Forward Slip to Land | Losing Altitude with a Slip | How to Land an Airplane
ฝัง
- เผยแพร่เมื่อ 1 ต.ค. 2024
- A forward slip to land is a way to lose altitude faster when on a landing approach, without the increase in speed that usually comes with a descent. Let's look at how to employ the sip safely to add it to your bag of tricks in landings.
Check out FlightInsight ground schools at flight-insight...
It works even on a 767 that doesn’t have enough fuel for a go-around. Or perhaps no fuel at all.
OG wide-body glider
There are a few exceptionally well done aviation instructional channels on TH-cam.
This is one of them.
Ditto
What are the others?
@@vince8701 Boldmethod, FLY8MA, Free Pilot Training, Seth Lake, and others....all have their place and style.... there's an ocean of material out there... what's good for me may not be good for you....just do searches for a topic you want to know.
And don't forget to check your AFM. Some European training aircraft disallow slipping with flaps extended.
One important aspect that I think is missing - you can control the energy dissipation by varying the amount of rudder used; that allows for less commitment compared to putting flaps down.
One questionable piece of advice - the recommendation to begin the slip in the base turn. I just don't know about student pilots applying full rudder in their base turns, that sounds... questionable. Maybe let's wait until we're on final before we do that.
Also, no mention of possible erroneous airspeed indication while in a slip (higher or lower depending on the direction of slip), kinda important since we know we'll die for sure if we stall on final with full rudder in.
Yeah, the "don't worry about stalling" was spooky to hear. Air is hitting the pitot and static openings at different than designed normals, which could affect indicated airspeed.
@@TiagoSeiler I can understand where that came from, I always make the mistake of lowering the nose in a sideslip (as advised by the FAA book by the way), and I end up too fast and float.
As I understand it the slip is implemented on turning
onto final which seems very logical. The crucial decisions are made on final...
Aren’t most Cessna not supposed to be slipped with flaps?
@@Av8err Those that have 40 flaps aren’t supposed to be slipped with FULL flaps.
Great video. I have only one comment: You should be watching your airspeef at all times. Once you are fully in the slip, all that drag will quickly eat up your airspeed before you realize it. Furthermore, misuse of pitch will also bleed off airspeed very quickly. It's a serious situation I point out routinely to students while learning the manuever. If you aren't paying attention, you can slow to stall speed.
So... speed is very important and really should be emphasized during the manuever.
I was just practicing them for the first time today. I should’ve seen this comment because I got only 10 mph from my stall speed.
@@crazybird199 Excellent. That's great that you recognized your speed before it became an issue. Good job.
At 1:27 you said "our descent rate drops" but I don't think that's what you meant to say.
do you remember the parasitic drag curve that you study for the private written and flight test? at low speed you are using just a fraction of your available parasitic drag. if you ever see the rate of decent you achieve with a nose low attitude to reach a speed of around 90 kts you will see immediately that you are going to land and stop far shorter even with the extra speed you built up on final. this may not be as effective with a faster low wing aircraft but in a single engine cessna or other high wing trainer you are far better off to use the higher speed because it will bleed off very quickly if you hold those aileron/rudder inputs in the roundout and flare. try it a few times and you will never slip with that high pitch/low speed attitude again. you don't want to risk stall/spin with those rudders deflected at low speed close to the ground anyway.
Ryan air practices this maneuver on every landing all the way to the ground.
I always liken the slip to turning the entire aircraft into an airbrake
Informative, to both, experienced and novice pilots. Thx.
Flying a J-3 Cub - I always did it.
Essential tool if an emergency landing must be made.
Nice technique, but I don't know. I would always encourage a go-around and try again as the first option if the approach isn't stabilised.
A forward slip to land is required by the ACS tho.
Flaps b4 FAF? This means less configuration changes at FAF. Only changes at FAFwould be power & pitch. Thoughts?
Excellent video excellent description and video support. Thank you.
Good, but would be better if you showed what the turn and slip indicator was showing during this maneuver so we know where the BALL should be when doing it correctly. Thanks! Nice job.
That is so well explained. I'm just a self taught sim flyer and wasn't aware of this manoeuvre but it seems to work well even in my simple simmulation software. I think I'll find it very useful. Thank you.
Your videos are by far the best thing on the internet. I'm definitely going to purchase your Instrument and Commercial lesson bundle.
It also makes sense to nose away from the cross-wind during forward slip to land because recovering from that slip automatically puts you in the slip for the landing itself.
Trying to learn some of these for RC planes. Thanks for sharing.
Does stalling speeds change in a slip? From Vs0 and Vs1 I mean.
Slip to land was my favorite maneuver while training.
One of the best videos I have seen explaining the concept.
C172N POH :”steep slips should be avoided with flap settings greater than 20°due…….”. should/shall I respect this on my checkride?
Yes. Always follow POH unless exercising emergency authority as PiC. Most landing slips are not steep.
"due...." to what?
"steep slips hould be avoided with flaps greater than 20⁰"
There are two things here...
1. "should be avoided" is not a prohibition against a >20⁰ flap setting and slipping the aircraft. (a prohibition looks like what you see in FIKI prohibitions). A more clear explanation of what occurs is found in the 'Crosswind Landing' under section 4 of the POH - You might get some elevator oscillation.
2. "Steep Slips" are what is recommended (not prohibited) against. What is a 'steep slip'?
Basically, a normal slip keeps the nose relatively flat or slightly down. a Steep Slip, drops the nose. What happens in a 172 during a full slip executed steeply, is that you get this odd buffering or oscillation in the elevator as dirty air flows over the elevator. Normal slips (i.e. high on final), you don't tend to get the buffering.
I've executed full rudder deflection, forward slips with 30⁰ of flaps, and as long as the nose is kept level, there isn't any oscillation. I've also dropped the nose with 30⁰ of flaps and full deflection and felt the oscillation. It's not bad, and not even scary to 99% of student pilots.
Go try it! it's not prohibited. it causes oscillation in the elevator. It's not dangerous. go up to 5k feet, do clearing turns and practice⁶
@@arctain1 well I know what I'll be doing the next time I can get my hands on a 172🤔😁
Thanks for that
This is correct because greater flap settings lead to a shading effect on the tail but this applies to the C172. Low wing aircraft do not have this specific problem.
Can you fwd slip with 30° of flaps?
Cessna doesn’t allow fwd slip with flap; Piper doesn’t care🤷♂️
Cessna doesn’t allow slips with flaps down , no ?
Do you do this with flaps? If an aircraft is not certified to slip with flaps down, do you loose more altitude with a forward slip, or full flaps?
At least for small planes not if you can help it. I've heard it's possible to do damage using both. It's good if you lose flaps.... Electric flaps
Great visuals - well done and thank you!
how is a sideslip different? less rudder?
Great presentation. Thanks
If you do forward slip, your engine is already not at idle, so you’ll be able to regain lost airspeed faster in the event that you abort the landing and go around.
🧡
Do flaps during slips pose any dangers?
Mby damage to the flaps if over the max flaps extended
@@boborj555it's about the stabiliser and elevator getting into dirty air. In theory you might stall it
I did this so much ,in my earlier years that a dent formed in the side of my hired 152.The main reason was i would fly a 5 degree final glide path and found myself too high .It was also caused by my flying very tight patterns .Just keep that nose down low and dont let your speed decay.
i did it on an airplane game