Thanks to that, I'm working for less than minimum wage. If that pallet is in the forward most position capable of handling it, the longitudinal CG would be considerably more forward than if the pallet were in the aft most position. Boeing refers to the position along this axis as the BBL, body buttock line, and there are typically limits as to how far from the aircraft centerline the lateral CG can be.Basically your question is a combination of two aspects that were already discussed in quite a lot of detail:The vertical position of the CG on an airplane and its effect on stability is going to depend largely on the position of the wings. 11 synonyms of aft from the Merriam-Webster Thesaurus, plus 7 related words, definitions, and antonyms. Plus, I don't know what would really constitute a high or low CG in an airplane. Abaft: near, toward, or in the stern of a ship or the tail of an aircraft. 5 synonyms of abaft from the Merriam-Webster Thesaurus, plus 6 related words, definitions, and antonyms. However, I'm not sure exactly what you're asking: obviously "low" doesn't mean the same thing as "aft", so are you asking if the Yes im asking if the effect of a low CG is the same as AFT CG and if not then what's the difference between them?As a pilot, I've only used forward/aft CG. @Shawn Are you talking about moving the CG up/down to make a noticeable difference? $\begingroup$ As a pilot, I've only used forward/aft CG. Find another word for abaft. And high and low?I already know that the lower the CoG, the greater the static lateral stability. Essentially, your tail is an 'upside down' wing that generates lift downward. Very possibly in either instance the respective forward and aft CG limits would be exceeded. Many aircraft which are designed for maneuverability e.g. By using our site, you acknowledge that you have read and understand our Aviation Stack Exchange is a question and answer site for aircraft pilots, mechanics, and enthusiasts. Boeing refers to the longitudinal axis measurement as the BA, balance arm, although the longitudinal CG is usually spoken of in terms of the percent of the mean aerodynamic chord.Let's say you have a freighter with a single 10,000 lb pallet in it. For example, the mizzenmast is abaft the mainmast. As a motorcycle rider, I've only used high/low CG. Aft CG. being at or in the part of something opposite the front part @FreeMan Correct, however, it's surprising (at least to me), how tolerant of lateral imbalance some aircraft are, especially the 747. Featured on Meta Stern: The stern is located at the back end of the ship, opposite from the bow. Those sideways forces (the keel effect) thus have a longer moment arm to right the aircraft.

Because if you are implying a front/back won't either I'd suggest the next time you go flying to trim the airplane out then have your passenger slide the seat forward or back about 4 inches and watch what the plane does :)@RonBeyer Talking about up/down in an airplane. Boeing refers to the vertical axis measurement as the WL, water line.Though you didn't ask about it, there is a third axis, the lateral axis, extending from wing tip to wing tip so to speak.

The opposite of stern is bow. He also might mean that the vertical CG of the maindeck load itself is greater than 42" above the maindeck floor. Plus, I don't know what would really constitute a high or low CG in an airplane. So does this mean that a low CoG is the same as an aft CoG?Note: If the effects of an AFT CG is not the same as Low CG, then what's the effect of each one of them or what's the difference between them?, and most importantly when is the CG is AFT or Forward?, and when is the CG Low or High?I'm not sure I'm understanding what you're trying to get at, but let me try to answer the sentence:most importantly when is the CG is AFT or Forward?, and when is the CG Low or High?Whether the CG is aft or forward refers to its position along the longitudinal axis of the airplane, that axis that runs from the aircraft nose to the tail. near, toward, or in the stern of a ship or the tail of an aircraft Thanks : )Reading about CG on a 747 I can't help but think of @KarimElshawarby As I understand it, both configuration 1 and 2 that you refer to promote lateral stability (i.e. See I also suspect you mixed up lateral and longitudinal stability. A forward CoG is generally more stable than an aft CoG. Aft: being at or in the part of something opposite the front part. Detailed answers to any questions you might have Antonyms for aft include anterior, fore, forward, front, frontal, frontward, frontwards, first, leading and beginning. Anybody can ask a question The stern is in the aft, the bow fore. If a loadmaster said only, "I've got a forward CG," he might mean that the load is forward of the forward limit, or he might simply mean that the load is within the limit but more forward than he likes.Now let's say that we split the 10,000 lb pallet into two 5,000 lb pallets, and we put one of them in that most forward position on the main deck and the other in the same longitudinal position on the lower deck. Longitudinal stability is stability in pitch, that is around lateral axis. the flight attendant informed us that the plane's exits are located fore and Forward: Forward on a ship means toward the direction of the bow. Usually if people refer to just "the CG" they're typically referring to the longitudinal position of the CG as that is generally the most critical. aerobatic aircraft, military fighters, etc. Reacting to these unintended changes, the pilot then begins to pull the elevator control aft (thus increasing the angle of attack and load factor) while applying opposite aileron to … LOL Welcome to the site! Loadmasters on 747s don't have to worry about the vertical CG because there are no defined limits for it in 747 weight and balance manuals. Learn more about Stack Overflow the company

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