NAVWEPS OD4OT-80  APPLICATION OF AERODYNAMICS  TO SPECIFIC PROBLEMS OF FLYING  e.g., cruise, climb, maneuvers, etc. The region  of reversed  command is encountered primarily  in the low speed  phases of flight during takeoff  and landing.  Because of the extensive low  speed flight during carrier operations, the  Naval Aviator will be more familiar with the  region of reversed  command than the ordinary  pilot.  angle of attack is changed rapidly, may lead to  the impression thal rate of climb and descent  can be controlled by changes in angle of attack.  While such is true in the region of normal com-  mand, for the conditions of stead’ flight, pri-  mary control of altitude remains the power  setting and the primary control of airspeed re-  mains the angle of attack.  The impressions  and habits that can be developed in the region  of normal command can bring about disastrous  consequences  in the region of reversed com-  mand  The characteristics  of flight in the region ’ of  normal command are illustrated at point A on  the second curve of figure 6.2. If the airplane  is established in steady, level flight at point A,  lift is equal to weight and the power available  is set equal to the power required. When the  airplane is disturbed to some airspeed slightly  greater than point  ‘ A, a power deficiency exists  and, wheq,:the &+la&is  disturbed to some air-  speed slightly lower than point A, a power  excess exists.  This relationship provides a  tendency  for the airplane to return to the equili-  brium of point A and resume the original flight  condition following a disturbance. Also, the  static longitudinal  stability of the airplane  tends to return the airplane to the original  trimmed CL and velocity corresponding to this  C,. The phugoid usually has most satisfactory  qualities at low values of C,. so the high speed  of the region  ‘ of normal command provides  little tendency of. the airplane ’ s, airspeed to  vary or wander abom.  The characteristics  of flight in the region of  reversed command are illustrated at point B  on the second curve of figure 6.2.  If the air-  plane is established in steady, level flight at  point B, lift is equal to weight and the power  available is set equal to the. power required.  When the airplane is disturbed to some air-  speed slightly greater than point B, an excess  of power exists and, when the airplane is dis-  turbed to some airspeed slightly lower than  point B, a deficiency of power exists. This  relationship is basically unstable because the  variation of excess power to either side of  point B tends to magnify any original dis-  turbance. While the static longitudinal sta-  bility of the airplane tends to maintain the  original trimmed C, and airspeed correspond-  ing to that CL, the phugoid usually has the  least satisfactory qualities at the high values  of CL corresponding to low speed flight.  With all factors considered, flight in Lhe  region of noi&  command is characterized by  a relatively strong tendency of the airplane to  maintain the trim speed  quite naturally. How-  ever, flight in the region of normal command  can lead to some unusual and erroneous  impres-,  sions regarding proper flying technique. For  example, if the airplane is established at point  A in steady level flight, a controlled increase  in  airspeed without a change in power setting  will create a deficiency of power and cause the  airplane to descend. Similarly, a controlled  decrease  in airspeed  without a change in power  setting will create an excess  of power and cause  the airplane to climb. This fact, coupled with  Lhe transient motion of the airplane when the  When all factors are considered, flight in the  region of reversed command is characterized  by a relatively weak tendency of the airplane  to maintain the trim speed naturally.  In fact  it is likely that the airplane will exhibit no  inherent tendency to maintain the trim speed  in this regime of flight.  For this reason, the  pilot inust give particular attention to precise  control of airspeed when operating in the low  flight speeds  of the region of reversed  command.  While flight in the region of normal com-  mand may create doubt as to the primary con-  trol of airspeed and altitude, operation in the  region of reversed  command should leave little 