Private wrote:
"Dudley Henriques" wrote in message
...
Any stall in the pattern can be a serious problem. You need stall and yaw
rate to induce spin. Of all the possible scenarios to have if you manage
to be ham handed enough to get into a stall in the pattern, a stall from a
slip is the most anti-spin. Then comes a coordinated stall with no yaw
induced at the break, and finally the worst condition is a stall from a
skidding turn. No matter which scenario, angle of attack MUST be lowered,
and any yaw rate MUST be neutralized IMMEDIATELY!


--
Dudley Henriques

Can you please elaborate on the stall from a slip condition.

I am fond of the bush pilot style pattern, using180 degree constant slipping
turn to final and would also be interested in your thoughts on these.

TIA
Happy landings,


I see no problems at all with a constant slipping turn approach, and in
fact favor this type myself when flying prop fighters such as the P51
and the F8F and even the Pitts Spcial due to the better visibility
during these approaces over the nose and ahead and inside the turn as
the approach is flown.

Slips are basically anti spin. You can actually increase the angle of
attack available in front of your critical angle of attack as you deepen
a slip. The ultimate example of this would be knife edge flight where
forward stick pressure is required to reduce angle of attack to near the
0 lift point on the wing.
Of course you won't be doing any knife edge flight on a slipping
approach, but the slip you are in is still anti spin.
Even if you stall the airplane in a slip, the likely result will be a
break over the top, which is a much better stall break than a skidding
stall break which will usually break under the bottom. You have much
more time to recover from a slipping stall entry than you do from a skid
entry.

The bottom line is that it's quite safe to fly a slipping approach if
you are aware, flying properly and watching what you are doing.

--
Dudley Henriques