In article ,
Gilbert Smith wrote:


Have you ever considered a steeply banked side slipping turn ?
You may have a high rate of descent, but the radius of turn is so
small that the duration is very short, making the height loss small,
and you do not need to increase airspeed to do it.


We know that angle of attack is the concern in stall avoidance....any
stall spin accident off of low rope break has to have had too much
angle of attack, one way or another....This means too much stick back
pressure....This is why I like to see an obvious stick forward and
nose pitch down reaction upon rope break.....also smooth control
inputs....

Gilbert

What is the benefit of slipping?


On the topic of a non-coordinated turn at low altitude:

This happened at the Auburn-Opelika Airport (AUO). I was present when an
old-timer CFI was instructing a friend of mine to do this or I wouldn't
have believed it. His advice for making a turn back at low altitude
after an engine failure (aircraft was a Piper Warrior):

"Keep the wings level and turn as tight as you can with just the
rudder".


That has to be the scariest thing I have ever heard an instructor say.
Far worse than the CFI-G in our club who was constantly warning students
about loss of airspeed due to turning downwind...