Flying Technique Question of the Day

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

(Marcel Duenner) wrote in message news:
Hi Mike

First: what do you mean by a "slipping turn" and when would you need
one?

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

(Marcel Duenner) wrote in message

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.

Best regards
Marcel

Sorry don't agree. If you botched the circuit so that you are too
high on base to get down with airbrakes alone, then slip on base, and
slip in the final turn, and slip on final as required to get down.

This situation is very likely to happen to glider pilots making their
first off airport landing. The tendency is for inexperienced pilots
to be too high and too close in.

Slipping on the base to final turn is also normal practice in
airplanes with no flaps.


Andy (GY)

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

(Andy Durbin) wrote in message . com...
(Marcel Duenner) wrote in message

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.

Best regards
Marcel

Sorry don't agree. If you botched the circuit so that you are too
high on base to get down with airbrakes alone, then slip on base, and
slip in the final turn, and slip on final as required to get down.

This situation is very likely to happen to glider pilots making their
first off airport landing. The tendency is for inexperienced pilots
to be too high and too close in.

Slipping on the base to final turn is also normal practice in
airplanes with no flaps.


Andy (GY)

OK, I agree that would be a situation to need a slipping turn. I do
not agree, however, that it is "very likely to happen to glider pilots
making their first off airport landing". If it is very likely, there
was something wrong with the training. It certainly should never
happen on an airfield. If someone misjudges that badly he should not
be flying solo.

Mike has only been flying gliders for three weeks so I think it would
be easier for him to fly the manoeuvres sequentially until he doesn't
have to think about control co-ordination anymore.

Regards
Marcel