Best info on slips to landing I've been able to find! Thank you for covering flaps and power in such precise detail and with distinctions for different airframes!
Really a comparison to sinister *skids*, is paramount (and where the balance ball is)... As a CFI, I’ve found students easily confuse skids and forward slips, when they start out learning cross controlling for a slip, thinking they’re slipping, and are actually in a dangerous skid.... recommend this be a part of every slip discussion.
Hi Alex, I am hooked!!! I received my pilot license in 1976 and only have a couple hundred hours from the 70s… with 95% of my time spent in the Plano practice area. On occasions I went to Addison TX a class D. New Topics: I know that most of this is in the AIM but the side info and the way that you guys present the subject, I get a better picture of what is going on. 1) Communications class D: a. Tower: report a 2 mile base b. Not sure what that means based on my present position? i. Am I suppose to enter a base 2 mi beyond of the numbers (upwind) then report ii. Report when I am 2 mi beyond the numbers and ready to turn base iii. If I am not in the pattern, do I fly directly to the base: one mile runway separation and two miles upwind of the numbers then report? c. Tower: what other common instructions… such as: join 27R downwind i. I need to quickly visualize what I am being instructed to do d. Tower: Cleared to takeoff RWay 03 turn to 065; or, East bound approved i. After 500 agl, but before … 2) Altimeter: This concerns me that not everyone is doing the same thing… especially me. Cross country you are only 500 ft from a head on collision with IFR (not likely, unless you don’t hold your altitude and no mode C) but 1,000 feet from a head on collision with VFR near a VOR (more likely as VFR pilots have a greater variance in holding altitude). IFR ever one is synced with ATIS or Center, but not so much with VFR a) In flight where and when should VFR get their barometer setting? a. GPS if no other source is available b. FSS c. ATIS alone route (this can vary rapidly over a short distance), and where did the pilot coming at you get their setting, if they got one. d. Center (flight following or as a request). b) Mode C: what altitude does the transponder report? a. Based on barometric setting b. 29.92 with corrected altitude c. GPS c) How does GPS altitude compare to Mode C or your altimeter. George Spencer george@zlan.com
Fantastic video, thank you. When practicing power-off landings, I use a forward slip to lose altitude, but I have to focus on keeping back pressure otherwise my IAS will increase. Adding 10-deg of flaps helps with that problem, but as you say, I don't want to add flaps unless I know I have the runway made. I'm flying a Beech Sundowner. Any advice. Thanks.
Not normally. This is used for no-flap planes or smaller private planes where you want to drop altitude very quickly. In a engine fire situation (RARE), it would help keep fire away very quickly. Passenger planes wouldn't normally use this approach because they are trying to make all maneuvers very, very gentle (basically so that passengers don't realize they are even descending, or turning, or whatever. I'll use this approach if I'm close to my target area and didn't do a normal descent for some reason and then want to descend very quickly. So a normal descent (so that you won't feel any remarkable ear pressure) is about 500fpm descent. But if I want to descend very quickly (1000fpm or more), then a forward slip is a great way to drop altitude very quickly, although the passengers ears WILL pop!). Of course an even quicker (more fun) way to drop altitude is to just do a an aileron roll, letting the nose drop (I fly an aerobatic airplane). Hope that helped.
Rian Block That’s interesting--I always thought the reason was oblique flow into engine nacelles could cause compressor stalls or flameouts . Of course , that didn’t apply to the Gimli Glider since the engines had flamed out long before !
I would have liked to know how much lift is lost during a forward slip and how far the airplane can be out of natural coordination before it's dangerous. If you reach a dangerous attitude, what generally happens to the airplane? I suspect not all automatically return to straight and level.
It is not so much a _slip_ as it is the broadside of fuselage is now an Airbrake; With sufficient forward motion - above stall limits with extra margin - in most Air Vehicle one can just release the side-stick pressure _but not too fast_ ••• which has to be done smoothly with easing up on the rudder which holds longitudinal axis off-aligned ◘ In trainer this can be taken right down to the deck but folks in the cabin of Commercial Scheduled Carrier often complain when you do this so is not the correct place for Bold Method *→ You MAINTAIN lift at all times ←* Otherwise you will be looking for a job but no hires would be offered
Best info on slips to landing I've been able to find! Thank you for covering flaps and power in such precise detail and with distinctions for different airframes!
Really a comparison to sinister *skids*, is paramount (and where the balance ball is)... As a CFI, I’ve found students easily confuse skids and forward slips, when they start out learning cross controlling for a slip, thinking they’re slipping, and are actually in a dangerous skid.... recommend this be a part of every slip discussion.
In fact here’s a good discussion:
m.ruclips.net/video/RKfG3lWCZ80/видео.html
Fantastic content, professionally presented. Thank you. You guys are the best at this, please keep it coming!
Thanks Damien!
Great video, and you must be a skier. best ski resorts. good memories.
Thanks! You guys do great work!
Thanks!
Hi Alex,
I am hooked!!! I received my pilot license in 1976 and only have a couple hundred hours from the 70s… with 95% of my time spent in the Plano practice area. On occasions I went to Addison TX a class D.
New Topics:
I know that most of this is in the AIM but the side info and the way that you guys present the subject, I get a better picture of what is going on.
1) Communications class D:
a. Tower: report a 2 mile base
b. Not sure what that means based on my present position?
i. Am I suppose to enter a base 2 mi beyond of the numbers (upwind) then report
ii. Report when I am 2 mi beyond the numbers and ready to turn base
iii. If I am not in the pattern, do I fly directly to the base: one mile runway separation and two miles upwind of the numbers then report?
c. Tower: what other common instructions… such as: join 27R downwind
i. I need to quickly visualize what I am being instructed to do
d. Tower: Cleared to takeoff RWay 03 turn to 065; or, East bound approved
i. After 500 agl, but before …
2) Altimeter:
This concerns me that not everyone is doing the same thing… especially me.
Cross country you are only 500 ft from a head on collision with IFR (not likely, unless you don’t hold your altitude and no mode C) but 1,000 feet from a head on collision with VFR near a VOR (more likely as VFR pilots have a greater variance in holding altitude).
IFR ever one is synced with ATIS or Center, but not so much with VFR
a) In flight where and when should VFR get their barometer setting?
a. GPS if no other source is available
b. FSS
c. ATIS alone route (this can vary rapidly over a short distance), and where did the pilot coming at you get their setting, if they got one.
d. Center (flight following or as a request).
b) Mode C: what altitude does the transponder report?
a. Based on barometric setting
b. 29.92 with corrected altitude
c. GPS
c) How does GPS altitude compare to Mode C or your altimeter.
George Spencer george@zlan.com
Fantastic video, thank you. When practicing power-off landings, I use a forward slip to lose altitude, but I have to focus on keeping back pressure otherwise my IAS will increase. Adding 10-deg of flaps helps with that problem, but as you say, I don't want to add flaps unless I know I have the runway made. I'm flying a Beech Sundowner. Any advice. Thanks.
Thanks for these excellent videos!
i'm not a pilot but i do find your channel really interesting
and easy to understand
do large jets do this side slip ?
Not normally. This is used for no-flap planes or smaller private planes where you want to drop altitude very quickly. In a engine fire situation (RARE), it would help keep fire away very quickly. Passenger planes wouldn't normally use this approach because they are trying to make all maneuvers very, very gentle (basically so that passengers don't realize they are even descending, or turning, or whatever. I'll use this approach if I'm close to my target area and didn't do a normal descent for some reason and then want to descend very quickly. So a normal descent (so that you won't feel any remarkable ear pressure) is about 500fpm descent. But if I want to descend very quickly (1000fpm or more), then a forward slip is a great way to drop altitude very quickly, although the passengers ears WILL pop!). Of course an even quicker (more fun) way to drop altitude is to just do a an aileron roll, letting the nose drop (I fly an aerobatic airplane). Hope that helped.
Rian Block That’s interesting--I always thought the reason was oblique flow into engine nacelles could cause compressor stalls or flameouts . Of course , that didn’t apply to the Gimli Glider since the engines had flamed out long before !
Excellent
I would have liked to know how much lift is lost during a forward slip and how far the airplane can be out of natural coordination before it's dangerous. If you reach a dangerous attitude, what generally happens to the airplane? I suspect not all automatically return to straight and level.
It is not so much a _slip_ as it is the broadside of fuselage is now an Airbrake; With sufficient forward motion - above stall limits with extra margin - in most Air Vehicle one can just release the side-stick pressure _but not too fast_ ••• which has to be done smoothly with easing up on the rudder which holds longitudinal axis off-aligned ◘ In trainer this can be taken right down to the deck but folks in the cabin of Commercial Scheduled Carrier often complain when you do this so is not the correct place for Bold Method *→ You MAINTAIN lift at all times ←*
Otherwise you will be looking for a job but no hires would be offered
@@ChiDraconis: thanks!
at 16:50 and 31:50
isn't it chordwise flow that generates lift?
instead of spanwise flow..
You're right, and that's what we meant to say - ahhh, the challenges of teaching technical subject on live TV :)
Excellent