Side-slipping meduim jets.110K-190K lbs
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Side-slipping meduim jets.110K-190K lbs
Any comments regarding side slipping these planes. I flew with a old timer doing this and it seemed to be common practice in some parts of the world.
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Side slipping a medium jet should only be attempted if you know just how to do it, it's not uncommon to see this done sometimes, the airplanes will cope well if controls are well co-ordinated.
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Side slipping a medium jet should not be done!!! It feels terrible in the back and frankly if you need to sidesilp one it means that you screwed up your profile and you should be going around or get more track miles.
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nothing wrong with a good slide-slip!! I have to say I havn't flown n bigger a/c than a C210 and I prefer to know more before I give my input on if its good or not. BUT personally I think it must be a KICK-@SS feeling!!!!!!!
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Perhaps many of you are not familiar with the American Airlines 587 crash in NY?
Ask uncle Google, but some excerpts from the NTSB follow,
"Based on interviews with the pilot community, what we've learned is that appears that many pilots have not been made aware that full rudder inputs, as I say, under certain conditions can jeopardy the integrity of the vertical fin, and that in some airliner models, rudder deflections can be achieved with relatively small pedal movements and comparatively light forces, and by this, what I mean is that in some aircraft, what you find is that pedal movements of inch and a half, no more, 30 pounds of pressure, which is really not much, can achieve very significant movement of the rudder, and therefore, really do cause concern" TOM HAUTER, NTSB
and,
"The two safety recommendations address the fact that many pilot training programs do not include information about the structural certification requirements for the rudder and vertical stabilizer on transport-category airplanes. Significantly, full rudder inputs even at speeds below the design maneuvering speed, may result in structural loads that exceed certification requirements." - http://www.ntsb.gov/events/2001/AA587/iic_stmt.htm
Food for thought?
Ask uncle Google, but some excerpts from the NTSB follow,
"Based on interviews with the pilot community, what we've learned is that appears that many pilots have not been made aware that full rudder inputs, as I say, under certain conditions can jeopardy the integrity of the vertical fin, and that in some airliner models, rudder deflections can be achieved with relatively small pedal movements and comparatively light forces, and by this, what I mean is that in some aircraft, what you find is that pedal movements of inch and a half, no more, 30 pounds of pressure, which is really not much, can achieve very significant movement of the rudder, and therefore, really do cause concern" TOM HAUTER, NTSB
and,
"The two safety recommendations address the fact that many pilot training programs do not include information about the structural certification requirements for the rudder and vertical stabilizer on transport-category airplanes. Significantly, full rudder inputs even at speeds below the design maneuvering speed, may result in structural loads that exceed certification requirements." - http://www.ntsb.gov/events/2001/AA587/iic_stmt.htm
Food for thought?
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Side Slipping any jet
If memory serves me correctlly, the side slip manz is the correct proc. for landing ANY AIRPLANE in a cross wind. In a med. to heavy jet, based on my exp., 5500 hrs. in such, a side slip should only be initiated during the flare/roundout during landing. There should be no need to set up one during approach if you are tracking the centerline properly with crab angle. And by all means NEVER set up a forward slip in ANY jet as engines 1 thru 4 will not agree and either compressor stall or quit all together. Hope that helps.
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why would anyone want to side slip a heavy jet, maybe you could consider it a sideslip during the flare as you round out and kick the nose straight, but hardly.
Something of interest I saw on Discovery the other day was the crash of American Airlines Flight 587 A300-600 just after take off, the first officer was flying and he had been taught to recover from unusual attitudes using rudder along with the other controls of course, after flying through the wake turbulence of a 747 and finding himself in an unusual attitude he enthusiastically applied full rudder deflection one way, then the other way, the aircraft swinginging wildly from side to side he believed he was stuck in the turbulence and proceeded to apply another 3 rudder applications (only 5 full deflections), it was at this point that the vertical stab separated and the aircraft plunged to the ground killing everyone on board. Now knowing this why oh why would you want to put an heavy passenger aircraft into a sideslip and put forces on the tail that it may not have been designed for? just a question, I will however look in the manuals and see what Boeing says about sideslip, maybe its ok I dont know, but I wont be trying it.
Something of interest I saw on Discovery the other day was the crash of American Airlines Flight 587 A300-600 just after take off, the first officer was flying and he had been taught to recover from unusual attitudes using rudder along with the other controls of course, after flying through the wake turbulence of a 747 and finding himself in an unusual attitude he enthusiastically applied full rudder deflection one way, then the other way, the aircraft swinginging wildly from side to side he believed he was stuck in the turbulence and proceeded to apply another 3 rudder applications (only 5 full deflections), it was at this point that the vertical stab separated and the aircraft plunged to the ground killing everyone on board. Now knowing this why oh why would you want to put an heavy passenger aircraft into a sideslip and put forces on the tail that it may not have been designed for? just a question, I will however look in the manuals and see what Boeing says about sideslip, maybe its ok I dont know, but I wont be trying it.
Last edited by fluffyfan; 15th Mar 2007 at 20:09.
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side slips
As in a C-152, the only time ANY aircraft needs to be in a side slip is when landing in a crosswind. Or maybe to keep on the localizer in a Large aircraft !!!!!! If anyone else has a situation when it is required, PLEASE SHARE. Ie; side slip=landing // forward slip=lose altitude without increasing airspeed. If there are more than those 2 types of slips, again, please share.
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formulav,can you please explain the difference between forword-slip and slide-slip(i.e. control input)asyou mentioned in your last post as I have never heard about a forward slip before.
Side-sliping as I know it is for losing height without increasing airspeed on the landing appr. and also a good way to decent quickly to get under the clouds using a gap if you get stuck ontop. And now I'm taking about a single-engin A/C like a C210 and not n jet A/C.
Side-sliping as I know it is for losing height without increasing airspeed on the landing appr. and also a good way to decent quickly to get under the clouds using a gap if you get stuck ontop. And now I'm taking about a single-engin A/C like a C210 and not n jet A/C.
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This thread is going downhill fast. Breathe some life into it or it's heading for the bin. Not sure what it has to do with African Aviation.
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