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165
The Aeroplane Speaks. Fifth Edition
·
H. Barber
93
The
pilot,
however,
prevents
such
a
state
of
affairs
from
happening
by
"nosing-down,"
i.e.,
by
operating
the
rudder
to
turn
the
nose
of
the
aeroplane
downward
and
towards
the
direction
of
motion
as
illustrated
in
sketch
B.
This
results
in
the
higher
wing,
which
is
on
the
outside
of
the
turn,
travelling
with
greater
velocity,
and
therefore
securing
a
greater
reaction
than
the
lower
wing,
thus
tending
to
tilt
the
aeroplane
over
still
more.
The
aeroplane
is
now
almost
upside-down,
but
its
attitude
relative
to
the
direction
of
motion
is
correct
and
the
controlling
surfaces
are
all
of
them
working
efficiently.
The
recovery
of
a
normal
attitude
relative
to
the
Earth
is
then
made
as
illustrated
in
sketch
C.
The
pilot
must
then
learn
to
know
just
the
angle
of
bank
at
which
the
margin
of
lift
is
lost,
and,
if
a
sharp
turn
necessitates
banking
beyond
that
angle,
he
must
"nose-down."
In
this
matter
of
banking
and
nosing-down,
and,
indeed,
regarding
stability
and
control
generally,
the
golden
rule
for
all
but
very
experienced
pilots
should
be:
Keep
the
aeroplane
in
such
an
attitude
that
the
air
pressure
is
always
directly
in
the
pilot's
face.
The
aeroplane
is
then
always
engaging
the
air
as
designed
to
do
so,
and
both
lifting
and
controlling
surfaces
are
acting
efficiently.
The
only
exception
to
this
rule
is
a
vertical
dive,
and
I
think
that
is
obviously
not
an
attitude
for
any
but
very
experienced
pilots
to
hanker
after.
SPINNING.--This
is
the
worst
of
all
predicaments
the
pilot
can
find
himself
in.
Fortunately
it
rarely
happens.
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