Almost got My Ticket Yesterday

"Mark T. Dame" wrote in message
...
wrote:

I haven't slipped an
airplane, except during the flare in landing in a crosswind of course,
in a decade or more, since needing to slip (IMHO) means poor planning
earlier in the approach.

Many people prefer to use a forward slip in a crosswind situation instead
of a crab since it is easier to land in that configuration (i.e. you don't
have to switch from a crab to a forward slip at the last minute). I don't
do it that way, but know plenty who do.

Well....no. A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline. A forward
slip is used to increase the descent rate, the aircraft nose will be at an
angle to the runway.

Well....no. A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline. A forward
slip is used to increase the descent rate, the aircraft nose will be at an
angle to the runway.

It's the same maneuver. The airplane can't tell the difference.
However, the word usage (as above) indicates the purpose of the maneuver.

Jose
--
Get high on gasoline: fly an airplane.
for Email, make the obvious change in the address.

On Thu, 05 Apr 2007 21:23:16 +0000, Allen wrote:

A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline.

And, though I've heard about the "crab and kick" method, I'm a little
surprised that it works. As soon as one "kicks", one is drifting. Isn't
the side-loading at touch-down a problem? Or is that too small to matter?

- Andrew

"Andrew Gideon" wrote in message
news
On Thu, 05 Apr 2007 21:23:16 +0000, Allen wrote:

A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline.

And, though I've heard about the "crab and kick" method, I'm a little
surprised that it works. As soon as one "kicks", one is drifting. Isn't
the side-loading at touch-down a problem? Or is that too small to matter?

- Andrew


As you "kick," you lower the upwind wing and keep runway alignment with
rudder. No drift.

Jay B

On Apr 6, 9:44 am, Andrew Gideon wrote:
On Thu, 05 Apr 2007 21:23:16 +0000, Allen wrote:
A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline.

And, though I've heard about the "crab and kick" method, I'm a little
surprised that it works. As soon as one "kicks", one is drifting. Isn't
the side-loading at touch-down a problem? Or is that too small to matter?

If you lower the into wind wing too much or not enough you run the
risk of sideloading the gear so it requires a steady hand and constant
adjustments to get it right. Its not rocket science though.

"CareBear" wrote in message
...
First of all I have not posted/asked any questions of RAP and RAS since
last November. With all of the bickering, baiting, and other issues, I
decided not to participate. Please don't misinterpret what I am saying.
I am not pointing fingers or complaining about anyone in particular since
several members of this group have been involved in degrading the groups.
These are just my opinions. So much for that.....

I had my checkride yesterday and it went rather well. I was not
successful in getting my ticket since I busted the forward slip to a
landing and soft field landing. Everything else was ok. I plan to
practice and complete the requirements for the slip and soft field landing
this week, thereby acquiring my ticket. My main problem with the slip was
not maintaining the centerline during the actual slip. I will not make
any excuses (the wind, nervousness, etc.). When it's all said and done,
it was on me to be successful.

Although I did not get the ticket, I still feel good about the overall
outcome. It's interesting in that I felt my weakest area would be the
oral but this went well. I did have a couple of slips (no pun intended)
during the oral but quickly regrouped and gave the correct response. The
oral lasted about 2.5 hours. After reviewing my flight plan, weight and
balance, etc. we (the DPE and myself) took to the air. I had to do quite
a number of things such as slow flight, steep turns, power on and power
off stalls. Finally it was time for the dreaded diversion! I was actually
pleased with myself with the outcome. The diversion was somewhat better
than I had anticipated, especially since I did not land but did a go
around. Once we returned to airport, we discussed the overall checkride.
Of course, this also included the "well you didn't do too good on the slip
and the soft field landing" conversation. But still, I was pleased with
what I had accomplished. Now I am really looking forward to finishing
this week, weather and DPE availability permitting.!!!!

BTW, the xc flight plan was from 3A1 (Cullman AL) to 7A0 (Greensboro AL)
and finally KMGM (Montgomery Dannelly Field).

Now, I will resume lurking.


I seemed to have a problem with slips when I was learn to fly years ago in a
150 myself. Something about it just seemed so unnatural, especially after
spending so much time learning to keep the aircraft coordinated all the
time. And it think trying to fly smoothly with the increased control
pressures were a big factor as well.

Finally one day on one of my solo flights, I simply climbed to 7500' or so,
picked out a target that was probably miles away, pulled the power back and
began to slip for it. After doing this a few times, and having several
minutes each time refine my technique, without the immediacy of landing, I
felt a whole lot better about slips. Everyone is different for sure, but it
sure was a big help to me.

CareBear wrote:

Although I did not get the ticket, I still feel good about the overall
outcome. It's interesting in that I felt my weakest area would be the oral
but this went well. I did have a couple of slips (no pun intended) during
the oral but quickly regrouped and gave the correct response. The oral
lasted about 2.5 hours.

It sounds like your examiner is pretty thorough. That's a pretty long
oral for a private checkride. Slips and soft field landings are
probably the toughest things in the private checkride. In fact, before
I started working on my CFI ticket, I hadn't done a slip since I got my
private certificate, and I had a lot of trouble on the first couple.

So, look at it this way: your examiner is going to make sure you are
well qualified when he signs your ticket. Be proud of that and good luck!


-m
--
## Mark T. Dame
## VP, Product Development
## MFM Software, Inc. (http://www.mfm.com/)
100% - effort level demanded by coaches who majored in math or science
110% - effort level demanded by coaches who majored in physical education
-- Coach Jack Reed (http://www.johntreed.com/)