cgCalc - Center of Gravitiy (CG) Calculator

Full Member Version

1'516'899 simulated Center of Gravitiy

The cgCalc of eCalc.ch not only calculates and evaluates the center of gravity (CG), neutral point
(NP) and mean aerodynamic chord (MAC) but also visualizes your design of conventional aircraft,
flying wing, delta or canard. Approximate complex wing design with 5 trapezoidal wing panels.
For further instructions see below...

Never ever exceed Center of Gravity on maiden flight!

Select always the more conservative CG of the manufacturer and cgCalc for your maiden
flight and read the limitations below.

Aircraft or Project Name: P-40 Units: cm Deutsch | Login

Wing: Monoplane
Datum is the leading edge of the center chord R
Root Chord [R]: 72 cm

Tip Chord [T1-T5]: 72 - 39 - 33 - 9 - 0 cm

Sweep [S1 - S5]: 0 - 3 - 3 - 11 - 0 cm

Panel Span [W1 - W5]: 1 - 129 - 7 - 13 - 0 cm

Tail: std. Stabilizer (80%) (Tail Effectivness)

Root Chord [R]: 45 cm

Tip Chord [T1-T5]: 45 - 21 - 0 - 0 - 0 cm

Sweep [S1 - S5]: 0 - 16 - 0 - 0 - 0 cm

Panel Span [W1 - W5]: 0.1 - 50.9 - 0 - 0 - 0 cm

Distance LE Wing to Tail [D]: 132 cm (use negative value for canard)

AC Position: 25 % of MAC (default: 25%) (if less than 5 half wing panels are required, define the panel Chord,
Sweep and span as 0 starting from the far right with W5)
Static Margin: 15.0 ... 10.0 % of MAC (recommended: 15.0...7.5%)
delete all Segments 2-5
Fuselage: neglected
Width: 20 cm
Length: 165 cm
Nose Overhang: 30 cm
calculate

Results: Link to recall P-40

Aircraft CG range [●]: 15.77 ... 18.54 cm (@ 25.65 ... 30.65% of MAC) Aircraft NP [●]: 24.08 cm (@ 40.65% of MAC)

Wing AC [●]: 15.41 cm (@ 25% of MAC) Tail AC [●]: 15.63 cm (@ 25% of MAC)
Wing MAC @ Distance 55.40 cm @ 63.90 cm Tail MAC @ Distance 34.48 cm @ 22.41 cm
Wing Sweep @ MAC: 1.56 cm Tail Sweep @ MAC: 7.01 cm
Wing Span: 300.00 cm Tail Span: 102.00 cm
Wing Area: 15513.00 cm² Tail Area: 3368.40 cm²
Wing Aspect Ratio: 5.80 Tail Aspect Ratio: 3.09
Fuselage influence: 0.00cm (= 0.00% of MAC) Stabilizer Volume (Vbar): 0.52

Bob Parks about cgCalc:

«Markus, Yes, I am being fussy about this! And I very deliberately picked a very difficult case (canard/tandemwing) to test your calculator! For relatively
normal airplanes, you already have what I think is BY FAR the best thing I have seen on the internet. I will certainly refer people to it.»
Bob Parks was chief designer for the Chicken Whisperers team for Red Bull FlugTag Long Beach 2013

How to use: Explanation:

It has been found both experimentally and theoretically that, if the
1. Select the units of measurements. aerodynamic force is applied at a location of 25% of the Mean
2. Take your wing or entire airplan and align it in a right angle to a Aerodynamic Cord (MAC), the magnitude of the aerodynamic moment
wall. the leading edge of the center chord R is the datum for remains nearly constant even when the angle of attack changes. This
defining the trapezoids location is called the wing's Aerodynamic Centre (AC). The AC value is
always measured from the Leading Edge (LE) in the center of the
corresponding wing and includes the sweep at MAC position.

The Neutral Point (NP) of an aircraft is the point where the aerodynamic
forces are balanced. Having two or more wings interacting on your aircraft
(e.g. main wing and tail) they influence the aerodynamic forces to your
aircraft. The NP value is always measured from the leading edge (LE) in
the center of the main wing.
The «tail effectivness» influences the NP position and does not only
depend on it's size, but also it's location relative to the main wing.
This must be estimated and will be between 0.9 and 0.6 for a normal tail.
The closer the tail to the main wing wake or/and in disturbed air flow of a
3. Approximate your wing with max. 5 trapezoidal panel including the fat fuselage the lower the tail effectivness gets - even down to 0.3 in
panel within the fuselage - see examples: extreme.
Some typical tail effectivness are listed:
T-Tail¹: Select this option only if the tail is well outside the main wing
plane.
V-Tail²: project the V-Tail onto the horizontal plane and use the projected
dimensions.
Flying Wings & Delta: Do not have a tail (second wing). Therefore
Aerodynamic Center (AC) and Neutral Point (NP) are identical.
Canard: Although the stabilizer is in front of the main wing, the stabilizer
has to be defined as «tail» wing. However, make sure the Distance
between main wing and tail (stabilizer) is defined as a negative value.
Warbird: Warbirds do have tipically a tail effectivness of around 70...75%

The Center of Gravity (CG) is the point where the aircraft's weight is
balanced. The CG value is always measured from the leading edge (LE)
in the center of the main wing respectively the leading wing for bi-planes.
For longitudinal stability the CG is placed 5% to 15% of MAC in front of
the NP. This margin for stability is called Static Margin. A lower static
marging will result in less stability, a grater elevator authority (agility) and
a more «tail heavy» aircraft. But any CG byond NP will lead to
uncontrolable flight conditions and aircraft upset.
A higher static margin creates more stability, less elevator authoritiy
(slugish pitch) and a more «nose heavy» aircraft. Too much static margin
may lead to an elevator stall unable to pitch the aircraft for take-off or
landing
Grumman X-29 Sukhoi Su-29 For a typical conventional monowing aircraft design the CG is
4. accurately measure chord (R & T), sweep (S) and panel span (W) between 25% to 38% of MAC.
of each trapezoid according sketch on top. The Stabilizer Volume (Vbar) is a value for maneuverability. The lower
Remark¹: for extreme wing dihedral (V-shape) or for all V-Tail use the more agile the aircraft gets. Typical values are:
the planform dimensions projected onto the horizontal plane. 0.5...0.9 Trainer
For a negative swept wing use negative values for S - see Arcus 0.3...0.6 Aerobatic
example below. 0.5...0.8 Glider
5. select the type of your tail (standard stabilizer, T- or V-tail, canard, 0.5...1.1 High-lift Jet
flying wing or delta) and repeat 2. to 4. for your stabilizer. 0.3...0.5 Combat Jet
Note: Use a "small stabilizer" when the tail area is less than 10% of 0.0 for Delta & Flying Wing (due missing Stabilizer)
the wing area.
6. measure the distance (D) from the leading edge (LE) of the main The optimal Center of Gravity must be evaluated in flight. For safety
wing to the leading edge of the stabilizer (see abouve). reason start CG evaluation always in a conservative manner with a static
7. define the static margin. margin of 15...5% for a good longitudinal stability. Optimize CG in small
8. Select the Static Margin. We recommend: steps only! Never ever exceed the CG of cgCalc or manufacturer on
12.5...5% when considering the lift effect of the fuselage. maiden flight!
17.5...10% when neglecting the fuselage.
9. Define the fuselage dimensions and the type most closely fits your Consider Fuselage
fuselage shape. Insert the length WITHOUT propeller & spinner. Considering the impact of fuselage is for conventional aircraft designs
For Delta, Wing and Canard designs the cuselage may not be only. The «Fuselage influence» MUST be a negative value! A positive
calculated/inserted. value indicates a destabilizing fuselage and the calculated CG value is
10. Plausability Check: A conventional monowing aircraft design INVALID. Alternatively calculate your CG by neglecting the fuselage.
results in a CG between 25% and 38% MAC For Delta, Wing and Canar configuration the influence of the fuselage's lift
may not be calculated.
Results:
Save your project
Your result contains ?? you are not logged-in as a member. Login Click the link right of «Results». The page will be reloaded with your data
on the top or sign-up for membership. entries. The URL of the browser may now be saved in your browser
Verify the wing and fuselage drawing does correspond to your favoties or you may copy the URL to any other document.
airplane
Verify the wing and tail span do match the span of your plane Limitations - what does cgCalc NOT do:
Verify the wing area corresponds to manufacturers information
The Center of Gravity is measured in the middle of the cgCalc does not provide aerodynamic performance analysis.
fuselage from the leading edge (LE) of the main wing. Positive Propulsion and aeroelasic effects on incidence and dynamic
value are towards the back, negative towards the front of the stability are not covered.
aircraft. Canard: For canard configuration the stabilizer is significant
Use a rather conservative CG value for inflight evaluation and smaller than the main wing. For tandem wings use the «std
approch a lower static margin (decreased stability) in small steps. stabilizer» option.
neglecting Fuselage: cgCalc does not take into account the lift
Other Examples: (Click on the examples for calculation) effect of fuselage for conventional aircraft designs only. When
neglecting the fuselage and having a fat fuselage in front the main
wing, use an additional 5 to 8% static margin (see Sukhoi example
uses rather 15% than 10% static margin).
cgCalc does not take into account a long stem of the fuselage
(e.g. airliner). These lead to a considerable forward displacement
of the CG. Ignore the results of cgCalc in these cases.
considering Fuselage: cgCalc does take into account the lift
effect of fuselage for conventional aircraft designs only. However,
keep in mind this will correct the fuselage lift effect only roughly for
none-fancy fuselage.
Jets with intake below or ahead of the wing or twin aircraft with
wide nacelles do have a significant destabilizing effect and is not
taken into account by cgCalc.
Usage on own risk - we reject any liablility.
Mirage 2000 Spitfire Mk 47 Velocity XL Arcus
cgCalc is based on Simon's equation with his guidance for estimated
de/da.

Example of a Bi-Plane What to consider for bi-planes:

Select the option "Bi-Plane" for the "Wing" and also enter the geometry of
the second wing. The "Stagger" defines by how much the wing is offset to
the rear. It does not matter whether it is at the top or bottom. In the
majority of biplanes, it is at the bottom.

Experience shows that manufacturers of biplanes with swept wings

often disregard the sweep when specifying the C.G. (assuming a straight
wing without sweep). This results in an extremely conservative CG (quite
far forward).
Again, always use the more conservative CG for the first flight and then
gradually move the CG back until the model behaves as desired in terms
of agility and stability.

Pitts Bi-Plane with staggered wings

Center of gravity vs. Decalage Briefly summary:

We hear the following question over and over again: The CG determines the flight characteristics (stability) and thus influences
"I have been using eCalc for a long time and have now become aware of the trim of a stable flight condition. For its part, the decalage is used
cgCalc. My question - the center of gravity depends on the Decalage, but exclusively for trimming, which neutrally trims your flight model to a
I can't find it in cgCalc. But for a large glider model this is of interest - will desired and specific air speed.
there be an addition?" The decalage has an important significance, because its misalignment
In some (online) discussions the impression is given that C.G. position can quickly lead to an unmanageable model, which is equivalent to a
and decalage (angle of attack difference btw. wing and stabilizer) have the complete "out of trim" situation. However, it has no influence on the flight
same relevance for flight characteristics. This article (sorry german only) characteristics, which are based on the stability reserve of the center of
is about exactly this widespread misunderstanding. gravity.

usage on own risk - we reject any liability

© by Solution for All Markus Müller - www.eCalc.ch - info[at]eCalc.ch

Impressum | Terms & Condtions | Privacy | Cookie | Advertising
we reject any liability - usage on own risk
Version 3.11.1 - 09.3.2023