Many 172 POH's say to avoid slipping with flaps. It's just a suggestion, not a limitation, and the reason has nothing to do with a tailplane stall. It's about this oscillation, which is fairly benign .although potentially disturbing if you don't know about the possibility. Just remember that it's limited to the 172, and if it ever happens, just kick out of the slip and it stops.
Hi all, I'm right at the end of my training for my PPL, in check-ride prep mode, and have a persistent problem that I know I'll figure out (because I'll keep practicing) but also wanted to ask for any thoughts you might have
Whenever I do a slip to landing, I pick up speed such that I usually can't land "on the numbers" or wherever it is that I'm aiming to land. It seems that a controlled approach goes quickly from controlled to a bit of chaos at the end.
How do I slip and manage speed in the transition from slip to final stable approach and flare?
Thanks for any and all opinions!
(I couldn't resist) Good job and good luck. 
I went back and re-read your post AnnaG and I can't resist some armchair flying. If you're picking up speed in a slip, you're nosing down too much. It's that simple. There's no other explanation unless you're pouring the power to it or slipping downwind. Make sure you are slipping INTO any side wind. You want to 'feel' the aircraft down with your butt and your eyes. What you perceive as speed, can sometimes be sink rate. Forget the ASI, feel it and don't be shy to hear a stall chirp or two. Your head ought'a be out of the pit, and one hand on the throttle anyway.
Look at the sock on EACH final. Don't take ADIS word for it or care even if it's your fifth touch and go going round and round. Always take a look at the sock, or trees or smoke, or something if you can on short final. If there's no sock, try to be aware exactly where your wind is on each approach. Wind makes a huge difference in these small craft we fly.
I prefer to drop a wing because it confirms not only the wind, but the limits of my aircraft. But I'm not training, plus I'm flying a conventional gear aircraft. So it's apples and oranges at this point. You'll move on to drop wing hold centerline one wheel touchdowns when you get your tailwheel endorsement and become a real pilot.
Good so far.
I'm not sure how the wind direction would affect your sink rate in a slip since you're in the wind. If you have a crosswind, you should leave your wing down into the wind and just add as much rudder as you can before running out of aileron to counter the crosswind.
I'm a bit confused by this. Yes, you use your eyes, but in this instance primarily to keep the plane on the proper pitch attitude for final approach, while looking at the runway centerline to see if you need to change bank angle to drift yourself left or right to get on/stay on the centerline.You want to 'feel' the aircraft down with your butt and your eyes. What you perceive as speed, can sometimes be sink rate. Forget the ASI, feel it and don't be shy to hear a stall chirp or two. Your head ought'a be out of the pit, and one hand on the throttle anyway.
Forget the wind sock, First, you should be looking at the runway, not the wind sock. Second, the wind on approach, over the threshold, or even in the touchdown zone may be significantly different than the wind sock indicates. Just look at the runway centerline, and use that to cue the need to change bank angle to manage lateral drift to get on/stay on the centerline. You do this no matter what the sock or AWOS/ASOS or ATIS or someone on the radio says. Once on the approach, If you run out of available bank without being able to correct, you go around and find another runway more aligned with the wind - again, no matter what anyone or anything tells you the wind is.
Good so far.
I'm not sure how the wind direction would affect your sink rate in a slip since you're in the wind. If you have a crosswind, you should leave your wing down into the wind and just add as much rudder as you can before running out of aileron to counter the crosswind.
Now you're confusing me. Are we crab/slipping down over the fence or landing a taildragger?
I'm a bit confused by this. Yes, you use your eyes, but in this instance primarily to keep the plane on the proper pitch attitude for final approach, while looking at the runway centerline to see if you need to change bank angle to drift yourself left or right to get on/stay on the centerline.
O.k.
Forget the wind sock, First, you should be looking at the runway, not the wind sock. Second, the wind on approach, over the threshold, or even in the touchdown zone may be significantly different than the wind sock indicates. Just look at the runway centerline, and use that to cue the need to change bank angle to manage lateral drift to get on/stay on the centerline. You do this no matter what the sock or AWOS/ASOS or ATIS or someone on the radio says. Once on the approach, If you run out of available bank without being able to correct, you go around and find another runway more aligned with the wind - again, no matter what anyone or anything tells you the wind is.
How else are you going to know which way to even point the nose for the slip unless you know where the wind is if it's crosswise? You go and slip away from the wind and see what kind of rodeo you've signed up for amigo. 
... 
What?
We're landing an airplane -- location of the third wheel doesn't matter.Now you're confusing me. Are we crab/slipping down over the fence or landing a taildragger?
You line up on final and see which way you're drifting, then bank to correct for the drift. Since the wind on final or over the landing threshold may be entirely different than what the wind sock shows, making corrections based on the wind sock only makes it harder to figure out what the wind where you currently are actually is, and what correction is actually needed.My point was to just be sure and confirm the wind by looking at the sock or something, not staring at it. Geaaa, picky instructor's....
Exactly -- it doesn't matter whether it's called a forward slip or a side slip as long as you just put the plane where you want it.
Hi Anna. You need to talk to your CFI. I think, based on your post, that you are flying the final too fast in a C-152 for a short field landing. You airspeed numbers sound more like a "normal" approach (if there is such a thing). For short field, you should have full flaps in. If you need to slip a little on final to land where you want to, then kick in just a little slip, then take it back out when your profile is where you want it. That is the beauty of a slip -- you can make minor adjustments in your profile to keep it like you want it.
Good luck on the check ride, and welcome to the Blue Board
It's a pointless distinction that actually seems to have some pilots thinking there's a difference.
That's true of a trike as well, it's just that the tailwheel is much less forgiving of sloppyness in this regard.
From the Cessna 170B "owners manual" dated 1956 and I quote;Take it up to altitude and try in a few different weight and balance configs to actually create a tail stall.
I have a feeling you'll find it nearly impossible in the real world in your aircraft.
It's not completely an OWT in Cessnas but the 172 placard warning against extended slips with flaps extended kinda encroached out to all Cessnas with no intent by the people who placarded the 172 to have it do so.
Certainly every airframe is different, so I say "go try it". See if you ever truly lose elevator authority in your aircraft. I seriously doubt you will. And you'll know more about your specific airplane.
Plus, it's fun. Take someone along who enjoys flying sideways.
, but apparently Cessna's test pilots did and with surprising results 
No, you should stop the drift with bank angle and then land. The key is using the actual drift to drive your control inputs rather than the wind sensed at a wind sock some 6-10 feet above the surface a long way from where you actually are. That's how you avoid that drift.