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Welcome to Minimus, your store for minimum size and maximum convenience.

Minimus is the world leader in all things travel sized and individual sized. Over the course of the last 18+ years, we have worked hard to provide hundreds of thousands of satisfied customers with incredible and reliable service. Today, we carry more than 2,500 travel sized products and single serving items in stock, including more than 100 kits and gift sets. We are continually adding to our inventory, so be sure to check back often. Our new additions can easily be found by visiting our New Products aisle. We invite you to take a few moments to look around our shopping aisles which can be found via drop downs at the top of the page (and then it will also appear on the left), or via the Browse Categories icon on a mobile phone. If you are looking for specific trial size items or travel size toiletries, simply type it in to the search bar just above the category titles (one-word searches work best). And if you are ever searching for something that you don't find here, let us know at and we'll see what we can do to find it.

Wondering what you can do with travel sizes products? Our travel sizes are perfect for those who love camping, backpacking, hiking, RVing and other outdoor sports. For those of you on special diets such as gluten-free, sugar-free, or low carbs, our individual sized food, salad dressing, and condiment packets will help keep you eating right wherever you are. Refill your first aid kits, avoid excess baggage weight fees by using travel size personal care items when packing for your vacation or business trip, or create unique gift baskets with travel-sizes. Send one of our pre-designed care packages to a loved one in the military or to a new college student.

If you are a bargain hunter and love to shop the sales, make time for our Sale Items and Closeout aisle. For businesses and organizations, we offer wholesale travel sized products and bulk pricing on travel sized items (and other wholesale services) through our Wholesale Department .

To get started, take a look at the main categories for travel sizes, individual serving sizes, and other related miniature products on the top of the page and look at some of the sub-categories to find what you might be looking for -- or you can do a search. Happy Travel-Size Shopping!

Group Travel is what we do. Join us to see new places & meet new friends!

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About cg travel, our background.

We are Cherie & Chris Greene and our group travel company is based in Dickson, TN.​​ We are life long residents of Tennessee who love to travel.  We have led group trips for over 20 years. In 2016, we decided to expand our group and begin traveling with new friends.  

  We've been married since 2004 & have 2 boys - one in middle school & one in high school.    Life is good.

How We Got Started

Cherie was bitten by the travel bug almost at birth. At 2 weeks old, she was on the beach in Florida & hasn't stopped travelling since. Her family traveled in an RV all over the eastern US - from Florida to Michigan. Travel is in her DNA.

In 1994, Chris became a youth pastor and fell in love with group travel. He & Cherie have taken groups all over the US, Canada & Europe. 

Our Favorite Destinations

Cherie loved Pompeii. It was so much more than ever expected with the architecture, history, & size. 

Chris loved Salzburg. He adored all of the music history, Mozart's Birthplace, the Sound of Music, Christmas Markets and more.

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Address: 530 Red Fox Drive * Burns, TN 37029 

email: [email protected]

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Wind Tunnel

Design process-CG limits and tail size, part 2.

In the past few months, we have been looking at the various factors that affect the longitudinal balance of an airplane. We have seen how the arrangement of the fixed and variable masses of the airplane’s components and contents affect the position of the CG. Last month, we took a look at how the geometry of the horizontal tail affects the forward and aft limits of CG position for safe flight. Now it’s time to combine these factors to determine the tail size for the airplane we are designing.

Last month, we were introduced to the “scissors” plot that shows the variation of forward and aft CG limits as a function of tail volume coefficient. Such a plot, for the same example airplane as used last month, is shown in Figure 1. There are now two additional vertical lines on the figure, which represent the most forward and most aft physical CG positions the airplane might be loaded to during operations. In this first example, the CG can be anywhere between a most forward position of 18% MAC (mean aerodynamic chord) and 38% MAC. The tail must be sized so that the airplane is safe to fly for any CG position inside this range.

Figure 1: In this example, the CG can be anywhere between a most forward position of 18% MAC (mean aerodynamic chord) and 38% MAC. The tail must be sized so that the airplane is safe to fly for any CG position inside this range.

CG Range and Tail Size

Tail size can be determined by looking at the intersections of the most extreme CG position lines and the lines representing the aerodynamic limits.

The “most forward CG” vertical line intersects the forward aerodynamic limit line at a tail volume coefficient of about 0.41.

The “most aft CG” vertical line intersects the aft aerodynamic limit line at a tail volume coefficient of 0.40.

Since the tail must be sized to accommodate flight at both the most forward and most aft CG positions, the correct tail volume coefficient is the larger of the two intersection points. In this case, the airplane must have a tail volume coefficient of at least 0.41.

The absolute CG travel between the most forward and most aft CG positions affects how big the tail must be. Figure 2 represents the situation for the same example airplane with a reduced physical travel of the CG. For this example, the most forward CG is at 20% MAC, and the most aft CG is at 34% MAC.

Figure 2: The same airplane shown in Figure 1, but with a reduced physical travel of the CG. Now the most forward CG is at 20% MAC, and the most aft CG is at 34% MAC.

Now, the aft-limit intersection gives a tail volume coefficient of 0.32, and the forward-limit intersection gives a tail volume coefficient of 0.30. This version of the airplane needs the tail volume coefficient to be at least 0.32 to fly safely over its expected range of CG positions. Notice that this is almost 25% less than the 0.41 value required for the airplane in Figure 1. The reduction in CG travel means that the tail can be smaller and still provide adequate stability and control.

In general, the less the CG moves between its most forward and most aft physical positions, the less tail the airplane will need to fly safely. There are other aerodynamic considerations that will eventually end up sizing the tail to bigger than zero, even for an airplane with zero CG travel, but for most properly balanced conventional configurations, the physical travel of the CG is the strongest driver of tail size.

CG Range Position and Tail Size

Both of the airplanes in the previous examples were properly balanced designs. The position of the physical CG range was properly placed relative to the aerodynamic center of the configuration so that the tail sizes dictated by the most-forward CG and most-aft CG were close to the same. It is highly desirable to end up with a design that has this characteristic, but it’s not uncommon to find that the airplane is either nose-heavy or tail-heavy during an early design iteration.

Figure 3: A nose-heavy airplane. It has the same 20% MAC difference between most-forward and most-aft CG positions, but the range has moved forward. Most-forward CG is now at 14% MAC, and most-aft CG is now at 34% MAC.

Figure 3 shows the situation for a nose-heavy airplane. This airplane has the same 20% MAC difference between most-forward and most-aft CG positions, but the range has moved forward. Most-forward CG is now at 14% MAC, and most-aft at 34%. The effect on tail sizing is dramatic. Note that the tail sizes dictated by the two CG limits are now very different. The aft-CG limit dictated tail volume coefficient is 0.31, but the forward-CG limit dictated by tail volume coefficient has grown to 0.65. Since the minimum acceptable tail size is determined by the larger of the two, this airplane needs a tail volume coefficient of 0.65.

Notice that even though the total travel of the CG is the same as our first example, this new airplane requires a tail that is more than 35% larger. This is because the forward-CG requirements are stressing the tail more than in the more-balanced design, so even though the aft limit issues are less, the tail needs to be much larger to address the forward limit.

Figure 4: A tail-heavy airplane. Once again, the total CG travel is 20% MAC, but the most-forward CG is now at 22% MAC, and the most-aft at 42%.

Figure 4 shows the situation for a tail-heavy airplane. Once again, the total CG travel is 20% MAC. The most-forward CG is now at 22% MAC, and the most-aft at 42%.

As with the nose-heavy case, the tail sizes dictated by the opposite ends of the CG envelope are different. This time, however, it is the aft limit that sets the tail size. The most-aft CG position requires a tail volume coefficient of 0.49, while the most-forward CG only requires 0.17.

Although this example is not as severe as our nose-heavy case above, it still requires a larger tail than the well-balanced case shown in Figure 1.

Making It Balance

A few observations for the designer:

First, keep the total CG travel as small as practically possible. This has multiple benefits. The tail will be smaller, cutting drag and weight. Also, the flying qualities of the airplane will vary less with how it is loaded.

If the airplane is nose-heavy or tail-heavy, it is worth some effort to cure this with the fundamentals of the configuration instead of simply band-aiding it with a bigger tail. Although all four airplanes in our examples would be safely flyable, the nose-heavy and tail-heavy airplanes are flawed designs.

If the airplane is out of balance this way, the designer has two general approaches available. The first is to rearrange the masses that make up the airplane and its contents to move the CG range to a better place relative to the aerodynamic limits of the configuration.

The second approach is to move the neutral point of the airplane to bring the aerodynamic limits to a position that is more in harmony with the existing mass properties. The most powerful way to do this is to move the position of the wing and its MAC to shift the aerodynamic center of the configuration.

If it is geometrically possible, the best way to accomplish this is to move the whole wing forward or aft. If structural or configuration integration issues force the position of the wing root to stay where it is, then some movement of the wing MAC can be achieved by changing the wing planform and introducing a modest amount of wing sweep.

One example of this approach is the swept-back upper wings seen on some biplanes. It’s desirable to have the root of the upper wing well forward of the cockpit so the wing does not interfere with entry and exit from the cockpit. This moves the wing far enough forward that the airplane will tend to be tail-heavy. By sweeping the upper wing back, the designer can move the aerodynamic center of the wings back to where it needs to be, while leaving the upper-wing root forward of the cockpit.

Although it is less common, there are some light airplanes that have a small amount of forward sweep to allow the wing carry-through structure to pass behind the pilot’s seat to allow the fuselage to be shallower. Examples of this design approach can be seen in the Cygnet experimental airplane and the Blkow Junior.

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Group Travel Market Size, Share, Competitive Landscape and Trend Analysis Report by Type and by Sales Channel : Global Opportunity Analysis and Industry Forecast, 2023-2032

CG : Travel & Luxury Travel

Report Code: A10638

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The increasing demand of people in order to spend a quality time with their friends and family has given rise to group travel. One can save money and share experiences during the group travel. In order to reduce boredom during travel, people prefer group travels. It ensures more safety and enjoyment as compared to the solo travel. The increasing concern of people towards holidaying with a group of people possessing common interests is the key factor driving its market. Group travels are the occasions of get together of families and friends and they are helpful to get out of their comfort zones.Increase in the disposable income of people and the rising demands to explore new lands facilitates its growth.

Covid-19 Scenario Analysis:

1)The outbreak has caused the tourism industry to suffer abruptly due to regulations in mass gatherings and lockdown, thishas caused decline in the economy as major portion of a nation’s economy is due to group travel market.

2)Due to increased rates of infection in the group travels, people are avoiding solo travels also. Thus, it resulted in the reduced demands for hotel industry also and is affecting the food and beverages industry and transportation also.

Top Impacting Factors: Market Scenario Analysis, Trends, Drivers and Impact Analysis

The increasing preference of people towards convenience products facilitates the group travel market. Due to the hectic schedules, people get less time to spend with their closed ones.Thus,they plan group travels to explore new places and also to spend their leisure time with the people with common interests.Also, there are different catchy schemes and discounts for the people with memberships and during special occasions. Group travel has multiple benefits like reduction in boredom, sharingexperiences, saving money and safety. Although, the risk of terrorism and disasters are the restraints in its growth. But the multiple benefits prove to be the key reasons for its growth.

New product launches to flourish the market

The availability of online booking has generated eminent traction in the market. The pre booking and discount schemes are responsible for the creation of target market.Also, there are companies who provide fun games during the leisure travels.Thus, the group travel market will result in high demands in the coming years.

Surge in usage due to various facilities

The group travel market has expanded in the recent years due to the availability of convenience. The comfort and different amenities provided help to create a customer base and generate revenue.

Key Benefits of the Report:

• This study presents the analytical depiction of the global group travel market along with the current trends and future estimations to determine the imminent investment pockets.
• The report presents information related to key drivers, restraints, and opportunities along with detailed analysis of the global group travel market share.
• The current market is quantitatively analyzed to highlight the global group travel   market growth scenario.
• Porter’s five forces analysis illustrates the potency of buyers & suppliers in the market.
• The report provides a detailed global group travel market analysis based on competitive intensity and how the competition will take shape in coming years.

Questions Answered in the group travel market Research Report:

• What are the leading market players active in the group travel   market?
• What the current trends will influence the market in the next few years?
• What are the driving factors, restraints, and opportunities in the market?
• What future projections would help in taking further strategic steps?

  Group Travel Market Report Highlights

• Group Travel

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Group Travel Market

Global Opportunity Analysis and Industry Forecast, 2023-2032

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Moscow City Russia. 21km x 17km. Multipurpose 3D model. Native format is 3ds Max. No plugins required to achieve renders shown above. Texture maps are located in their own zip download. Lighting setup included in 3DSMax version only (native format). Model built to real world scale - units are meters.

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