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165
The Aeroplane Speaks. Fifth Edition
·
H. Barber
95
On
the
other
hand,
it
might
be
argued
that
if
the
aeroplane
gets
into
a
"spin,"
anything
tending
to
depress
the
nose
of
the
machine
is
of
value,
since
it
is
often
claimed
that
the
best
way
to
get
out
of
a
spin
is
to
put
the
machine
into
a
nose-dive--the
great
velocity
of
the
dive
rendering
the
controls
more
efficient
and
better
enabling
the
pilot
to
regain
control.
It
is,
however,
a
very
contentious
point,
and
few
are
able
to
express
opinions
based
on
practice,
since
pilots
indulging
in
nose-dive
spins
are
either
not
heard
of
again
or
have
usually
but
a
hazy
recollection
of
exactly
what
happened
to
them.
GLIDING
DESCENT
WITHOUT
PROPELLER
THRUST.--All
aeroplanes
are,
or
should
be,
designed
to
assume
their
correct
gliding
angle
when
the
power
and
thrust
is
cut
off.
This
relieves
the
pilot
of
work,
worry,
and
danger
should
he
find
himself
in
a
fog
or
cloud.
The
pilot,
although
he
may
not
realize
it,
maintains
the
correct
attitude
of
the
aeroplane
by
observing
its
position
relative
to
the
horizon.
Flying
into
a
fog
or
cloud
the
horizon
is
lost
to
view,
and
he
must
then
rely
upon
his
instruments--(1)
the
compass
for
direction;
(2)
an
inclinometer
(arched
spirit-level)
mounted
transversely
to
the
longitudinal
axis,
for
lateral
stability;
and
(3)
an
inclinometer
mounted
parallel
to
the
longitudinal
axis,
or
the
airspeed
indicator,
which
will
indicate
a
nose-down
position
by
increase
in
air
speed,
and
a
tail-down
position
by
decrease
in
air
speed.
The
pilot
is
then
under
the
necessity
of
watching
three
instruments
and
manipulating
his
three
controls
to
keep
the
instruments
indicating
longitudinal,
lateral,
and
directional
stability.
That
is
a
feat
beyond
the
capacity
of
the
ordinary
man.
If,
however,
by
the
simple
movement
of
throttling
down
the
power
and
thrust,
he
can
be
relieved
of
looking
after
the
longitudinal
stability,
he
then
has
only
two
instruments
to
watch.
That
is
no
small
job
in
itself,
but
it
is,
at
any
rate,
fairly
practicable.
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