Airspeed when Slipping to landing

bartmc said:
I use the slip method and am a convert from the crab down final and kick method. I've heard low wing pilots like the crab over the wing low to reduce the chance of dragging a wing but I've landed in some stiff winds and it's not a concern I have anymore.
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Your piper has a pretty tall gear stance and a fair amount of dihedral which keeps the wingtips up pretty high.. should not be a concern on asphalt :)
 
I just give it about full rudder, drop the opposite wing enough to keep my ground track and point the nose towards the ground. In a forward slip you will lose a bunch of altitude quickly without gaining much airspeed at all. [Just don't stall/spin because you forgot the nosedown part]

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bartmc said:
My Cherokee doesn't have a wide stance (not that there's anything wrong with that). ;)
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The mains are 10' apart. What plane of this size has a wider stance? Wide stance means you'll need a relatively steep bank angle before the wing contacts the ground.
 
RoscoeT said:
The mains are 10' apart. What plane of this size has a wider stance? Wide stance means you'll need a relatively steep bank angle before the wing contacts the ground.
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Sorry, was my attempt at humor "Wide Stance" has a new meaning since the Larry Craig thing. i.e. the first result when you google "wide stance"
 
Another reason for a forward slip - really high trees on the approach, or any other reason where you need to stay high longer than a normal approach path and then transition to a steep approach path and then transition out of it.

Clearview (mentioned elsewhere), Annapolis/Lee when coming in over the trees, or even Windwood could all be reasons to use a forward slip as a normal practice. You can go down quickly while keeping energy low.
 
jesse said:
I don't look at it. Pay attention to the pitch. Keep it at a nice healthy nose down angle and you'll be fine. Practice this at altitude and you can transition in and out of the slip to see where your airspeed went at different pitch angles.
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Exactly this. You just have to figure out how much nose down and what it looks like for each airplane.
 
Ron Levy said:
...and I'm not flying B-52's...
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Actually, if memory serves, the B-52 was equipped with main gear that could pivot from the longitudinal axis of the aircraft especially because of the need to crab during crosswind landings.
 
Morne said:
Actually, if memory serves, the B-52 was equipped with main gear that could pivot from the longitudinal axis of the aircraft especially because of the need to crab during crosswind landings.
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Egg-sactly
 
Dan Thomas said:
That's the reason for the two ports: to get an average static pressure so that the airspeed reads relatively accurately. A 172 has one on the left side, and a slip to the left raises static pressure and drives the ASI down. A slip to the right doesn't make such a big difference.

Dan
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Just silly little things you don't think about until pointed out then you go

"OH!":idea:
 
My husband used to fly C195 s that had crosswind landing gear. He says the plane looked pretty weird rolling out on the rwy. catywumpas
 
TMetzinger said:
Another reason for a forward slip - really high trees on the approach, or any other reason where you need to stay high longer than a normal approach path and then transition to a steep approach path and then transition out of it.

Clearview (mentioned elsewhere), Annapolis/Lee when coming in over the trees, or even Windwood could all be reasons to use a forward slip as a normal practice. You can go down quickly while keeping energy low.
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Or if you want to drop down into ground effect so you can firewall the throttle and grab the banner halfway down the sod field...

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bartmc said:
If you're side slipping to a landing in a stiff crosswind, what IAS do you use? Higher, Lower, Same or "don't look at it"
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Whatever the butt-o-meter senses.. I may glance down at the airspeed occasionally.. I look at it while teaching slips only to note to the student how we are not gaining airspeed, yet falling like the Dow Jones.
 
Jeanie said:
My husband used to fly C195 s that had crosswind landing gear. He says the plane looked pretty weird rolling out on the rwy. catywumpas
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Cessna had a few like that. The 170 was also available with crosswind gear. The wheel axles were large diameter things that had a pivot in them and a detent mechanism that would snap out if side loads were too great and the wheel would turn maybe as much as 15° to accommodate the crabbed landing. Expensive stuff; the wheel bearings were slender things of a very large diameter, probably made for this one application alone.

It was an idea that never really caught on. Back then they just taught pilots how to fly. Crosswind gear might sell better now, in a time when people don't care to put the effort into learning. Shoot, a while back there was a thread either here or on the homebuilt airplanes website in which some guy proposed a self-steering taildragger. He wanted to fly taildraggers but was either afraid or lazy. On the other hand, maybe he was a double amputee...


Dan
 
:rolleyes:
dmccormack said:
Where would it steer to? The hangar?

:dunno:
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Naw..... Right the the spot where the NTSB will be conducting a accident investigation.:yesnod::yikes:...

Now for a quick thread drift........ In one of the recent MB commercials touting their superior onboard intelligence and auto braking... Who wants to bet how long it will take till some idiot thinks this will let them nap while driving down the highway, and then crash,,, survive and then sue MB for deceptive advertising..:dunno::dunno::idea::rolleyes:

Ben

now back to your regularly scheduled programming...:):):lol:
 
N801BH said:
:rolleyes:


Naw..... Right the the spot where the NTSB will be conducting a accident investigation.:yesnod::yikes:...

Now for a quick thread drift........ In one of the recent MB commercials touting their superior onboard intelligence and auto braking... Who wants to bet how long it will take till some idiot thinks this will let them nap while driving down the highway, and then crash,,, survive and then sue MB for deceptive advertising..:dunno::dunno::idea::rolleyes:

Ben

now back to your regularly scheduled programming...:):):lol:
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What I don't get is if the car drives itself why even go?

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Anyone ever practice aerodynamic stalls while slipping? What happened? Did it spin? How violent was it?
 
Jaybird180 said:
Anyone ever practice aerodynamic stalls while slipping? What happened? Did it spin? How violent was it?
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I've never flown a plane that would spin or even stall out of a (full) slip.
 
How would you stall from a full on slip?
 
Yeh, but that's not what he asked.. ;)
 
Ron Levy said:
By pulling back until the critical angle of attack is exceeded. This is what the FAA calls a "crossed control stall" and it's part of the CFI PTS.
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And you better be able to demonstrate/explain why "having the controls crossed" doesn't automatically result in a spin. I need to go look at the PTS to recall whether a skidding stall is required, or whether a slipping stall works.
 
TMetzinger said:
And you better be able to demonstrate/explain why "having the controls crossed" doesn't automatically result in a spin. I need to go look at the PTS to recall whether a skidding stall is required, or whether a slipping stall works.
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If you really want to
impress the examiner do the skidding stall... ;) (maybe even accelerated into a snap roll lol) [just high enough over the runway to look scary from the ground]

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TMetzinger said:
And you better be able to demonstrate/explain why "having the controls crossed" doesn't automatically result in a spin. I need to go look at the PTS to recall whether a skidding stall is required, or whether a slipping stall works.
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I've initiated spins by inputting rudder at or just before the stall break, why would this be any different?
 
Jaybird180 said:
I've initiated spins by inputting rudder at or just before the stall break, why would this be any different?
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I think what he is saying is that just because you cross control and aircraft doesn't mean you will spin the plane.
 
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Jaybird180 said:
I've initiated spins by inputting rudder at or just before the stall break, why would this be any different?
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It depends.

If you're in straight and level flight, then pull up, and then kick rudder, then the result will be a skid, with the ball deflected to the outside of the turn. This is a good way to enter a spin

But if you're in a slip (with the ball on the inside), and you pull up to stall, you don't spin.
 
TMetzinger said:
It depends.

If you're in straight and level flight, then pull up, and then kick rudder, then the result will be a skid, with the ball deflected to the outside of the turn. This is a good way to enter a spin

But if you're in a slip (with the ball on the inside), and you pull up to stall, you don't spin.
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This is really interesting, can you explain why? I always thought bank angle did not matter in a stall, only yaw. Why doesn't the high wing drop past level and cause a spin? I've always been mindful to push the nose while forward slipping -- often since that's what you want to do anyway -- but also just because I assumed a yawed stall would lead quickly to a spin, and I further assumed the ASI was not accurate.
 
BayAreaFlyer said:
This is really interesting, can you explain why? I always thought bank angle did not matter in a stall, only yaw. Why doesn't the high wing drop past level and cause a spin? I've always been mindful to push the nose while forward slipping -- often since that's what you want to do anyway -- but also just because I assumed a yawed stall would lead quickly to a spin, and I further assumed the ASI was not accurate.
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The planes I've flown won't spin out of a full slip because they won't properly stall from a full slip in the first place...just wallow and buffet. It seems as though the elevator gets blanked to the point where there's not enough authority to produce a stall. If you COULD, then it should spin, because the opposite aileron would at this point further stall the down-going wing and accelerate the spin.
 
BayAreaFlyer said:
This is really interesting, can you explain why? I always thought bank angle did not matter in a stall, only yaw. Why doesn't the high wing drop past level and cause a spin? I've always been mindful to push the nose while forward slipping -- often since that's what you want to do anyway -- but also just because I assumed a yawed stall would lead quickly to a spin, and I further assumed the ASI was not accurate.
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I don't know all the physics of it off the top of my head, bu

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A spin is the result of a stall with one wing stalled more than the other. In a stalled slip, are the wings at equal AoA?
 
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