Okay, I was looking for an excuse to go fly anyway, so I took out the

club's 150 to

see for myself.  The aircraft slips fine to the right or left with

full, 40 degree,

flaps. There is some rudder buffet and you can't put in a lot of roll

or the ailerons

will overpower the tail and start you turning.  I just adjusted

aileron input to keep

lined up with the runway.  You get about the same glide slope profile

as the Space

Shuttle.

Rick Girard
LEZ +13B

Good work Rick.
Paul Lamar

Rick,

Well, thats good to know. I have done some slips in the 150, but my
instructor had told me that you shouldn't do them with full flaps. He said
the flaps were not designed to take the aerodynamic side load from slipping.
Of course he also said in an emergency, full flaps and full slip should be
used if necessary. I guess he was not familiar with the operating manual.
Next time I will check for myself.

Monty

For my .02 Euros worth (a little less than 2 cents) ... As a "C-123K Bookie" pilot
in Viet Nam, we flew ALL forward area approaches as "assault approaches" ... so
now they will probably be banned in California! ... but an assault approach
consisted of: full dirty configuration ... gear, full flaps, props full advanced,
throttle-idle AND forward slip!  All this in a 64,000 lb aircraft, but it really
gets you down in a hurry - approximately 6,000 ft/min or slightly better, shock
cooling of the R-2800's be damned.

The real beauty of this type of maneuver, and why I would also recommend that all
pilots practice it AT A SAFE ALTITUDE, is:  you don't gain airspeed in this
descent!  Granted, one seldom has a need for these extreme sink rates, and indeed,
if you later progress to a landing phase out of them, be sure and make about a 1/2
mile final and/or sinking through 1500 AGL as the point to stabilize the descent
to a more realistic rate, as a prelude to final approach and roundout.  I.E. Add
power!  A lot of it!  Even more than you think you might need ... as much of it as
is necessary to "break" the descent, into readiness for the landing phase.

 Be "spring loaded to the go-arround position" the first couple of attempts ...
remember ... if you do not retract flaps away from full down to approximately 1/2
way (see your pilot's manual) ... you may not be able to climb out, or if you do,
you will not like the experience, pitch change wise.  Again ... practice at a safe
altitude.

Old saying goes: "To a pilot there is nothing more worthless than runway behind
you, or altitude above you".  I have always kept my altitude and flown steeper
than the normal 3 degree approaches whenever possible.  As a safety factor, you
stay above wake turbulence of an airliner in front of you, and this is not to be
taken lightly.

Our old rationale was that we were a tougher target (or at least minimized
exposure times) when we climbed out and descended at maximum rates.  In more
modern times as irony would have it, this is pretty much the same blueprint for
minimum noise "footprint" around "sensitive" areas.

Dale Smith

 
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