Could we please have some faith in the design of certified aircraft?
it stresses the vertical stabilizer and in particular the fixings that hold it in place. In an emergency, it's a good option, but do you really want to do it regularly?
Yes, I slip regularly, and to full pedal deflection. I keep it slower than Va though...
We who certifiy aircraft designs, and write flight manuals, carefully confirm that the design requirements have been shown, and with adequate margin for careless piloting technique, and consider what needs to be written in the flight manual. If there is no warning about maneuvering, keep the plane within the stated limitations, prevent it from stalling, fly within your skill set, and slip it all you want. That's what it was designed for!
The prevailing design requirement reads: (my bold)
Sec. 23.441
Maneuvering loads.
(a) At speeds
up to VA, the
vertical tail surfaces must be designed to withstand-
(1)
A sudden displacement of the rudder control (with the airplane in unaccelerated flight with zero yaw)
to the maximum deflection allowed by the control stops or by pilot strength, whichever is critical;
(2) A yaw angle of 15 degrees with the rudder fully deflected (except as limited by pilot strength) in the direction tending to increase the slip; and
(3) A yaw angle of 15 degrees with the rudder control maintained in the neutral position (except as limited by pilot strength).
(b) The average loading of B23.11 and figure 1 of Appendix B and the distribution in figures 7, 6, and 8 of Appendix B may be used instead of the requirements of subparagraphs (a)(1), (a)(2), and (a)(3), respectively.
(c) The yaw angles specified in paragraph (a)(3) of this section may be reduced if the yaw angle chosen for a particular speed cannot be exceeded in--
(1) Steady slip conditions;
(2) Uncoordinated rolls from steep banks; or
(3) Sudden failure of the critical engine with delayed corrective action.