Stall types differ by where the airflow separates and how that changes the airplane’s stability and control. A wing stall is the flow separation on the wing itself, causing a rapid loss of lift and a shift in the aerodynamic moment. This changes how the aircraft pitches and can make the wing less able to carry the aircraft, often altering lift distribution and potentially leading to a nose-down tendency or abrupt changes if the stall is uneven between wings. An elevator stall, on the other hand, is flow separation on the tailplane (the elevator). This reduces the tail’s ability to produce the necessary pitch moment, so longitudinal control and stability suffer because the airplane can’t trim or pitch as intended. The aircraft remains affected in pitch, but the root cause is loss of tail authority rather than loss of wing lift. Because they involve different surfaces and produce different stability effects, they are not the same phenomenon. The best understanding is that wing stall reduces wing lift and affects overall lift and pitch behavior, while elevator stall reduces tail effectiveness and undermines pitch control and longitudinal stability.

A forward CG makes the aircraft more pitch-stable and increases the restoring moment that the tail must provide to hold the nose up or down as needed. To trim or hold a given pitch with the CG forward, the elevator must act more in the direction that produces a nose-up moment, which requires greater force from the control system pushing the elevator toward the back. In other words, the actuators develop more pressure in the back-elevator direction to counteract the nose-down tendency and maintain the desired attitude. That’s why this option is the best description.

Stall speed is set by the wing’s ability to produce enough lift at the maximum lift coefficient (CLmax). In any maneuver, the aircraft must generate lift L equal to the load it carries: L = nW, where n is the load factor. When you’re in a turn or other maneuver, n is greater than 1, so the wing must produce more lift than in straight-and-level flight. Because CLmax is fixed for the wing, reaching the higher required lift means you must fly at a higher dynamic pressure, which translates to a higher speed to stay just at the point of stall. In other words, as load factor increases, the stall speed rises (roughly by the square root of the load factor). Altitude or density changes affect true airspeed, but the fundamental relationship—more load means higher stall speed—remains.

The moment balance about the center of gravity is what sets trim. The stabilizer deflection controls the tail lift, and the tail’s ability to create the necessary moment depends on the distance between the CG and the tail (the lever arm). That distance is determined by the CG position, so where the CG sits directly dictates how much tail lift—and thus how much stabilizer deflection—is needed to achieve equilibrium. If the CG moves forward, the lever arm to the tail changes in a way that often requires less tail lift to trim; if the CG moves aft, more tail lift (and more deflection) is needed. Tail area or thrust affect how much lift or moment the tail can produce, but the primary factor that determines the required deflection is the CG location.

When a wing stalls, the flow over the upper surface separates, which dramatically reduces lift, but it doesn’t disappear entirely. Lift comes from the pressure difference between the lower and upper surfaces integrated over the whole wing. Even with many parts of the flow detached, other areas can still maintain some attached flow or favorable pressure differences, so there remains a finite net lift. The lift is just much smaller and the wing becomes highly draggy and unstable. Only when the wing is fully reattached would lift vanish, so the statement is true.