16/16 and the tool analogy really lit a lightbulb for me, even after almost 50 years as a pilot. I knew CG, but this shed a whole new light in it. Thanks.
16:16. Weight and balance is a tough discussion to have with passenger who don’t get why they can only bring 25# worth of baggage. I once flew my daughter and her husband (6’ 4”, 285#) from Chicago to Marquette, MI. He and I had wide shoulders, too wide for the aircraft. I had to have him in the back of my Dakota and really spent some time doing W&B at the last minute on the ramp.
16/16! One thing you mentioned on an old video that REALLY helped me visualize the authority/leverage concept was: If a door handle was in the middle of a door, we would have to work a lot harder to open that door. The distance from the handle to the hinges is a short arm. We have door handles as far away from the hinges as possible and thus, have a longer arm. Thanks for this video, incredibly important to know! See you tomorrow for 17!
I always want an "aft cg" (within cg limits) and I am a very high time pilots. I flew in Alaska for 10 years and then I flew MD-11 jumbo jets...worldwide. Yes I have flown around the world as well (topical question). An aft cg always gives you a "slightly higher cruise speed" compared to a forward cg. Always fly within cg limits and you will be safe and fine. Blue Sky's!
16/16 Jason you make everything sound so easy. Love the tools analogy! Will be signing up for your online ground school when I start my FAA PPL conversion.
Great stuff, as always, Jason: I used your door handle analogy during my Instrument Check ride oral a couple of years back. The DPE though it was great!
16/16 another great metaphorical explanation, Jason. And chopsticks work the same way! Thanks for the outstanding pedagogy! Blessings you and the team.Tim
I'm 16/16. When I started my pilot training all I knew about weight and balance was There is paperwork in the folder about W&B in the folder that I needed. But my ground school, CFI, and Jason made a big difference in my perception of weight and balance. Thank you all. These are great videos. 👍
WOW Jason, I've been flying GA for 12 years, instructed for 2 of those but I have never heard the aft CG/length of arm to tail analogy in relation to leverage! I will teach that from now on, that makes so much more practical sense & includes the important of the tail surfaces during recovery maneuvers!
👍16 for 16. For a Rusty pilot prepping to get back in the air this series is a wonderful primer and reminders of areas to delve deeper into where we are weakest as we strive for Mastery. ❤️😎👍
16 for 16. As a student pilot I definitely noticed the difference when I took my son along with me in the back seat diring a lesson on our C172. The elevator needed more deflection at rotation and more at landing, caused by not onlythe CG but the additional weight.. Great video as always.
16/16. This is a great way to picture the cg and thank you for clarifying the speed difference in an aft cg, I knew it was a major increase but didn’t know it was so minimal. My school does wb before every flight and it makes even more sense now. Thank you!
16 for 16, still trying to catch up. What an interesting way to describe CG, by relating it to the flight controls that actually provide the leverage for recovery. I have only been taught to measure CG from the datum. I love seeing this perspective.
16/16, Jason. You probably should have reminded people that the CG is the point around which the aircraft rotates on all axes. That would help explain why the arm from CG to tail is so important.
16/16 - In training I got caught up too much in the calculation, thanks for bringing this back to the basics and the "why" it's important. I'm loving the SPC
16 for 16! Great analogy with the tools! I hadn’t heard that before. Also, I always thought the greatest problem with an aft CG, particularly out of limits, is that a stall may be unrecoverable!
Solo crossX tomorrow. My CFI does a great job of covering these topics, but it never hurts to hear another example. When talking about leverage, I like to think of opening a door. You can open a door easier if the knob is near the latch instead of the non being near the hinge.
16-4-16/ In any engineering design, one of the most important disciplines is called mass properties engineering. We make the envelopes that the A/C w&b falls into and assessing airworthiness of the A/C. When GA upgrades the A/C, ie panel, the A/C is recertified for flight and updated W&B by the authorized repair station. Just a fyi.
16 4 16 hello Jason, I was a day late and an hour short but I’m all caught up now. I had a busy day of flying and practising in the old Cherokee . Fabulous use of terms and analogies with your explanations.Just a note to mention if we are too far forward with our Cof G we must pay close attention to running out of elevator authority in the event that we may have to do an aborted takeoff on a short filled with possible obstacles to avoid. Just a thought ,
16/16. Funny story. After I got my Pilot certificate I wanted my first flight to be with my wife. I told her that I needed her actual weight of her purse in order to accurately calculate the CG. I know...Im kinda an A** lol Funny part is her purse was loaded with about 18lbs of coins from her job (Bartender). Well we were able to fly thankfully. lol. Great Stuff Jason.....
The within the CG limits is more critical on the smaller the plane. The calculations are more critical on the smaller planes. I had to do W&B on my General test for my A&P.
16/16 the heaviest people should be the pilot and co-pilot. At 350 lbs, I would have useful purpose sitting in the front. 😀 the farther forward the CG, the more effective the level. Tow truck and crane operators learn the CG concept really well.
Thanks my teacher you are mental trainer for me Please i want to be airline pilot Yet i did join to any school or center for training but now only i am planing so please what would you advise to me
Which CG gives you a higher speed for a set manifold pressure...a forward cg or an aft cg...assume both cg's are within cg range. Everyone please reply!
I believe you may be confusing the two key concepts of Longitudinal stability (LS) and control authority. While an aft CG reduces the moment arm of the elevator, it does NOT reduce total elevator authority. If anything it makes the aircraft MORE responsive to any given elevator input. The why, completely escapes this video. LS is a function of CG because of the relationship between CG, Aerodynamic center (AC), and the downforce required from the tail. As the CG moves aft towards the AC the static margin or resistance of the A/C to pitch changes reduces and the required downforce from the elevator is reduced. This "unloading" of the elevator means that any given movement has the ability to create a much greater pitch response. The inability of an aircraft in recovering from high alpha post stall situations at aft CG's also has more to do with the CG's postion in relationship to the A/C than the distance between elevator an CG. Simply put an aircraft with a CG aft of the A/C will tend to diverege in pitch rather than return to it's trimmed state. Essentially there IS NO trimmable stable state available to the pilot.
It’s funny how people will do anything to get an extra 3 knots. It’s not perceivable and you arrive at your destination a minute or two sooner. Like you eluded to, is it worth it? I say not
That is the most difficult weight and balance explanation that I have ever come across. You've not even looked at cg profile charts. And those CG stars were way out. The whole presentation was just ridiculous. 20 years experience aircraft Weights Engineer.
![Noob To Max With DRAGON REWORK In Blox Fruits [FULL MOVIE]](http://i.ytimg.com/vi/LnBMOinoOvA/mqdefault.jpg)
16/16 and the tool analogy really lit a lightbulb for me, even after almost 50 years as a pilot. I knew CG, but this shed a whole new light in it. Thanks.
16 for 16. I have NEVER heard an explanation of CG like that and learned a lot today. Thank you Jason.
nice work!! No problem!
16:16. Weight and balance is a tough discussion to have with passenger who don’t get why they can only bring 25# worth of baggage. I once flew my daughter and her husband (6’ 4”, 285#) from Chicago to Marquette, MI. He and I had wide shoulders, too wide for the aircraft. I had to have him in the back of my Dakota and really spent some time doing W&B at the last minute on the ramp.
16/16! One thing you mentioned on an old video that REALLY helped me visualize the authority/leverage concept was: If a door handle was in the middle of a door, we would have to work a lot harder to open that door. The distance from the handle to the hinges is a short arm. We have door handles as far away from the hinges as possible and thus, have a longer arm. Thanks for this video, incredibly important to know! See you tomorrow for 17!
thanks for watching! love the feedback
Thank you Jason for these videos. I’m a CFI applicant, and these videos help tremendously.
I always want an "aft cg" (within cg limits) and I am a very high time pilots. I flew in Alaska for 10 years and then I flew MD-11 jumbo jets...worldwide. Yes I have flown around the world as well (topical question). An aft cg always gives you a "slightly higher cruise speed" compared to a forward cg. Always fly within cg limits and you will be safe and fine. Blue Sky's!
This was the best, cleanest explanation of "why" related to W&B; thanks, it was really eye-opening!
16/16 Best explanation i have ever heard in 40 years of flying Thanks so much!
16/16 Jason you make everything sound so easy. Love the tools analogy! Will be signing up for your online ground school when I start my FAA PPL conversion.
Great stuff, as always, Jason: I used your door handle analogy during my Instrument Check ride oral a couple of years back. The DPE though it was great!
16/16 another great metaphorical explanation, Jason. And chopsticks work the same way! Thanks for the outstanding pedagogy! Blessings you and the team.Tim
16 of 16! Leverage and tool analogy really made this concept click for me.
Glad to hear it!
So smooth and clear with something so dry. Great instructor.
I'm 16/16. When I started my pilot training all I knew about weight and balance was There is paperwork in the folder about W&B in the folder that I needed. But my ground school, CFI, and Jason made a big difference in my perception of weight and balance. Thank you all. These are great videos. 👍
WOW Jason, I've been flying GA for 12 years, instructed for 2 of those but I have never heard the aft CG/length of arm to tail analogy in relation to leverage! I will teach that from now on, that makes so much more practical sense & includes the important of the tail surfaces during recovery maneuvers!
16/16! Another great lesson!
16 / 16 over halfway there. You make it so easy. Thanks.
Keep up the good work!
👍16 for 16. For a Rusty pilot prepping to get back in the air this series is a wonderful primer and reminders of areas to delve deeper into where we are weakest as we strive for Mastery. ❤️😎👍
16/16 Finally caught up! Wonderful series, thank you EVERYONE AT MZEROA for all of the work you have put into this series.
Sixteen for Sixteen... W&B 101. Good stuff. Serious Stuff. Thanks Jason!
Excellent Video Jason. Thank You.
16/16 - yet another excellent topic and video!
16 for 16. As a student pilot I definitely noticed the difference when I took my son along with me in the back seat diring a lesson on our C172. The elevator needed more deflection at rotation and more at landing, caused by not onlythe CG but the additional weight.. Great video as always.
16/16. This is a great way to picture the cg and thank you for clarifying the speed difference in an aft cg, I knew it was a major increase but didn’t know it was so minimal. My school does wb before every flight and it makes even more sense now. Thank you!
16/16! First video I watch every morning!
16/16 what a great explanation!!! You make things so more understandable! Thank you!!!
16/16…..gosh what a great explanation…..your videos explain things so well !!! 😊 Thank you!
16/16. Always fun telling the kids to leave some items behind when they think they can pack their entire room on a trip!
16:16. Enjoying and looking forward for more interesting days
Great video and a really good way for me to understand weight and balance in a new way, thanks again, Jason.
16 for 16, still trying to catch up. What an interesting way to describe CG, by relating it to the flight controls that actually provide the leverage for recovery. I have only been taught to measure CG from the datum. I love seeing this perspective.
16/16, Jason. You probably should have reminded people that the CG is the point around which the aircraft rotates on all axes. That would help explain why the arm from CG to tail is so important.
Dude that totally makes sense! I love this explanation.
Glad to hear you liked it!
16/16 - In training I got caught up too much in the calculation, thanks for bringing this back to the basics and the "why" it's important. I'm loving the SPC
Good stuff!
Best explanation of CG 👍🏻
16 for 16!!! this is such an important detail!
awesome!
16/16 headed for 31/31. Great lesson! Well explained
This is the easiest way I have found to describe the weight and balance!
Great series! 16/16!
16 for 16! Great analogy with the tools! I hadn’t heard that before. Also, I always thought the greatest problem with an aft CG, particularly out of limits, is that a stall may be unrecoverable!
very good point. thanks for watching!
Awesome lesson! 16 for 16
Really appreciate this video!
Amazingly clear. Thank you.
Glad it was helpful!
Great explanation !
Very helpful thanks
16 for 16 👍 Great info especially for guys like me whom build and design our own Flying Radio Control Model Airplanes !
16/16 and lovin' it!!
great work!
Solo crossX tomorrow. My CFI does a great job of covering these topics, but it never hurts to hear another example. When talking about leverage, I like to think of opening a door. You can open a door easier if the knob is near the latch instead of the non being near the hinge.
Congrats Andrew! If you share your tail I'll follow along.
16-4-16/ In any engineering design, one of the most important disciplines is called mass properties engineering. We make the envelopes that the A/C w&b falls into and assessing airworthiness of the A/C. When GA upgrades the A/C, ie panel, the A/C is recertified for flight and updated W&B by the authorized repair station. Just a fyi.
16 4 16 hello Jason, I was a day late and an hour short but I’m all caught up now. I had a busy day of flying and practising in the old Cherokee .
Fabulous use of terms and analogies with your explanations.Just a note to mention if we are too far forward with our Cof G we must pay close attention to running out of elevator authority in the event that we may have to do an aborted takeoff on a short filled with possible obstacles to avoid. Just a thought ,
16/16 - still with you..
16/16 Never really heard the rear CG being faster but makes sense to prefer a slight forward CG for safety.
16/16. Great job
nice!
Hey Jason, I am 16 for 16! 😊
16 for 16 Jason, continuing with IFR training.
16/16. Thank you for the "Ah ha!" moment
No problem!
16/16. Funny story. After I got my Pilot certificate I wanted my first flight to be with my wife. I told her that I needed her actual weight of her purse in order to accurately calculate the CG. I know...Im kinda an A** lol Funny part is her purse was loaded with about 18lbs of coins from her job (Bartender). Well we were able to fly thankfully. lol. Great Stuff Jason.....
16/16! This must be why my Dad would load us up with youngest kids in back ((in a Piper Cherokee 6)
🛑✈️📖✈️🛑
Jason,
Another great job kudos to you sir.
16/16 👍
(Let's never get tired of learning!)
🛫🙏🛬
Brilliant
The within the CG limits is more critical on the smaller the plane. The calculations are more critical on the smaller planes. I had to do W&B on my General test for my A&P.
very true!
16 for 16. Thank you!
thank you!!
I have yet to find 1 video on the whole internet for years that explains weight and balance on a pusher.
16/16 the heaviest people should be the pilot and co-pilot. At 350 lbs, I would have useful purpose sitting in the front. 😀 the farther forward the CG, the more effective the level. Tow truck and crane operators learn the CG concept really well.
16 4 16. Fuel and your tanks play a factor too
thanks for watching!
Thanks my teacher you are mental trainer for me
Please i want to be airline pilot
Yet i did join to any school or center for training but now only i am planing so please what would you advise to me
16/16 and half way through GSA.
Which CG gives you a higher speed for a set manifold pressure...a forward cg or an aft cg...assume both cg's are within cg range. Everyone please reply!
16 /16. Oh yeah!,,,,
16/16!
16/16 :-)
I believe you may be confusing the two key concepts of Longitudinal stability (LS) and control authority. While an aft CG reduces the moment arm of the elevator, it does NOT reduce total elevator authority. If anything it makes the aircraft MORE responsive to any given elevator input. The why, completely escapes this video. LS is a function of CG because of the relationship between CG, Aerodynamic center (AC), and the downforce required from the tail. As the CG moves aft towards the AC the static margin or resistance of the A/C to pitch changes reduces and the required downforce from the elevator is reduced. This "unloading" of the elevator means that any given movement has the ability to create a much greater pitch response. The inability of an aircraft in recovering from high alpha post stall situations at aft CG's also has more to do with the CG's postion in relationship to the A/C than the distance between elevator an CG. Simply put an aircraft with a CG aft of the A/C will tend to diverege in pitch rather than return to it's trimmed state. Essentially there IS NO trimmable stable state available to the pilot.
16/16.
16 for 16, thanks
16/16
Who offers certified online aviation weight and balance load control courses?
16for16
Getting caught up. 16:16
16 for 16
16 for 16!
Awesome!!
great!!
day 16 of 31
Or “Plane English” as it were! Sorry, Jason, I couldn’t help myself!
Ok Jason im16 for 16
Day 16 of 16 of the 31 day safer pilot challenge.
nice work!
It’s funny how people will do anything to get an extra 3 knots. It’s not perceivable and you arrive at your destination a minute or two sooner. Like you eluded to, is it worth it? I say not
In plane English
haha nice
The red star makes it a glorious Soviet fighter, fighting for the motherland
That is the most difficult weight and balance explanation that I have ever come across. You've not even looked at cg profile charts.
And those CG stars were way out.
The whole presentation was just ridiculous.
20 years experience aircraft Weights Engineer.
Thanks for your feedback and for watching!
16 for 16…….
16/16. Always fun telling the kids to leave some items behind when they think they can pack their entire room on a trip!
16/16
16 for 16
16/16
16 for 16
16/16
16 for 16
16 for 16
16/16
Awesome job!
16/16
good work!
16 for 16
nice work!