How to get the Optimum CG in an Airplane, and why is Important!
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- Опубликовано: 9 фев 2025
- This is a test that is totally worth doing, most planes fly with a forward CG, and you need to compensate with power and elevator on approaches or during turns, need to add power and trim all the way back to avoid running out of elevator at slow speeds, this will make your plane fly beautiful, I am not an instructor. so do it at your own risk.
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Glad to see the 182 is alive and well. Cheers.
Great to see the 182 back in the air!
Nice Larry! Happy for you to have her back in the air!
Real good to see the 182 again. Looking forward to the rebuild video
You teach me things my instructors never have. I love the information. This is mind blowing, and I am sharing this with all of my pilot friends!
Great to see the 182 flying! Well done. Looking forward to the rebuild videos.
Glad your back in her! Come to Guatemala! Fly with me! There are some cool spots here as i am sure you know.
wow so exiting ! thank you !
Interesting video makes perfect sense.
Thanks for this. You motivated me to correct the CG in my homebuilt. I improved it last year by adding lead weight in the tail. It improved the flying characteristics but I was still running out of trim with full flaps. Watching this, I went ahead and ordered some more lead. I knew I needed to do this but I kept putting it off. Thanks for motivating me to finish what I started!
Glad to see the 182 airborn again..
Glad to see you again contributing to the flying community. I am thankful for your shared expertise and glad to see you are also continuing to learn more and refine your own great skills. CG lessons are worth their weight in gold for safety and for fun and easier flying. Thank you for all of your videos and your efforts.
Very informative! Thank you. I don't fly real planes, but I've been flying RC planes. Still learning, and this information finally gave me the understanding of why my planes nose dive if power is removed. Thank you once again. Stay safe up there.
Cool stuff man.. Love your channel... Glad you got her back!
Never mind - I just saw your AoA video. Thanks!
This is an excellent video. I'm sending this out to all of my friends in the USA. including my Hispanic friends. You are 100 times better a pilot as I am, and I've been flying Cessnas since I first soled in 1968. Please keep these videos coming. They are very important to all pilots, not just in the USA but to every pilot in the world. Because you are a Hispanic teacher, you are well appreciated by all of our fellow Hispanic brothers and sisters in the USA. Your special scientific acuity is most important to all pilots throughout the world who may observe your videos. Thank you very much for your expertise regarding how to manipulate the impulses of each and every vibration of the Cesana 182 and other similar aircraft. JMHO of course. DPA
Glad to see TAIB flying again. One of my favorite video's to date. Seems so simple and yet 1st time ever seeing this concept explained. Both my P-ponk and flying a TR182 without ballast sport a 3-blade scimitar. I always considered "you just have to learn how to land them differently" scenario! Keep up the great videos! I already know what to expect doing this test without ballast as I am quite familiar with this anomaly for many years now compensating for it! There is a kit from Cessna to install tail ballast that I had not installed yet for McCauley upgrade sitting on the shelf still. I will do this flight test before and after.
Can't find that tail ballast kit...?
That's interesting. Never had that issue with the Pacer. Even loaded with camping gear I have miles of trim left on Approach.
Great video i realy enjoy your channel. I have messed around with this weight and balance issue a lot, i have a cessna 175 with 180hp lycoming and constant speed prop, and with full tanks and myself its very nose heavy i have a 60lb diving weight belt in the baggage compartment which works about perfect but i think if i installed an extended baggage kit i could reduce the weight and move it further aft and get the same results, or i could just go on a diet.
Make sure you recalculate W&B if you add more people. If you have "balanced" CG you're closer to excess after CG when you change the load.
Cessna ships it from the factory nose-heavy for good reason. Make sure you understand that before you go adding lead weight to the tail.
Great video! Is that an AoA guage on your glareshield, next to your compass? What kind is it?
Another excellent video and it does make a lot of sense. I do have a question: Moving the CG aft in a tailwheel (which by design has CG aft of the mains) lead to a greater tendency for a ground loop? Does it affect rudder authority?
You will need to be out of aft CG to be affected that much that leads to a tendency to ground loop. Rudder authority is not affected at all
@scottbeyer. Moving the CG aft does increase the tendency yes. Add more you do add more it’s getting unstable. As you increase the distance between the mains and the CG the stability decreases. The problem of any unstable equilibrium situation. The law of the physics is not change at the aerodynamic CG envelop as you are on ground the only thing that counts is the distance between the contact point of the mains and the CG. As this increases the tendency, or the instability of the equilibrium increases. For the rudder authority this is a still a aerodynamic factor and this authority is defined by the Surface size the deflection angel and the mass of air and it’s speed passing the deflection on the rudder. So the rudder authority is not directly affected by the added weight. As you my change your speed with this technique you may need to consider the effect on your ability. But with less speed there is also less kinetic energy so less tendency to ground loop instead of being faster. But still your CG is more aft so to balance your unstable equilibrium will be more difficult.
@backcountry182 love you Videos great job. Did allow myself the comment because I had the feeling that your respond could lead to a miss conclusion about the effects as I see it. Willing to discuss beside if you wish. Keep up the great videos coming😊
Could this perhaps compromise recovery from a stall or spin? Have you tried it? Why wouldn't Cessna set it that way at the factory?
There is a range of acceptable cg. These guys probably are at the forward range with 1 or 2 people on board. But they had better check that when they put passengers in the back and bags that they don’t go outside the range because spin recovery is just one of the things affected. Based on what they are saying, they don’t have a solid handle on the technical aspects of what they are doing.
Anyone know of an STC for adding weight in tail? I cannot find any!
Just need an approval from your mechanic
@@motoadveBackcountry182 I am pretty sure it is a structural modification. My mechanics are leery of the idea. How did you anchor your's? Did you use lead?
@@ericmuetterties1984 Diver lead weights, glued, velcroed , and tie rap, even survived a crash and never moved or damaged anything,
I don’t think ya need any govt approval for a bag a sand in yer cargo hold:)
@@aero3085 Actually you do. And the weight needs to be fastened to a bulkhead and marked "Do Not Remove" and painted red. It needs to be signed off by an A&P. Page 68 of "Weight & Balance Handbook (FAA-H-8083-1B)"
Do NOT EVER use trial and error to determine weight and balance. First just do the math and make sure your W&B / C.G. conforms to the limitations for both takeoff and landing. W
ONLY within those constraints can you safely (fly, and) experiment with placement of the CG. For example it's hard to spin the CE-1xx series unless your C.G. is a little aft of center. So load according to the mission. If we plug the anecdotal weights mentioned in this vid, to a W&B solution, and they are working, it is only because the aircraft was loaded within the published W&B for that specific aircraft.