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

-2L 2L
WT WT
WT
Moment1 = WT * L
Moment2 = WT * 2L
Moment (in-lb)
C-5
Moment C.G. Grid
c.g. (%mac)
5% 10% 15% 20% 25% 30% 35% 40% 45% 50%
Datum
Weight (~ 1000 lb)
Moment (in-lb) C-6

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

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)
5% 10% 15% 20% 25% 30% 35% 40% 45% 50%
xInit
x2
x3 x1
WT2
WT1
WT3
Weight (1000 kg)

WTInit
Total Moment = WTInit * xInit +

(WT1 * x1 ) + (WT2 * x2 ) - (WT3 * x3 )
Total Weight = WTInit + WT1 + WT2 1 3

2
+ WT3 2
3 1
• Order of application does not
affect final result
• Starting point does not affect
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.
• Let’s 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
Boeing’s 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., in-
flight entertainment, pallets vs. containers, EE
bay options, etc.)
C-14
AIRPLANE OEW AND CG VARIATION
19%
24%
240
GROSS WEIGHT (1000 LB)

NOMINAL OEW
(based on tri-class, plus a (7G7-X00
selected set of ‘nominal’
230
options) Example)
FWD OEW AFT OEW

(based on tri-class, plus
(based on dual-class,
other options which
plus other options which
move the C.G. aft)
move the C.G. fwd)
220
210
19% 24%
CENTER OF GRAVITY (%MAC)

C-15
Accounting for Interior Seating
Arrangement Variations
C-16
Boeing’s 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 dual-
class and single-class seating arrangements on
narrow body aircraft.
C-17
20% 30% 40%

10%
300
(7G7-X00
2
Example)
1
OEW
200
Extreme Fwd Loading: Front-to-Rear

1 Load first-class seats
2 Load economy-class seats
C-18
20% 30% 40%

10%
300
GROSS WEIGHT (1000 LB) 4
(7G7-X00
2
Example)
3
1
OEW
200
Extreme Fwd Loading: Rear-to-Front

C-19
20% 30% 40%

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

10%
300
(7G7-X00
3 Example)
1
2
OEW
200
Extreme Aft Loading: Front-to-Rear

2 Load business-class seats
C-21
20% 30% 40%

10%
300

6
(7G7-X00
5
Example)
4 Chosen as more
“reasonable”
passenger loading
for most-aft C.G.
OEW
(rare to have
business and first
200
empty, with
CENTER OF GRAVITY (%MAC) economy full)
Extreme Aft Loading: Rear-to-Front

5 Load business-class seats
C-22
Most Aft C.G.

20% 30% 40%
300
10% Considered Based
on Tri-Class
GROSS WEIGHT (1000 LB) Seating
FC
(7G7-X00
BC Example)
TC
EC
OEW
200
Tri-Class Defines the Most

Aft-Loading Interior
Arrangement Considered
C-23
Arrangement Variations - Summary
10% 20% 30% 40%

300
Most Aft C.G.
Considered
Based on Tri-
Class
FC Seating
BC
DC
EC
TC
(7G7-X00
Example)
EC
FC
OEW
Most Forward
C.G. Considered 200
Based on
Dual- Class
Seating C-24
Accounting for Cargo Loading Variations
C-25
Accounting for Cargo Variations

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% 10% 20% 30%
40%
400
(7G7-X00
300
Example)
1
OEW
200
Loading Cargo: Most fwd C.G.

1 Passenger Bags
C-27
0% 10% 20% 30%
Most Forward 40%
C.G. Considered 400
Based on
Loading Passengers GROSS WEIGHT (1000 LB)
and
Full Cargo (no
bulk) (7G7-X00
300
Example)
4
3
1
OEW
200
Loading Cargo: Most fwd C.G.

1 Passenger Bags
2 Forward Cargo compartment
3 Aft Cargo compartment
4 Bulk Cargo compartment
C-28
0% 10% 20% 30%
40%
400 Possible Point to
Consider for
Required MZFW
9
6 8
(7G7-X00
300
Example)
5 7
OEW
200
Loading Cargo: Required MZFW

9 Bulk Cargo compartment
C-29
0% 10% 20% 30%
40%
400 Another Possible
Point to Consider
for Required MZFW
10
(7G7-X00
300
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% 20% 30% 40%
Most
10% Forward Most Aft C.G.
400 Considered Based
C.G. Considered on Loading
Based on Loading Passengers and
Passengers and GROSS WEIGHT (1000 LB) Baggage
Full Cargo (no
bulk) (7G7-X00
300
Example)
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

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% 20% 30% 40%
10%
500
Fuel Vector Added to
Fuel Vector Added to Most Aft C.G. Point Being
Most FWD C.G. Considered
Point Being (7
Considered G7
400
-
X0
0
Ex
am
ple
300
)
OEW
200

C-34
Usage Variations
WITH PASSENGERS, CARGO & FUEL
0% 10% 20% 30%
40%
500
 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
Boeing’s 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% 20% 30% 40%
10% Estimated Aft

500 C.G. Curtailments
Estimated Fwd
C.G. Curtailments
(7G7-X00
Example)
400
300
OEW
200

C-38
Required C.G. Limits
0% 10% 20% 30%
40%
500
Required Fwd Limit 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
airplane’s 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% 10% 20% 30% 40%
500
MTOW
(
7
G
7
-
X
0
0
E
x
a
m
p
OEW l
200
e
CENTER OF GRAVITY (%MAC) )
400 C-42
Constant Wing Load
• The strength of the wing’s structure can impose a

limitation on the forward C.G. limits.
Lift Wing
Lift Tail
Weight
WING LOAD
For the airplane to be in equilibrium, the sum of the moments about the
tail must = 0:
= W (B.A.Tail – B.A.C.G.) – L Wing(B.A.Tail – B.A.Wing) = 0
M Tail
= W (B.A.Tail – B.A.C.G.)
L Wing
(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 wing’s limits are reached.
C-43
Constant Wing Load

0% 10% 20% 30%
40%
500
Constant
Wing Load 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
= W (B.A. Wing – B.A. C.G.)

LTail
(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 body’s limits
are reached. C-45
Constant Tail Load

0% 10% 20% 30% 40%
500
MTOW
(
7
G
7
-
Constant X
Tail MZFW
Load 0
0
300
E
x
a
m
p
OEW l
200
e
CENTER OF GRAVITY (%MAC) )
400 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 :
= W (B.A. MLG – B.A. C.G.) – LNLG (B.A. MLG – B.A. NLG) = 0
M MLG
= W (B.A. MLG – B.A. C.G.)

LNLG
(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% 20% 30% 40%
10%
500
MTOW
Constant
NLG
Load (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 Weight

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

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

C-50
Combining All Structural Limitations
Design Gross Weight / C.G. Limits

0% 10% 20% 30% 40%
500
MTOW
(7G
7-
X00
Exa
mpl
e)
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% 10% 20% 30%
40%
500
MTOW (7G7-X00
Example)
Up
400
p-
Ti
se
lea
MLW
Re
MZFW
e
ak
Br
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 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 :
= W (B.A. MLG – B.A. C.G.) – LNLG (B.A. MLG – B.A. NLG) = 0
M MLG
= W (B.A. MLG – B.A. C.G.)

LNLG
• 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% 10% 20% 30%
40%
500
MTOW (7G7-X00
Example)
it
im
400
yL
ilit
it
tab
Lim
MLW
S
nd
ing
MZFW
ou
p
Tip
Gr
Aft
300
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 C-57
Limitations on 777-200
Center of Gravity
Mission
Performance Main
300000 Wing Gea
r
r
ea
Fu
G
el
280000
se
Ve
No
cto
r
260000
ol
& Contr
240000
GROSS WEIGHT ~ KG
y
Stabilit
Loadability, Stability & Control

220000
Body Strength, Loadability, Tail Size
200000
p
Tip-U
180000
lease
160000
e Re
140000 Brak
120000
0 5 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.
Not kept up to C-59
Center of Gravity
85000
Mission Main
Performance
80000 Wing Gear
Fu
el
Ve
75000
trol
cto
Con
r
&
ility
70000
b
Sta

GROSS WEIGHT ~ KG
65000
60000
Body Strength, Loadability, Tail Size
55000
-Up
e Tip
50000
leas
e Re
45000
Brak
r
Powe
Tail
40000
35000 0 5 30 35 40
10 15 20 25
C-60
Example
747-400 Center
of Gravity
Limits
(For training
purposes only.
Not kept up to C-61
Center of Gravity
420000
Mission
400000 Performance
Wing
Fu
el
r
ea
380000 V ec
G
to
se
r
No
360000
Trim Line for Takeoff

Horizontal Stabilizer
340000
GROSS WEIGHT ~ KG
320000

300000 Landing Performance
280000
F
Ve uel
Tail Load With Tail Fuel

ct
260000 or
p
ip-U
Loadability, Tail Size
Landing Limit for
240000
eT
Body Strength,
eas
Gear
Rel
220000
-Up ase
ke
Bra
ele
200000
ke R
Tip
Bra
180000
0 5 10 25 20 25 30 35 40
C-62
End of
Center of Gravity Limitations
C-63

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Center of Gravity Limitations

How does Boeing

Weight (~ 1000 lb)

Moment (in-lb) C-6

Convert from weight

Center of Gravity ~ %MAC Moment (kg-in) C-7

Moment (kg-in) C-8

Weight (1000 kg)

Moment (kg-in) C-9

Weight (1000 kg)

Total Moment = WTInit * xInit +

Total Weight = WTInit + WT1 + WT2 1 3

Boeing’s design objective is to provide forward and aft

GROSS WEIGHT (1000 LB)

FWD OEW AFT OEW

CENTER OF GRAVITY (%MAC)

Boeing’s design objective is to provide forward

20% 30% 40%

GROSS WEIGHT (1000 LB)

Extreme Fwd Loading: Front-to-Rear

20% 30% 40%

GROSS WEIGHT (1000 LB) 4

Extreme Fwd Loading: Rear-to-Front

20% 30% 40%

GROSS WEIGHT (1000 LB)

20% 30% 40%

GROSS WEIGHT (1000 LB)

Extreme Aft Loading: Front-to-Rear

20% 30% 40%

GROSS WEIGHT (1000 LB)

Extreme Aft Loading: Rear-to-Front

Most Aft C.G.

Tri-Class Defines the Most

10% 20% 30% 40%

Boeing’s design objective is to provide forward and aft

GROSS WEIGHT (1000 LB)

Loading Cargo: Most fwd C.G.

Loading Cargo: Most fwd C.G.

Loading Cargo: Required MZFW

Loading Cargo: Required MZFW

Loading Cargo: Most aft C.G.

Boeing’s design objective is to provide forward and aft

CENTER OF GRAVITY (%MAC)

Notice that adding the

CENTER OF GRAVITY (%MAC)

* (Note: Later in this course we will be discussing the

10% Estimated Aft

CENTER OF GRAVITY (%MAC)

CENTER OF GRAVITY (%MAC)

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

Basic Gross Weight / C.G. Limits

• The strength of the wing’s structure can impose a

• The load on the wing is increased both by increasing airplane

Basic Gross Weight / C.G. Limits

CENTER OF GRAVITY (%MAC)

• The strength of the tail and aft body structure can

TAIL LOAD Weight

= W (B.A. Wing – B.A. C.G.)

Basic Gross Weight / C.G. Limits