Thanks for that Cpt S!
Is any Airbus pilot prepared to admit he has found controlled slip works? I'm told the problem is that the sidestick sets an aileron input which is maintained till it is cancelled - but that may be too simplistic?
1) Avoid deflecting the stick into wind. It has practically no efficiency, but has adverse side effects on braking. Indeed, it creates a differential down force on the wheels into the wind side due to the aileron deflection, and it creates a differential drag effect due to spoiler retraction on the out-of-wind side. These differential effects favor the natural "into the wind" turn tendency of the aircraft."
What "into the wind" tendency is that? Taildraggers yes - which is why the pros used controlled slip. But you can crash a tricycle into the ground fully crabbed (as some have suggested on this thread) and the machine automatically tries to straighten up. The important thing on a slippery runway is the aircraft line of inertia - which is why a controlled flare along centre line is preferable to a late adjustment due to (all-too-common) misjudgement of the KOD point.
Surely (sorry - mustn't call you Shirley) the "down force on the wheels into the wind side" is actually what you need to ensure maximum brake/anti-skid efficiency? And the "differential drag ...on the out-of-wind side" would counter any into the wind tendency.