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165
The Aeroplane Speaks. Fifth Edition
·
H. Barber
96
Aeroplanes
are,
then,
designed,
or
should
be,
so
that
the
centre
of
gravity
is
slightly
forward
of
centre
of
lift.
The
aeroplane
is
then,
as
a
glider,
nose-heavy--and
the
distance
the
C.G.
is
placed
in
advance
of
the
C.L.
should
be
such
as
to
ensure
a
gliding
angle
producing
a
velocity
the
same
as
the
normal
flying
speed
(for
which
the
strength
of
construction
has
been
designed).
In
order
that
this
nose-heavy
tendency
should
not
exist
when
the
thrust
is
working
and
descent
not
required,
the
centre
of
thrust
is
placed
a
little
below
the
centre
of
drift
or
resistance,
and
thus
tends
to
pull
up
the
nose
of
the
aeroplane.
The
distance
the
centre
of
thrust
is
placed
below
the
centre
of
drift
should
be
such
as
to
produce
a
force
equal
and
opposite
to
that
due
to
the
C.G.
being
forward
of
the
C.L.
(see
illustration
above).
LOOPING
AND
UPSIDE-DOWN
FLYING.--If
a
loop
is
desired,
it
is
best
to
throttle
the
engine
down
at
point
A.
The
C.G.
being
forward
of
the
C.P.,
then
causes
the
aeroplane
to
nose
down,
and
assists
the
pilot
in
making
a
reasonably
small
loop
along
the
course
C
and
in
securing
a
quick
recovery.
If
the
engine
is
not
throttled
down,
then
the
aeroplane
may
be
expected
to
follow
the
course
D,
which
results
in
a
longer
nose
dive
than
in
the
case
of
the
course
C.
A
steady,
gentle
movement
of
the
elevator
is
necessary.
A
jerky
movement
may
change
the
direction
of
motion
so
suddenly
as
to
produce
dangerous
air
stresses
upon
the
surfaces,
in
which
case
there
is
a
possibility
of
collapse.
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