A
Normal CG
Within limitsPilot up front, a passenger behind, a bag, 30 gal
2,205 lb · CG 42.21 in · Stable
- Stall speed −1% compared with the reference loading.
- Takeoff roll −4%; climb +5%.
Educational Flight Behavior Simulation
Same input, different loading
Simulation, not performance. A conceptual model of tendencies, not the performance of any real aircraft. Real performance comes only from the aircraft’s POH/AFM.
B
Aft CG
Within limitsLight pilot, two in the back, full baggage, 10 gal
2,315 lb · CG 46.74 in · Reduced
- Reduced stability: lighter control forces, easier to over-control.
- Takeoff roll +3%; climb −6%.
Same input for bothFull power, rotate at the same (notional) speed, hold the climb attitude.
t = 0.0 s (notional)
Lift-off: A after 4.9 s, B after 5.1 s (notional seconds). Rotation — A: Normal; B: Normal.
What to notice
- B's CG is 4.5 in aft of A's, so its static margin is 7.7% MAC smaller.
- B is 110 lb heavier than A.
- Aft CG: the nose comes up with less elevator — watch for over-rotation.
- More weight means more to accelerate: a longer run and a flatter climb.
Every index, side by side
1.00 = the reference loading (mid-range CG near maximum weight). Indices compare tendencies; they are not speeds, distances or forces.
| Index | A — Normal CG | B — Aft CG |
|---|---|---|
| Static margin (% MAC) | 17.3 | 9.6 |
| Stability | Stable | Reduced |
| Control force | 1.03 | 0.60 |
| Stall speed | 0.99 | 1.01 |
| Takeoff roll | 0.96 | 1.03 |
| Climb | 1.05 | 0.94 |
| Pitch inertia | 0.98 | 1.03 |
| Rotation | Normal | Normal |
| Flare | Normal | Normal |
| Stall recovery | Normal | Slower |