allisonp wrote:
> Slip is applied yaw. I've done a few lanings in high wind demonstrating the
> application of yaw.
Slips as applied to crosswind landings are more than simply dialing in yaw;
you dial in roll to compensate for drift and dial in opposite yaw to keep the
logitudinal access aligned with the direction of travel of the aircraft --
in other words you cross control it. Slips as applied for altitude loss
also require the use of cross controls, otherwise there's a tendency to
impose large aerodynamic loads for no particularly good reason and the
possibility in some high-wing aircraft of partially blanking the
elevator resulting in an uncommanded pitch-up moment if done with
inappropriate flap settings.
Oh, and the roll rate (I assume that's what was ment in a prior post)
of A C150 is much better than 6 deg/sec -- and they're good spin
trainers, too (you have to work to get them to stay in a spin) -- as
long as they don't have a STOL kit installed, a Texas Taildragger
O-320/360 conversion or gyro instruments that you don't want to
trash installed.
Chris
Commercial-ASMEL/Instrument, AGI, CFII-in-training :-)
--
Chris Kennedy
chris_at_mainecoon.com
http://www.mainecoon.com
PGP fingerprint: 4E99 10B6 7253 B048 6685 6CBC 55E1 20A3 108D AB97
Received on Sun Apr 09 2000 - 23:13:53 BST