Turn to Final - Keeping Ball Centered

"Dudley Henriques" wrote in message
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Private wrote:
"Dudley Henriques" wrote in message
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Any stall in the pattern can be a serious problem. You need stall and
yaw rate to induce spin. Of all the possible scenarios to have if you
manage to be ham handed enough to get into a stall in the pattern, a
stall from a slip is the most anti-spin. Then comes a coordinated stall
with no yaw induced at the break, and finally the worst condition is a
stall from a skidding turn. No matter which scenario, angle of attack
MUST be lowered, and any yaw rate MUST be neutralized IMMEDIATELY!


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Dudley Henriques

Can you please elaborate on the stall from a slip condition.

I am fond of the bush pilot style pattern, using180 degree constant
slipping turn to final and would also be interested in your thoughts on
these.

TIA
Happy landings,
I see no problems at all with a constant slipping turn approach, and in
fact favor this type myself when flying prop fighters such as the P51 and
the F8F and even the Pitts Spcial due to the better visibility during
these approaces over the nose and ahead and inside the turn as the
approach is flown.

Slips are basically anti spin. You can actually increase the angle of
attack available in front of your critical angle of attack as you deepen a
slip. The ultimate example of this would be knife edge flight where
forward stick pressure is required to reduce angle of attack to near the 0
lift point on the wing.
Of course you won't be doing any knife edge flight on a slipping approach,
but the slip you are in is still anti spin.
Even if you stall the airplane in a slip, the likely result will be a
break over the top, which is a much better stall break than a skidding
stall break which will usually break under the bottom. You have much more
time to recover from a slipping stall entry than you do from a skid entry.

The bottom line is that it's quite safe to fly a slipping approach if you
are aware, flying properly and watching what you are doing.

--
Dudley Henriques

Thanks for the reply. Why is the stall from a descending slipping turn more
likely to result in a break over the top? Will this also be the likely
break in a descending straight slip? I suspect that fuselage shadowing may
play a role?

Seems like I need to go do some more, nothing is as good fun as real world
practice on the left side of the envelope.

Happy landings,