VE3LVO(at)rac.ca
Guest
|
 Posted: Thu Aug 10, 2006 12:36 pm Post subject: Europa-List Digest: 21 Msgs - 08/09/06 |
 |
|
| Time: 10:13:11 PM PST US
| From: "William Mills" <william(at)wrmills.plus.com>
| Subject: Re: Skidded turn traffic pattern stall video
|
|
<william(at)wrmills.plus.com>
|
| Ron and All,
| I can appreciate what happens in an uncoordinated turns when the A/C is
| "skidding", i.e. bottom rudder, but I have always been led to believe (and
| from my personal experience), that a "slipping" turn, i.e. top rudder, is
a
| safe manoeuvre and a good way to lose height rapidly. Also a straight
side
| slip, perhaps on finals to lose more height than flaps alone will
generate,
| i.e. crossed controls, is safe provided the nose is raised after the
| controls are crossed and lowered before the controls are centred. I was
| instructed and have instructed these manoeuvres (in gliding) without any
| problem and I have the belief that it is impossible to enter a spin from
| crossed controls, because the inside wing is leading. Has anyone else
been
| instructed or has instructed this as well, power or gliding?
| Best wishes,
| William
William,
What you say above is so, except in a turn. The true slip should
not be in a turn because the temptation is to either reduce outside rudder
or add inside rudder to make the nose rotate faster (when the manoeuvre is
not suffuicient to regain centreline soon enough). That's because the inner
wing is travelling slower than the outer (a turn) and then inside rudder
reduces it even further. It's the speed of each wing that's at the crux of
the problem. Crossing controls hides the appearance of the difference in
lift capability, particularly if stall characteristsic have not been
investigated or practised sufficiently.
Slip/skid is not for every aircraft - see the Cessna
handbook- - - .
Often the fuselage blanks the stab/elev, or the wing turbulence does the
same. Each machine is a compromise and it's vital to find out what ours
is....
Cheers,
Ferg
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