How to use:

1. Select the units of measurements.
2. Take your wing or entire airplan and align it in a right angle to a wall. the leading edge of the center chord R is the datum for defining the trapezoids
    
   
3. Approximate your wing with max. 5 trapezoidal panel including the panel within the fuselage - see examples:
    
           Grumman X-29              Sukhoi Su-29
   
4. accurately measure chord (R & T), sweep (S) and panel span (W) of each trapezoid according sketch on top.
   Remark¹: for extreme wing dihedral (V-shape) or for all V-Tail use the planform dimensions projected onto the horizontal plane.
   For a negative swept wing use negative values for S - see Arcus example below.
   
5. select the type of your tail (standard stabilizer, T- or V-tail, canard, flying wing or delta) and repeat 2. to 4. for your stabilizer.
   Note: Use a "small stabilizer" when the tail area is less than 10% of the wing area.
   
6. measure the distance (D) from the leading edge (LE) of the main wing to the leading edge of the stabilizer (see abouve).
7. define the static margin.
8. Select the Static Margin. We recommend:
      12.5...5% when considering the lift effect of the fuselage.
      17.5...10% when neglecting the fuselage.
9. Define the fuselage dimensions and the type most closely fits your fuselage shape. Insert the length WITHOUT propeller & spinner.
   For Delta, Wing and Canard designs the cuselage may not be calculated/inserted.
10. Plausability Check: A conventional monowing aircraft design results in a CG between 25% and 38% MAC

Results:

• Your result contains ?? you are not logged-in as a member. Login on the top or sign-up for membership.
• Verify the wing and fuselage drawing does correspond to your airplane
• Verify the wing and tail span do match the span of your plane
• Verify the wing area corresponds to manufacturers information
• The Center of Gravity is measured in the middle of the fuselage from the leading edge (LE) of the main wing. Positive value are towards the back, negative towards the front of the aircraft.
• Use a rather conservative CG value for inflight evaluation and approch a lower static margin (decreased stability) in small steps.

Other Examples: (Click on the examples for calculation)

Mirage 2000   Spitfire Mk 47                        Velocity XL               Arcus

Explanation:
It has been found both experimentally and theoretically that, if the aerodynamic force is applied at a location of 25% of the Mean Aerodynamic Cord (MAC), the magnitude of the aerodynamic moment remains nearly constant even when the angle of attack changes. This 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 fat fuselage the lower the tail effectivness gets - even down to 0.3 in 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
For a typical conventional monowing aircraft design the CG is between 25% to 38% of MAC.
The Stabilizer Volume (Vbar) is a value for maneuverability. The lower the more agile the aircraft gets. Typical values are:
   0.5...0.9  Trainer
   0.3...0.6  Aerobatic
   0.5...0.8  Glider
   0.5...1.1  High-lift Jet
   0.3...0.5  Combat Jet
   0.0 for Delta & Flying Wing (due missing Stabilizer)

The optimal Center of Gravity must be evaluated in flight. For safety reason start CG evaluation always in a conservative manner with a static margin of 15...5% for a good longitudinal stability. Optimize CG in small steps only! Never ever exceed the CG of cgCalc or manufacturer on maiden flight!

Consider Fuselage
Considering the impact of fuselage is for conventional aircraft designs only. The «Fuselage influence» MUST be a negative value! A positive value indicates a destabilizing fuselage and the calculated CG value is INVALID. Alternatively calculate your CG by neglecting the fuselage.
For Delta, Wing and Canar configuration the influence of the fuselage's lift may not be calculated.

Save your project
Click the link right of «Results». The page will be reloaded with your data entries. The URL of the browser may now be saved in your browser favoties or you may copy the URL to any other document.

Limitations - what does cgCalc NOT do:

• cgCalc  does not provide aerodynamic performance analysis.
• Propulsion and aeroelasic effects on incidence and dynamic stability are not covered.
• Canard: For canard configuration the stabilizer is significant smaller than the main wing. For tandem wings use the «std stabilizer» option.
• neglecting Fuselage: cgCalc does not take into account the lift 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.

cgCalc is based on Simon's equation with his guidance for estimated de/da.