About forward slips

Howdy!

In article ,
Mxsmanic wrote:
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.

That statement is just flat incorrect. It's the skidding turn that
creates the dangerous condition. Crossed controls are not, per se,
risky. They merely set up a way to dump altitude without picking
up excess speed, or to make the airplane fly somewhat sideways, in
order to maintain alignment with a ground feature in a crosswind.

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.

That's a pretty reasonably synopsis. Slips are less likely to degenerate
into a spin, while skids are much more risky.

In a skid, you are (ab-)using the rudder to try to yaw the plane more
quickly than you can with the coordinated turn you were in. That causes
outside wing to move faster (and the inside wing slower). If you get
too vigorous, you might slow the inside wing enough to induce a stall.
That causes the inside wing to drop rapidly, leading quickly to a
spin. This is Real Bad if you were trying to hurry that base to final
turn that you got a bit sloppy with...


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?

Don't pull back too hard on the stick. Simply entering a slip won't
cause a stall. It may cause you to go down faster than you want,
but it won't lead to a stall. Slips are rudder-aileron drills.

yours,
Michael

--
Michael and MJ Houghton | Herveus d'Ormonde and Megan O'Donnelly
| White Wolf and the Phoenix narrowwares
Bowie, MD, USA | http://whitewolfandphoenix.com
Proud member of the SCA Internet Whitewash Squad

Howdy!

In article ,
Viperdoc wrote:
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.

Ummm...really?

yours,
Michael


--
Michael and MJ Houghton | Herveus d'Ormonde and Megan O'Donnelly
| White Wolf and the Phoenix narrowwares
Bowie, MD, USA | http://whitewolfandphoenix.com
Proud member of the SCA Internet Whitewash Squad

"Michael Houghton" wrote in message
...
Howdy!

In article ,
Viperdoc wrote:
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.

Ummm...really?

yours,
Michael

Nice to see someone on the ball here :-)
Dudley Henriques

Mxsmanic writes:
gatt writes:
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.

Drag. In a slip you are sliding sideways through the air. This means
you are trying to push the side of the fuselage through the air. It
is not designed to be very aerodynamic going sideways, so when you do
this you will create all sorts of extra drag which the plane does not
normally have.

Chris

In article ,
Christopher Brian Colohan wrote:

Mxsmanic writes:
gatt writes:
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.

Drag. In a slip you are sliding sideways through the air. This means
you are trying to push the side of the fuselage through the air. It
is not designed to be very aerodynamic going sideways, so when you do
this you will create all sorts of extra drag which the plane does not
normally have.

And lift!

Mxsmanic wrote:
What's the proper procedure to execute a forward slip, how should the
aircraft be expected to react when it is performed, and what are the


This might help... http://tinyurl.com/yhd7km

You might want to do it in an emergency descent situation when you find
yourself very near an airfield and are too high to make a normal
approach and you've to suddenly lose a lot of altitude.

Ramapriya
not a pilot, so don't listen to me

"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.

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Christopher Brian Colohan writes:

Drag. In a slip you are sliding sideways through the air. This means
you are trying to push the side of the fuselage through the air. It
is not designed to be very aerodynamic going sideways, so when you do
this you will create all sorts of extra drag which the plane does not
normally have.

That explains it. Thanks. Slips may come in handy for me since I
never seem to be able to roll out to final with any reasonable
alignment with the runway. I suppose in real life I could look out a
side window and estimate my alignment better, but somehow I think it
might still be difficult for me. The other legs work out okay; I'm
flying nice rounded rectangles now (MSFS lets you analyze your ground
track and altitude profiles, so you can easily check your work).

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writes:

This might help... http://tinyurl.com/yhd7km

Hmm ... looks like a pretty comprehensive explanation.

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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