Dear SlamClick -
Thanks a bunch for providing a written explanation of forward/aft CG and effect on drag, I could not figure a way to explain it as well as you did, as a matter of fact I printed your text, I will probably use it in the future if I am required to write a text with my little diagram of arrows on a classroom board.
Now as to stability... I take my turn for the explanation.
Aft CG or forward CG, difference in stability.
In simple words, visualize your CG moving forward (nose heavy airplane).
First consequence, more "weight on the wing" = HIGHER STALL SPEED...
Second consequence, longer arm to tail fin from CG (where the YAW AXIS is) = LOWER VMCA speed.
Third consequence, in stall, may recover better (nose heavy) = nose falls down first.
Fourth consequence, more induced drag (weight on wings) = higher fuel flow.
But shall we say the main consequence is "MORE STABILITY" -
Now move the CG aft (tail heavy airplane).
First consequence, less induced drag = fuel economy.
Second consequence, shorter arm from CG to tail fin (higher VMCA - not good).
Third consequence, less weight on the wing = LOWER STALL SPEED...
Fourth consequence, in stall, tail heavy, does not help nose to fall and recover airspeed.
Notice that in FAR
25, certification of airplanes -
Flight tests for demonstration of VMCA speed is done with AFT CG (the most detrimental CG).
Flight tests for demonstration of stall speeds is done with FORWARD CG (gives you higher stall speed).
Our friends studying, even PPL exams, should know the above theory.
And know the explanations of why this and why that.
Happy contrails - Thanks for the assistance of the Tech.Ops "Team"...