The Aeroplane Speaks. Fifth Edition

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.