Slip approach to cross-control stall
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During my limited gliding time there was a side slip final approach which ended in kicking off the drift & rolling level as you touched down.
This final approach would be with the a/c tracking in a straight line on runway heading with the nose pointed sideways & the opposite wing down, Shimples!
The slipping turn was as implied, rudder & aileron reversed but balanced to produce a turn as well as lose height. Calling it a forward slip just confuses the issue. The thing is moving through the air in a straight line, where you draw that straight line through the airframe is anybodys. Also shimples. I can't see the problem
This final approach would be with the a/c tracking in a straight line on runway heading with the nose pointed sideways & the opposite wing down, Shimples!
The slipping turn was as implied, rudder & aileron reversed but balanced to produce a turn as well as lose height. Calling it a forward slip just confuses the issue. The thing is moving through the air in a straight line, where you draw that straight line through the airframe is anybodys. Also shimples. I can't see the problem
Join Date: May 2012
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I guess the reason why we European's aren't getting it is, we're always flying (mostly) foward, even in a slip - otherwise we run out of lift 
I never heard about the different terminology (Germany), other than maybe a wing-down landing being mentioned at some point. It's a slip, the plane goes forward and a bit sideways, no matter the intend, position in the circuit or whether it ends up on the runway or not, in my opinion. Makes things simpler for me to only have on term for one thing...
I never heard about the different terminology (Germany), other than maybe a wing-down landing being mentioned at some point. It's a slip, the plane goes forward and a bit sideways, no matter the intend, position in the circuit or whether it ends up on the runway or not, in my opinion. Makes things simpler for me to only have on term for one thing...
Last edited by therealdooga; 30th May 2013 at 11:30.
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So after a completely unrealted discussion of forward and side slips, does anyone have any input on the question initially asked?
If I undetstood him correctly, he is wondering if you're putting yourself in danger of a low level spin when slipping in?
I would think yes and always keep the speed up for the same reason (and because ASI becomes less reliable), but I don't recall seeing any accident reports where a spin happened from a stabilished slip approach (with decaying speed, so not totally stabile)
If I undetstood him correctly, he is wondering if you're putting yourself in danger of a low level spin when slipping in?
I would think yes and always keep the speed up for the same reason (and because ASI becomes less reliable), but I don't recall seeing any accident reports where a spin happened from a stabilished slip approach (with decaying speed, so not totally stabile)
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Fair enough, back to topic (sorry).
Yes, of course you are increasing the likelyhood of a spin when crossing controls at lower speeds - the point is, if you're doing it on final because you're too high, that height is what you burn to keep your speed high enough despite the slip (which is the whole point). The one thing to do in the small Cessna's that I'm flying is to keep the nose at least at the same attitude it was at before the slip (when you were going in at around 75-70kts at the beginning/middle of the final approach in my case), or maybe even put it down a bit more, because the slip kills speed rather effectively. I actually only slip on final when I'm really high enough to comfortably put the nose down a bit (only a bit!) while slipping, I do not at all like to do it when approaching the ground.
Exception: recently I came in for a landing shortly before a black rain front passed over the airfield, and it appeared that the wind had already changed direction lower to the ground (according to our tower) while higher up it was still blowing from the rear, in relation to the runway we were advised to take based on the ground wind direction. Also I came in really high on final because someone else in the circuit with me was just ahead and didn't see me, so I circled to give him some room, gaining height in the circle to avoid a hill that comes up below that part or our circuit. When I turned onto final again that excess heights, taken together with about 12-15kts of wind blowing from behind, meant that I almost couldn't get the plane down in time to hit our (very short) 07 runway. I was basically standing fully in the rudder and keeping the plane aligned with the ailerons during the entire final leg, putting the nose down to keep enough speed to deal with the gusts of the approaching front, and only straightened her out a couple of meters above the ground shortly before touchdown because miraculously (and thankfully) the wind almost dropped to zero down low.
That was a case of slipping her down almost to the ground, but with definitely enough speed in the bank to do that safely...
Yes, of course you are increasing the likelyhood of a spin when crossing controls at lower speeds - the point is, if you're doing it on final because you're too high, that height is what you burn to keep your speed high enough despite the slip (which is the whole point). The one thing to do in the small Cessna's that I'm flying is to keep the nose at least at the same attitude it was at before the slip (when you were going in at around 75-70kts at the beginning/middle of the final approach in my case), or maybe even put it down a bit more, because the slip kills speed rather effectively. I actually only slip on final when I'm really high enough to comfortably put the nose down a bit (only a bit!) while slipping, I do not at all like to do it when approaching the ground.
Exception: recently I came in for a landing shortly before a black rain front passed over the airfield, and it appeared that the wind had already changed direction lower to the ground (according to our tower) while higher up it was still blowing from the rear, in relation to the runway we were advised to take based on the ground wind direction. Also I came in really high on final because someone else in the circuit with me was just ahead and didn't see me, so I circled to give him some room, gaining height in the circle to avoid a hill that comes up below that part or our circuit. When I turned onto final again that excess heights, taken together with about 12-15kts of wind blowing from behind, meant that I almost couldn't get the plane down in time to hit our (very short) 07 runway. I was basically standing fully in the rudder and keeping the plane aligned with the ailerons during the entire final leg, putting the nose down to keep enough speed to deal with the gusts of the approaching front, and only straightened her out a couple of meters above the ground shortly before touchdown because miraculously (and thankfully) the wind almost dropped to zero down low.
That was a case of slipping her down almost to the ground, but with definitely enough speed in the bank to do that safely...
Last edited by therealdooga; 30th May 2013 at 18:19.
