A more aft CG increases the lift available at a given angle of attack due to the reduction in nose up trim required from the horizontal stabilizer.
I thought an aft CG reduces the tail down force there by decreasing the lift on the wing?
Are the two statements not saying essentially the same thing ? The important thing is that the aft movements reduces the tail down load .. which increases the overall aircraft up load.
To do with scheduling for the two stall speeds .. maximum stall is for forward CG limit .. if you restrict the CG then you might be able to achieve a knot or two benefit in stall speed. This allows a revised takeoff speed schedule and improved runway performance.