year one of the authors of this paper (Richard Boynton) published a paper entitled ?The Moment of Inertia of Fluids? (SAWE number 2459). In this paper he summarized a series of measurements which were made on the fluid within different shaped tanks to determine the relationship between total fluid mass and moment of inertia. Some mass properties engineers assume that a tank rotates independently of the fluid contained within it, so that the mass of the fluid has a small effect on the MOI. Others assume that the fluid acts like a solid. As paper number 2459 and this paper show, both assumptions are incorrect. 

There were a number of issues which Mr. Boynton was unable to resolve when he wrote last year?s paper. This second paper gives the answer to several of them. In particular, this paper: 

Summarizes experiments on rectangular tanks (the previous paper focused on cylindrical tanks; 

Confirms the assumption that the roll MOI of fluid in cylindrical tanks is a greater percentage of the solid equivalent MOI for smaller diameter tanks; 

Gives additional data on the effect of fluid viscosity on MOI; 

Evaluates the effect of baffles within the tank; 

Answers the question whether the effective MOI is a function of the rate of angular acceleration of the tank. This is particularly important for satellites that turn very slowly. 

The experiments we have conducted recently indicate that the relationship between tank geometry and fluid moment of inertia is more complex than we originally surmised. For example, it appears that the rate of oscillation and the size of the tank have a significant effect on the results of our experiments. The conclusions of the previous paper - that moment of inertia increased with aspect ratio and viscosity - are still valid, but additional variables must also be taken into account.},

keywords = {06. Inertia Measurements},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3005,

title = {3005. X-35 Weight Control},

author = {Glen Maijala},

url = {https://www.sawe.org/product/paper-3005},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {17},

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

address = {St. Louis, Missouri},

abstract = {Effective weight control is mandatory for any successful short takeoff/vertical landing (STOVL) aircraft. The demanding task is made more difficult when the aircraft has a high degree of commonality with variants designed as replacements for high performance Air Force and Navy fighters. 

This challenge was placed squarely in front of a Lockheed Martin led team when, in November 1996, it was selected as one of two participants for the concept development phase (CDP) of the Joint Strike Fighter (JSF) program. Each contractor was to develop two aircraft that would demonstrate technologies it deemed critical to being able to produce a multi-service fighter to replace the F-16, F/A-18, and the AV-8. Lockheed Martin?s demonstrator aircraft, which are designated the X-35A, X-35B and X-35C, are currently undergoing final assembly and system checkout testing at its Palmdale, California location and are schedule to fly before year end. 

This paper describes and examines the weight management aspects of the X-35 program that contributed to the achievement of the healthy weight margin its STOVL variant now enjoys. The effectiveness, strengths, and weaknesses of the aspects are explained. Some of the aspects addressed include: the roles of the mass properties engineer, subcontractor weight management, weight ?plan-to-perform? profiles, weight reduction programs, definition and use of target weights, ?value of a pound,? the ?weight czar,? and program management?s role in weight control. Following the examination of the weight control processes are recommendations for improvements.},

keywords = {17. Weight Engineering - Procedures},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3004,

title = {3004. Design and Fabrication of an Affordable Center Fuselage for the Apache Helicopter (RWSTD)},

author = {A R Goodworth and K D Henthorn},

url = {https://www.sawe.org/product/paper-3004},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {28},

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

address = {St. Louis, Missouri},

abstract = {(None - PRESENTATION)},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3003,

title = {3003. Evaluation of Equivalent Laminated Plate Solution (ELAPS) in HSCT Sizing},

author = {Steven Stone and Joseph Henderson and Mark Nazari and William Boyd and Bradley Becker and Kumar Bhatia and Gary Giles and Gregory Wrenn},

url = {https://www.sawe.org/product/paper-3003},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {12},

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

address = {St. Louis, Missouri},

abstract = {The motivation for evaluating ELAPS was to determine its suitability as a quick and reliable tool for conceptual and early preliminary design. The expectation was that ELAPS would predict a better structural weight than parametric weight equations since its weight is determined from structural optimization with both strength and flutter constraints. An additional motivation was to eventually utilize the functional representation of ELAPS in shape optimization. Results from the current version of ELAPS were compared against Elfini. The comparisons included static displacements and stresses, natural vibration frequencies and mode shapes, strength optimization, flutter optimization, and simultaneous strength and flutter optimization. Elfini is a mature, well-understood, FEM tool with many years of development effort behind it. Although previous studies have proven the merits of ELAPS for preliminary structural analysis, little research has been accomplished to formally test an ELAPS based flutter optimization. Optimization with strength constraints worked well and provided final weights comparable to Elfini. But the flutter optimization, and simultaneous strength and flutter optimizations converged to significantly different weights. This could partly be attributable to analytical and model differences. There were differences of up to 10% in a few of the first 10 modal frequencies, primarily due to disagreement in stiffness for the HSCT uniform gauge wing. Thus, for ELAPS to provide an attractive option for structural sizing and shape optimization, there needs to be further investments in (1) improving ELAPS? static stiffness correlation with FEM?s, (2) developing an automated parametric input/output graphical interface for ELAPS, (3) improving the robustness of the ELAPS structural representation, (4) improving the computational efficiency of ELAPS and its associated optimization system, and (5) developing ELAPS flutter and shape optimization capabilities In some sense, it is unfair to compare ELAPS with mature FEM codes with years of development effort. However, unless significant improvement to ELAPS is made soon, it will be difficult for ELAPS to compete with the rapid automation of FEM codes for simplified analysis and design.},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3002,

title = {3002. Knowledge Based Mass Modeling Process},

author = {Patrick Mitchell},

url = {https://www.sawe.org/product/paper-3002},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {17},

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

address = {St. Louis, Missouri},

abstract = {The evolution of rapid airplane-level design analysis continues. It is desirable in preliminary design, for example, to quickly generate and analyze a finite element model representing airplane structure. The Weight engineer typically creates a distributed mass model, representing the anticipated weight of the design, for use by other engineering disciplines. This paper outlines the approach taken to automate the generation of a mass model representing airplane systems and equipment. Arguments are made for extending this knowledge-based approach to other components of the mass model. Estimating weight from the model sizing data is not discussed, in favor of concentrating on the mass modeling technique. The knowledge-based modeling approach makes it possible to quickly create highly detailed mass models for use in rapid airplane design.},

keywords = {30. Miscellaneous},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3001,

title = {3001. Technology Evaluation Via Loss Managment Models Formulated in Terms of Vehicle Weight or Wither a Scheme for Vehicle Fuel},

author = {B Roth and D Dr. Mavris},

url = {https://www.sawe.org/product/paper-3001},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {25},

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

address = {St. Louis, Missouri},

abstract = {Mass properties engineering is today an established field and an indispensable part of the aerospace vehicle design process. Detailed bookkeeping schemes have been developed to track constituent component weights in extreme detail, down to the last rib and rivet. Given this situation, i t may be more accurate to refer to this field as 'empty weights engineering 'because the focus has always been primarily on management and tracking of vehicle empty weight. Meanwhile, one of the largest weight fractions, fuel weight, is bookkept in a single lump and largely ignored (except inasmuch as it impacts vehicle size and growrh factor). Itis intuitively obvious that the aerothermodynamic losses due to the engine, airframe systems, and aerodynamic drag of the vehicle are the fundamental drivers on fuel weight and should therefore be expressible as increments in fuel weight chargeable to each loss mechanism. The sum of all chargeable fuel weights is equal to the total fuel weight required to complete a prescribed mission. The intent of this paper is to formulate a method for quantifying thermodynamic performance in terms of mission fuel chargeable to each thermodynamic loss mechanism. This is then used in conjunction with known vehicle zero fuel weight groups to estimate the gross weight chargeable to each functional component of the vehicle. The results show that chargeable vehicle gross weight canbe used as a common figure of merit linking mass properties and performance aspectsof vehicle design. This method is then demonstrated for a Northrop F-5E aircraft, and the fuel weight breakdown is analytically calculated for the design mission. The results of this analysis show that 37.3% of the F-5E subsonic mission fuel requirement is due to propulsion system losses, 36.8% is chargeable to aerodynamicdrag,and 24.3% is chargeable to vehicle empty weight.This translates into a chargeable fuel cost of roughly $173.90, $171.76, and $113.53 for each of these three loss mechanisms, respectively. Finally, the usefulness of this technique as a means of technology evaluation is considered. The strengths of this method are that it allows quantification of both weight and performance aspects of technology benefits in a single figure of merit. and also enables one to ascertain the benefits of individual technologies even when applied as part of a suite of technologies.},

note = {L. R. 'Mike' Hackney Award},

keywords = {10. Weight Engineering - Aircraft Design, Mike Hackney Best Paper Award},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3000,

title = {3000. Weight Estimating and Reporting for Major Ship Conversions},

author = {W A Fox and J J McMullen and C J Gelfenbaum},

url = {https://www.sawe.org/product/paper-3000},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {15},

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

address = {St. Louis, Missouri},

abstract = {There have been several major conversions conducted in the United States during the last decade to increase the Military Sealift Command fleet. Weight estimating and reporting for major ship conversions presents a significant challenge to the weight engineer. A major conversion is usually defined as one that changes a ship's principal dimensions, type of service, or light ship weight by 10% or more. As-built weight data and drawings are sometimes unavailable and often the ship has already undergone many other alterations since its construction that may significantly affect weights and centers of gravity. The accurate prediction of light ship weight and centers is critical to the success of a major ship conversion since the principal characteristics (length, beam, depth, draft, speed, etc.) usually cannot be easily changed, as they can in preliminary design for new construction. This paper describes the process of preparing and maintaining weight estimates and reports throughout a major ship conversion project. Definitions and reasons for major conversions are discussed in the introduction and then the process of establishing a preconversion baseline is described. The preliminary and contract design weight estimates are described and removals, installations, vendor data, margins, level of detail, and other aspects of them are discussed. The process is then followed through the detail design and completion phases, and concluded at the post-conversion inclining. Several recent examples from the authors' experience are described in detail, and lessons learned are shared with the reader. The result is a comprehensive guide to the subject that should be useful to anyone involved in ship conversion weight work.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2483,

title = {2483. H-1 Upgrade: AH-1Z and UH-1Y Weight Control Process Update},

author = {S Kaiser and A Evans},

url = {https://www.sawe.org/product/paper-2483},

year  = {1999},

date = {1999-05-01},

booktitle = {58th Annual Conference, San Jose, California, May 24-26},

pages = {36},

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

address = {San Jose, California},

abstract = {(None - PRESENTATION)},

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

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2482,

title = {2482. F/A-18E Weight Management - A Retrospective (What We Did Right and What We Could Have Done Better)},

author = {K Bocam},

url = {https://www.sawe.org/product/paper-2482},

year  = {1999},

date = {1999-05-01},

booktitle = {58th Annual Conference, San Jose, California, May 24-26},

pages = {40},

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

address = {San Jose, California},

abstract = {(None - PRESENTATION)},

keywords = {26. Weight Growth},

pubstate = {published},

tppubtype = {inproceedings}

}