The new way to fly an ab initio trainer
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It says in most Cessna POH's avoid Sideslip with full flap.
The TU206G POH provides a caution not to sustain un-coordinated flight in excess of 1 minute with low fuel reserves due to the possibility of fuel starvation. However this is primarily an operational consideration based on fuel quantity.
The problem isnt masking rudder authority but you can exceed the critical abgle of the outboard wing and stall the aircraft.
I am not disputing the fact that some aircraft may indeed have this limitation of not side slipping with flap but I just question why a limitation not given by the manufacturer should be used as an excuse to not practice and learn this basic skill in a simple basic training aircraft! Maybe that is why some instructors and students are not competent with x-wind conditions as the technique actually requires the ability to handle crossing the controls!
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[qoute]When conducting a 'side slip' on approach it is essentially a 'forward slip' not a side slip. If an appropriate nose attitude (usually lower than normal) and airspeed is maintained (bearing in mind the ASI becomes unreliable due to the altered airflow over the pitot) the chances of stalling a wing should be minimal to the point of not being a concern if the manoever is executed properly in this type of aircraft[/qoute]
Only place you will find it called a forward slip is in the Cessna POH, which you just read
One of the brief laughs we had in our instructor training course!!
Only place you will find it called a forward slip is in the Cessna POH, which you just read
One of the brief laughs we had in our instructor training course!!
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4SPOOLED,
I am willing to stand corrected but without wanting to make a mountain out of a molehill...
A quote of interest from the C152 Information Manual (1982):
I am more than willing to change my view if someone can point me to a reference in the book?
I am willing to stand corrected but without wanting to make a mountain out of a molehill...
A quote of interest from the C152 Information Manual (1982):
The maximum unusable fuel quantity, as determined from the most critical flight condition, is about 1.5 gallons total. This quantity was not exceeded by any other reasonable flight condition, including prolonged 30 second full-rudder sideslips in the landing configuration
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It doesnt say anywhere that you cant! (I have sidesliped myself in the things on occasion when i was a low hour pilot when i came in a bit hot and high) however not having flown a 152 for some time i dont have the POH at hand to referance it, but its definatly in the Cessna training manual which is available for your referance at most flight schools.
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I can see where you have got the data from now 4SPOOLED. For better or worse this topic got me digging around in my library where I have a penchant for collecting industry books and publications. It has been a while since I have instructed and flown C152's also...
Looking up CASA's Flight Instructors Manual reveals the following GUIDE on side slipping:
I guess that may be the origin point for this idea! It is just interesting to hear all the variety of 'why' explanations that seems to have followed from it - some of which seem rather dubious...
Looking up CASA's Flight Instructors Manual reveals the following GUIDE on side slipping:
Aeroplanes fitted with flaps are normally not side slipped with flap extended except in an emergency. When sideslipping is taught in such aeroplanes these manoeuvers should be demonstrated and practiced with the flaps retracted.
C172N POH Section 4 - Normal Procedures - Cross wind Landing.
Quote:
[B]When landing in a strong crosswind use the minimum flap setting required for the field length. if flap settings greater than 20 degrees are used in sideslips with full rudder deflection, some elevator oscillation may be felt at normal approach speeds. However, this does not affect control of the airplane.
If you have full flap down and you are so high that you would consider side slipping to get in, this suggests that it would be prudent to go-around again and have another go this time ensuring a stable approach?
Quote:
[B]When landing in a strong crosswind use the minimum flap setting required for the field length. if flap settings greater than 20 degrees are used in sideslips with full rudder deflection, some elevator oscillation may be felt at normal approach speeds. However, this does not affect control of the airplane.
If you have full flap down and you are so high that you would consider side slipping to get in, this suggests that it would be prudent to go-around again and have another go this time ensuring a stable approach?
I recall The 182A that I used to have had the
or something like that. The key word was "Avoid", not "Don't"
There is no stated limitation of the use of flap and sideslips in the 185 flight manual. Just about every landing in it, involves a degree of slipping if there is any wind at all.
There are many times when I use sideslip with full flap. Mechanical uplift or thermals on short final into short strips. A handy tool in your bag of tricks.
avoid sideslips with full flap
There is no stated limitation of the use of flap and sideslips in the 185 flight manual. Just about every landing in it, involves a degree of slipping if there is any wind at all.
There are many times when I use sideslip with full flap. Mechanical uplift or thermals on short final into short strips. A handy tool in your bag of tricks.
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Scotty Doo
So is every circuit is going to be a glide approach then???
No. If the fan stops, you generally trim for best glide speed, and not apply any flap until assured of making the field. (Or at least I do).
DIVOSH
