I flew for 30 years not knowing there was a difference in terminology, and not even realising that a wing down crosswind landing was a slip. If the technique was used when there was no crosswind (self induced) then I could see it as a slip, but balancing the forces to maintain runway heading did not seem to me to be a slip at all. Then I started flying in the US and got my US CFI and had to learn about "forward" and "side" slips to pass the exams. It was hard for me, with a brain starting to gell, to get around it, and I have seen students have a great deal of difficulty with the concepts, to the point that I believe we are wasting time and effort teaching something that is at best a theoretical classroom point and has no practical application (not the slip; the name). When a student is confused, it is harder for her to fly the manoeuvre, and more chance she will screw it up, as a glider pilot in Picton, Ontario might have done earlier this year. (
http://www.airforce.forces.gc.ca/dfs...ZF/CGDZF_e.pdf)
And on that point, when we are approaching to land and need more drag, we swing the nose away from the runway and use rudder to maintain track, so that we are flying sideways. Yet we call it a Forward Slip. On the runway in crosswind we drop a wing and use rudder to maintain runway heading, so as to fly forward down the runway, yet we call that one a Side Slip.
Maybe the guy who wrote it in the US pilot training manuals was dyslexic.
Kermode uses the term Side Slip, but does not cover the crosswind case. I was hoping someone would have already challenged this one, so I could quote him/her, and if anyone knows of such, either way, please let me know. Meanwhile I will of course quote you, Ghengis.
I figured that if I had, say, 60 at the point when I started the slip, as I yawed the nose of the airplane the airspeed would change depending on the pitotstatic configuration and the IAS would either drop or rise. If I flew that new IAS I would in fact still be flying 60 in the forward direction, ie my real speed would still be 60. I would adjust attitude to maintain that new speed. If I flew constant attitude, would that not lead to a "real" speed decay due to the increased drag?