AEROWAY TECHNICAL REFERENCE
STD: 29.92 inHg
AEROWAY.ORGREF-01
Aeronautical Reference Architecture
HUB-D // MASS & BALANCE STATICS

Aircraft Loading & CG Domain Hub

Deterministic mass and moment statics governing aircraft gross weight limits, longitudinal Center of Gravity (CG) envelope boundaries, and fuel mass conversions.

2D Center of Gravity Envelope Matrix
Normal Category Active CG Pin
1600180020002200240036"38"40"42"44"46"48"MAX GROSS (2,400 lbs)CG: 40.03" (2260 lbs)
340 lbs
0 lbs
40 gal (240 lbs)
30 lbs
Quick Aircraft Loading Presets (C172 Baseline):
✓ ENVELOPE APPROVED
2260 / 2400 LBS
TOTAL GROSS WEIGHT
2260 lbs
Useful: 610 lbs
CG LOCATION
40.03"
Limits: 37.4" – 47.3"
TOTAL MOMENT
90.5k
90,475 lb-in
AFT MARGIN
+7.27"
Fwd Margin: +2.62"
Statics Principle:

Aircraft loading satisfies modeled longitudinal stability criteria. Fuel burn will shift CG marginally aft as tanks deplete in this model.

Full Weight & Balance Station Solver→Fuel Volume & Density Calculator→

02 //Aerodynamic Impact: Forward CG vs. Aft CG

FORWARD CG LIMITHigh Stability / Drag Penalty
  • ✓Longitudinal Stability: Highest pitch stability; strong natural recovery from stalls.
  • ✗Cruise Speed & Range: Reduced. Heavy tail-down force creates high induced drag.
  • ✗Stall Speed: Higher stall speed due to increased total aerodynamic wing loading.
  • ⚠Landing Flare: Greater pitch-control demand in modeled case; higher elevator deflection required.
AFT CG LIMITLow Drag / Critical Stability Risk
  • ✓Cruise Speed: Slightly higher. Minimal tail-down force lowers induced drag.
  • ✓Stall Speed: Marginally lower due to reduced wing downward loading.
  • ✗Static Stability: Reduced static margin; lighter stick forces increase sensitivity to control inputs.
  • 🚫Stall & Spin Recovery: Potentially reduced recovery margin; elevator pitch-down authority may be constrained depending on configuration.

03 //Aircraft Loading & CG Calculator Engines

STANDARDIZED REFERENCEv1.0.0-draft

Aircraft Fuel Burn, Endurance & Reserve Calculator

Calculate trip fuel burn, flight endurance, and jurisdiction-labeled reserves (14 CFR § 91.151/167) with fuel weight conversions.

Key Equation:
TripFuel = FuelFlow × Time; ReserveFuel = FuelFlow × ReserveDuration; TotalWeight = TotalVolume × Density
Launch Tool

04 //DPE Oral Exam Checkride Standards (Weight & Balance Statics)

What are the aerodynamic consequences of an Aft Center of Gravity?↓
An aft CG decreases the longitudinal distance between the Center of Gravity and the Center of Lift, reducing the tail-down force required from the horizontal stabilizer. This results in less induced drag and slightly higher cruising speed in conventional configurations. However, longitudinal static stability is reduced, pitch control sensitivity increases, and available pitch-down stall recovery margin may be reduced depending on aircraft design.
What are the aerodynamic consequences of a Forward Center of Gravity?↓
A forward CG increases static longitudinal stability and pitch-down restoring moments. However, it requires a larger tail-down force from the horizontal stabilizer in a conventional configuration, increasing total wing lift demand and induced drag (which can reduce cruise airspeed). In addition, excessive forward CG requires greater elevator deflection during landing flare.
What standard densities are used for aviation fuels?↓
In accordance with FAA-H-8083-25C: Aviation Gasoline (100LL Avgas) has a standard nominal density of 6.0 lbs/gal (0.72 kg/L); Jet A / Jet A-1 has a standard nominal density of 6.7 lbs/gal (0.804 kg/L); Aviation Oil weighs 7.5 lbs/gal (0.90 kg/L); and Water weighs 8.34 lbs/gal (1.0 kg/L).
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