FORWARD & AFTER OUT LIMITS - C.G.



C.G. LIMITS
DATUM

C.G.
FORWARD - AFTER +

1) Drag Increases => Fuel consumption increases, (CRUISE)Range and 1) Longitudinal Stability Reduced => The aircraft will become very
Endurance Decrease. unstable. The stick forces in pitch will be light. The possibility of over

To avoid the the nose of the A/C pitching downwards, the

tailplane must produce a balancing down load. The resulting 2) Spin Recovery More Difficult => And it is more likely “flat spin” to
elevator deflection increases DRAG. develop.

2) Stall Speed Increases => It has significant effect on other performance 3) Drag Increases => Fuel consumption decreases, Range and
aspect: Endurance Decrease.

The Drag caused by the extreme manoeuvres.

The increase in tail down force is equivalent to an increase in
weight.
4) Glide Angle Difficult Maintain => Due to the tendency of the
2.1) Take-off Speeds V 1 VR V *MU will Increase aircraft to pitch up.

The more forward the CG and the greater the down force acts
on mail wheels and, for a particular elevator delection, the
5) Nose-wheel performance Decrease => Due to the weight on the
nose wheel is decreased, and then the efficiency of the steering will
greater the speed of the airlow required. The aircrat must
decreases.
accelerate for longer to produce the airspeed required.

* V MU - Min Unstick Speed => Speed at which the A/C will lift-off with its maximum
angle of the attack. ALEXANDER ZVEREV

2.2) The Available Speed Range will Reduce
2.3) The safety margin between low and hight speed buffet will
3) Longitudinal Stability Increase => Increase the pilot fatigue.
The resulting is in higher control column forces during
manoeuvres a corresponding increase in physical effort
required to overcome them.
4) Manoeuvrability Decrease => Due to the Increase of the Stability.
FORWARD & AFTER OUT LIMITS - C.G.
6) Used for the calculations of the Stall Speed => It considered to
be at the aft limit as it is the least favourable position with respect
to the minimum control speed. The minimum control speed is one
that will allow the aeroplane to remain directionally controllable in the
event of the loss of the critical engine. The directional control is
provided primarily by the rudder. The longer the arm between the
rudder control surface and the CG the smaller rudder deflection is
required to produce a given aerodynamic moment. If this arm
becomes shorter by positioning the CG on its aft limit more rudder
deflection is required to produce a given moment.
7) Stall Speed => Decreases.
8) Stall Speed => Reduction in power required for a given speed.
ALEXANDER ZVEREV