What makes sense to me is realizing that that minimum drag speed is usually associated with best glide speed, so for a student pilot, once you get to best glide and start to dip below it , you enter the region of reverse command (pitch for speed power for altitude. Just also explain that the manufacturer also tests it at max gross weight for all performance charts unless it’s depicted otherwise, and so best glide or min drag speed can actually be slightly slower than published by 1-2 knots aircraft dependent.
If discussing propeller/piston aircraft, power required is more important. On the chart to the right the thrust available looked like from a jet rather than a piston/prop. For the piston aircraft thrust will be very high at low speed at continuously decrease with increasing speed. For example a 180 hp Lycoming might produce 700lbs of thrust at the beginning of the TO roll and only 150 lbs at cruise speed. For a constant power input, propellers naturally increase thrust as speed decreases. Power = velocity x thrust. For the piston acft the region of reversed command is left of minimum power. For jets the region of reversed command is left of the minimum drag.
I am CFI candidate right now i am searching to to clearly explain why we need more power in region of reverse command your explanation is really good!! Thank you sir!
I would like to see more videos of that guy, the way how he explains is real nice. If you have a chance - tell him to create his own CZcams channel and i will be his first subscriber!) Thank you for that video!
These two gentlemen misunderstand what reverses and just don't think about the airplane's forces in any logical way. Consider this comparison. An R44 Robinson helicopter has exactly the same weight as a Skyhawk. For thrust to overcome weight and control altitude, it has a 33' rotor and a 245hp engine with the thrust line pointed straight up. The Skyhawk has a puny 6' propeller with a 160hp engine with the thrust line pointed horizontally. They say that will control altitude. They're in lala land. For some unknown reason, when pilots hear the term region of reversed command, they think pitch and power reverse. That's not what the FAA says. The definition of the regions of command is "the relationship between speed and the power required to maintain or change that speed in flight." Do you see any reference to pitch? The candidate instructor used the correct diagrams but doesn't interpret them correctly because he thinks this concept involves pitch. But just look at the diagrams again - you have speed on one side and power on the other. That's it. Simply put, in the normal region, as speed decreases, power required decreases. In the reversed region, as speed decreases, the power required increases. Voilà - speed and power required are in a reversed state. It's as simple as that. And pitch does control altitude. See Chapter 5 in the PHAK - "As thrust is reduced and airspeed decreases, the AOA must increase in order to maintain altitude." A little six foot propeller that creates a horizontal force, and modest at that, isn't going to overcome 2400lbs of weight. So let's don't be ridiculous about the forces that a fixed wing airplane creates.
That explanation seemed very convoluted and overly complex ! I think a student would have been lost pretty quick during his explanation. Not trying to be overly harsh just honest opinion.
couldn't agree more. The whole concept of slow flight particularly for a student is to understand how to control the airplane at minimum controllable airspeed...and practically speaking how to fly in the pattern. If I was a student and my CFI started going into this before a lesson I'd most likely be looking for another CFI. I get it though - in this instance as much of this is showing the examiner that you understand how to 'show your work'...
yes i agree but keep in mind hes a candidate. this lesson is definitely not geared to the private or maybe even commercial level, but its i think its important for a cfi candidate to analyze concepts to the depth that they desire first before they learn the parts of a lesson to omit. if im an eager student, with some common knowledge, and i have questions, id be satisfied if my instructor could then walk me through the more nuanced details
What makes sense to me is realizing that that minimum drag speed is usually associated with best glide speed, so for a student pilot, once you get to best glide and start to dip below it , you enter the region of reverse command (pitch for speed power for altitude. Just also explain that the manufacturer also tests it at max gross weight for all performance charts unless it’s depicted otherwise, and so best glide or min drag speed can actually be slightly slower than published by 1-2 knots aircraft dependent.
If discussing propeller/piston aircraft, power required is more important. On the chart to the right the thrust available looked like from a jet rather than a piston/prop. For the piston aircraft thrust will be very high at low speed at continuously decrease with increasing speed. For example a 180 hp Lycoming might produce 700lbs of thrust at the beginning of the TO roll and only 150 lbs at cruise speed. For a constant power input, propellers naturally increase thrust as speed decreases. Power = velocity x thrust. For the piston acft the region of reversed command is left of minimum power. For jets the region of reversed command is left of the minimum drag.
I am CFI candidate right now i am searching to to clearly explain why we need more power in region of reverse command your explanation is really good!! Thank you sir!
Just found your channel. I'm training for my CFI and I would love more of these videos!
More to come!
I would like to see more videos of that guy, the way how he explains is real nice. If you have a chance - tell him to create his own CZcams channel and i will be his first subscriber!) Thank you for that video!
Awesome job! Keep it up!
Thanks, will do!
These two gentlemen misunderstand what reverses and just don't think about the airplane's forces in any logical way. Consider this comparison. An R44 Robinson helicopter has exactly the same weight as a Skyhawk. For thrust to overcome weight and control altitude, it has a 33' rotor and a 245hp engine with the thrust line pointed straight up. The Skyhawk has a puny 6' propeller with a 160hp engine with the thrust line pointed horizontally. They say that will control altitude. They're in lala land.
For some unknown reason, when pilots hear the term region of reversed command, they think pitch and power reverse. That's not what the FAA says. The definition of the regions of command is "the relationship between speed and the power required to maintain or change that speed in flight." Do you see any reference to pitch? The candidate instructor used the correct diagrams but doesn't interpret them correctly because he thinks this concept involves pitch. But just look at the diagrams again - you have speed on one side and power on the other. That's it. Simply put, in the normal region, as speed decreases, power required decreases. In the reversed region, as speed decreases, the power required increases. Voilà - speed and power required are in a reversed state. It's as simple as that.
And pitch does control altitude. See Chapter 5 in the PHAK - "As thrust is reduced and airspeed decreases, the AOA must increase in order to maintain altitude." A little six foot propeller that creates a horizontal force, and modest at that, isn't going to overcome 2400lbs of weight. So let's don't be ridiculous about the forces that a fixed wing airplane creates.
That explanation seemed very convoluted and overly complex ! I think a student would have been lost pretty quick during his explanation. Not trying to be overly harsh just honest opinion.
couldn't agree more. The whole concept of slow flight particularly for a student is to understand how to control the airplane at minimum controllable airspeed...and practically speaking how to fly in the pattern. If I was a student and my CFI started going into this before a lesson I'd most likely be looking for another CFI. I get it though - in this instance as much of this is showing the examiner that you understand how to 'show your work'...
I don’t think this is complex I felt more detailed explanation and clear picture. And also he is explaining the principle of slow fight not procedure
yes i agree but keep in mind hes a candidate. this lesson is definitely not geared to the private or maybe even commercial level, but its i think its important for a cfi candidate to analyze concepts to the depth that they desire first before they learn the parts of a lesson to omit. if im an eager student, with some common knowledge, and i have questions, id be satisfied if my instructor could then walk me through the more nuanced details
Disagree. It was a great explanation.
He’s a candidate not an experienced instructor. It’s took me awhile for students to learn efficiently from me.