I agree completely with your statement that "you've got to know the aerodynamics". Stick and rudder flying is all about controlling the forces acting on the aircraft and managing it's energy. As an engineer and CFI, I don't know how you can successfully teach basic flying or tail wheel transition without giving a thorough background in the aerodynamics. I found your last issue as interesting as all the rest. However, I think your explanation of the "reverse command" region is a bit misleading.

"Point #1, however, shows what happens when operating in the region of reverse command (behind the power curve). Here, as power is increased, airspeed decreases. As power is decreased, airspeed increases." That suggests that when operating below best L/D airspeed (like MCA), if you shut the engine off, you will accelerate. Also, go-arounds would not be possible, as adding power would reduce airspeed. This contradicts our common experience in slow flight. I believe the problem is a common misunderstanding of the basis of the standard curve relating power and airspeed.

I think much of the problem is the form of the conventional graph, with airspeed on the x (horizontal) axis. Normally that is the independent variable (which you change to get the result shown on the y (vertical) axis.  In truth, the curve shown is properly called the "power required curve". It is described (in more technical detail than any regular person would ever want to see) in the book "Aerodynamics for Naval Aviators". (This is perhaps the best discussion of aerodynamics and its role in flying, but it may be too deep for most people). The curve is a plot of the power required to maintain straight-&-level flight at different airspeeds. The relationship only applies to maintaining straight and level flight.

In the "normal command" region, as airspeed increases, more power is needed to maintain straight and level flight. If you slow down, less power will be required to maintain S&L. If you are established in straight and level flight and increase power, one of two things happens. If you maintain a level attitude, the excess power will cause an increase in airspeed to the point where the power required (at the new airspeed) equals the power that is available. If you maintain the airspeed (pitch up), you will have excess power for that airspeed, and you will not maintain straight & level (you will climb). This is what you normally do to climb: add power and pitch up to maintain airspeed.

If established in straight and level flight in the reverse command region, the opposite effects occur. If you slow down (pitch up), more power is needed to maintain straight and level flight. If power is not added, you will descend. This is what happens in slow flight - you must add power to maintain altitude as you slow down. If you relax back pressure slightly, the aircraft will accelerate. As the speed increases, you will need less power to maintain S&L, reversing the power you had to add as you slowed down. This is also how you recover from slow flight, eventually reducing power to maintain straight and level. If you add power and don't act to slow down, but control pitch to maintain airspeed, then you will have more power applied than is required, and the aircraft will depart from straight & level. It will climb. Climb is caused by excess power (more power than is required for S&L). If you don't control pitch to maintain airspeed, but instead maintain altitude, then the airspeed will start to increase. As speed increases, even less power is required and acceleration continues until you pass onto the front side of the curve. The airspeed will increase until it reaches the speed at which the required power is equal to the power you have applied and it will stabilize there.

I think the key to understanding the curve is remembering that it only describes the power required to maintain straight and level flight at each airspeed. The effects of changing airspeed or power require that you also act to maintain straight and level flight. I always stress to my students (or engineers I am working with) that if using a curve, equation, or theory gives answers that seem to contradict experience (experimental data), we need to examine our understanding or application of it. There are often assumptions or conditions (like maintaining S&L) that limit the application but are not always clearly stated. The standard stall speed versus angle of bank curve is another case, (assuming maintaining altitude), but that's another topic.

Anyway, keep up the good work. Even though I'm not actively flying, I look forward to each issue of Over the Airwaves. The aviation community needs more instructors like you who demonstrate your concern for us all.