I'm not sure if this is exactly what you're after, but I've a fair bit of experience of evaluating the CG limits in light aircraft, inevitably this has meant that I've seen the same effects that getting it wrong in service would throw up. Specifics I've come across...
Too far aft CG
- Increased risk of LOC post-stall
- Pitch divergence with flaps selected.
- Increased Dutch Roll tendencies.
- Difficulty in fine pitch control, particularly following pitching manoeuvre (such as rotation)
- Tendency to inadvertently overcontrol at high or low speed ends of envelope (increasing risk of overspeed or inadvertent stall).
- Imprecise speed control.
Too far fwd CG
- Increased stalling speed.
- Inability to flare (3-point landings are not much fun with a nosewheel)
- Tendency to phugoid (porpoise).
- Difficulty in establishing trim.
- (Also structural overload of the tailplane, but this is unlikely to be noticed by aircrew unless it's got REALLY badly wrong).
Not all of these will apply to a modern airliner, but some certainly might.
G