C-2 Example 777-200 Center of Gravity Limits (Ref. AFM or WBM) 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-3 Development of the Weight versus Moment C.G. Grid C-4 WT L Moment = WT * L Development of the Weight versus Moment C.G. Grid Development of the Weight versus Moment C.G. Grid m.a.c. D a t u m (+) (-) D a t u m
f o r
B . A . lemac C-5 Development of the Weight versus Moment C.G. Grid Development of the Weight versus Moment C.G. Grid WT L D a t u m (+) (-) Moment 2 = WT * 2L WT 2L m.a.c. W e i g h t
( ~
1 0 0 0
l b ) Moment (in-lb) D a t u m Moment 1 = WT * L a r m
=
L a r m
=
2 L Moment 3 = WT * (-2L) WT -2L a r m
=
- 2 L C-6 Development of the Weight versus Moment C.G. Grid Development of the Weight versus Moment C.G. Grid W e i g h t
( ~
1 0 0 0
l b ) Moment (in-lb) D a t u m c.g. (%mac) 5% 10% 15% 20% 25% 30% 35% 40% 45% 50% C-7 Development of the Weight versus Moment C.G. Grid Development of the Weight versus Moment C.G. Grid W e i g h t
( 1 0 0 0
k g ) Moment (kg-in) D a t u m c.g. (%mac) 5% 10% 15% 20% 25% 30% 35% 40% 45% 50% W e i g h t
( 1 0 0 0
k g ) Center of Gravity ~ %MAC Convert from weight versus %MAC to weight versus moment C-8 Development of the Weight versus Moment C.G. Grid Development of the Weight versus Moment C.G. Grid W e i g h t
( 1 0 0 0
k g ) Moment (kg-in) D a t u m c.g. (%mac) 5% 10% 15% 20% 25% 30% 35% 40% 45% 50% Enlarge this Area of Interest C-9 Development of the Weight versus Moment C.G. Grid Development of the Weight versus Moment C.G. Grid W e i g h t
( 1 0 0 0
k g ) c.g. (%mac) 5% 10% 15% 20% 25% 30% 35% 40% 45% 50% Moment (kg-in) C-10 Advantage of this Format is the Ability to Add Vectors Graphically Advantage of this Format is the Ability to Add Vectors Graphically W e i g h t
( 1 0 0 0
k g ) c.g. (%mac) 5% 10% 15% 20% 25% 30% 35% 40% 45% 50% D a t u m Order of application does not affect final result 2 1 3 WT Init 1 2 3 Total Moment = WT Init * x Init + (WT 1 * x 1 ) + (WT 2 * x 2 ) - (WT 3 * x 3 ) Total Weight = WT Init + WT 1 + WT 2 + WT 3 WT 1 x 1 WT 2 x 2 WT 3 x 3 x Init Starting point does not affect final weight and moment C-11 Determining Desired Forward and Aft C.G. Limits C-12 Design Objectives 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-13 Determining Desired Fwd and Aft C.G. Limits: Accounting for OEWVariations C-14 Accounting for OEW Variations Accounting for OEW Variations 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., in- flight entertainment, pallets vs. containers, EE bay options, etc.) C-15 Accounting for OEW Variations Accounting for OEW Variations AIRPLANE OEW AND CG VARIATION CENTER OF GRAVITY (%MAC) G R O S S
W E I G H T
( 1 0 0 0
L B ) 210 220 230 240 19% 19% 24% 24% NOMINAL OEW (based on tri-class, plus a selected set of nominal options) AFT OEW (based on tri-class, plus other options which move the C.G. aft) FWD OEW (based on dual-class, plus other options which move the C.G. fwd) (7G7-X00 Example) C-16 Determining Desired Fwd and Aft C.G. Limits: Accounting for Interior Seating Arrangement Variations C-17 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 dual- class and single-class seating arrangements on narrow body aircraft. Accounting for Interior Seating Arrangement Variations Accounting for Interior Seating Arrangement Variations C-18 Accounting for Interior Seating Arrangement Variations Accounting for Interior Seating Arrangement Variations OEW G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 200 300 10% 20% 30% 40% 2 Extreme Fwd Loading: Front-to-Rear Load first-class seats Load economy-class seats 1 2 1 (7G7-X00 Example) C-19 Accounting for Interior Seating Arrangement Variations Accounting for Interior Seating Arrangement Variations 2 1 OEW G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 200 300 10% 20% 30% 40% Extreme Fwd Loading: Rear-to-Front Load economy-class seats Load first-class seats 4 3 4 3 (7G7-X00 Example) C-20 Accounting for Interior Seating Arrangement Variations Accounting for Interior Seating Arrangement Variations OEW G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 200 300 10% 20% 30% 40% Dual-Class Defines the Most Forward Loading Interior Arrangement Considered FC EC D C Most Forward C.G. Considered Based on Dual- Class Seating (7G7-X00 Example) C-21 Accounting for Interior Seating Arrangement Variations Accounting for Interior Seating Arrangement Variations OEW G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 200 300 10% 20% 30% 40% Extreme Aft Loading: Front-to-Rear Load first-class seats Load business-class seats Load economy-class seats 2 1 3 2 3 1 (7G7-X00 Example) C-22 Accounting for Interior Seating Arrangement Variations Accounting for Interior Seating Arrangement Variations OEW G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 200 300 10% 20% 30% 40% Extreme Aft Loading: Rear-to-Front Load economy-class seats Load business-class seats Load first-class seats 5 4 6 5 6 4 (7G7-X00 Example) Chosen as more reasonable passenger loading for most-aft C.G. (rare to have business and first empty, with economy full) C-23 Accounting for Interior Seating Arrangement Variations Accounting for Interior Seating Arrangement Variations OEW G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 200 300 10% 20% 30% 40% Tri-Class Defines the Most Aft-Loading Interior Arrangement Considered FC EC T C Most Aft C.G. Considered Based on Tri-Class Seating BC (7G7-X00 Example) C-24 Accounting for Interior Seating Arrangement Variations - Summary Accounting for Interior Seating Arrangement Variations - Summary (7G7-X00 Example) G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 300 10% 200 20% 30% 40% OEW T C D C FC EC BC FC EC Most Aft C.G. Considered Based on Tri- Class Seating Most Forward C.G. Considered Based on Dual- Class Seating C-25 Determining Desired Fwd and Aft C.G. Limits: Accounting for Cargo Loading Variations C-26 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.) Accounting for Cargo Variations Accounting for Cargo Variations C-27 Accounting for Cargo Variations Accounting for Cargo Variations (7G7-X00 Example) G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 10% 200 OEW 20% 30% 40% 0% 300 400 AIRPLANE WEIGHT & C.G. WITH PASSENGERS & CARGO 1 Loading Cargo: Most fwd C.G. Passenger Bags 1 C-28 (7G7-X00 Example) Loading Cargo: Most fwd C.G. Passenger Bags Forward Cargo compartment Aft Cargo compartment Bulk Cargo compartment 1 Accounting for Cargo Variations Accounting for Cargo Variations 2 3 4 G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 10% 200 OEW 20% 30% 40% 0% 300 400 AIRPLANE WEIGHT & C.G. WITH PASSENGERS & CARGO 1 2 3 4 Most Forward C.G. Considered Based on Loading Passengers and Full Cargo (no bulk) C-29 Loading Cargo: Required MZFW Forward Cargo compartment Aft Cargo compartment Forward Cargo compartment Aft Cargo compartment Bulk Cargo compartment 5 Accounting for Cargo Variations Accounting for Cargo Variations 6 7 8 9 G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 10% 200 OEW 20% 30% 40% 0% 300 400 AIRPLANE WEIGHT & C.G. WITH PASSENGERS & CARGO 5 6 7 8 9 Possible Point to Consider for Required MZFW (7G7-X00 Example) C-30 Loading Cargo: Required MZFW Repeat steps 5 through 9, beginning at the highest weight for tri-class passengers 10 Accounting for Cargo Variations Accounting for Cargo Variations (7G7-X00 Example) Another Possible Point to Consider for Required MZFW G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 10% 200 OEW 20% 30% 40% 0% 300 400 AIRPLANE WEIGHT & C.G. WITH PASSENGERS & CARGO 10 C-31 Accounting for Cargo Variations Accounting for Cargo Variations Loading Cargo: Most aft C.G. Passenger Bags Aft and Forward Cargo 11 12 (7G7-X00 Example) G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 10% OEW 20% 30% 40% 0% 300 400 AIRPLANE WEIGHT & C.G. WITH PASSENGERS & CARGO 200 11 12 Most Forward C.G. Considered Based on Loading Passengers and Full Cargo (no bulk) Most Aft C.G. Considered Based on Loading Passengers and Baggage C-32 Determining Desired Fwd and Aft C.G. Limits: Accounting for Fuel Loading and Usage Variations C-33 Accounting for Fuel Loading and Usage Variations 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-34 Accounting for Fuel Loading and Usage Variations Accounting for Fuel Loading and Usage Variations Fuel Vector Added to Most FWD C.G. Point Being Considered (7G7-X00 Example) G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 10% OEW 20% 30% 40% 0% 300 400 200 500 AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL Fuel Vector Added to Most Aft C.G. Point Being Considered C-35 Accounting for Fuel Loading and Usage Variations Accounting for Fuel Loading and Usage Variations (7G7-X00 Example) 40% AIRPLANE WEIGHT & C.G. WITH PASSENGERS, CARGO & FUEL Notice that adding the fuel vector to full cargo (no bulk) would have actually produced a slightly more fwd C.G. G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 10% OEW 20% 30% 0% 300 400 200 500 34% C-36 Determining Desired Fwd and Aft C.G. Limits: Accounting for Operational Curtailment Variations C-37 Accounting for Operational Curtailment Variations 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-38 Accounting for Operational Curtailment Variations Accounting for Operational Curtailment Variations (7G7-X00 Example) G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 10% OEW 20% 30% 40% 0% 300 400 200 500 Including Forward and Aft Curtailments Estimated Fwd C.G. Curtailments Estimated Aft C.G. Curtailments C-39 Accounting for Operational Curtailment Variations Accounting for Operational Curtailment Variations (7G7-X00 Example) G R O S S
W E I G H T
( 1 0 0 0
L B ) CENTER OF GRAVITY (%MAC) 10% OEW 20% 30% 40% 0% 300 400 200 500 Required C.G. Limits Required Fwd Limit Required Aft Limit C-40 Weight and Structural Limitations on the C.G. Envelope C-41 Weight and Structural Limitations on the C.G. Envelope 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-42 Certified Weight Limitations Certified Weight Limitations (7G7-X00 Example) G R O S S
W E I G H T
( 1 0 0 0
L B ) 10% OEW 20% 30% 40% 0% 300 400 200 500 Basic Gross Weight / C.G. Limits MTOW MLW MZFW CENTER OF GRAVITY (%MAC) C-43 The strength of the wings structure can impose a limitation on the forward C.G. limits. WING LOAD 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 ) Constant Wing Load Constant Wing Load Weight Lift Wing Lift Tail 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-44 Constant Wing Load Constant Wing Load (7G7-X00 Example) G R O S S
W E I G H T
( 1 0 0 0
L B ) 10% OEW 20% 30% 40% 0% 300 400 200 500 Basic Gross Weight / C.G. Limits Constant Wing Load MLW MZFW CENTER OF GRAVITY (%MAC) MTOW C-45 TAIL LOAD 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. ) L Tail (B.A. Tail B.A. Wing ) = 0 L Tail = W (B.A. Wing B.A. C.G. ) (B.A. Tail B.A. Wing ) Constant Tail Load Constant Tail Load The strength of the tail and aft body structure can impose a limitation on the forward C.G. limits. 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. Weight Lift Wing Lift Tail C-46 (7G7-X00 Example) Constant Tail Load Constant Tail Load G R O S S
W E I G H T
( 1 0 0 0
L B ) 10% OEW 20% 30% 40% 0% 300 400 200 500 Basic Gross Weight / C.G. Limits Constant Tail Load MLW MZFW CENTER OF GRAVITY (%MAC) MTOW C-47 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. ) L NLG (B.A. MLG B.A. NLG ) = 0 L NLG = W (B.A. MLG B.A. C.G. ) (B.A. MLG B.A. NLG ) Constant Nose Landing Gear Load Constant Nose Landing Gear Load Load MLG Load NLG Weight The strength of the nose gear structure can impose a limitation on the forward C.G. limits. 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-48 (7G7-X00 Example) Constant Nose Landing Gear Load Constant Nose Landing Gear Load G R O S S
W E I G H T
( 1 0 0 0
L B ) 10% OEW 20% 30% 40% 0% 300 400 200 500 Basic Gross Weight / C.G. Limits Constant NLG Load MLW MZFW CENTER OF GRAVITY (%MAC) MTOW C-49 Constant Main Landing Gear Load Constant Main Landing Gear Load Load MLG Load NLG Weight The strength of the main landing gear structure can impose a limitation on the aft C.G. limits. MAIN LANDING GEAR LOAD For the airplane to be in equilibrium, the sum of the moments about the nose landing gear must = 0 : M NLG = L MLG (B.A. MLG B.A. NLG ) W(B.A. C.G. B.A. NLG ) = 0 L MLG = 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-50 (7G7-X00 Example) Constant Main Landing Gear Load Constant Main Landing Gear Load G R O S S
W E I G H T
( 1 0 0 0
L B ) 10% OEW 20% 30% 40% 0% 300 400 200 500 Basic Gross Weight / C.G. Limits Constant MLG Load MLW MZFW CENTER OF GRAVITY (%MAC) MTOW C-51 (7G7-X00 Example) Combining All Structural Limitations Combining All Structural Limitations G R O S S
W E I G H T
( 1 0 0 0
L B ) 10% OEW 20% 30% 40% 0% 300 400 200 500 Design Gross Weight / C.G. Limits MLW MZFW CENTER OF GRAVITY (%MAC) MTOW C-52 Additional Limitations for Control: Brake Release Tip-Up 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. BRAKE RELEASE TIP-UP For the airplane to be in equilibrium, the sum of the moments about the airplane CG must = 0 : M CG = L MLG (B.A. MLG B.A. C.G. ) T h L NLG (B.A. C.G. B.A. NLG ) = 0 L NLG = L MLG (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. Load MLG Load NLG Weight Thrust h C-53 (7G7-X00 Example) Brake Release Tip-Up Brake Release Tip-Up G R O S S
W E I G H T
( 1 0 0 0
L B ) 10% OEW 20% 30% 40% 0% 300 400 200 500 Design Gross Weight / C.G. Limits MLW MZFW CENTER OF GRAVITY (%MAC) MTOW B r a k e
R e l e a s e
T i p - U p C-54 Additional Limitations for Control: Ground Handling - Tipping 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. 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. 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. ) L NLG (B.A. MLG B.A. NLG ) = 0 L NLG = W (B.A. MLG B.A. C.G. ) (B.A. MLG B.A. NLG ) Load MLG Load NLG Weight C-55 (7G7-X00 Example) Ground Handling - Tipping Ground Handling - Tipping G R O S S
W E I G H T
( 1 0 0 0
L B ) 10% OEW 20% 30% 40% 0% 300 400 200 500 Design Gross Weight / C.G. Limits MLW MZFW CENTER OF GRAVITY (%MAC) MTOW G r o u n d
S t a b i l i t y
L i m i t A f t
T i p p i n g
L i m i t C-56 Examples of C.G. Envelopes for Actual Airplanes C-57 (For training purposes only. Not kept up to date) Example 777-200 Center of Gravity Limits Example 777-200 Center of Gravity Limits C-58 Limitations on 777-200 Center of Gravity Limitations on 777-200 Center of Gravity CENTER OF GRAVITY ~ % MAC B o d y
S t r e n g t h , L o a d a b i l i t y ,
T a i l
S i z e S t a b i l i t y
&
C o n t r o l W in g M a i n G e a r Mission Performance F u e l
V e c t o r B r a k e
R e l e a s e
T i p - U p L o a d a b i l i t y ,
S t a b i l i t y
&
C o n t r o l 0 5 20 25 30 35 40 45 50 120000 160000 140000 180000 200000 220000 240000 260000 280000 300000 G R O S S
W E I G H T
~
K G N o s e
G e a r 15 C-59 Example 737-800 Center of Gravity Limits Example 737-800 Center of Gravity Limits (For training purposes only. Not kept up to date) C-60 Limitations on 737-800 Center of Gravity Limitations on 737-800 Center of Gravity S t a b i l i t y
&
C o n t r o l W in g M ain G ear Mission Performance F u e l
V e c t o r T a i l
P o w e r L o a d a b i l i t y ,
S t a b i l i t y
&
C o n t r o l 0 5 10 15 20 25 30 35 40 CENTER OF GRAVITY ~ % MAC 35000 40000 45000 50000 55000 60000 65000 70000 75000 80000 85000 G R O S S
W E I G H T
~
K G B o d y
S t r e n g t h , L o a d a b i l i t y ,
T a i l
S i z e B r a k e
R e l e a s e
T i p - U p C-61 Example 747-400 Center of Gravity Limits Example 747-400 Center of Gravity Limits (For training purposes only. Not kept up to date) C-62 Limitations on 747-400 Center of Gravity Limitations on 747-400 Center of Gravity L a n d i n g
L i m i t
f o r
G e a r H o r i z o n t a l
S t a b i l i z e r T r i m
L i n e
f o r
T a k e o f f W in g Mission Performance F u e l
V e c t o r B r a k e
R e l e a s e T i p - U p L o a d a b i l i t y ,
S t a b i l i t y
&
C o n t r o l 0 5 25 20 25 30 35 40 180000 220000 200000 240000 260000 280000 300000 340000 360000 400000 G R O S S
W E I G H T
~
K G N o s e
G e a r 10 B r a k e
R e l e a s e
T i p - U p T a i l
L o a d
W i t h
T a i l
F u e l Landing Performance F u e l V e c t o r CENTER OF GRAVITY ~ % MAC 320000 380000 420000 B o d y