777ord From United States of America, joined May 2010, 592 posts, RR: 2 Posted (3 years 7 months 1 day 1 hour ago) and read 3501 times:
I was reading the recently posted topic about Finnair's "Angry Birds" paint job and it made me wonder what sort of challenges/ changes are made to an aircrafts W&B to compensate for the new paint job, as well as what sort of drag changes/ challenges are made to compensate for the newly done paint job when it comes to flight planning.
When looking at such fascinating paint jobs as Peter Max on the CO 777, or Wanulu dreaming for QF etc... vice the AA 'bare bone' style paint job really come to mind on the topic, too.
KPWMSpotter From United States of America, joined Dec 2006, 469 posts, RR: 2
Reply 2, posted (3 years 7 months 1 day ago) and read 3470 times:
For aircraft as a whole, the weight change will be considered, but the paint doesn't contribute enough to the aircraft's CG to be considered. The paint scheme can be assumed to be an evenly distributed loading, especially when compared to the total weights in play across a whole aircraft. Weight will need to be factored into the aircraft's total weight, but not so much balance.
On the other hand, balanced components like rudders, tabs, and other flight controls must be considered for balance after paint work, as any change in the part's weight/balance can have significant impacts on the part's flutter properties. Other components (winglets, for example) are also weight and CG controlled - Boeing's APB winglets for example are typically allowed a +0.5lb variance in weight after repair/refinishing, anything larger than that will prompt an in-depth flutter analysis.
Most of the time flight controls aren't repainted with the aircraft (ailerons and elevators usually don't make up any important part of a livery), but rudders (and especially McDonnell Douglas rudder control tabs) must be removed and balanced after any work is accomplished.