10 Apr
2000
10 Apr
'00
8:52 a.m.
allisonp wrote:
As a pilot I figured going into gory detail was excess.
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.
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