I once had the opportunity to fly my vintage V-tail Bonanza to Washington-Dulles International Airport to report on the opening of a Signature Flight Support facility there. So, you can tell this was a long time ago.
Sideslip!:- your rate of descent will more than double, your airspeed will remain the same (if you do it right), and your cylinders will cool less due to the reduced flow through the cowling. Win Win!
lol can you even side slip a V-tail?!
Like Jeb Burnside likes to say, âyou can do anything, onceâ.
I love those approaches in my Tiger where the VSI is showing over 2000â/min descent.
Well, you canât side slip an Ercoupe!
Pretty sure he said he wasnât flying an Ercoupe.
@Chuck-the-Wise
If youâre going to join a thread, you have to follow along. But let me help you join the dotsâŚ
Someone said try side slippingâŚ
I asked Can you side slip a V-tail (side slipping is cross controlling aileron & rudder; the V-tail doesnât exactly have a rudder. Meant to be somewhat tongue in cheek).
Response was âyou can do anything onceâ
I replied, ercoupes canât sideslip (âŚso no you canât do âanythingâ once)
There, all caught up.
Love the âStuka approachâ! May have to try that some time (perhaps just once).
Sorry to be a nitpicker, butâŚa forward slip is used to lose altitude, while a side slip is used to land in a crosswind.
Sounds like the controller did not complain when you extended your downwind. Besides slipping the airplane (Forward slip as menzelw corrected others), you can make S-turns to lose altitude safely while remaining close to the runway.
As long as you use a medium bank it is safe and legal within the ATA.
Glad you almost flew to KMIA !!!
Never heard of âForward Slipâ. I was taught that a side slip is where the aircraft is yawed, with the pitch angle maintained and wings kept level with ailerons. The pitch angle is important to ensure that you exit with the same airspeed as you enter and prevent stall during the slip. As someone has alluded to, an Ercoupe with the original controls is unable to perform a sideslip as the ailerons and rudder are permanently linked ( some later ones had conventional controls)
Actually battling a crosswind you Crab into the crosswind.
SideSlip term sometimes is used about the same as Crab.
To lose altitude quick put the airplane in a Forward Slip; you use right or left aileron depending on headwind, enter opposite rudder to maintain compass heading and push yolk forward to increase rate of decent without adversely raising airspeed.
Drop like a rock when you put in 15 or 20 degrees ailerons and step on that opposite rudder to stay on course and push forward on yolk.
This might help, Pete:
Robert Pearson slipped a gliding 767 to a landing at Gimli, Manitoba.
So I suspect you can slip anything (that has separate rudder and aileron controls.)
He did something to slow airplane down at last moment, no thrust so didnât want to slow too early.
S-turn I recall, which I think shortens flight path to avoid landing longâŚ
(Airplane was out of fuel, no second chance.
Fortunate that one crew member knew of Gimli which was no long active, as they did not have glide range to reach Winnipeg.
A detail was nose gear collapsed on contact which slowed airplane down - other end of runway was occupied with drag races camping.)
I just call it a âslip,â to keep the side/forward word police at bay. I canât ever remember which is supposed to be which, because the maneuver is the same either way: cross-controls on the rudder and aileron, with the nose pointed down. I loved to use a slip in my Mooney 231. That plane had speed brakes, but I preferred the slip because the amount of drag could be adjusted, quickly and easily, from zero to glides-like-a-brick. Or, for a really steep descent, speed brakes + slip!
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