Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
By George Shpati
September 17, 2011
Agenda
Objective
Impact of CG on Aircraft Design
Longitudinal CG Envelope
Lateral CG Envelope
Vertical CG Envelope
Summary
Objective
To analyze and discuss the importance of CG envelopes.
Agenda
Objective
Impact of CG on Aircraft Design
Longitudinal CG Envelope
Lateral CG Envelope
Vertical CG Envelope
Summary
Fuel
Cabin
Layout
Tail
Sizing
Wing
Placement
Gear
Position
z
y
LONGITUDINAL
LATERAL
x
CG
VERTICAL
Agenda
Objective
Impact of CG on Aircraft Design
Longitudinal CG Envelope
Lateral CG Envelope
Vertical CG Envelope
Summary
Longitudinal CG Envelope
Lifttail
Lift
CG Too Forward
Lifttail
Weight
CG Too Aft
Lift
Weight
Limited CG Travel
Lift
Weight
CG Range
Lifttail
Longitudinal CG Envelope
Implications of a forward CG location:
Reduced cruise speed for a given thrust and airplane weight (same reason as above)
Lifttail
Lift
CG Too Forward
Weight
Longitudinal CG Envelope
Implications of an aft CG location:
Tendency to nose up
Landing - Nose-down elevator might be required to counter the nose-up tendency during flare
Take off - A/c likely to nose up prematurely
drag increases
reduced climb performance
CG Too Aft
Lifttail
Lift
Weight
Longitudinal CG Envelope
CG Location within design limits
Lifttail
Lift
Limited CG Travel
Weight
CG Range
Weight
Weight vs Moment
CG range
Neutral point
% MAC
DATUM
Longitudinal CG Envelope
LEMAC
24
26
28
30
32
34
36
38
40
42
44
46
48
110000
105000
100000
95000
90000
85000
CG range
80000
% MAC
CG - LEMAC
MAC
100
75000
70000
Neutral point
65000
60000
55000
50000
45000
Moment =
40000
0
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74
Aircraft CG (% MAC)
CG Datum CG
Weight
Longitudinal CG Envelope
An example of a Weight vs Moment (Fan Graph)
22
24
26
28
30
32
34
36
38
40
42
44
46
48
110000
105000
100000
95000
MRW
MTOW
MLW
90000
85000
80000
75000
70000
Neutral point
65000
MZFW
60000
MFW
55000
Tip over
50000
45000
40000
0
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74
Aircraft CG (% MAC)
Longitudinal CG Envelope
An example of a Weight vs Moment (Fan Graph)
1
Minimum NLG load
Ground operations and steering load
requirements
22
24
26
28
30
32
34
36
38
40
42
44
46
48
110000
2
Constant NLG Load
Based on static loads, it limits gears
and support structures loading
105000
100000
95000
4
MRW
90000
MTOW
85000
80000
MLW
75000
70000
Neutral point
65000
MZFW
60000
MFW
55000
1
50000
Tip over
45000
40000
0
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74
Aircraft CG (% MAC)
Longitudinal CG Envelope
An example of a Weight vs Moment (Fan Graph)
1
Minimum NLG load
Ground operations and steering load
requirements
22
24
26
28
30
32
34
36
38
40
42
44
46
48
110000
2
Constant NLG Load
Based on static loads, it limits gears
and support structures loading
105000
100000
95000
4
MRW
90000
MTOW
85000
80000
MLW
75000
70000
Neutral point
65000
MZFW
60000
MFW
55000
1
50000
Tip over
45000
40000
0
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74
Aircraft CG (% MAC)
Longitudinal CG Envelope
An example of a Weight vs Moment (Fan Graph)
22
24
26
28
30
32
34
36
38
40
42
44
46
48
110000
105000
100000
95000
MRW
90000
MTOW
Aircraft Weight (lb)
85000
80000
MLW
75000
70000
Neutral point
65000
MZFW
60000
MFW
55000
Tip over
50000
45000
40000
0
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74
Aircraft CG (% MAC)
Agenda
Objective
Impact of CG on Aircraft Design
Longitudinal CG Envelope
Lateral CG Envelope
Vertical CG Envelope
Summary
Lateral CG Envelope
Most aircrafts (empty or loaded) are non-symmetrical about the fuselage centerline.
This asymmetry is attributed to:
a. Systems
- Batteries, RAT (Ram Air Turbine), LRUs, avionic racks are not distributed symmetrically.
b. Cabin Layout
Generally, the resultant of the asymmetry is small; however, it is the starting point of the Lateral CG Envelope.
Lateral CG Envelope
The impact of lateral CG imbalance on aircraft handling quality is typically assessed by:
-Fuel imbalance tests
-One engine failure test
The combination of both scenarios provides the maximum rolling moment for the aircraft
The applied Rolling Moment due to ailerons and spoilers, assuming a linear analysis is given by the formula:
Lateral asymmetry drives Landing Gear design, in case of a load imbalance on the MLG.
Lateral CG Envelope
Lateral CG Envelope
EQUIPPED
OFF-SET
Lateral CG Envelope
PAYLOAD
OFF-SET
EQUIPPED
OFF-SET
Lateral CG Envelope
PAYLOAD
OFF-SET
EQUIPPED
OFF-SET
FUEL IMBALANCE
(TAXI, TAKE-OFF,
LANDING) + EQUIPPED
OFF-SET
Lateral CG Envelope
PAYLOAD
OFF-SET
FUEL IMBALANCE
(IN-FLIGHT ONLY) +
EQUIPPED OFF-SET
EQUIPPED
OFF-SET
FUEL IMBALANCE
(TAXI, TAKE-OFF,
LANDING) + EQUIPPED
OFF-SET
Lateral CG Envelope
PAYLOAD
OFF-SET
FUEL IMBALANCE
(IN-FLIGHT ONLY) +
EQUIPPED OFF-SET
EQUIPPED
OFF-SET
FUEL IMBALANCE
(TAXI, TAKE-OFF,
LANDING) + EQUIPPED
OFF-SET
Lateral CG Envelope
PAYLOAD
OFF-SET
FUEL IMBALANCE
(IN-FLIGHT ONLY) +
EQUIPPED OFF-SET
EQUIPPED
OFF-SET
FUEL IMBALANCE
(TAXI, TAKE-OFF,
LANDING) + EQUIPPED
OFF-SET
Agenda
Objective
Impact of CG on Aircraft Design
Longitudinal CG Envelope
Lateral CG Envelope
Vertical CG Envelope
Summary
Vertical CG Envelope
The position of the Vertical CG of the aircraft has an impact on both: longitudinal and lateral stability.
Lateral
Longitudinal
A CG elevation leads to a deterioration of spiral stability, Dutch roll and roll maneuverability.
Mainly, static stability is affected.
A center of gravity elevation at constant longitudinal position is expected to decrease the static stability in climb.
The higher the angle of attack ( ), the greater the destabilizing effect caused by the X component.
At level flight (on the horizontal line), the angle is 0 the resulting component is also 0.
Static stability is maintained only when CG Z travels at a pure vertical path in relation with the light path.
X=-
Z tg
Vertical CG Envelope
Description
Min. OWE
Min. OWE
OWE
OWE + max payload
OWE + max payload + fuel to ramp
OWE + max payload + fuel to ramp
OWE + full fuel + payload to ramp
OWE + full fuel
OWE + 1/2 fuel
Back to Min. OWE
Gear
Down
Up
Up
Up
Up
Down
Down
Down
Down
Down
Weight [lb]
30000
30000
35000
40000
85000
85000
85000
82000
60000
30000
Z CG [in]
70
72
73
72
57
56
55
55
61
70
Vertical CG Envelope
Description
Min. OWE
Min. OWE
OWE
OWE + max payload
OWE + max payload + fuel to ramp
OWE + max payload + fuel to ramp
OWE + full fuel + payload to ramp
OWE + full fuel
OWE + 1/2 fuel
Back to Min. OWE
Gear
Down
Up
Up
Up
Up
Down
Down
Down
Down
Down
Weight [lb]
30000
30000
35000
40000
85000
85000
85000
82000
60000
30000
Z CG [in]
70
72
73
72
57
56
55
55
61
70
Vertical CG Envelope
Description
Min. OWE
Min. OWE
OWE
OWE + max payload
OWE + max payload + fuel to ramp
OWE + max payload + fuel to ramp
OWE + full fuel + payload to ramp
OWE + full fuel
OWE + 1/2 fuel
Back to Min. OWE
Gear
Down
Up
Up
Up
Up
Down
Down
Down
Down
Down
Weight [lb]
30000
30000
35000
40000
85000
85000
85000
82000
60000
30000
Z CG [in]
70
72
73
72
57
56
55
55
61
70
Vertical CG Envelope
Description
Min. OWE
Min. OWE
OWE
OWE + max payload
OWE + max payload + fuel to ramp
OWE + max payload + fuel to ramp
OWE + full fuel + payload to ramp
OWE + full fuel
OWE + 1/2 fuel
Back to Min. OWE
Gear
Down
Up
Up
Up
Up
Down
Down
Down
Down
Down
Weight [lb]
30000
30000
35000
40000
85000
85000
85000
82000
60000
30000
Z CG [in]
70
72
73
72
57
56
55
55
61
70
Vertical CG Envelope
Description
Min. OWE
Min. OWE
OWE
OWE + max payload
OWE + max payload + fuel to ramp
OWE + max payload + fuel to ramp
OWE + full fuel + payload to ramp
OWE + full fuel
OWE + 1/2 fuel
Back to Min. OWE
Gear
Down
Up
Up
Up
Up
Down
Down
Down
Down
Down
Weight [lb]
30000
30000
35000
40000
85000
85000
85000
82000
60000
30000
Z CG [in]
70
72
73
72
57
56
55
55
61
70
Vertical CG Envelope
Description
Min. OWE
Min. OWE
OWE
OWE + max payload
OWE + max payload + fuel to ramp
OWE + max payload + fuel to ramp
OWE + full fuel + payload to ramp
OWE + full fuel
OWE + 1/2 fuel
Back to Min. OWE
Gear
Down
Up
Up
Up
Up
Down
Down
Down
Down
Down
Weight [lb]
30000
30000
35000
40000
85000
85000
85000
82000
60000
30000
Z CG [in]
70
72
73
72
57
56
55
55
61
70
Vertical CG Envelope
Description
Min. OWE
Min. OWE
OWE
OWE + max payload
OWE + max payload + fuel to ramp
OWE + max payload + fuel to ramp
OWE + full fuel + payload to ramp
OWE + full fuel
OWE + 1/2 fuel
Back to Min. OWE
Gear
Down
Up
Up
Up
Up
Down
Down
Down
Down
Down
Weight [lb]
30000
30000
35000
40000
85000
85000
85000
82000
60000
30000
Z CG [in]
70
72
73
72
57
56
55
55
61
70
Vertical CG Envelope
Description
Min. OWE
Min. OWE
OWE
OWE + max payload
OWE + max payload + fuel to ramp
OWE + max payload + fuel to ramp
OWE + full fuel + payload to ramp
OWE + full fuel
OWE + 1/2 fuel
Back to Min. OWE
Gear
Down
Up
Up
Up
Up
Down
Down
Down
Down
Down
Weight [lb]
30000
30000
35000
40000
85000
85000
85000
82000
60000
30000
Z CG [in]
70
72
73
72
57
56
55
55
61
70
Vertical CG Envelope
Description
Min. OWE
Min. OWE
OWE
OWE + max payload
OWE + max payload + fuel to ramp
OWE + max payload + fuel to ramp
OWE + full fuel + payload to ramp
OWE + full fuel
OWE + 1/2 fuel
Back to Min. OWE
Gear
Down
Up
Up
Up
Up
Down
Down
Down
Down
Down
Weight [lb]
30000
30000
35000
40000
85000
85000
85000
82000
60000
30000
Z CG [in]
70
72
73
72
57
56
55
55
61
70
Vertical CG Envelope
A
C
B
D
A.
Maximum payload
B.
Maximum fuel
C.
D.
Agenda
Objective
Impact of CG on Aircraft Design
Longitudinal CG Envelope
Lateral CG Envelope
Vertical CG Envelope
Summary
22
24
26
28
30
32
34
36
38
40
42
44
46
48
110000
105000
Longitudinal CG Envelope
100000
95000
85000
MRW
MTOW
90000
80000
MLW
75000
70000
Neutral point
65000
MZFW
60000
MFW
55000
Lateral CG Envelope
Tip over
50000
45000
40000
0
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74
Aircraft CG (% MAC)
Vertical CG Envelope