SAWE Technical Papers

@inproceedings{3508,

title = {3508. Methods and Benefits of Detailed Wire Weight Accounting},

author = {ANDREW FLUEGEL and NICK NASCHANSKY},

url = {https://www.sawe.org/product/paper-3508},

year  = {2010},

date = {2010-05-01},

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

pages = {12},

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

address = {Virginia Beach, Virginia},

abstract = {A method of projecting, tracking, measuring and reporting wire weights used, by the 

Gulfstream Aerospace Mass Properties Department, for an aircraft development program 

will be presented and discussed. Program wire weight accounting and control goals were 

to accurately track and project the total weight of the electrical system by harness, while 

measuring weight maturity against system allocated weights. The paper will present our 

approach from the beginning of the project, where goals and reporting requirements were 

defined, through to the end where measured harness weights were used to verify 

methods. 

A detailed wire weight accounting approach was used. This involved tracking all wire 

harness weights by the system assigned to individual wires and connectors, then 

comparing those weights to the system weight allocation. System allocations were used 

to determine RP8 groupings for reporting. After iterative accounting automations that 

facilitated processing and management of weight data the detailed method proved to be 

both manageable and beneficial for both the program aircraft as it matures, and future 

programs.},

keywords = {20. Weight Engineering - Specifications, 24. Weight Engineering - System Design},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3443,

title = {3443. Alternate & Overhead Space Utilization In Long-Range Commercial Aircraft},

author = {Ralph D. Druckman},

url = {https://www.sawe.org/product/paper-3443},

year  = {2008},

date = {2008-05-01},

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

pages = {34},

address = {Seattle, Washington},

abstract = {The Overhead Space Utilization (OSU) feature provides operators of Boeing airplanes with a range of options as rest space for flight and cabin crew with minimal impact to passenger cabin floor area (and seat count) while avoiding loss of revenue belly cargo capacity. As use of longer-range passenger airplanes on routes with flight durations requiring rest periods for flight crew and cabin attendants increases over time, the need for providing dedicated rest facilities and space for other main cabin passenger service functions has become much more important. The paper covers the evolution of pre-OSU and OSU concepts and provides insights into impacts of incorporating OSU. It is intended to provide a historical perspective, rather than functioning as a design guide.},

keywords = {10. Weight Engineering - Aircraft Design, 20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2460,

title = {2460. The Accurate Prediction Of Rocket Engine Production/Flight Mass Properties Through Simulation Of Development Hardware Comp},

author = {M W Weeks},

url = {https://www.sawe.org/product/paper-2460},

year  = {1999},

date = {1999-05-01},

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

pages = {17},

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

address = {San Jose, California},

abstract = {The RS-68 engine is being designed and developed by the Boeing Company, Rocketdyne Division. Rocketdyne is located in Canoga Park, CA. The engine is being developed as a part of the Boeing Delta IV launch vehicle for use by commercial customers as well as the United States Air Force Evolved Expendable Launch Vehicle (EELV) program. The first launch of the new EELV is scheduled in 2001. The Rocketdyne RS-68 engine is a high thrust, very low cost liquid oxygen / liquid hydrogen booster engine. Due to the RS-68 non-traditional design process of first developing heavier more robust engines, a technique was needed to estimate the weight and mass properties of the lighter flight configuration engines. This paper discusses several methodologies that use the Pro/ENGINEER solid models of the heavier development engines to simulate the flight engine mass properties.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2342,

title = {2342. Next Generation Transparency Program},

author = {R McCarty},

url = {https://www.sawe.org/product/paper-2342},

year  = {1996},

date = {1996-06-01},

booktitle = {55th Annual Conference, Atlanta, Georgia, June 3-5},

pages = {10},

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

address = {Atlanta, Georgia},

abstract = {Driven by the end of the Cold War and the emergence of new political and economic forces around the world, widespread change is sweeping through the US Department of Defense (DOD). Budgets are declining, and it has become widely recognized that the future of aeronautical system development and operations hinges on the ability to achieve affordability. The Air Force Aeronautical Systems Center (ASC) at Wright Patterson Air Force Base is playing a key role in the thrust toward affordability, and a research and development arm of ASC, Wright Laboratory (WL) is investing its resources in the development and validation of technologies which will enable significant reductions in production and operating costs. WL has invested consistently in a technology to drastically reduce the cost of aircraft windshield and canopy (transparency) systems since the early 1980's. now a point in time has been reached at which a confluence of a number of different developments in the world arena have made the time ripe to take the next logical step with this particular technology. The Next Generation Transparency Program, or NGT as it is called, involves fundamentally new methods to design, engineer, and manufacture windshield and canopy systems for aircraft. It has been estimated that the NGT technology has the potential to achieve cost avoidance as great as one billion dollars for a single major future acquisition program such as the Joint Strike Fighter (JSF).},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2343,

title = {2343. The Nemesis Air Racer},

author = {S Ericson and J Sharp and J Valentine},

url = {https://www.sawe.org/product/paper-2343},

year  = {1996},

date = {1996-06-01},

booktitle = {55th Annual Conference, Atlanta, Georgia, June 3-5},

pages = {14},

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

address = {Atlanta, Georgia},

abstract = {The NEMESIS Formula One racing aircraft was designed, fabricated and flown by dedicated and innovative engineers of many disciplines. Since its introduction in 1991 it has dominated the racing class setting all of the class records for speed. NEMESIS design and manufacturing have set a standard for rapid prototyping which is being implemented at several major aircraft companies involved with low cost rapid prototype development.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2344,

title = {2344. Space Shuttle External Tank Performance Enhancements},

author = {J M Corbin},

url = {https://www.sawe.org/product/paper-2344},

year  = {1996},

date = {1996-06-01},

booktitle = {55th Annual Conference, Atlanta, Georgia, June 3-5},

pages = {23},

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

address = {Atlanta, Georgia},

abstract = {For over 20 years, Lockheed Martin Manned Space Systems, under contract from NASA's Marshall Space Flight Center (MSFC), has supported the Space Shuttle Program as the exclusive supplier of External Tanks (ETs). Beginning in 1973 with the original Standard Weight Tank (SWT) used on the first six Shuttle launches and continuing with the Lightweight Tank (LWT) in use today, the ET has achieved 100% mission success on over 70 Space Shuttle missions. Now, Lockheed Martin has been contracted by NASA to develop a new, even lighter version of the ET, called the Super Lightweight Tank (SLWT), to provide over half of the additional payload capability required for the Space Shuttle to support launch and maintenance of the International Space Station. One hundred and fifty-eight feet long and 28 feet in diameter, the ET delivers the 230,000 pounds of liquid hydrogen (LH2) and 1.38 million pounds of liquid oxygen (LO2) required by the Space Shuttle Main Engines (SSMEs) during the Shuttle's eight and one-half minutes of powered flight. In addition, as the primary structural backbone of the Shuttle launch vehicle, the ET effectively and efficiently distributes over 4 million pounds of thrust generated by the SSMEs and the Solid Rocket Boosters (SRBs) during launch. The ET consists of three primary structural components: a 145,000 gallon LO2 tank, a 390,000 gallon LH2 tank and an Intertank (an unpressurized cylindrical structure used to join the LO2 and LH2 tanks into one contiguous structure and serve as the primary SRB attachment point). The main structural components of the current LWT are fabricated primarily from 2219 aluminum alloy and over 3000 feet of welds are used during the assembly of the primary structural elements. Once assembled, the ET is covered with Thermal Protection System (TPS) materials to maintain the LH2 and LO2 propellants at their optimum use temperatures of -423?F and -293?F respectively prior to and during launch for propellant conditioning, to minimize the formation of ice on the ET prior to launch and to protect the ET structure from the aerodynamic environment encountered during ascent.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2041,

title = {2041. Weight Imjprovements in the Manufacturing Process Environment and Its Relationship to Overall Weight Control (747-400 Proc},

author = {A K Leitl},

url = {https://www.sawe.org/product/paper-2041},

year  = {1991},

date = {1991-05-01},

booktitle = {50th Annual Conference, San Diego, California, May 20-22},

pages = {15},

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

address = {San Diego, California},

abstract = {This paper is authored and presented by Mr. Andreas (Andy) K. Leitl, manager of Weight Improvement programs for the Boeing Commercial Airplane Group. Since 1989, as part of his assignment, the author has provided leadership in the successful development and implementation of a weight improvement process within the manufacturing process environment to support 747-400 weight control. 1,500 lb have been removed on the 747-400 through this process from an average customer airplane and more weight is still being removed. Because of its effectiveness, this process has since been expanded to other Boeing commercial models, including Boeing manufacturing centers, Boeing suppliers, and the airline industry. The 757-400 experience with this process has shown a significant advancement and breakthrough in support of weight control. The Manufacturing Weight Awareness Process (MWAP) is supported through the rules, tools, and processes of the current continuous improvement process (CQ) at Boeing. The author feels obligated therefore to share his experiences with aircraft manufacturers and airline customers through this paper.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1158,

title = {1158. The Vehicle Design Evaluation Program - A Computer-Aided Design Procedure for Transport Aircraft},

author = {B H Oman and G S Kruse and O E Schrader},

url = {https://www.sawe.org/product/paper-1158},

year  = {1977},

date = {1977-05-01},

booktitle = {36th Annual Conference, San Diego, California, May 9-12},

pages = {20},

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

address = {San Diego, California},

abstract = {The Vehicle Design Evaluation Program (VDEP) is a computer-aided design procedure that provides a vehicle synthesis capability for vehicle sizing, external load analysis, structural analysis, and cost evaluation. The vehicle sizing subprogram provides geometry, weight, and balance data for aircraft using JP, hydrogen, or methane fuels. It has an option of providing 'first pass' performance data or conducting a detailed mission and performance analysis. A mass distribution and moment of inertia analysis is also provided. The external loads subprogram provides a method for developing steady-state load distribution on preliminary aircraft components for specified airplane weights and load factors. The structural synthesis subprogram uses a multi-station analysis or aerodynamic surfaces and fuselages to develop theoretical weights and geometric dimensions. The parts definition subprogram uses the geometric data from the structural analysis and develops the predicted fabrication dimensions, parts material raw stock buy requirements, and predicted actual weights. The cost analysis subprogram uses detail part data in conjunction with standard hours, realization factors, labor rates, and material data to develop the manufacturing costs. The cost analysis integrates the detail part developed manufacturing cost with the total program costs, which includes tooling, engineering, and return-on-investment, based upon airline route structures to provide a complete cost analysis capability. The integrated multi-disciplined aspects of the computer-aided design procedure provides a preliminary design tool that is designed to evaluate and provide trade study data for commercial transport aircraft, multibodied aircraft, cargo aircraft using both JP and cryogenic fuels, and Air Force and Navy fighter aircraft. 

Emphasis is placed on the conceptual and pre-design applications for evaluating overall design effects on subsonic commercial type aircraft due to parameter variations. Trade study results are included for a short-haul subsonic commercial aircraft flying a typical mission profile. The automated procedure operates in batch and interactive mode, and is currently in operation at the NASA Langley Research Center, Air Force Flight Dynamics Laboratory, Naval Weapons Center - China Lake Facility, and the General 

Dynamics Fort Worth and Convair divisions.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1082,

title = {1082. Multi-Language Glossary of Weight Engineering Terms and Phrases},

author = {LA Chapter},

url = {https://www.sawe.org/product/paper-1082},

year  = {1975},

date = {1975-05-01},

booktitle = {34th Annual Conference, Seattle, Washington, May 5-7},

pages = {61},

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

address = {Seattle, Washington},

abstract = {The scope of this Issue is generally limited to terminology applicable to commercial transport aircraft. 

The project was prompted as a result of conclusions reached at the Air Systems Workshop of the 32rd Annual SAWE Conference held in London in 1973. Various problems related to international joint ventures were discussed, with the problem of 1anguage differences being considered of first importance. Several types of language aids were proposed, one of which was preparation of a mu1ti-language glossary. 

The attached preliminary draft presents the current status of the project: The terms have been taken from various weight and balance manuals, load manifests, FAA pub1ications, ATA Specification 100, and released glossaries. All effort in compiling the data has been on a part time basis. Several other SAME members have made valuable contributions, including providing French and German equivalents of the terms.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0923,

title = {923. Weight Classification Using the New Ship Work Breakdown Structure},

author = {H M Peden and E K Straubinger},

url = {https://www.sawe.org/product/paper-0923},

year  = {1972},

date = {1972-05-01},

booktitle = {31st Annual Conference, Atlanta, Georgia, May 22-25},

pages = {181},

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

address = {Atlanta, Georgia},

abstract = {The new Ship Work Breakdown Structure (WBS) has been under active study within the Naval Material Command for approximately two years. This study had as its objective the combining into a single system the functions now served by the following three existing numbering systems. 

The Bureau of Ships Consolidated Index of Drawings, Materials and Services Related to Construction and Conversion (BSCI) . This three digit numeric system is used for cost and and weight estimating and reporting, progress reporting for new construction and conversion ships, and drawing numbering, and is the basic numbering system used by the Naval shipyards for work scheduling and control of all types of ship availabilities. 

Ships Design and Material, Group 9000 Series, of the Navy Standard Subject Identification Codes (SSIC). This four-digit numeric system is currently used for correspondence, filling, technical document numbering, and numbering *tion of shipbuilding specifications. It is 

based on the former Bureau of Ships 

Equipment Identification Code numbers (EZC) . This is a seven character, alpha-numeric, functional, equipment identification system used for reporting fleet maintenance a c t i o n s i n connection with the 3-M Maintenance Data Collection Subsystem (MDCS) . 

A complete listing of SWBS from 1971 is included in the 179 page paper.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0564,

title = {564. Recommended Revisions to Chapter Two, Section Eight, of ATA Specification 100},

author = {H H Waldron},

url = {https://www.sawe.org/product/paper-0564},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {11},

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

address = {San Diego, California},

abstract = {The Airline Section of the Society of Aeronautical Weight Engineers has undertaken a study to resolve compliance problems associated with the weight and balance portion of ATA Specification 100. It was agreed that changes to the existing specification are necessary to achieve a workable material between manufacturer's ability to supply weight and balance data, and the data the airlines need to operate satisfactorily. 

ATA Specification 100 Working Sub-Committee rewrote the complete weight and balance sections, which was submitted to nineteen North American scheduled airlines, twenty-two European, Nar and Middle East, Far East and African airlines who have been active in SAWE affairs, and the major commercial aircraft manufacturers for their comments and suggestions on the proposed rewriting. 

The ATA Specification 100 Steering Committee has evaluated all comments and suggestions and incorporated them into this finalized report. This will be submitted to the Society's Board of Directors for their approval and then forwarded to the Advisory Group of the Air Transport Association of America for their due consideration and disposition. 

The Society has received full consent of the Air Transport Association and Aerospace Industries Association in making proposed revisions to the weight and balance portion of ATA Specification 100.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0396,

title = {396. Airline Projects - SAWE Status Reports, 1963 National Conference},

author = {J R McCarty},

url = {https://www.sawe.org/product/paper-0396},

year  = {1963},

date = {1963-05-01},

booktitle = {22nd National Conference, St. Louis, Missouri, April 29 - May 2},

pages = {23},

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

address = {St. Louis, Missouri},

abstract = {This paper was presented at the Twenty-second Annual National Conference of the Society of Aeronautical Weight Engineers at St. Louis, Missouri, April 29-May 1, 1963. This project was originally undertaken by the Seattle Chapter of the Society. It is still officially their project. If it seems to some that the Airline Committee has usurped the initiative please believe that this is not the case. Rather it reflects the interest of the airlines and the assistance given to the project by the late Canute Hangoe of TCA. Mr. Hangoe acted as liaison between the Seattle Chapter and the European operators through IATA. Without his efforts we are sure that the project would not have advanced to the present state.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0353,

title = {353. A Proposed Change to ATA Specification No. 100},

author = {M M Post},

url = {https://www.sawe.org/product/paper-0353},

year  = {1962},

date = {1962-05-01},

booktitle = {21st National Conference, Seattle, Washington, May 14-17},

pages = {7},

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

address = {Seattle, Washington},

abstract = {This paper was presented at the Twenty-first Annual National Conference of the Society of Aeronautical Weight Engineers at Seattle, Washington, May 14-17, 1962. The Society of Aeronautical Weight Engineers was requested to conduct a survey to determine the overall opinion of the Airline Industry regarding a change to the weight and balance section of A.T.A. Specification No. 100. 

Since this specification was originally written, the large jets have been placed in service with gross weights in the range of 300,000 pounds. In the not too distant future, we will be considering supersonic aircraft weighing in at 400,000 pounds of more. 

The present provisions of plus or minus one0tenth of a pound weight change, and plus or minus 100 inch pound moment change, is not an unreasonable requirement when applied to piston aircraft. However, with a look to future requirements and the problems they will present, it is proposed that a percentage value to stated weight and moment changes would be a more practical approach when applied to jet aircraft and other, even larger, airplanes. 

The proposed change will be outlined in this paper, and also the results of the survey conducted. It is hoped that the representatives of attending airlines will be in a position to indicate the opinion of their company regarding the presentation of this proposal to the A.T.A. It is requested that this opinion be stated on the sheet attached to the back of this paper.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0354,

title = {354. Definition of an Equipment List and Standard Form for Presentation of Weight and Balance Data Status},

author = {J R McCarty},

url = {https://www.sawe.org/product/paper-0354},

year  = {1962},

date = {1962-05-01},

booktitle = {21st National Conference, Seattle, Washington, May 14-17},

pages = {32},

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

address = {Seattle, Washington},

abstract = {This paper was presented at the Twenty-first Annual National Conference of the Society of Aeronautical Weight Engineers at Seattle, Washington, May 14-17, 1962. At the 1061 National Conference of the Society of Aeronautical Weight Engineers in Akron, Ohio, a discussion was held as the start of the Airline sponsored Society project to 'Define an Airplane Equipment List'. This discussion was of an investigative nature only; an attempt to determine the common ground between what CAR currently requires, what the manufacturer can provide, and what the airlines would like to have in the way of an airplane equipment list. 

It readily became apparent that this sort of thing cannot successfully be defined in a few sentences of even paragraphs. The consensus of opinion seemed to be that a rather detailed listing of items was the best way to define the matter. 

Just prior to the 1961 Conference, United put the ATA Specification 100 Aircraft Index file system (1-2-1) into effect. Doubtlessly other operators employed this system earlier. It will be recognized that this lends itself naturally to a group weight breakdown coding system that now has universal acceptance both in North America and Europe. It is used by the manufactures in the organization of their Maintenance and Instruction Manuals. Informal investigation indicates that the organization of an equipment list in accordance with coding would be acceptable to the manufactures. Further, it should be immediately compatible with the operator's group weight breakdown in the area of project accomplishment.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0253,

title = {253. Standard Form for Weight and Balance Data Presentation},

author = {G W Benedict},

url = {https://www.sawe.org/product/paper-0253},

year  = {1960},

date = {1960-05-01},

booktitle = {19th National Conference, Hollywood Roosevelt Hotel, Hollywood, California, May 16-19},

pages = {9},

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

address = {Hollywood, California},

abstract = {This paper was presented at the Eighteenth Annual National Conference Airline Session, May 18 -21, 1959. This paper establishes the necessary standard forms and the description of each form for the purpose of the evaluation process of an aircraft. These standard forms include: 

1. General Information 

2. Group Weight Statement of Manufacturer's Weight Empty 

3. Itemized List of Cabin Furnishings 

4. Typical Gross Weight Summary Statement 

5. Useful Load Data 

6. Balance Diagram 

This paper also details the standard forms for the Operational Weight and Balance Data. These standard forms include; 

1. General Information 

2. Weight Empty Data 

3. Useful Load Data 

4. General Loading Restrictions 

5. Dimensional Data 

6. Notes on Aircraft Weighing 

7. Supplementary Data},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0201,

title = {201. Items for Discussion on Possible Revision of Civil Air Manual 40.51-1 Material},

author = {M Post},

url = {https://www.sawe.org/product/paper-0201},

year  = {1958},

date = {1958-05-01},

booktitle = {17th Annual Conference, Belmont Plaza Hotel, New York, New York, May 19-22},

pages = {4},

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

address = {New York, New York},

abstract = {For presentation at the Airline Session, Seventeenth National Conference of the S.A.W.E. May 19-22, 1958, Belmont Plaza Hotel, New York, New York. 

The present Civil Air Manual Part 40.51-1 material has evolved from the original Safety Regulation Release No. 270, dated December 8, 1047. This was a SWAE sponsored release; and therefore, SAWE should be, and is, interested in any proposed revisions to CAM 40.51-1. Three sections are brought to the SAWE's attention for comments.},

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0029,

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

author = {J E Ayers},

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

year  = {1943},

date = {1943-11-01},

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

pages = {11},

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

address = {New Orleans, Louisiana},

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

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

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

keywords = {20. Weight Engineering - Specifications},

pubstate = {published},

tppubtype = {inproceedings}

}