What a time to be alive. I just gained what once could take weeks, knowledge not necessarily easy to access in a matter of minutes and at the touch of a finger. Brilliant +1
Actually analogous to the amount of knowledge of the physical world I gained while watching a crop duster bend the laws of physics, yon Imperial Valley way don’t you know… those acrobatics…ferget aboutit!
The 172 I fly has the "Avoid Slips..." placard. The Super Decathlon I fly has no flaps, so we often use slips as part of our energy management on the approach :)
Some of the Cessna 172 models don't have baffles in the fuel tank. On models that do not have a both fuel selection, and only allow you to select left or right, you have to make sure the fuel is selected on the side that you intend to slip to make sure that the fuel doesn't uncover the sump and allow your engine to starve
In russian terminology it is called aerodynamic shadow, and there is famous tupolev 154, which suffers from elevator shadow in landing configuration by design (t-shaped stabilizers). And this is very important to know about this effects. Thank u for great lessons!
I call that move to specifically loose altitude a “forward slip”. We practice these and side slips in flight training and they are listed as required in FAR 61.87(d)(14). In my Light Sport they are quite useful. Love your channel!
I only use slips in a 172 when I’m too high on final or there’s a crosswind of some sort. I do have my flaps in but I always maintain at the least 65 knots with the nose pointed down. I’ve never had issue and it’s good to practice I think
3 4 3! Best explanation I’ve seen for the issue of slipping with flaps. I have a 172M and the POH says, “ Steep slips should be avoided with flap settings greater than 20 degrees due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings”. Not a prohibition or even a placard, just a note in the first paragraph under landings in the POH!
That’s interesting 🧐 I’ve almost always performed slips with flaps and i teach it that way because in the situation you actually need to slip you would have full flaps extended and you still need to lose that altitude to get yourself on the runway therefore I’ve always been taught flaps is necessary. However i see your reasoning behind your explanation and I’ve never seen a placard regarding slips with flaps. 3/3 we learn something new everyday!
The Cherokees I’ve been learning in do not have the avoid slips placard, and I’ve been taught to slip power idle and full flaps. 2of the 172s I’ve been in, have it. I think they’re 1982 and 2012.
3 for 3. Slips to landing are standard operating procedure in flying gliders. The fellow who lived across the hall from me, lo these many years ago, was a CFI so we got to hanging around together and swapping lies, etc. I had just gotten my Private in gliders and was thinking about adding an airplane rating. He had never flown in a glider so I invited him for a ride. We strapped ourselves into the 2-33 and off we went. After about an hour of thermalling around we headed back to the airport. I came in nice and high on final, deployed the spoilers, and kicked it into an aggressive slip. I heard an "Eep!" from the back seat and realized I probably should have briefed him on that. On the other hand, I did remember to brief him to expect a loud BANG! when I released the tow rope.
3 for 3...My instructor was BIG fan of slips and constantly made me practice and perform them, even though they sometimes made me uncomfortable. I just realized I have gotten away from using them. Thank you!
3 for 3: Excellent explanation of the aerodynamics at play in a slip. I learned something new today. That's why I love MzeroA... My Cherokee 6-260 does not have that placard. I am going to check the POH to see if it's supposed to.
Side slipping is especially useful for grass strips and older aircraft where an engine out may cause excessive drag. the slip allows us to come in higher but drop down when needed, that being said it is far too easy to slip down too low to the ground, or to become too slow due to false ASI readouts.
It also works in a 767 if you’re a bit high don’t have enough fuel to do a 360 or a go-around. Or if perhaps if you are in a 767, have no fuel at all, are coming in a bit high, and the runway in front of you was repurposed as a drag racing strip.
I soloed the worlds best flapless stick & rudder plane, the aeronca 7ac, at age 16 when I paid $18/hr for plane,fuel and instructor. Slips were taught early on and it was always reiterated to use full control deflection and control the pitch. Miss those days.
Great explanation, ‘47 champ, no placard because no flaps! I need to slip or come in with power on each landing so I do a lot of slips. Super vids. I’m 100 %, 3/3 headed to 31 for 31. Stay trained and be safe!
1962 210B - slips with flaps extended not recommended. Late to the January Safer Pilot Challenge, came across it yesterday, 3/31 and determined 31/31 before the clock strikes midnight! Keep the content coming, thanks for what you do M0A Team!
3/3 I’ve been flying so many approaches lately that I haven’t practiced this simple maneuver. This reminds me that I need to go practice so I’m prepared in case I need it.
I just finished my 2nd lsa class and my instructor showed me how to slip and then he imideately told me to do one and its the scariest thing ive ever done
Thank you for the explanation and lesson for slip to land. There is something I don't understand. Why are you first putting right pedal (nose in the wind at 1:48) before doing the opposite maneuver for slip demonstration (i.e. left pedal + right aileron) before landing?
Your explanation make a lot sense for a high wing aircraft. Would it hold true hold true for a low wing like a Piper Cherokee that has the elevon above the wing? 3/3
@@christhearrowpilot3895 hi Chris I have a 65 piper Cherokee 180 C I have not found any relative information to the cause-and-effect of sideslipping with flaps down although special attention should be made with a note to stall speedWhile on final approach where you are low and slow and your airspeed indicator will not be giving a true indication of your airspeed because of the fact that the Pitot tube Will be off angle to the relative wind
@@bryant3483 thanks, I have a 1969 piper arrow, with no placard to warn about slips of any kind. But the issue of indicated air speed is an important one I think as the airflow over the pitot will no longer be direct. When I first learnt to fly in a Cessna, side slips were a prt of the course, however after lapsing and then re-certifying on a Robin DR400 (low wing) we did no slips.
Up to me, this is because the PA28 is a low wing airplane. Because your elevators are above your wings (in the air stream) means that the air passing on your elevators is the one that just passed over your wing and has not been deflected by flaps. So even during a slip, on low winged aircraft, elevator is well blown with laminar flow.
1. Nose down 2. Aileron first (into the wind) = wing goes low in direction of slip + Adverse Yaw occurs 3. Support the Adverse Yaw by applying crossed rudder That´s what we are taught for Gliders in Germany. @1:50 Wind on final from forward left (according to the wind arrow on the left display) Full right rudder and too less left aileron in the wrong order makes you loose runway centerline to the right (blown with the wind) very fast IMHO. More left bank and/or less right rudder would have brought you back to the left on the centerline if the slip had continued.
3 for 3 No placard, but the POH of my 172K says to avoid slips with flaps > 30. Some later 172s don't have flaps that extend to 40, so they may not be impacted by this. Check your POH :) When practicing engine out landings, my CFI encourages me to slip with flaps 40 to have it in my tool belt in case I overshoot, and there is an obstacle.
I learned slips early as a student pilot, and practiced them on a couple of solos. Our 172S's don't have the placards, and never noticed any oscillations, even with full flaps on a slip.
I actually tow pilot a microlight with a 60 meters cable behind and I need to approach the airfield fence at above 200 meters QFE. I always have one notch of flap, and always gently slip. I found myself tending to nose down as a safety measure while slipping which is counter productive for rollout length, but very informative video, thank a lot again for your great, well and energy presented videos and advices!
Today we were a little high for a landing, but airspeed was 65 KIAS. So we did forward slip. Pitch down and Ailerons left and hard R rudder. We did not loose airspeed and dropped for two white and two red papi. First time to apply forward slip, :)
I have flown many types of aircraft and I'm not just saying that. I have slipped all of them flaps up and flaps down partial. In a 1962 Cessns 150 Commuter with mechanical flaps Yeah I decided to find out why they say avoid slips with full flaps extended. I took it up several times and the aircraft did exactly what you talked about. Full elevator stall and abrupt pitch down. Close to the ground we know what would happen.. Fortunately whenever I am testing something like that I take it to altitude. On a different note the 2 best side slipping aircraft I have ever done it in believe it or not is a Piper Tri Pacer which comes down like a rock anyway and also my Tailwind W10. Both handle extremely well in full deflection side slips and the forward speed and rate of descent are very easy to control in those airplanes. Others are good for sure but those stand out to me.
343 hello Jason, I have not seen any placards on the trainer that I began with which was a 172 R model. I am presently flying a 65 piper Cherokee 180C and have not come across any information for the cause and effect of flaps deployed while slipping. I certainly appreciate your explanation on slipping for altitude and or (speed )which was a revelation to me…… when I perform slips with the Cherokee on final approach is where I am low and slow I generally like to carry a little extra speed as the speed indicatorI not true to form because of the angle of the relative wind ; it’s great to know but I can also pick up the nose while in a slip to deal with the little bit of extra speed near to the transition . You can say I’ve just learned something more, thank you again for the great videos and sharing your knowledge so that we can be safe for pilots
Hi I’m new to aviation, love your channel. I have a question, I read online and many UA-cam videos that a spin can happen when there’s stall and cross control? So by doing this, can you help me differentiate the difference 😅. Thank you! 😊
So, if you are high on final on an aircraft that should not slip with flaps extended, what do you recommend: slip with no flaps, or full flaps and nose down, keeping the speed on the upper limit of the white arc until you recapture the glideslope?
Great and simple explanation of the aerodynamic in slipping! I'm the type of learner that I need to understand and explain things myself in order to burn it in my brain... If not I keep forgetting parts ;P So I'll remember!! :D PS- Next flight slipping is part of exercices we will do, so great timing!! :D Oh and 3/3!
The static port n a 172 is on the left. My question is when doing a slip to the left with the port exposed to the wind, what will be the difference between the indicated air speed in this slip compared to a slip to the right? I'm guessing the indicated air speed will be higher in a right hand slip because of negative pressure by the port.
huh, wait. In Embry Riddle's vid, they said you set your flaps to landing configuration with throttle idle. But in yours, you recommend to not to use flaps but throttle idle only. Both of you are C172! So which one should I follow?
There is no placard for this in my Cessna 175, I'll check the POH next time I'm at the hangar. I'll slip up to 30 degrees, never 40 for this reason. I can't even remember the last time I used 40. When I'm on floats it will really drop in a forward slip, thanks to the extra drag from the floats. Thanks for the video, this is great information.
I notice that during your flight in this video, there was a bit of turbulence on your turns... how do you maintain your concentration during all the bumps?
Another amazing video , i have never thought about this and its strange as you will most likely have flaps down when your landing and trying to lose altitude. I'm guessing it will be a bit different in my PA28 due to low wings and I'm going to check the manual to see what it says about slipping ! Thanks Jason !!! Great tip 👍
@@Americanamusements1970 I looked and the PA28 manual doesn't mention anything about it , so I checked online specifically for the -161/181 model cheroke . It seems as its a low wing aircraft that the effects of slipping on the elevator aerodynamics are small. So should be able to slip with full flaps .
Check the poh, if the placard is missing the poh will have it in the placard section or a waring in the page that has the maneuvers that you and can’t do. Is aircraft specific.
Never really thought about using slips to reduce airspeed but it makes sense. I've always used them for a height control mechanism particularly on practice force landings when you're a bit high. That and I tend to use a "double base" technique, making figure 8 turning always towards the airfield in a base position above your paddock/field until you are at a height you want to proceed.
3 for 3, love these. I've always thought a slip should be performed into the crosswind only. However, if I understand your explanation, a slip away from the crosswind losses altitude and a slip into the crosswind losses speed. Is that correct?
Jason this I gene from over at Inverness FL, can you explain the slip for airspeed in more detail I'm always to fast on final and I'm still floating or bouncing after 1000 feet this new airplane I have is a 2001 archer iii she's heavy and just a little hard to slow down to get a perfect landing. . Realy enjoy your videos I always watch thanks for your educational videos
Potentially dumb question here. Is this always valid even when you're dealing with a low wing airplane? Because if my elevator is virtually located ABOVE, compared to where the wings are, is this aerodynamical effect always a thing?
In the Cessna 170B the placard exists.when you do a slip with full flaps there is an inherent tendency for the nose to pitch down significantly. In the approach, statistics have been collected on loss of life. Good awareness topic.
Hopefully after a year someone will read and comment. This whole issue is confusing. I have never noticed the "Avoid" slips placard in the 172S I train in (it's kind of rubbed out and not easy to read). I have as yet found nothing in the POH about forward slips with flaps. My instructor has encouraged me to use the forward slip on final with flaps extended (30 degrees) if I am too high. I think it is a great tool and I am glad I am feeling comfortable using it. However I was with a new instructor this week and he was surprised that I used it and was concerned that a DPE may fail an applicant on the check ride for using it. We chatted with the flight school owners and they think it may be more of a liability issue that Cessna is trying to head off potential liability issues than a real safety issue and that it wouldn't be an issue on the check ride. I'd like to hear more discussion.
Great video. My Piper Dakota POH recommendation to lose altitude seems to suggest that slipping with flaps is OK. See below except from section 3-11: "Excess altitude may be lost by widening the pattern, extending flaps, slipping, or a combination of these methods." Let me know if I misunderstood. Thanks again for the video.
I unfortunately don't have the resources to get my PPL and fly light aircraft IRL but I'm an avid flight simmer and I'm trying to follow your 31DSPC in FS2020 and having lots of fun with it, thank you for the great videos!
I am now more confused than before. If I am to avoid a slip with flaps down, does that mean that if I feel that I need to lose a lot of altitude and not gain speed, that I should raise my flaps, then slip? Or that I just don't have the option of a slip?
I received my PPL about a year and half ago - and your videos were EXCELLENT as a learning tool for me (working on my instrument rating now - my logbook just went over 105 hours of PIC!). I have a question that has always rolled around in the back of my head... When in a slip, what does that do to your stall speed? I expect the stall speed stays the same BUT the drag goes through the roof (elevator stall not withstanding). Is that right? (thanks in advance, @jason!)
I don’t see why the stall speed would change if your flap configuration stays the same. Sure drag increases but that just means you can be closer to a stall. Remember, you can stall by either being so slow you aren’t creating enough lift, or by exceeding your critical angle of attack
@@ottoeyebiter Maybe another point to consider would be the fact that you’re pitot will be off angle to the relative wind thereby giving you a incorrect indication on your airspeed indicator. When you are low and slow and using this procedure on final please be aware of your stall speed
What a time to be alive. I just gained what once could take weeks, knowledge not necessarily easy to access in a matter of minutes and at the touch of a finger. Brilliant +1
Actually analogous to the amount of knowledge of the physical world I gained while watching a crop duster bend the laws of physics, yon Imperial Valley way don’t you know… those acrobatics…ferget aboutit!
The 172 I fly has the "Avoid Slips..." placard. The Super Decathlon I fly has no flaps, so we often use slips as part of our energy management on the approach :)
Thanks for watching, Mark!
Some of the Cessna 172 models don't have baffles in the fuel tank. On models that do not have a both fuel selection, and only allow you to select left or right, you have to make sure the fuel is selected on the side that you intend to slip to make sure that the fuel doesn't uncover the sump and allow your engine to starve
In russian terminology it is called aerodynamic shadow, and there is famous tupolev 154, which suffers from elevator shadow in landing configuration by design (t-shaped stabilizers). And this is very important to know about this effects.
Thank u for great lessons!
Thank you for sharing! Glad you are enjoying our content!
3 for 3! I've never heard the explanation for avoiding slips with flaps, thank you for sharing and providing an easy-to-understand visualization!
I call that move to specifically loose altitude a “forward slip”. We practice these and side slips in flight training and they are listed as required in FAR 61.87(d)(14). In my Light Sport they are quite useful.
Love your channel!
In Canada we call them a forward slip as well
Good lesson , I’ve never really considered that side of the horizontal stabilizer being denied relative wind during a slip with flaps
I only use slips in a 172 when I’m too high on final or there’s a crosswind of some sort. I do have my flaps in but I always maintain at the least 65 knots with the nose pointed down. I’ve never had issue and it’s good to practice I think
3 4 3! Best explanation I’ve seen for the issue of slipping with flaps. I have a 172M and the POH says, “ Steep slips should be avoided with flap settings greater than 20 degrees due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings”. Not a prohibition or even a placard, just a note in the first paragraph under landings in the POH!
Thanks for joining us! Glad you are enjoying the series!
That’s interesting 🧐 I’ve almost always performed slips with flaps and i teach it that way because in the situation you actually need to slip you would have full flaps extended and you still need to lose that altitude to get yourself on the runway therefore I’ve always been taught flaps is necessary. However i see your reasoning behind your explanation and I’ve never seen a placard regarding slips with flaps. 3/3 we learn something new everyday!
Thanks for joining us! Glad you are enjoying the series! A good pilot is always learning!
The Cherokees I’ve been learning in do not have the avoid slips placard, and I’ve been taught to slip power idle and full flaps. 2of the 172s I’ve been in, have it. I think they’re 1982 and 2012.
3 for 3. Slips to landing are standard operating procedure in flying gliders.
The fellow who lived across the hall from me, lo these many years ago, was a CFI so we got to hanging around together and swapping lies, etc. I had just gotten my Private in gliders and was thinking about adding an airplane rating. He had never flown in a glider so I invited him for a ride.
We strapped ourselves into the 2-33 and off we went. After about an hour of thermalling around we headed back to the airport. I came in nice and high on final, deployed the spoilers, and kicked it into an aggressive slip. I heard an "Eep!" from the back seat and realized I probably should have briefed him on that.
On the other hand, I did remember to brief him to expect a loud BANG! when I released the tow rope.
Thanks for sharing, John!
3 for 3...My instructor was BIG fan of slips and constantly made me practice and perform them, even though they sometimes made me uncomfortable. I just realized I have gotten away from using them. Thank you!
A40? 👍😂
3 for 3: Excellent explanation of the aerodynamics at play in a slip. I learned something new today. That's why I love MzeroA... My Cherokee 6-260 does not have that placard. I am going to check the POH to see if it's supposed to.
Side slipping is especially useful for grass strips and older aircraft where an engine out may cause excessive drag. the slip allows us to come in higher but drop down when needed, that being said it is far too easy to slip down too low to the ground, or to become too slow due to false ASI readouts.
It also works in a 767 if you’re a bit high don’t have enough fuel to do a 360 or a go-around. Or if perhaps if you are in a 767, have no fuel at all, are coming in a bit high, and the runway in front of you was repurposed as a drag racing strip.
I soloed the worlds best flapless stick & rudder plane, the aeronca 7ac, at age 16 when I paid $18/hr for plane,fuel and instructor. Slips were taught early on and it was always reiterated to use full control deflection and control the pitch. Miss those days.
We wish it still only cost $18 an hour as well! Thanks for watching!
Great explanation, ‘47 champ, no placard because no flaps! I need to slip or come in with power on each landing so I do a lot of slips. Super vids. I’m 100 %, 3/3 headed to 31 for 31. Stay trained and be safe!
Yep all of the American Champion planes slip great！
Thanks for sharing, Evan!
1962 210B - slips with flaps extended not recommended. Late to the January Safer Pilot Challenge, came across it yesterday, 3/31 and determined 31/31 before the clock strikes midnight! Keep the content coming, thanks for what you do M0A Team!
Haven’t been able to fly yet in the New Year, but I’m going to be talking to my CFI about working through as many of these as I can.
What about los wing planes ?
@@cesarbeltrami6691 I’m not sure I understand what you’re asking.
3/3 I’ve been flying so many approaches lately that I haven’t practiced this simple maneuver. This reminds me that I need to go practice so I’m prepared in case I need it.
Glad you are enjoying the series! Thanks for watching!
I just finished my 2nd lsa class and my instructor showed me how to slip and then he imideately told me to do one and its the scariest thing ive ever done
Thank you for the explanation and lesson for slip to land.
There is something I don't understand. Why are you first putting right pedal (nose in the wind at 1:48) before doing the opposite maneuver for slip demonstration (i.e. left pedal + right aileron) before landing?
Well done to a high standard! Are these maneuvers part of the aviation mastery book?
Thank you for sharing and caring
3 for 3 Jason. Slips feel super awkward when you first do them, but they are super fun. Keep em coming Jason!!!!
Glad you are enjoying the series! Thanks for watching!
I’m curious, does the “avoid slips…” apply to low wing planes as well such as a SR22?
Your explanation make a lot sense for a high wing aircraft. Would it hold true hold true for a low wing like a Piper Cherokee that has the elevon above the wing? 3/3
Was going to ask exactly that question… I don’t think the same applies..
@@christhearrowpilot3895 hi Chris I have a 65 piper Cherokee 180 C I have not found any relative information to the cause-and-effect of sideslipping with flaps down although special attention should be made with a note to stall speedWhile on final approach where you are low and slow and your airspeed indicator will not be giving a true indication of your airspeed because of the fact that the Pitot tube Will be off angle to the relative wind
@@bryant3483 thanks, I have a 1969 piper arrow, with no placard to warn about slips of any kind. But the issue of indicated air speed is an important one I think as the airflow over the pitot will no longer be direct. When I first learnt to fly in a Cessna, side slips were a prt of the course, however after lapsing and then re-certifying on a Robin DR400 (low wing) we did no slips.
Jason, I'm 3 for 3. Great videos. Keep them coming please.
Glad you are enjoying the series! Thanks for watching!
Interesting. Makes sense. I have forward slipped several times in my piper Cherokee. My Cfi hasn’t said anything against it. Thanks for sharing!
MY CFI on a Bianual Revue had me doing fwd and side slips with different degrees of flaps in PA28-180
Up to me, this is because the PA28 is a low wing airplane.
Because your elevators are above your wings (in the air stream) means that the air passing on your elevators is the one that just passed over your wing and has not been deflected by flaps. So even during a slip, on low winged aircraft, elevator is well blown with laminar flow.
Maybe Jason could enlighten us 😉
Not a pilot yet as many of your messages show (in ground school); looking forward to learning much more! The fun has just begun! Alreay 3 of 3!
Glad you are enjoying the series! Thanks for watching!
1. Nose down
2. Aileron first (into the wind) = wing goes low in direction of slip + Adverse Yaw occurs
3. Support the Adverse Yaw by applying crossed rudder
That´s what we are taught for Gliders in Germany.
@1:50 Wind on final from forward left (according to the wind arrow on the left display)
Full right rudder and too less left aileron in the wrong order makes you loose runway centerline to the right (blown with the wind) very fast IMHO.
More left bank and/or less right rudder would have brought you back to the left on the centerline if the slip had continued.
3 for 3
No placard, but the POH of my 172K says to avoid slips with flaps > 30. Some later 172s don't have flaps that extend to 40, so they may not be impacted by this. Check your POH :)
When practicing engine out landings, my CFI encourages me to slip with flaps 40 to have it in my tool belt in case I overshoot, and there is an obstacle.
Air Canada Captain Pearson did this with a Boeing 777 passenger Jet, no fuel to land on a race track 🙌🏽
3/3 for Jason! Been loving this series already!!
Thanks for joining us! Glad you are enjoying the series, Cole!
I learned slips early as a student pilot, and practiced them on a couple of solos. Our 172S's don't have the placards, and never noticed any oscillations, even with full flaps on a slip.
I actually tow pilot a microlight with a 60 meters cable behind and I need to approach the airfield fence at above 200 meters QFE. I always have one notch of flap, and always gently slip.
I found myself tending to nose down as a safety measure while slipping which is counter productive for rollout length, but very informative video, thank a lot again for your great, well and energy presented videos and advices!
1:54 you shouldn't be changing slip from left to right. If you are drifting away from the runway use your ailerons to compensate.
It was for a demonstration
One of my CFI's showed me slips for the first time this week. Great timing!
Awesome! Glad it worked out!
You Know I'm subscribed !!! Always. Good stuff. Flying tomorrow - KTTD. Troutdale Oregon. Chris Duvall. Type 1 diabetic Pilot
as a glider pilot i love side slipping an do it all the time is fun
I loved your visual explaining part. Very helpful. Thank you!
Today we were a little high for a landing, but airspeed was 65 KIAS. So we did forward slip. Pitch down and Ailerons left and hard R rudder. We did not loose airspeed and dropped for two white and two red papi. First time to apply forward slip, :)
3/3. Great production Jason. Thank you so much.
I have flown many types of aircraft and I'm not just saying that. I have slipped all of them flaps up and flaps down partial. In a 1962 Cessns 150 Commuter with mechanical flaps Yeah I decided to find out why they say avoid slips with full flaps extended. I took it up several times and the aircraft did exactly what you talked about. Full elevator stall and abrupt pitch down. Close to the ground we know what would happen.. Fortunately whenever I am testing something like that I take it to altitude. On a different note the 2 best side slipping aircraft I have ever done it in believe it or not is a Piper Tri Pacer which comes down like a rock anyway and also my Tailwind W10. Both handle extremely well in full deflection side slips and the forward speed and rate of descent are very easy to control in those airplanes. Others are good for sure but those stand out to me.
343 hello Jason, I have not seen any placards on the trainer that I began with which was a 172 R model. I am presently flying a 65 piper Cherokee 180C and have not come across any information for the cause and effect of flaps deployed while slipping. I certainly appreciate your explanation on slipping for altitude and or (speed )which was a revelation to me…… when I perform slips with the Cherokee on final approach is where I am low and slow I generally like to carry a little extra speed as the speed indicatorI not true to form because of the angle of the relative wind ; it’s great to know but I can also pick up the nose while in a slip to deal with the little bit of extra speed near to the transition . You can say I’ve just learned something more, thank you again for the great videos and sharing your knowledge so that we can be safe for pilots
I do these some times on the 737 and it works as advertised!
3 for 3. 3 month delay in my training and starting back up this Friday. Thanks for another great video.
Glad you are enjoying the series! Thanks for watching!
You might find the restrictions listed in the TCDS if that is how it was certified.
Hi I’m new to aviation, love your channel.
I have a question, I read online and many UA-cam videos that a spin can happen when there’s stall and cross control? So by doing this, can you help me differentiate the difference 😅.
Thank you! 😊
Thanks Jason. Great video.
So, if you are high on final on an aircraft that should not slip with flaps extended, what do you recommend: slip with no flaps, or full flaps and nose down, keeping the speed on the upper limit of the white arc until you recapture the glideslope?
The Tony Robbins of aviation! Great teacher and motivator!😎
Thanks for watching, Dan!
Excellent Tutorial Video Jason! Thank You!
Glad you are enjoying the series! Thanks for watching!
Great and simple explanation of the aerodynamic in slipping! I'm the type of learner that I need to understand and explain things myself in order to burn it in my brain... If not I keep forgetting parts ;P So I'll remember!! :D PS- Next flight slipping is part of exercices we will do, so great timing!! :D Oh and 3/3!
Thanks for joining us! Glad you are enjoying the series!
3 for 3! I find your videos very informative and helpful. Great job as always!
Glad you are enjoying the series! Thanks for watching!
3/3, I'm exited that you're doing the Safer Pilot Challenge again!
Glad you are enjoying the series! Thanks for watching!
3/3 Jason. Keep em coming.
Glad you are enjoying the series! Thanks for watching!
The static port n a 172 is on the left. My question is when doing a slip to the left with the port exposed to the wind, what will be the difference between the indicated air speed in this slip compared to a slip to the right? I'm guessing the indicated air speed will be higher in a right hand slip because of negative pressure by the port.
The indicated airspeed goes all over the place. This is why attitude control and a general "feel" for the plane is important.
Another great one! Three for three. Thank you Jason!
Glad you are enjoying the series! Thanks for watching!
huh, wait. In Embry Riddle's vid, they said you set your flaps to landing configuration with throttle idle. But in yours, you recommend to not to use flaps but throttle idle only. Both of you are C172! So which one should I follow?
There is no placard for this in my Cessna 175, I'll check the POH next time I'm at the hangar. I'll slip up to 30 degrees, never 40 for this reason. I can't even remember the last time I used 40. When I'm on floats it will really drop in a forward slip, thanks to the extra drag from the floats. Thanks for the video, this is great information.
Not only 3 for 3, but have done a few slips already at only 25 hours. And have even done one within the week during a simulated engine-out scenario.
Awesome! Keep on practicing! Thanks for watching, Jarrod!
I notice that during your flight in this video, there was a bit of turbulence on your turns... how do you maintain your concentration during all the bumps?
Another amazing video , i have never thought about this and its strange as you will most likely have flaps down when your landing and trying to lose altitude. I'm guessing it will be a bit different in my PA28 due to low wings and I'm going to check the manual to see what it says about slipping ! Thanks Jason !!! Great tip 👍
What did your manual say about slips I have a pa 28 181 archer iii I haven't done any slips in it bit my old 140
@@Americanamusements1970 I looked and the PA28 manual doesn't mention anything about it , so I checked online specifically for the -161/181 model cheroke . It seems as its a low wing aircraft that the effects of slipping on the elevator aerodynamics are small. So should be able to slip with full flaps .
@@jordanpenning6514 thank you
Hi Jason, I have just. a simple question. What about slips with low-wing aircrafts like a Piper pa-28 for. example
Check the poh, if the placard is missing the poh will have it in the placard section or a waring in the page that has the maneuvers that you and can’t do. Is aircraft specific.
Thanks for sharing!
Never really thought about using slips to reduce airspeed but it makes sense. I've always used them for a height control mechanism particularly on practice force landings when you're a bit high. That and I tend to use a "double base" technique, making figure 8 turning always towards the airfield in a base position above your paddock/field until you are at a height you want to proceed.
This is a great series! I stopped flying due to medical issues but am itching to get back up in the air. I am enjoying the series a lot! 🙂
Thanks for joining us! Glad you are enjoying the series, Mark! Hope you can get back into the skies soon!
Dude you have the best videos! Thank you!!!!
Is it hard on the yoke tube or yoke weld assembly to rest your hands on the end like that?
3 for 3, love these. I've always thought a slip should be performed into the crosswind only. However, if I understand your explanation, a slip away from the crosswind losses altitude and a slip into the crosswind losses speed. Is that correct?
Jason this I gene from over at Inverness FL, can you explain the slip for airspeed in more detail I'm always to fast on final and I'm still floating or bouncing after 1000 feet this new airplane I have is a 2001 archer iii she's heavy and just a little hard to slow down to get a perfect landing. . Realy enjoy your videos I always watch thanks for your educational videos
I learn to fly with a piper colt....NO FLAPS.... Slipping was my normal routine to spot land where I wanted to....
The 1965 172F I fly has the "Avoid slips with flaps extended" in the POH
Jason thanks for explaining the slips! I am 3 for 3!
Thanks for joining us! Glad you are enjoying the series, Steven!
Your TCDS (page 22) does require a placard for spin avoidance for your serial number
Potentially dumb question here. Is this always valid even when you're dealing with a low wing airplane? Because if my elevator is virtually located ABOVE, compared to where the wings are, is this aerodynamical effect always a thing?
3 for 3. Would the elevator stall potentially put you into a main wing stall, especially with flaps?
No, I understand that you might feel tail oscillations.
I learned to slip in an Aeronca Champ. When I was learning to fly.
Awesome instruction! I will forever remember this lesson. 3 for 3.
Glad you are enjoying the series! Thanks for watching!
I'm three for three. Great info. Keep up the good work.
Thanks for joining us! Glad you are enjoying the series!
I have a Cherokee 140 and I don't have that placard. How does a high wing vs low wing affect slipping with flaps extended?
I am 3 for 3!!!
Great job Jason.
Thanks for joining us! Glad you are enjoying the series!
In the Cessna 170B the placard exists.when you do a slip with full flaps there is an inherent tendency for the nose to pitch down significantly. In the approach, statistics have been collected on loss of life. Good awareness topic.
Thanks for sharing!
3/3, loving the videos, thanks!
Glad you are enjoying it! Thanks for watching!
Hopefully after a year someone will read and comment.
This whole issue is confusing. I have never noticed the "Avoid" slips placard in the 172S I train in (it's kind of rubbed out and not easy to read). I have as yet found nothing in the POH about forward slips with flaps. My instructor has encouraged me to use the forward slip on final with flaps extended (30 degrees) if I am too high. I think it is a great tool and I am glad I am feeling comfortable using it. However I was with a new instructor this week and he was surprised that I used it and was concerned that a DPE may fail an applicant on the check ride for using it. We chatted with the flight school owners and they think it may be more of a liability issue that Cessna is trying to head off potential liability issues than a real safety issue and that it wouldn't be an issue on the check ride.
I'd like to hear more discussion.
Fantastic video Jason! Learning something new everyday. 3/3 as well :)
Thanks for joining us! Glad you are enjoying the series, Christoph!
Love your videos. Like to see something for preparation or demonstration of an ICP..
Thanks for joining us! Glad you are enjoying the series!
3 for 3….Jason, you do a great job explaining. Thanks
Thanks for joining us! Glad you are enjoying the series, Lynn!
Great video. My Piper Dakota POH recommendation to lose altitude seems to suggest that slipping with flaps is OK. See below except from section 3-11: "Excess altitude may be lost by widening the pattern, extending flaps, slipping, or a combination of these methods." Let me know if I misunderstood. Thanks again for the video.
Thanks for sharing, Ben!
The 1973 172M I fly has a placard that reads "Avoid Slips With Flaps Down", just as you said.
Thanks for sharing, Barry!
I unfortunately don't have the resources to get my PPL and fly light aircraft IRL but I'm an avid flight simmer and I'm trying to follow your 31DSPC in FS2020 and having lots of fun with it, thank you for the great videos!
When slipping in a turn use top rudder. Apply rudder progressively. Don't yank a wing back.
My 2 cents.
I am now more confused than before. If I am to avoid a slip with flaps down, does that mean that if I feel that I need to lose a lot of altitude and not gain speed, that I should raise my flaps, then slip? Or that I just don't have the option of a slip?
3 for 3. Looking forward to the rest of the series.
Glad you are enjoying the series! Thanks for watching!
That landing was crispy
Three for three - very helpful lesson as always.
Glad you are enjoying the series! Thanks for watching!
Those placards are only for highwing aircraft id assume?
I received my PPL about a year and half ago - and your videos were EXCELLENT as a learning tool for me (working on my instrument rating now - my logbook just went over 105 hours of PIC!). I have a question that has always rolled around in the back of my head... When in a slip, what does that do to your stall speed? I expect the stall speed stays the same BUT the drag goes through the roof (elevator stall not withstanding). Is that right? (thanks in advance, @jason!)
I don’t see why the stall speed would change if your flap configuration stays the same. Sure drag increases but that just means you can be closer to a stall. Remember, you can stall by either being so slow you aren’t creating enough lift, or by exceeding your critical angle of attack
@@jujuthehoms5482 That is my thinking, too. It just makes sense... Thanks for confirming my thinking.
@@ottoeyebiter Maybe another point to consider would be the fact that you’re pitot will be off angle to the relative wind thereby giving you a incorrect indication on your airspeed indicator. When you are low and slow and using this procedure on final please be aware of your stall speed
@@bryant3483 excellent point.
So then does the no flaps rule still apply to low wings? Thanks as always for sharing.
Check your POH, if there is no placard against it, then it’s OK to do with flaps.
Bom dia. Muito interessante seus comentários a respeito dos flaps. Tank you.
I think this could be to prevent the air accidents.
I did a slip to land on my Checkride , 172P - 12/15/21 Elbert, Ga.