To those that made mention of it (including the author of the article I mentioned above
)…
If you establish yourself nice and early on in the approach in the
slipped condition, then you won’t have to worry with applying any crosswind technique on the landing. Can’t say that I entirely agree.
First. Why on Earth would you sideslip the aircraft on the approach and then ‘into’ the flare rather than instead crabbing the aircraft and applying the proper crosswind condition?
Crabbing minimises the drag on the aircraft on the approach. What happens if you get an engine failure and find yourself with the controls all crossed up? What happens, given the turbulent and gusty conditions, if you require additional power but you are already using extra thrust to compensate for the additional drag of a slip? Applying crossed controls to the aircraft in turbulent conditions can also apply a significant stress on the aircraft since it essentially twists the aircraft like a tin can. Light aircraft should be flown (and landed) in a way that minimises the stress on the aircraft.
Some aircraft, like most of the Cessna series, don’t like prolonged slips as well. If you set yourself up in a slip on a 172 on very early final you could well starve the engine of fuel in a slipped condition!
Many believe that if they slip down the approach then you won’t have to apply a crosswind technique. This is incorrect. As you flare and the speed of the aircraft decreases, the aircraft will drift (and yaw) with wind as the amount of control you applied becomes less than what is required to keep straight.
The only
advantage of slipping is you don’t have to think about what aileron and what rudder is required. This concern can be entirely eliminated with proper and competent instruction. It’s hardly an ‘advantage’.
Aileron arrests unwanted drift and rudder keeps the aircraft straight. Simple.