Center of Gravity Limitations

C-1

Example 777-200 Center of Gravity Limits

(Ref. AFM or WBM) How does Boeing determine C.G. limits such as these for any given airplane model?

C-2

Development of the Weight versus Moment C.G. Grid

C-3

Development of the Weight versus Moment C.G. Grid

Datum for B.A.

lemac

(-)

Datum

(+)
m.a.c.

L WT

Moment = WT * L

C-4

Development of the Weight versus Moment C.G. Grid

Datum
Datum
ar m = L

(-)

(+)
m.a.c.
Weight (~ 1000 lb)

-2L WT

2L WT WT

Moment1 = WT * L Moment2 = WT * 2L Moment3 = WT * (-2L)

Moment (in-lb)
C-5

ar m

= 2L

arm =-2 L

Development of the Weight versus Moment C.G. Grid

c.g. (%mac) 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%

Weight (~ 1000 lb)

Moment (in-lb)

Datum

C-6

Development of the Weight versus Moment C.G. Grid

c.g. (%mac) 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%

Weight (1000 kg)

Convert from weight versus %MAC to weight versus moment

Weight (1000 kg)

Center of Gravity ~ %MAC

Moment (kg-in)

Datum

C-7

Development of the Weight versus Moment C.G. Grid

c.g. (%mac) 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%

Datum

Enlarge this Area of Interest

Weight (1000 kg)

Moment (kg-in)

C-8

Development of the Weight versus Moment C.G. Grid

c.g. (%mac) 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%

Weight (1000 kg)

Moment (kg-in)

C-9

Advantage of this Format is the Ability to Add Vectors Graphically

Datum
c.g. (%mac)

(-) x Init x3

(+) x2 x1
WT1 WT2

5%

10%

15%

20%

25%

30%

35%

40%

45%

50%

1 2

3 2

WTInit

Weight (1000 kg)

WT3

Total Moment = - (WTInit * xInit) - (WT3 * x3) + (WT1 * x1) + (WT2 * x2) Total Weight = WTInit + WT1 + WT2 + WT3 Order of application does not affect final result Starting point does not affect final weight and moment

1 2 2 3 1

C-10

Determining Desired Forward and Aft C.G. Limits

C-11

Design Objectives
The forward and aft C.G. limits for a given airplane model are selected by Boeing during the design of the airplane, and are meant to allow for airline-to-airline variations in: Operational Empty Weights Interior Seating Arrangements Cargo Loading Bulk, Pallets, Containers Fuel Loading and Usage Operational Curtailments

The airplane structure and layout is then designed to allow for loading of the airplane within these selected (and eventually certified) limits. Lets look at a simplified example of how this process proceeded for the 767-400 design.
C-12

Accounting for Loading Variations

AIRPLANE EMPTY WEIGHT & C.G.
0% 500 10% 20% 30% 40% (%MAC)

GROSS WEIGHT (1000 LB)

400

300

Most Fwd OEW C.G. to consider based on dual-class

200

Most Aft OEW C.G. to consider based on tri-class OEW

Moment
C-13

Accounting for Loading Variations

AIRPLANE WEIGHT & C.G. WITH PASSENGERS
0% 500 10% 20% 30% 40% (%MAC)

GROSS WEIGHT (1000 LB)

Assumed Dual-class loading

400

Assumed Tri-class loading

300

Most Fwd C.G. to consider based on loading dual-class

200

TC

Chosen as most reasonable Aft C.G. to consider based on tri-class with some business seats filled (rare to have business and first empty with economy full)
C-14

Moment

DC
OEW

Accounting for Loading Variations

AIRPLANE WEIGHT & C.G. WITH PASSENGERS and CARGO
0% 500 10% 20% 30% 40% (%MAC)

GROSS WEIGHT (1000 LB)

400

Most Aft C.G. to consider based on loading pax and baggage

Most Fwd C.G. to consider based on loading pax and cargo

300

Assumed cargo loading forward Assumed cargo loading aft

OEW
200

Moment
C-15

Accounting for Loading Variations

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

GROSS WEIGHT (1000 LB)

400

Loading Center tank fuel

Loading main tank fuel

300

OEW
200

Moment
C-16

Accounting for Loading Variations

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

Required C.G. Range to cover assumed loading variations

GROSS WEIGHT (1000 LB)

400

300

OEW
200

Moment
C-17

Accounting for Loading Variations

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

GROSS WEIGHT (1000 LB)

400

300

Notice that if this point had been chosen as the most aft C.G. to consider prior to the loading of fuel it would have produced a more forward aft limit

OEW
200

Moment
C-18

Accounting for Operational CG Variations

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

GROSS WEIGHT (1000 LB)

Estimate curtailments airlines will use to account for differences between calculated and actual C.G. due to:
ents
400

OEW
200

Moment
C-19

Estim

300

Gear and flap movement Movement of pax, crew and service carts during flight Movement between potable water and waste tanks Differences between calculated and actual C.G. location of passengers, cargo, and fuel

ated a ft c

urtailm

ed Estimat forward ents curtailm

Accounting for Operational CG Variations

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

Required C.G. Range to cover assumed loading variations plus possible curtailments

GROSS WEIGHT (1000 LB)

400

300

OEW
200

Moment
C-20

Consider Structural and Performance Weight Targets

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

GROSS WEIGHT (1000 LB)

MTOW

400

MLW

MZFW

300

OEW
200

Moment
C-21

Consider Other Constraints

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

Constant Wing Load GROSS WEIGHT (1000 LB)

MTOW

400

MLW

MZFW

300

OEW
200

Moment
C-22

Constant Wing Load

The strength of the wings structure can impose a limitation on the forward C.G. limits.
Lift Wing

Lift Tail WING LOAD Weight

For the airplane to be in equilibrium, the sum of the moments about the tail must = 0: M Tail = W (B.A.Tail B.A.C.G.) L Wing(B.A.Tail B.A.Wing) = 0 L Wing = W (B.A.Tail B.A.C.G.) (B.A.Tail B.A.Wing)

The load on the wing is increased both by increasing airplane weight, and by forward movement of the center of gravity. Eventually, the wings limits are reached.
C-23

Consider Other Constraints

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

Constant Wing Load GROSS WEIGHT (1000 LB)

MTOW

400

MLW

Constant Tail Load

300

MZFW

OEW
200

Moment
C-24

Constant Tail Load

The strength of the tail and aft body structure can impose a limitation on the forward C.G. limits.
Lift Wing

Lift Tail TAIL LOAD Weight

For the airplane to be in equilibrium, the sum of the moments about the wing must = 0 : M Wing = W (B.A. Wing B.A. C.G.) LTail (B.A.Tail B.A.Wing) = 0 LTail = W (B.A. Wing B.A. C.G.) (B.A.Tail B.A.Wing)

The load on the tail and aft body is increased both by increasing airplane weight, and by forward movement of the center of gravity. Eventually, the tail or aft bodys limits are reached.

C-25

Consider Other Constraints

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

Constant Wing Load GROSS WEIGHT (1000 LB)

Constant NLG Load

MTOW

400

MLW

Constant Tail Load

300

MZFW

OEW
200

Moment
C-26

Constant Nose Gear Load

The strength of the nose gear structure can impose a limitation on the forward C.G. limits.

Load NLG NOSE LANDING GEAR LOAD

Weight

Load MLG

For the airplane to be in equilibrium, the sum of the moments about the main landing gear must = 0 : M MLG = W (B.A. MLG B.A. C.G.) LNLG (B.A. MLG B.A. NLG) = 0 LNLG = W (B.A. MLG B.A. C.G.) (B.A. MLG B.A. NLG)

The load on the NLG is increased both by increasing airplane weight, and by forward movement of the center of gravity. Eventually, the NLG limits are reached.
C-27

Consider Other Constraints

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

Constant Wing Load GROSS WEIGHT (1000 LB)

Constant NLG Load

MTOW

Constant MLG Load

400

MLW

Constant Tail Load

300

MZFW

OEW
200

Moment
C-28

Constant Main Gear Load

The strength of the main landing gear structure can impose a limitation on the aft C.G. limits.

Load NLG MAIN LANDING GEAR LOAD

Weight

Load MLG

For the airplane to be in equilibrium, the sum of the moments about the nose landing gear must = 0 : M NLG = LMLG (B.A. MLG B.A. NLG) W (B.A. C.G. B.A. NLG) = 0 LMLG = W (B.A. C.G. B.A. NLG) (B.A. MLG B.A. NLG)

The load on the MLG is increased both by increasing airplane weight, and by aft movement of the center of gravity. Eventually, the MLG limits are reached.
C-29

Consider Other Constraints

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

Constant Wing Load GROSS WEIGHT (1000 LB)

Constant NLG Load

MTOW

Constant MLG Load

400

MLW

Constant Tail Load

300

MZFW

OEW
200

Moment
C-30

Ta ke off Tip -U p

Takeoff Tip-Up Limit

At takeoff (full thrust, static airplane) there is a possibility of reduced nose gear steering effectiveness, or actual airplane tip up.
Thrust
h

Load NLG BRAKE RELEASE TIP-UP

Weight

Load MLG

For the airplane to be in equilibrium, the sum of the moments about the airplane CG must = 0 : M CG = LMLG (B.A. MLG B.A. C.G.) T h LNLG (B.A. C.G. B.A. NLG) = 0 LNLG = LMLG (B.A. MLG B.A. C.G.) T h (B.A. C.G. B.A. NLG)

The load on the NLG is reduced by: decreasing airplane weight, aft movement of the C.G., and increasing thrust. At light enough NLG loads, steering effectiveness is reduced, and eventually, the NLG load can become negative causing the airplane to tip up.
C-31

All Constraints Considered

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

Constant Wing Load GROSS WEIGHT (1000 LB)

Constant NLG Load

MTOW

Constant MLG Load

400

MLW

Constant Tail Load

300

MZFW

OEW
200

Moment
C-32

Ta ke off Tip -U p

Final Certified Structural Envelope

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

GROSS WEIGHT (1000 LB)

MTOW

400

MLW

MZFW

300

200

Moment
C-33

Additional Consideration Ground Handling - Tipping

AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL
0% 500 10% 20% 30% 40% (%MAC)

GROSS WEIGHT (1000 LB)

MTOW

400

MLW

MZFW

300

OEW
200

Moment
C-34

Gr ou nd Sta bil ity Aft Lim Tip it pin gL im it

Ground Handling - Tipping

On the ground, if the C.G. moves aft of the main landing gear, the airplane will tip up.

Load NLG NOSE LANDING GEAR LOAD

Weight

Load MLG

For the airplane to be in equilibrium, the sum of the moments about the main landing gear must = 0 : M MLG = W (B.A. MLG B.A. C.G.) LNLG (B.A. MLG B.A. NLG) = 0 LNLG = W (B.A. MLG B.A. C.G.) (B.A. MLG B.A. NLG)

To account for the effects of towing and ground operations, a ground stability limit is imposed at C.G.s forward of the absolute aft limit. This ground stability limit takes into account 3% ramp slope, Towing forces, 35 or 40 knot headwind
C-35

Examples of C.G. Envelopes for Actual Airplanes

C-36

Example 777-200 Center of Gravity Limits

(For training purposes only. Not kept up to date)

C-37

Limitations on 777-200 Center of Gravity

300000
eG ea r

Mission Performance Main Gea Wing r

el Fu

No s

280000

or ct Ve

240000 GROSS WEIGHT ~ KG

Stabilit y

& Cont

rol

260000

Loadability, Stability & Control

220000

200000

Body Strength, Loadability, Tail Size

160000

140000

120000 0 5 15 20 25 30 35 40 45 50 CENTER OF GRAVITY ~ % MAC

C-38

Brak e

Rele ase Tip

180000

-Up

Example 737-800 Center of Gravity Limits

(For training purposes only. Not kept up to date)

C-39

Limitations on 737-800 Center of Gravity

85000 Mission Performance
Main Gear

80000
rol

Wing

Fu el ct o Ve

&C ont

75000

70000 GROSS WEIGHT ~ KG

Sta

bili ty

Loadability, Stability & Control

65000

55000

Body Strength, Loadability, Tail Size

60000

50000

40000

35000 0 5 10 15 20 25 30 35 40
C-40

CENTER OF GRAVITY ~ % MAC

Tail

Pow er

45000

Brak e Re leas e Ti p -Up

Example 747-400 Center of Gravity Limits

(For training purposes only. Not kept up to date)

C-41

Limitations on 747-400 Center of Gravity

420000 400000
Ge ar
W in g

Mission Performance
Fu el Ve ct

No se

380000 360000 340000 GROSS WEIGHT ~ KG 320000 300000 280000 260000

or

Horizontal Stabilizer Trim Line for Takeoff

Loadability, Stability & Control

Landing Performance

200000

180000 0 5

10

25

20

25

Bra ke Rel Tip -Up ease

220000

Bra ke

Rel eas eT

240000

Landing Limit for Gear

Body Strength, Loadability, Tail Size

ip-U p

F Ve uel ct or

CENTER OF GRAVITY ~ % MAC

C-42

Tail Load With Tail Fuel

30

35

40

End of Center of Gravity Limitations

C-43