Crab, slips, and crossed controls

"Stealth Pilot" wrote in message
...
| On Mon, 22 Sep 2008 14:10:50 GMT, Robert Moore
| wrote:
|
| Stealth Pilot wrote
| Sideslips are a very useful tool because they allow you to
| substantially increase the drag, which makes you descent like a
| plumbers toolbag, but doesnt change the forward speed. so you have no
| increased risk of stalling as you wash off the height.
|
| What you have described is the "forward slip". Although control usage
| is the same in both, a "side slip" is used to correct for a crosswind,
| and a "forward slip" is used to descend more rapidly on final without
| having the airspeed increase. If one is not landing, I suppose that it
| would just be a "slip".
|
| Airliners normally do not use either because of the increased discomfort
| caused the passengers....both being uncoordinated flight.
|
| Amine wrote:
| PS: I have read about many cases of jetliners that had to make
| emergency descents at abnormally high speeds, but the AC143 seems the
| only one to have used the sideslip.
|
| AC 143 was constrained by "touchdown speed" runway length. An "emergency
| descent" has no such constraint and therefore is able to use the
| aircraft's maximum certificated speed for the descent...far in excess of
| what would be possible in an approach/landing situation.
|
| In an engine failure situation, keep it as high as possible for as long
| as possible to insure that the field can be reached, and then slip as
| much as required to lose the excess altitude without gaining airspeed.
|
| Bob Moore
| Flight Instructor ASE-IA
| ATP B-707 B-727
| PanAm (retired)
|
| in my country the manouver I describe is always called a side slip.
|
| side slips are used as I indicate to dirty up the aircraft
| aerodynamically.
| they can be used to counter a crosswind but the crabbed approach is
| preferred because it doesnt change the approach profile.
|
| it is a side slip.
|
| youalls mileage may vary :-)
|
| Stealth Pilot

Yeah, but you're a dumb ass.