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characterized by a relatively weak tendency of the aircraft to maintain the trim speed. In fact, it is likely the aircraft exhibits no inherent tendency to maintain the trim speed in this area. For this reason, the pilot must give particular attention to precise control of airspeed when operating in the slow-speed phases of the region of reversed command. 

Operation in the region of reversed command does not imply that great control difficulty and dangerous conditions exist. However, it does amplify errors of basic flying technique— making proper flying technique and precise control of the aircraft very important. 

## Speed Stability 

## Normal Command 

The characteristics of flight in the region of normal command are illustrated at point A on the curve in Figure 4-11 . If the aircraft 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. If the airspeed is increased with no changes to the power setting, a power deficiency exists. The aircraft has a natural tendency to return to the initial speed to balance power and drag. If the airspeed is reduced with no changes to the power setting, an excess of power exists. The aircraft has a natural tendency to speed up to regain the balance between power and drag. Keeping the aircraft in proper trim enhances this natural tendency. The static longitudinal stability of the aircraft tends to return the aircraft to the original trimmed condition. 

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An aircraft flying in steady, level flight at point C is in equilibrium. [Figure 4-11] If the speed were increased or decreased slightly, the aircraft would tend to remain at that speed. This is because the curve is relatively flat and a slight change in speed does not produce any significant excess or deficiency in power. It has the characteristic of neutral stability (i.e., the aircraft’s tendency is to remain at the new speed). 

## Reversed Command 

The characteristics of flight in the region of reversed command are illustrated at point B on the curve in Figure 4-10 . If the aircraft 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 airspeed is increased greater than point B, an excess of power exists. This causes the aircraft to accelerate to an even higher speed. When the aircraft is slowed to some airspeed lower than point B, a deficiency of power exists. The natural tendency of the aircraft is to continue to slow to an even lower airspeed. 

This tendency toward instability happens because the variation of excess power to either side of point B magnifies the original change in speed. Although the static longitudinal stability of the aircraft tries to maintain the original trimmed condition, this instability is more of an influence because of the increased induced drag due to the higher AOA in slow- speed flight. 

## Trim 

The term trim refers to employing adjustable aerodynamic devices on the aircraft to adjust forces so the pilot does not have to manually hold pressure on the controls. One means is to employ trim tabs. A trim tab is a small, adjustable hinged surface, located on the trailing edge of the elevator, aileron, or rudder control surfaces. (Some aircraft use adjustable stabilizers instead of trim tabs for pitch trim.) Trimming is accomplished by deflecting the tab in the direction opposite to that in which the primary control surface must be held. The force of the airflow striking the tab causes the main control surface to be deflected to a position that corrects the unbalanced condition of the aircraft. 

Because the trim tabs use airflow to function, trim is a function of speed. Any change in speed results in the need to re-trim the aircraft. An aircraft properly trimmed in pitch seeks to return to the original speed before the change. It is very important for instrument pilots to keep the aircraft in constant trim. This reduces the pilot’s workload significantly, allowing attention to other duties without compromising aircraft control. 

## Slow-Speed Flight 

Anytime an aircraft is flying near the stalling speed or the region of reversed command, such as in final approach for a normal landing, the initial part of a go around, or maneuvering in slow flight, it is operating in what is called slow-speed flight. If the aircraft weighs 4,000 pounds, the lift produced by the aircraft must be 4,000 pounds. When lift is less than 4,000 pounds, the aircraft is no longer able to sustain level flight, and consequently descends. During intentional descents, this is an important factor and is used in the total control of the aircraft. 

