Spinning (mis)concepts

In article ,
Chris OCallaghan wrote:
I don't have the time right now, but anyone care to hazard a few lines
of discussion on the increase in induced drag during a slip and
compare it with the high speed, high drag descent Cindy described?

It might start something like this:

During a slip, the effective span and aspect ratio of the wing and
elevator decrease substantially. Additionally, total lift required to
maintain a constant airspeed is much increased (without any increase
in g loading) due to the tilting of the lift vector. Therefore, a much
higher angle of attack is required to maintain a given (low) airspeed,
one which might be employed to accomplish a steep approach into a very
short field.

Different circumstances, of course. But it would be interesting to see
someone develop this. Frankly, I don't think I've ever seen an
analysis of a slip that properly weighs the effects of induced drag.

Just out of interest, Cindy, according your data, which creates the
steepest approach (min L/D) (as opposed to greatest sink rate)? Yes,
we're likely to get some discussion on TV airbrakes, but we'll just
have to suffer through that.

Well, the 2-33 manual says in a full slip that something like
45 to 50mph gives the most efficient slip.

I wonder if this means most amount of altitude loss
for distance travelled, or highest sink rate per
minute. I'd believe the first, but have trouble
believing the second.

And if it really is just best altitude loss for
distance of glide, then wind effects could change
the correct speed significantly...