As the CG moves aft, a less stable condition occurs, which decreases the ability of the aircraft to right itself after maneuvering or turbulence. Aft CG. As the CG moves aft, the rudder’s moment arm is shortened, producing less leverage for the rudder. He asked me to find out what the max MOM was with a fully loaded airplane at AFT CG. He quoted "1 hour of flight training" in the regs and said flight training implies instruction so he couldn't do it. A higher airspeed would be required to counteract the yaw into the inoperative engine. Forward Vs. Aft CG. "C", most correct. Solo, with plenty of gas, you'll have options of finding a longer runway. A CFI with a new student, unaware of the aft CG, might think it was a problem with pilot skill and at first be unalarmed—only to learn too late, when he took full control of the airplane, that the problem was more complex than just a student struggling with a heavy-weight take off on a … Most Unfavorable CG Location: The aft-most CG limit is the most unfavorable CG position. Critical engine wind milling Furthermore, CG within the pitch range has a negligable effect on roll or yaw stability. After lunch, he asked me to write a lesson plan for Steep Turns, which I already had done. If I were you, I'd go do a bunch of landings by yourself. This will cause the rudder to have less authority in overcoming yawing forces, causing V MC to increase. After i heard that a not endorsed CFI could do the BFR I asked a buddy of mine if he'd be willing to do it. "D"efending Paul here, This would have been revealed in a hang test ("dangle angle"). First, aft CG doesn’t make the airplane unstable in pitch, design won’t let that happen because it’s unsafe. A good CFI is great, but can also mask issues by fixing them before you notice them. In a tail-wheel plane on the take-off run when the tail comes up it will produce a left turning tendency, as the top of the propeller is "pushed" forward and the bottom is "pulled" aft; When the nose is raised for climb it will produce a force to the right; When the nose is … And you probably know that when you move your CG forward or aft, it affects your airplane's performance. But how? The aft CG limit is the most rearward position at which the CG can be located for the most critical maneuver or operation. This could be caused by one or a combination of factors: an aft CG, the pilot not pulling power to idle or some aspect of the design/manufacture. When you have an aft CG, the arm between the CG and the rudder is shorter, which means the rudder will be less effective. Should the CG be too far aft, it may be unrecoverable. The AFH was the reference book for that he said, ... My CFI arranged for me to fly with a different examiner. So with an aft CG, the Vmc speed increases and a forward CG would decrease Vmc. The key to realize is that while an aft CG is less stable than a forward CG it is also more controllable. Max gross weight operations is normal, and if the aircraft passed the hang test within manufactures CG limits, you should not have excessive forward cyclic. The relationship between aircraft performance and CG location is simple: by moving the CG forward and aft, you change the amount of tail down force and lift you need for stable flight. aft CG, Thanks for the response. As everyone else has said, this isn't a CG issue. Let's take a look. Unfortunately it seems that many aircraft have been unable to recover from a flat spin. "B" is kind of a "got ya" deal. Too much forward cyclic during flight is probably due to (C) critical aft CG. 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