About forward slips

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
main uses of the forward slip? And why is it called a _forward_ slip?

I've been reading about this, and from what I understand, the
procedure is to roll to one side and hold the rudder to the opposite
side. I've tried this in the sim. The aircraft rolls to the side I'm
rolling it to, and then seems to slide downward almost in the same
plane as the wings, only a bit steeper. Altitude is lost very quickly
indeed, but airspeed stays steady. Is this what happens in real life?
Am I doing it correctly? What's the correct procedure to return to
level flight?

Somebody said that MSFS cannot simulate forward slips correctly. What
is missing in the simulation?

Note that, by default, MSFS is configured to link the rudder to the
ailerons. All turns are forced into coordinated turns, and there's no
independent rudder control. This can be turned off to improve
realism. But with this default option enabled, it's impossible to
perform any maneuver that requires rudder control independent of
aileron control.

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

"Mxsmanic" wrote in message
...
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
main uses of the forward slip? And why is it called a _forward_ slip?

http://www.faa.gov/library/manuals/a...lane_handbook/

"Gary Drescher" wrote in
:

"Mxsmanic" wrote in message
...
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
main uses of the forward slip? And why is it called a _forward_ slip?

http://www.faa.gov/library/manuals/a...lane_handbook/

He won't read it :-(

Allen

A Lieberma writes:

He won't read it :-(

Wrong tense. He had already read it. But he hoped that someone here
might have something useful to contribute. Perhaps that optimism was
without justification.

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

"Mxsmanic" wrote in message
...

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
main uses of the forward slip? And why is it called a _forward_ slip?


A forward slip is a way of losing altitude rapidly without gaining
substantial airspeed, essentially by placing the airplane in a stable
condition in which the wings are less-effective. Another use of a slip is
to align the aircraft with the runway during a crosswind.

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.
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.

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

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

And ...

4) The ground will catch you...

gatt wrote:
"Mxsmanic" wrote in message
...

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
main uses of the forward slip? And why is it called a _forward_ slip?


A forward slip is a way of losing altitude rapidly without gaining
substantial airspeed, essentially by placing the airplane in a stable
condition in which the wings are less-effective. Another use of a slip is
to align the aircraft with the runway during a crosswind.

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.
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.

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

Right. The first turn of a spin will lose about 500' or more. Not good
if you are pulling from a long base to final. And, you probably won't
have enough rudder to get it out.

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?

Kev

wrote in
oups.com:


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?

Hmmm, real bad time to be distracted *smile*.

You already are high on approach (why do the slip?), last thing you want to
do at least in my opinion is add down trim for additional speed????

Once I get my trim set for my 68 knot approach speed (on downwind), it
stays there until the tires meet the road.

My right hand never leaves the throttle on base to final.

Allen

A Lieberma wrote:
wrote in
oups.com:
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?

You already are high on approach (why do the slip?), last thing you want to
do at least in my opinion is add down trim for additional speed????

Right, I don't want more speed unless needed, so I pull a little back
on the yoke. But the slight trim offset allows me to let go and
automatically speed up and thus not worry so much about a stall.

( I must do this because of something that scared me in the past, but I
can't for the life of me recall what it was. Perhaps slipping on a
very gusty day or something? Or having to push forward and there was
some problem doing so? I dunno! :-)

Thanks for the response! Perhaps I'll change this habit.
Kev