Hello everyone!

I have been following ras for a few years now and have finally felt
compelled to add my voice. Other than the threads on V-tails& flaps of
death, this has been the most interesting discussion although for an
entirely differing reason. Usually there is no need for comment as most
important bases on topics generally get equal time. Aside from wading
or suffering through some personal opinions I have enjoyed the comments
and insights.

The opinions that I have been hearing in this thread have all sounded
as if they have come from mostly instructors and or folks who fly
primarily slippery glass.One day I will be there as well, but for the
past 6 years I have been flying an SGS 1-35c model on the East coast w/
a commercial ticket. If any of you do not know them, they have only
flaps or slips for vertical glidepath control. My introduction to
soaring instruction began in 1998 and still is as fresh today as it was
then. On more than one occasion my instructor's voice has come back
when things were not very plesant in the air. And having said that, I
believe how information is passed along to be very important. I
consider all landings as practice for off field landings of which I
have my share, some of which have been done in rotor in and near
Petersburg W.Va. W-99.I am chiming into this thread because I still
have pretty vivid recollection of my training.

As I recall, slips were taught to me after stalls but before spin
entry and exits.At our club, I observe both slipping and crabbing style
allignments. Our strip is wide grass adjacent a hardpaved runway. It is
my opinion that the more experienced pilots choose the slip method and
the less experienced generally opt for the crab. I believe the reason
goes back to their training. With the less experienced being closer to
theirs. When learning the stall warning signs in most any older early
training ship ie; 2-33, Ka-13, Ka7 the pre-stall buffeting is quite
pronounced and makes quite an impression on the student. Therefore I
believe that early pilots transfer the pre-stall noises to a ship
slipping and are therefore uncomfortable doing so, esp closing in on
the grounds proximity! As for myself I agree that I use both and
sometimes together although generally I prefer the slip. I only tend to
use the crab as a combination during high x-wind.

Last fall one of our glass pilots had his canopy come loose on base.
Concentrating on the canopy, he failed to control his decent and
eventually his directional control. Extensive damage to the ship but
no more than an ego bruise to the pilot. During the ensuing discussions
slipping to keep the canopy closed was pretty generally the method we
all agreed we would have chosen. Of those in the discussion I might
have been the only one to have had practice at this during my late
stage training.That due to my instructor's foresight.

After all was said and done, one of my instructors challenged me
again. He asked me what I would do if one day while checking my flaps
upon entering the pattern the lever arm came off in my hands
essentially eliminating their use? Obviously slipping is the answer, so
I began to try this method.To this day I have only witnessed one other
club member attempt it.

Which brings me to my point. I believe having an effective slip in
every pilot's pocket is an essential thing. That pre-solo students
should be able to land their ship without the use of additional
mechanical devices.Taught late in the program to the point of
proficiency. If slips were used more, possibly even the deadly canopy
open on tow might loose some of it's near certainty! I do not see this
@ our club but wish I did.If slipping had been regularly practiced by
the accident pilot,he might have used it rather than his hand to keep
the canopy closed freeing up one for the divebreaks.

I have had the opportunity to to add a full slip to 75 deg. flaps @
90 mph. to extricate myself from a fast closing wave system. You need
to do it once to appreciate the view!

Paul Rehm KW