OT: Slips (was Re: !Re: Nuke Redmond!)

From: allisonp_at_world.std.com <(allisonp_at_world.std.com)>
Date: Mon Apr 10 08:52:22 2000

> 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 --

As a pilot I figured going into gory detail was excess.

> 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.

As a C150 driver and verious gliders, your wrong. Slips allow application
of the airframe to get drag, thsi is very useful with some planes that
have marginal flaps (or none at all). Even with flaps a slip can be use
for additional drag or forward visibility enhancement.

 
> 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.

C150 roll rate is not very fast and while the 6/sec degree number is
likely low i've barrel rolled one and they are slooowwww. Nothing like a
clipped wing cub or Citabria.

As to spins, i've done a few, after all it's the only legal acro for
a C150 commuter of any significant degree. Yes it does roll out easily.

Allison
Received on Mon Apr 10 2000 - 08:52:22 BST