About forward slips

wrote:
gatt wrote:

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


When I slip to landing, I always crank in some small forward (down)
trim just in case I get distracted. Am I the only one that's this
paranoid?

Yes, you are.

Matt

In article ,
Matt Whiting wrote:

wrote:
gatt wrote:

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


When I slip to landing, I always crank in some small forward (down)
trim just in case I get distracted. Am I the only one that's this
paranoid?

Yes, you are.

Matt

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 :-)

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.

"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...

"Grumman-581" writes:

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...

It's impossible for a 90-degree turn to be coordinated--such a turn
would pull infinite accelerations.

--
Transpose mxsmanic and gmail to reach me by e-mail.

john smith wrote:

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.

The first time I slipped my Sundowner as a student, we got a buffet
which instantly got my instructor's attention. It needs decent down
elevator in with the crossed controls.

I'm thankful we weren't in a Tcraft or C170. G