Center of Gravity Limitations

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
lemac
(-)
Datum
Datum for B.A.

Moment C.G. Grid
(+)
m.a.c.
L
WT
Moment = WT * L
C-4
WT
2L
WT WT
Moment1 = WT * L
2L
Weight (~ 1000 lb)
-2L
arm
=
- 2L
m.a.c.
arm = L
(+)
L
Datum
arm =
(-)
Datum

Moment C.G. Grid
Moment2 = WT * 2L
Moment3 = WT * (-2L)
Moment (in-lb)
C-5

Moment C.G. Grid
c.g. (%mac)
10%
15%
20%
25%
30%
35%
40%
45%
50%
Weight (~ 1000 lb)
Datum
5%
Moment (in-lb)
C-6

Moment C.G. Grid
c.g. (%mac)
10%
15%
20%
25%
30%
35%
40%
45%
50%
Weight (1000 kg)
Weight (1000 kg)
Datum
5%
Convert from weight

versus %MAC to weight
versus moment
Center of Gravity ~ %MAC
Moment (kg-in)
C-7

Moment C.G. Grid
c.g. (%mac)
10%
15%
20%
25%
30%
35%
40%
45%
50%
Enlarge this
Area of Interest
Weight (1000 kg)
Datum
5%
Moment (kg-in)
C-8

Moment C.G. Grid
c.g. (%mac)
10%
15%
20%
25%
30%
35%
40%
45%
50%
Weight (1000 kg)
5%
Moment (kg-in)
C-9
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
x2
x1
x3
WT3
c.g. (%mac)
WT2
WT1
WTInit
Total Moment = WTInit * xInit +

(WT1 * x1 ) + (WT2 * x2 ) - (WT3 * x3 )
Total Weight = WTInit + WT1 + WT2
+ WT3
Order of application does not
affect final result
Starting point does not affect
final weight and moment
Weight (1000 kg)
xInit
Datum
Advantage of this Format is the

Ability to Add Vectors Graphically
2
2
3
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 an example of how this process might
proceed using an airplane model we will call the 7G7-X00.
C-12
Determining Desired Fwd and Aft C.G. Limits:

Accounting for OEW Variations
C-13
Boeings design objective is to provide forward and

aft C.G. limits which will allow for airline variations in
airplane configuration:
Interior seat layout, locations of galleys,
lavatories, emergency equipment, etc.
Optional configurations and features (e.g., inflight entertainment, pallets vs. containers, EE
bay options, etc.)
C-14

AIRPLANE OEW AND CG VARIATION
GROSS WEIGHT (1000 LB)
19%
240
24%
NOMINAL OEW
(based on tri-class, plus a

selected set of nominal
options)
230
AFT OEW
FWD OEW
220
(based on dual-class,
plus other options which
move the C.G. fwd)
210
19%
(7G7-X00
Example)
(based on tri-class, plus

other options which
move the C.G. aft)
24%
CENTER OF GRAVITY (%MAC)

C-15

Accounting for Interior Seating
Arrangement Variations
C-16

Boeings design objective is to provide forward
and aft C.G. limits which will allow for airline
variations in interior seating arrangements:
Ability to load various combinations of
passengers, from empty to full.
Ability to use various combinations of tri-class
and dual-class seating arrangements on wide
body aircraft.
Ability to use various combinations of dualclass and single-class seating arrangements
on narrow body aircraft.
C-17

300
10%
20%
30%
(7G7-X00
Example)
40%
OEW
200

Extreme Fwd Loading: Front-to-Rear
1 Load first-class seats
2 Load economy-class seats
C-18

300
10%
20%
30%
40%
(7G7-X00
Example)
2
3
OEW
200

Extreme Fwd Loading: Rear-to-Front
C-19

Most Forward
C.G. Considered
Based on DualClass Seating
10%
20%
EC
FC
30%
DC
300
40%
(7G7-X00
Example)
OEW
200
Dual-Class Defines the Most

Forward Loading Interior
Arrangement Considered
C-20

300
10%
20%
30%
40%
(7G7-X00
Example)
OEW
200

Extreme Aft Loading: Front-to-Rear
2 Load business-class seats
C-21

300
10%
20%
30%
40%
6
5
OEW
200
(7G7-X00
Example)
Chosen as more
reasonable
passenger loading
for most-aft C.G.
(rare to have
business and first
empty, with
economy full)
Extreme Aft Loading: Rear-to-Front

5 Load business-class seats
C-22

300
10%
20%
30%
40%
FC
BC
TC
Most Aft C.G.

Considered Based
on Tri-Class
Seating
(7G7-X00
Example)
EC
OEW
200
Tri-Class Defines the Most

Aft-Loading Interior
Arrangement Considered
C-23

Arrangement Variations - Summary
300
Most Forward
C.G. Considered
Based on DualClass Seating
10%
20%
30%
40%
EC
DC
FC
BC
TC
EC
FC
Most Aft C.G.

Considered
Based on TriClass Seating
(7G7-X00
Example)
OEW
200

C-24

Accounting for Cargo Loading Variations
C-25
Accounting for Cargo Variations

Boeings design objective is to provide forward and aft
C.G. limits which will allow for airline variations in cargo
loading:
Loading any number of passengers and only their
baggage in the cargo compartments. (Baggage may
be placed forward or aft for balance.)
Loading any number of passengers with no baggage
or cargo in the cargo compartments.
Loading any number of passengers with full cargo
(containerized and/or bulk).
Loading any number of passengers with full
containerized cargo only. (There should be no
requirement to balance the airplane with bulk cargo.)
C-26

AIRPLANE WEIGHT & C.G.
WITH PASSENGERS & CARGO
0%
400
10%
20%
30%
40%
(7G7-X00
Example)
300
OEW
200
Loading Cargo: Most fwd C.G.

1
Passenger Bags
C-27

10%
0%
400
Most Forward
C.G. Considered
Based on Loading
Passengers and
Full Cargo (no
bulk)
20%
30%
40%
(7G7-X00
Example)
300
4
3
2
1
OEW
200
Loading Cargo: Most fwd C.G.

Passenger Bags
2 Forward Cargo compartment
3 Aft Cargo compartment
4 Bulk Cargo compartment
1
C-28

0%
400
10%
20%
30%
40%
Possible Point to
Consider for
Required MZFW
9
300
(7G7-X00
Example)
OEW
200
Loading Cargo: Required MZFW

5
6
7
8
9
Forward Cargo compartment

Aft Cargo compartment
Forward Cargo compartment
Aft Cargo compartment
Bulk Cargo compartment
C-29

0%
400
10%
20%
30%
40%
Another Possible
Point to Consider
for Required MZFW
10
300
(7G7-X00
Example)
OEW
200
Loading Cargo: Required MZFW

10 Repeat steps 5 through 9,
beginning at the highest

weight for tri-class
passengers
C-30

0%
400
Most Forward
C.G. Considered
Based on Loading
Passengers and
Full Cargo (no
bulk)
10%
20%
30%
40%
Most Aft C.G.

Considered Based
on Loading
Passengers and
Baggage
(7G7-X00
Example)
300
12
11
OEW
200
Loading Cargo: Most aft C.G.

11 Passenger Bags
12 Aft and Forward Cargo
C-31

Accounting for Fuel Loading and Usage
Variations
C-32
Accounting for Fuel Loading and

Usage Variations
Boeings design objective is to provide forward and aft
C.G. limits which will allow for airline variations in fuel
loading and usage:
Use of the total fuel capacity from empty to full.
Ability to load to the maximum gross weight.
C-33

Usage Variations
WITH PASSENGERS, CARGO & FUEL
0%
500
10%
20%
Fuel Vector Added to

Most FWD C.G. Point
Being Considered
30%
40%
Fuel Vector Added to

Most Aft C.G. Point Being
Considered
(7G7-X00
Example)
400
300
OEW
200

C-34

Usage Variations
WITH PASSENGERS, CARGO & FUEL
0%
500
10%
20%
30%
40%
34%
(7G7-X00
Example)
400
Notice that adding the

fuel vector to full cargo
(no bulk) would have
actually produced a
slightly more fwd C.G.
300
OEW
200

C-35

Accounting for Operational Curtailment
Variations
C-36
Accounting for Operational

Curtailment Variations
Boeings design objective is to provide forward and aft C.G.
limits which will allow for airline variations in operational
curtailments to these C.G. limits. Operational curtailments
are generally used to account for:
Landing gear and flap movement.
In-flight movement of passengers, crew, and service
carts.
Difference between actual and assumed C.G. locations
for cargo, passenger seating, fuel loading and usage,
water movement and usage.
* (Note: Later in this course we will be discussing the
concept and use of operational curtailments in detail.) *
C-37

Including Forward and Aft Curtailments
0%
500
10%
20%
30%
Estimated Aft
C.G. Curtailments
Estimated Fwd
C.G. Curtailments
40%
(7G7-X00
Example)
400
300
OEW
200

C-38

Required C.G. Limits
0%
500
10%
20%
30%
Required Fwd Limit
40%
Required Aft Limit
(7G7-X00
Example)
400
300
OEW
200

C-39
Weight and Structural Limitations on

the C.G. Envelope
C-40
Weight and Structural Limitations

on the C.G. Envelope
The allowable forward and aft C.G. limits may be further

constrained by:
Certified weight limitations MTW, MTOW, MLW, MZFW.
Structural limitations imposed by various parts of the
airplanes structure.
Additional limitations imposed in order to maintain control
of the airplane during its operation.
C-41
Certified Weight Limitations

Basic Gross Weight / C.G. Limits
0%
500
10%
20%
30%
40%
MTOW
(7G7-X00
Example)
400
MLW
MZFW
300
OEW
200

C-42
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-43
Constant Wing Load

0%
500
Constant
Wing Load
10%
20%
30%
40%
MTOW
(7G7-X00
Example)
400
MLW
MZFW
300
OEW
200

C-44
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-45
Constant Tail Load

0%
500
10%
20%
30%
40%
MTOW
(7G7-X00
Example)
400
Constant
Tail Load
MLW
MZFW
300
OEW
200

C-46
Constant Nose Landing Gear Load

The strength of the nose gear structure can
impose a limitation on the forward C.G. limits.
Load NLG
Weight
Load MLG
NOSE LANDING GEAR LOAD

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-47
Constant Nose Landing Gear Load

0%
500
Constant
NLG Load
10%
20%
30%
40%
MTOW
(7G7-X00
Example)
400
MLW
MZFW
300
OEW
200

C-48
Constant Main Landing 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-49
Constant Main Landing Gear Load

0%
500
10%
20%
30%
Constant
MLG Load
MTOW
40%
(7G7-X00
Example)
400
MLW
MZFW
300
OEW
200

C-50
Combining All Structural Limitations

Design Gross Weight / C.G. Limits
0%
500
10%
20%
30%
40%
MTOW
(7G7-X00
Example)
400
MLW
MZFW
300
OEW
200

C-51
Additional Limitations for Control:

Brake Release Tip-Up
At brake release (full thrust, static airplane) there is a
possibility of reduced nose gear steering effectiveness, or
actual airplane tip up.
Thrust
h
Load NLG
Weight
Load MLG
BRAKE RELEASE TIP-UP

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-52
Brake Release Tip-Up

0%
500
10%
20%
30%
40%
(7G7-X00
Example)
MLW
MZFW
Re
lea
se
Ti
pUp
400
Br
ak
e
MTOW
300
OEW
200

C-53
Additional Limitations for Control:

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, 40 knot headwind, etc.
C-54
Ground Handling - Tipping

0%
500
10%
20%
30%
40%
(7G7-X00
Example)
it
300
Lim
it
Lim
MZFW
Aft
Tip
pin
g
MLW
ou
nd
Sta
bil
ity
400
Gr
MTOW
OEW
200

C-55
Examples of C.G. Envelopes for

Actual Airplanes
C-56
Example
777-200 Center
of Gravity
Limits
(For training
purposes only.
Not kept up to date)
C-57
Limitations on 777-200
Center of Gravity
Mission
Performance Main
Gea
Wing
r
rol
& Cont
180000
160000
140000
Brak
e Re
200000
leas
e Tip
-U p
Body Strength, Loadability, Tail Size
220000
Loadability, Stability & Control
Stabilit
y
240000
GROSS WEIGHT ~ KG
or
ct
Ve
260000
el
280000
Fu
No
se
Ge
ar
300000
120000
0
15
20
25
30
35
40
45
50
CENTER OF GRAVITY ~ % MAC

C-58
Example
737-800 Center
of Gravity
Limits
(For training
purposes only.
C-59
Center of Gravity
85000
Mission
Performance
g
Win
Main
Gear
el
Fu
ility
&
75000
r
cto
Ve
Con
trol
80000
65000
45000
40000
leas
e Tip
-U p
50000
Brak
e Re
55000
Tail
Pow
er
60000
Body Strength, Loadability, Tail Size
GROSS WEIGHT ~ KG
Sta
b
70000
35000
0
10
15
20
25
30
35
40
C-60
Example
747-400 Center
of Gravity
Limits
(For training
purposes only.
C-61
Center of Gravity
420000
400000
se
Ge
ar
Fu
el
Ve
ct
or
No
380000
Wing
Mission
Performance
320000
Landing Performance
180000
0
5
10
25
20
ip-U
ele
ase
T
Bra
ke
Re
l
Tip
-Up ease
200000
Bra
ke
R
220000
Landing Limit for Gear
240000
Body Strength,
Loadability, Tail Size
260000
F
Ve uel
ct
or
280000
300000
Tail Load With Tail Fuel
GROSS WEIGHT ~ KG
340000
Horizontal Stabilizer
Trim Line for Takeoff
360000
25
30
35
40
C-62
End of
Center of Gravity Limitations
C-63

Center of Gravity Limitations - Boeing

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Development of the Weight versus

Datum for B.A.

Development of the Weight versus

Weight (~ 1000 lb)

Development of the Weight versus

Development of the Weight versus

Weight (~ 1000 lb)

Development of the Weight versus

Weight (1000 kg)

Weight (1000 kg)

Convert from weight

Center of Gravity ~ %MAC

Development of the Weight versus

Weight (1000 kg)

Development of the Weight versus

Weight (1000 kg)

Total Moment = WTInit * xInit +

Weight (1000 kg)

Advantage of this Format is the

Determining Desired Forward and Aft

Operational Empty Weights

The airplane structure and layout is then designed to allow

Determining Desired Fwd and Aft C.G. Limits:

Accounting for OEW Variations

Boeings design objective is to provide forward and

Accounting for OEW Variations

GROSS WEIGHT (1000 LB)

(based on tri-class, plus a

(based on tri-class, plus

CENTER OF GRAVITY (%MAC)

Determining Desired Fwd and Aft C.G. Limits:

Accounting for Interior Seating

Accounting for Interior Seating

GROSS WEIGHT (1000 LB)

CENTER OF GRAVITY (%MAC)

Accounting for Interior Seating

GROSS WEIGHT (1000 LB)

CENTER OF GRAVITY (%MAC)

Accounting for Interior Seating

GROSS WEIGHT (1000 LB)

CENTER OF GRAVITY (%MAC)

Dual-Class Defines the Most

Accounting for Interior Seating

GROSS WEIGHT (1000 LB)

CENTER OF GRAVITY (%MAC)

Accounting for Interior Seating

GROSS WEIGHT (1000 LB)

CENTER OF GRAVITY (%MAC)

Extreme Aft Loading: Rear-to-Front

Accounting for Interior Seating

GROSS WEIGHT (1000 LB)

Most Aft C.G.

CENTER OF GRAVITY (%MAC)

Tri-Class Defines the Most

Accounting for Interior Seating

GROSS WEIGHT (1000 LB)

Most Aft C.G.

CENTER OF GRAVITY (%MAC)

Determining Desired Fwd and Aft C.G. Limits:

Accounting for Cargo Variations

Accounting for Cargo Variations