Initial training : Slip Yes ……Slip no
In a slipping PA-28 the high wing tank is capable of feeding the engine continuously but the low wing tank cannot feed the engine unless the slip is shallow and the tank close to full.
When providing instruction in sustained full rudder slips the instructor should be smart enough to ensure the appropriate tank is selected. There is no risk of fuel starvation with the high wing tank selected unless that tank is empty.
I flew 172 models before and after the flap extension was limited. They all are capable of a full rudder slip and nothing bad happens. I never considered the "Avoid" placard any more limiting than the maximum demonstrated crosswind. More on C-172 flaps and slips here - C172 flap question
When providing instruction in sustained full rudder slips the instructor should be smart enough to ensure the appropriate tank is selected. There is no risk of fuel starvation with the high wing tank selected unless that tank is empty.
I flew 172 models before and after the flap extension was limited. They all are capable of a full rudder slip and nothing bad happens. I never considered the "Avoid" placard any more limiting than the maximum demonstrated crosswind. More on C-172 flaps and slips here - C172 flap question
Join Date: Jun 2004
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See UK aircrew regulation PART-FCL, Subpart C, Section 1, AMC1 FCL.210, (c) (2) (x) (D).. Side slipping should be taught on light aircraft except where not allowed for the type.
However those teaching future airline pilots, CPL and especially UPRT should emphasize the guidance for transport aircraft handling found in AUPRTA Rev 3 and also reflected in FCTM for types such as B737. In transport aircraft side slip should not be used intentionally as a means of creating drag (Gimli glider not withstanding). Other than cross wind landings, transport aircraft should normally be flown in balance. In upset recovery handling, aileron is always the primary means of roll control. However, if you attempt to roll using ailerons but cannot achieve the desired roll rate, a small amount of rudder may be used to achieve the desired roll rate. Only a small amount of rudder is required. Too much rudder applied too quickly or held too long can lead to loss of control or structural damage. Rapid rudder reversals are to be avoided.
However those teaching future airline pilots, CPL and especially UPRT should emphasize the guidance for transport aircraft handling found in AUPRTA Rev 3 and also reflected in FCTM for types such as B737. In transport aircraft side slip should not be used intentionally as a means of creating drag (Gimli glider not withstanding). Other than cross wind landings, transport aircraft should normally be flown in balance. In upset recovery handling, aileron is always the primary means of roll control. However, if you attempt to roll using ailerons but cannot achieve the desired roll rate, a small amount of rudder may be used to achieve the desired roll rate. Only a small amount of rudder is required. Too much rudder applied too quickly or held too long can lead to loss of control or structural damage. Rapid rudder reversals are to be avoided.
Last edited by Rivet gun; 19th May 2024 at 11:05.
