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#21
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On final, assuming there is a crosswind and you need to forward or side
slip, does it make a difference which wing is held down, and why? Since you're a CFIG, I' assuming that you already have an answer to the question, and that you were curious as to what the "newbies" would answer ? Just have a minute to give my input since I'm leaving town for the next three weeks... You want the wing down into the wind. Too often, if some one is doing a pattern, they maintain the same bank direction in a slip that they used in the pattern. You have to be consciously aware of this and know which will be the "low" wing on final. The main reason is to correct for cross wind component. If the wind is coming from the left and you're banked right wing down, there is very little ability to adjust for the non-constant cross wind. Jim Vincent CFIG N483SZ |
#22
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#23
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#24
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At 16:06 02 October 2003, Mike Stramba wrote:
(Marcel Duenner) wrote in message news: First: what do you mean by a 'slipping turn' and when would you need one? Chuck Writes; It was required that I demonstrate a slipping turn for the Practicle exam. It is not difficult. But, I contend that it should never be necessary. A good pattern should resolve any altitude adjusment necessary. If a slip is needed, there should be plenty of time in the Down Wind, Base or Final areas. A good turn is a Coordinated turn. A good pattern leads to a good landing. I dislike the terms 'top rudder and Bottom rudder'. They are confusing and easily mistaken by the fledgling student. A slipping turn for the Practical test is like Boxing the Wake. It just demonstrates pilot control abiliities and serves little purpose for actual flight. If you HAVE to slip in a turn, you have totally misjudged your pattern entry, placement and timing. Slips ARE fun. I really like to 'crank it sideways'. But, if you are constantly requireing a slip to final, then you need to work on your landings and visual references. The 'Forward' Slip on Final (to lose Altitude) should ideally be with wing low and/or nose with wind. This allows an (argueably) easier transition to 'Side' Slip for Cross wind compensation. I find little difference one way or the other. Be aware that there is a tendency to lower the nose when entering a Foward slip to lose altitude. This is counter productive for all of the 'speeds to fly' reasons. Set up your appropriate pattern or final speed. Maintain the SAME horizon attitude during the Foward slip. This will give the greatest amount of Altitude lose for a given distance and your airspeed will remain constant. End O' Rant Chuck ******** You've never heard of a slipping turn? Well... it's a turn + a slip,i.e. the contols are 'modulated' so that the flight path is curved, as in a 'normal' turn/bank, but the sink rate is accelerated with top rudder. Second: IMHO you should never start a slip before being fully established on final. Separate the two manoeuvres. That also means it doesn't matter which direction the last turn had. I don't see why. Flying should be a 'fluid' process. Labelling 'slips', 'turns' / banks, etc is useful when learning, but after that it should all be just called 'flying' Mike |
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