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boulder_ruby
boulder_ruby
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Studying up on the Cessna 162 Skycatcher POH to take my checkride in soon and I noticed the differential between the maximum and minimum CG's is a mere 2.5 inches from one to another.

I got curious and looked up the CG limits for the two other planes I train in, the CSA/CZ SportCruiser and the Cessna 172, and saw that the differences between their forward/aft CG limits are 6" and 12", respectively.

In terms of aerodynamic stability, I would indeed rank the Skycatcher (2.5" CGfwd/CGaft differential) as the least stable and the Skyhawk (12") as the most stable. Is there any connection between forward/aft maximum CG differentials and the amount of aerodynamic stability in an aircraft?

Edit: Still reviewing the responses, having been sent to the encyclopedia several times to study up on new terminology, but I just want to emphasize that the SportCruiser (6" diff) is dramatically more stable in the air than a Skycatcher (2" diff). Both of these aircraft have the same max gross takeoff weights, 30 foot wingspans and 23 foot lengths. So perhaps the Cessna 172 could be ignored for the purposes of addressing the question.

Studying up on the Cessna 162 Skycatcher POH to take my checkride in soon and I noticed the differential between the maximum and minimum CG's is a mere 2.5 inches from one to another.

I got curious and looked up the CG limits for the two other planes I train in, the CSA/CZ SportCruiser and the Cessna 172, and saw that the differences between their forward/aft CG limits are 6" and 12", respectively.

In terms of aerodynamic stability, I would indeed rank the Skycatcher (2.5" CGfwd/CGaft differential) as the least stable and the Skyhawk (12") as the most stable. Is there any connection between forward/aft maximum CG differentials and the amount of aerodynamic stability in an aircraft?

Studying up on the Cessna 162 Skycatcher POH to take my checkride in soon and I noticed the differential between the maximum and minimum CG's is a mere 2.5 inches from one to another.

I got curious and looked up the CG limits for the two other planes I train in, the CSA/CZ SportCruiser and the Cessna 172, and saw that the differences between their forward/aft CG limits are 6" and 12", respectively.

In terms of aerodynamic stability, I would indeed rank the Skycatcher (2.5" CGfwd/CGaft differential) as the least stable and the Skyhawk (12") as the most stable. Is there any connection between forward/aft maximum CG differentials and the amount of aerodynamic stability in an aircraft?

Edit: Still reviewing the responses, having been sent to the encyclopedia several times to study up on new terminology, but I just want to emphasize that the SportCruiser (6" diff) is dramatically more stable in the air than a Skycatcher (2" diff). Both of these aircraft have the same max gross takeoff weights, 30 foot wingspans and 23 foot lengths. So perhaps the Cessna 172 could be ignored for the purposes of addressing the question.

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boulder_ruby
boulder_ruby
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Is the differential between the forward and aft CG limits indicative of the overall stability of an airplane?

Studying up on the Cessna 162 Skycatcher POH to take my checkride in soon and I noticed the differential between the maximum and minimum CG's is a mere 2.5 inches from one to another.

I got curious and looked up the CG limits for the two other planes I train in, the CSA/CZ SportCruiser and the Cessna 172, and saw that the differences between their forward/aft CG limits are 6" and 12", respectively.

In terms of aerodynamic stability, I would indeed rank the Skycatcher (2.5" CGfwd/CGaft differential) as the least stable and the Skyhawk (12") as the most stable. Is there any connection between forward/aft maximum CG differentials and the amount of aerodynamic stability in an aircraft?