![\"\"](\"https:\/\/joeclarksblog.com\/wp-content\/uploads\/2010\/10\/power_curves.jpg\" "\\"power_curves\\"")
<\/a>The region of reversed command<\/p><\/div>\n
The lowest point on the power required curve is where you will find the best endurance speed.\u00a0 This is the speed and power setting which is the minimum power setting required for level flight.\u00a0 Everything to the right of this speed falls in the region of normal command. \u00a0Speeds to the left, or less than best endurance, falls into the region of reversed command.<\/p>\n
On the front side of the power curve, when you pull the nose up, you increase lift more than drag.\u00a0 Consequently, the airplane appears to behave \u201cnormally.\u201d \u00a0In other words, when you pull the nose up, the airplane goes up.\u00a0 Push down, and the airplane goes down.<\/p>\n
On the backside the power curve, or in the region of reversed command, things are different.\u00a0 If you have the aircraft stabilized at any speed less than best endurance, the airplane will behave in a manner which may seem odd.\u00a0 Essentially what happens is this: when you pull back on the stick increasing the angle of attack on the wing, you create more drag than lift.\u00a0 This will cause the aircraft to descend.\u00a0 To maintain level flight, you must increase power to compensate for the increased drag.\u00a0 If you do not, the aircraft will descend in altitude even though you have the nose pointed higher.\u00a0 In this situation with fixed power in the area of reversed command, when you pull up the nose, the airplane will begin descending.\u00a0 If you lower the nose, the aircraft actually starts to climb.<\/p>\n
The speed required to land an airplane is near the best endurance speed. \u00a0Most general aviation aircraft pilots as well as airline pilots will fly their landing approach at a speed on the normal side of the power curve.\u00a0 The aircraft responds more rapidly to pitch changes on the front side of the curve compared to the back side. \u00a0Navy pilots flying tactical jet aircraft landing aboard a ship must fly on the backside of power curve for specific operational considerations.\u00a0 Basically, they have to get slow enough to land on the ship and the placement of the tailhook is dependent on the high pitch attitude created by flying in the region of reversed command.<\/p>\n
For most general aviation aircraft, the approach speed typically falls near the best endurance speed.\u00a0 Adding a couple knots will keep the airplane on the front side of the power required curve.\u00a0 For new pilots, the thing to keep in mind is to be aware of where they are on the power curve during their approach to land.<\/p>\n
And then push or pull appropriately, regarding pitch and power.<\/p>\n
-30-<\/p>\n
\u00a9 2010 J. Clark<\/em><\/p>\n","protected":false},"excerpt":{"rendered":" One of the more complex concepts for students or inexperienced pilots to grasp involves flying on the \u201cfront side\u201d or the \u201cbackside\u201d of the power curve.\u00a0 On the front side, everything seems to be working normally while on the backside, … Continue reading