About forward slips

gatt writes:

Executing a forward slip, for its most basic flight-sim-type purposes,
involves lowering one wing with the aileron and using opposite rudder to
keep the aircraft oriented; it can be dangerous at slow speeds because the
crossed controls create a perfect condition for spin entry on a stall during
short final.

I worry that it might somehow lead me into danger, but some of the
stuff I've read claims that slips are very unlikely to produce stalls,
unlike skids, which supposedly are known for that. The FAA book even
claims that some aircraft have better stall behavior in a slip, if I
understand it correctly.

The oppose rudder (if left wing is dipped, right rudder is applied)
introduces drag as the tail is no longer aligned with the direction of
travel, and the airflow comes over the wing at an angle instead of direct,
reducing the component of lift across the airfoil.

I was wondering what was absorbing the kinetic energy of the aircraft,
since normally a loss of altitude requires an increase in airspeed, if
nothing absorbs the energy.

Three basic rules about slipping on final are 1) Don't stall, 2) Don't stall
and 3) Don't stall.

And how do I avoid stalls while slipping?

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writes:

I've read it has something to do with its inability to calculate the
lift, or perhaps just the default aircraft don't handle it. However,
I believe some third party aircraft explicity address the slip issue.
What's that C172 realistic addon? Drat. I've forgotten, but it's a
far better 172 than the stock one.

From the descriptions I've read here and elsewhere, it seems to slip
as a real aircraft would, even with default aircraft.

Lately I've been just flying the plane, rather than practicing precise
movements in accordance with regulations, and it seems rather easy to
control. Eventually I'll have to get some rudder pedals, maybe, as
controlling the rudder by twisting the throttle requires a lot of
practice, and I don't know of any real-world aircraft that works this
way. Trying to maintain a coordinated turn is a challenge.

That's a major reason why simmers who don't own rudder pedals get
little of the realism that the sim can sometimes offer.

I was thinking that it would be a major reason why some people might
not get the realism they want in maneuvers; it's not that the sim
can't do it, it's just that the default configuration locks the rudder
to the ailerons.

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Jay Beckman writes:

Not true. You can deselect "Auto Rudder" and have independant rudder
control.

That's why I said "by default is configured" instead of "you have no
choice."

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Viperdoc writes:

The other thing to remember is that the cross controlled condition in a
forward slip is a perfect setup for entry into an inverted spin or an
outside snap roll, which can be particularly impressive on short final in a
Cherokee.

Okay, just out of curiosity, what do I have to do to enter the
inverted spin or snap roll?

And what is a snap roll, anyway?

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In article ,
Roy Smith wrote:

When I was practicing for my CFI ride, I was doing cross-controlled stalls
in an Arrow. Once you get over the initial concept that you're
intentionally trying to do what you've always been taught you're never
supposed to do, you quickly discover that (at least in an Arrow), it's
almost impossible to get the damn thing to actually stall like that. Full
rudder, full opposite ailerion, idle power, and full back elevator. The
damn thing just sort of slowly yaws (pro-rudder, as I remember), and mushes
like a wounded duck with its nose up the air.
Well, except for the one time that I did actually manage to get it to
stall. That was a little more exciting. My first indication that
something was wrong was when my flight bag went bouncing off the cabin
ceiling :-)

Do that in a Tcraft or a Cessna 170 and you will be on your back before
you can stop your eyeballs on the horizon. It is called a snap- (or
flick-) roll. If you do not know how to fly inverted or recover from
inverted spins, you don't want to explore the possibility.

On 10/31/06 9:43 PM, in article ,
"Mxsmanic" wrote:

I worry that it might somehow lead me into danger, [snip]


Ahhh, the dreaded "Blue Screen of Death". Courage, O Intrepid One, courage.
--
Jeff 'The Wizard of Draws' Bucchino

Cartoons with a Touch of Magic�
http://www.wizardofdraws.com

More Cartoons with a Touch of Magic�
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Wizard of Draws writes:

Ahhh, the dreaded "Blue Screen of Death".

I meant an impact with terrain.

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"Jose" wrote in message
...
Note that, by default, MSFS is configured to ...
Not true. You can deselect "Auto Rudder"...

... and then you are no longer in the default configuration.

Jose

Picked Nit duly noted...

:OP

Jay B

"john smith" wrote in message
...
Do that in a Tcraft or a Cessna 170 and you will be on your back before
you can stop your eyeballs on the horizon. It is called a snap- (or
flick-) roll. If you do not know how to fly inverted or recover from
inverted spins, you don't want to explore the possibility.

I accidentally did a snap roll in an S2B once... 90 degree turn at 90
degrees of bank, *quite* a few Gs in the process... Accellerated stall while
banked 90 degrees, but the ball wasn't quite centered... Rotated through the
high wing 270+ degrees and then into a spin headed for the ground... It
happed so quickly that I had originally thought that I had went over the
other way... Of course, since it was an S2B, spin recovery is basically a
non-event...

Especially if it is a C-172N with the placard that says "Avoid Slips with
the Flaps Extended" while on a checkride... :-)

Interesting...the earlier models omitted the checkride reference.
Fortunately, cross wind correction seemed to be permitted... :-)

Peter