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Michel

Joined: 10 Jan 2006
Posts: 966
Location: Norway

Posted: Fri Jul 28, 2006 1:21 pm Post subject: Stall in a side slip

A question, friends:



Since I have now changed my mag testing switches and that I can switch  

off my engine in flight, I do as much as I can dead-stick landings, 

just to practice and not be surprised if it should happen one day  

involuntary.

Doing that, I also try to do precision landing, thinking of the day I 

may have to land on a field, maybe a short one. I come on final a bit 

high, switch off the engine and adjust my vertical speed by side 

slipping.  I do it all the way to the threshold, even with full rudder 

on the side, sometimes.



Talking about it with my son, he asks if it is not dangerous to side 

slip so near the ground and if there is some danger to stall in a 

uncoordinated attitude like a side slip.



My understanding is that a stall in a side slip is not too dangerous 

because the wing up will stall first and if you are quick enough to 

center the controls before it falls down, nothing will happen.



.. but then, I am not so sure anymore. Has any of you tried to stall 

in a side slip? Is it dangerous?



Cheers,

Michel

_________________
Kitfox 3 - Jabiru 2200

AMuller589(at)aol.com
Guest

Posted: Fri Jul 28, 2006 1:35 pm Post subject: Stall in a side slip

How does one enter a spin: stall with full rudder!!!!!

mike
Guest

Posted: Fri Jul 28, 2006 2:07 pm Post subject: Re: Stall in a side slip

Hum, a stall on a slip, now let me ask this, don't you stall with critical angle of attack. Now let me ask this, don't you slip with down elevator, I do.  So at this point unless you get to low in your airspeed, which I make sure is ok before slipping, than you shouldn't have a stall on a slip. Now if you turn the slip into a skid, well, I think you would be in trouble than, and I wouldn't want to try one to find out what would happen either.

ddsyverson(at)comcast.net
Guest

Posted: Fri Jul 28, 2006 2:55 pm Post subject: Stall in a side slip

Michel,



PLEASE tell me you know the answer!!!! I want you around to keep up your 

excellent contributions to this list!!!



A stall in a slip near the ground is basically one of the garden variety ways 

pilots use to succesfully remove themselves from the gene pool. Nobody gets a 

Darwin Award for it because it is not a particularily novel act.



A stall in a slip at altitude will usually not accomplish one's removal from 

the gene pool because either the airplane will get itself organized when the 

suprized pilot takes his/her hands and feet off the controls to properly emit 

a primal scream; or the pilot does something like cutting the power, 

straightening out the alierons, stepping on the sky and doing something about 

all that darn dirt he/she is looking at through the windscreen as some sort 

of survival instinct (or training) kicks in.



A slip is also a very useful and traditional way of loosing altitude quickly 

or keeping an approach organized in a crosswind - if you fly, you should be 

good at it  and use it a lot -  the trick is TO KEEP THE STALL OUT OF THE 

EQUATION when you have a slip going, UNLESS you are so high up you need 

oxygen, AND have been trained in spins.



For anyone who has not had spin training, it is a really good thing to do. The 

first time people find it a bit confusing because of the relatively rapid 

attitude changes and the changing g-forces. Spin training is safe IF a person 

gets a competent instructor and uses an airplane approved for spins. What 

will spin training do for a person? After training, It will be absolutely 

clear why a person does not spin an airplane near the ground, and one will 

know exactly how to keep it from happening - low level stall-spin accidents 

are normally things that people stumble into because they haven't experienced 

safe practice in stall/spins under proper training.



Sincerely (and I mean sincerely),



Dave S

St Paul, MN



On Friday 28 July 2006 4:19 pm, Michel Verheughe wrote:

 	  Quote: 	
		   



 A question, friends:



 
	


 	  Quote: 	
		  

 My understanding is that a stall in a side slip is not too dangerous

 because the wing up will stall first and if you are quick enough to

 center the controls before it falls down, nothing will happen.



 ... but then, I am not so sure anymore. Has any of you tried to stall

 in a side slip? Is it dangerous?



 Cheers,

Ceashman(at)aol.com
Guest

Posted: Fri Jul 28, 2006 3:06 pm Post subject: Stall in a side slip

 

 Michel said.

 >>"I come on final a bit high, switch off the engine and adjust my vertical speed by side 

slipping.  I do it all the way to the threshold, even with full rudder 

on the side, sometimes."

 	  Quote: 	
		  >"Talking about it with my son, he asks if it is not dangerous to side 

slip so near the ground and if there is some danger to stall in a 
	


uncoordinated attitude like a side slip".



 Hi Michel.

 It looks like you are growing big cahooners (I think I spelled that correct) Switching a perfectly good running engine off.

 But it looks like you are having fun and especially having practice.

 Your son inquired if it could be dangerous to side slip so close to the ground when one would consider a stall.

 That would suck if it happened a couple of 50 feet above grass.

  

 What would happen if you tried this, lets say at a couple or maybe 4 thousand feet above ground?

 The risk would be minimal to experiment. 

  

 Let us know what the results are? (NO! I am only kidding)

  

 When I need to slip (which is quite often with a little head wind) (these Kitfoxes do not like to come down when there is a breeze) I am ground tracking in a straight line to the runway and I am not pulling back too much on the stick. As explained, I want to come down but not too quickly. But I must admit, I have never tried to point the nose upwards and risk dropping out of the sky.

  

 Any stunt pilots in the group who can provide the answer?

 Eric. Atlanta, Classic IV

AMuller589(at)aol.com
Guest

Posted: Fri Jul 28, 2006 3:18 pm Post subject: Stall in a side slip

I only have a scanned file of the Kitfox Pilots Operating Handbook  available and couldn't find anything on spins. A spin is achieved by entering a  full stall with full rudder in either direction and holding this condition to  keep speed in limit. A slip uses the same technique but will not result in a  spin (normally) if you maintain approach speeds (1.3 times stall)(Kitfox Series  V POH pp.39).  Page 25 warns that with 1/2 or more flaps Series I, II, III  lose up to 50% of their roll control (flaperon). Series IV, V lose up to  30%.   Therefore experiment with these flap, rudder, low speed  combinations at altitude (normally this is 1,500AGL). Be aware also that some  aircraft like the C-172 recommend no more than Half flaps for cross winds/slips  due to the possibility of spins.

  

 As I recall we were able to get no stick load trim with the KF V and the  flap/load alleviator device installed so we didn't have stick force forward.  Before the load alleviator It seems like we had considerable forward stick  pressure. If you have considerable forward stick pressure you will definitely  spin should you have an elevator control failure or let release the stick. I  know of two Kitfox elevator control failures where the old style elevator idler  bell-crank pin broke. In this event you must immediately get flaps to a no pitch  configuration and control R/C with throttle.

 To summarize you can't spin without getting your approach speed too low,  unless you yank the stick back and add full rudder at or above stall speed in  which case you get a  snap roll. This is a prohibited maneuver in a  Kitfox.

john.marzulli(at)gmail.co
Guest

Posted: Fri Jul 28, 2006 3:27 pm Post subject: Stall in a side slip

 	  Quote: 	
		  A stall in a slip near the ground is basically one of the garden variety ways

pilots use to succesfully remove themselves from the gene pool. Nobody gets a 

Darwin Award for it because it is not a particularily novel act. 	




I'm going to add that to my list of great aviation qoutes. It'll site right next to "Caution: Cape does not enable user to fly"  



On 7/28/06, Dave and Diane <ddsyverson(at)comcast.net (ddsyverson(at)comcast.net)> wrote:[quote] --> Kitfox-List message posted by: Dave and Diane <ddsyverson(at)comcast.net (ddsyverson(at)comcast.net)>



Michel,



PLEASE tell me you know the answer!!!! I want you around to keep up your 

excellent contributions to this list!!!



A stall in a slip near the ground is basically one of the garden variety ways

pilots use to succesfully remove themselves from the gene pool. Nobody gets a

Darwin Award for it because it is not a particularily novel act. 



A stall in a slip at altitude will usually not accomplish one's removal from

the gene pool because either the airplane will get itself organized when the

suprized pilot takes his/her hands and feet off the controls to properly emit 

a primal scream; or the pilot does something like cutting the power,

straightening out the alierons, stepping on the sky and doing something about

all that darn dirt he/she is looking at through the windscreen as some sort 

of survival instinct (or training) kicks in.



A slip is also a very useful and traditional way of loosing altitude quickly

or keeping an approach organized in a crosswind - if you fly, you should be

good at it  and use it a lot -  the trick is TO KEEP THE STALL OUT OF THE 

EQUATION when you have a slip going, UNLESS you are so high up you need

oxygen, AND have been trained in spins.



For anyone who has not had spin training, it is a really good thing to do. The

first time people find it a bit confusing because of the relatively rapid 

attitude changes and the changing g-forces. Spin training is safe IF a person

gets a competent instructor and uses an airplane approved for spins. What

will spin training do for a person? After training, It will be absolutely 

clear why a person does not spin an airplane near the ground, and one will

know exactly how to keep it from happening - low level stall-spin accidents

are normally things that people stumble into because they haven't experienced 

safe practice in stall/spins under proper training.



Sincerely (and I mean sincerely),



Dave S

St Paul, MN



On Friday 28 July 2006 4:19 pm, Michel Verheughe wrote:

 	  Quote: 	
		   --> Kitfox-List message posted by: Michel Verheughe < michel(at)online.no (michel(at)online.no)>



 A question, friends:




	


 	  Quote: 	
		  

 My understanding is that a stall in a side slip is not too dangerous

 because the wing up will stall first and if you are quick enough to 

 center the controls before it falls down, nothing will happen.



 ... but then, I am not so sure anymore. Has any of you tried to stall

 in a side slip? Is it dangerous?



 Cheers, 


	




-- 

John Marzulli

http://701Builder.blogspot.com/

dave(at)cfisher.com
Guest

Posted: Fri Jul 28, 2006 3:27 pm Post subject: Stall in a side slip

Good info there Dave.



I have had spin training and I am not sure why it is not part of every 

flight test anymore.

In Canada you only have to demonstrate spins for  commerical and instructor 

rating.

Private pilot  license you used to have to as well.  Why not now ? I have no 

idea.



Personally I think all pilots should be tested on their flight reviews and 

on flight tests the following,

Stalls,(stall on take off and approach) Spins ( fully developed) , Spirals, 

unusual attitudes and alot of slow fight.

And of course recovery from all the above.

And how about turning final at approach speed and going inverted ?   There 

are deaths from the above every year that could be prevented.



Dave

---

mike
Guest

Posted: Fri Jul 28, 2006 3:47 pm Post subject: Re: Stall in a side slip

Ok Dave, I give, why worry about going inverted after turning base to final?  The only reason I can see this is if one of your flaps didn't go down, I don't use them on landing, so I guess that is out.  Hitting turbulance from another aircraft, generally a commercial jet, I know of that also, that is why I fly at a higher glide path and settle after the nose of the aircraft touches down of the said aircraft, do that all the time also. In fact I've been taught to recognize turbulance from landing aircraft by dropping down into turbulance very carefully and feeling it, good to know that one as well.

mike
Guest

Posted: Fri Jul 28, 2006 3:51 pm Post subject: Re: Stall in a side slip

Michael,

I have to say there is much better ways to have fun in a fox.  Sorry, turning off the engine isn't one of them.  Usually when I turn the engine off I'm about to put the plane in the hanger, that's no fun either.  IF your so concerned about the engine quiting than you must be close to TBO on your engine and your getting concerned.

dave(at)cfisher.com
Guest

Posted: Fri Jul 28, 2006 6:00 pm Post subject: Stall in a side slip

Wake turbulence is one way but you usually have enough separation on final 

.( I did have this one during IFR training under the hood)  One scenario is 

if one was on base turning final and you are tight and wide.  So you add 

more rudder and get more turn and more bank and use opposite aileron to 

lessen the bank and you are low and give aft stick  then see what happens 

before you splat into ground.



I land nearly fully stalled in Kitfox every time on grass, pavement snow,ice 

or water. I will take a high glideslope if landing behind a heavy and land 

beyond their touchdown. In Kitfox I rarely get behind heavies though.  I 

most likely fly through my own wake turbulence more than anyone elses  when 

horsing around  



And dead stick landings , certainly another good thing to learn.  If you 

have not done any well you have not learnt  yet.  It can happen at anytime. 

i.e.  bird strike,engine out , prop failure etc.   Failure to leave your 

self an out will not leave you an "out" .

Dave



---

rjdaugh(at)rapidnet.com
Guest

Posted: Fri Jul 28, 2006 8:00 pm Post subject: Stall in a side slip

Hey, I like this thread.  I want to complicate it a bit by asking a

question.   Michel, do you mean a side slip?  I think you mean a forward

slip.



I do a slip nearly every landing at home.  Once I clear the tops of the

trees, I do a forward slip to help get down and then straighten out to land.



Randy

AMuller589(at)aol.com
Guest

Posted: Fri Jul 28, 2006 9:11 pm Post subject: Stall in a side slip

John Marzulli, we do not teach actual power out landings this low to the  ground by shutting off the engine . The normal way we practice power  out landings is to fly at the POH recommended flap and power setting.  this simulates safely simulates an engine out landing; that way you  can correct mistakes. Lacking a recommended power and flap setting in your  Kitfox POH or in a SPAM CAN we go to a safe altitude shut the engine down, give  it time to stabilize dead power rpm while maintaining the recommended approach  speed, and determine the rate of sink. Then restart the engine and at the same  altitude set min power hold rate of sink at the power off rate of sink and  set flaps and add power as required to maintain that rate of sink. Some  power may be required when flap settings are in  increments  that cannot exactly match the power off rate of sink.

  

 I would like to know what engine you are using and if the engine stops  rotating when you turn it off. Do you do it with the key or mixture? What  airspeed do you hold? Normally the engine keeps rotating until you slow up to at  or near stalling speed; therefore if you lose the engine and maintain best  glide speed the engine continues to windmill which is a higher drag condition  than with stopped prop. One way to minimize wind-milling drag to extend your  glide is to open the throttle fully. To fully stop engine rotation you slow up  until it stops but this is not recommended in an emergency because a stall  greatly reduces glide distance. Some engines stop rotating on their own at best  glide speed, some don't, depending on engine condition, gear box or not, etc.  

  

 The main thing in practicing power off landings is be safe therefore don't  shut it down. Using the above procedure you can make every landing a practice  power off landing safely. Good luck and enjoy!!!!

janderson412(at)hotmail.c
Guest

Posted: Fri Jul 28, 2006 9:45 pm Post subject: Stall in a side slip

Well, landing in a strong cross wind, at the stall you are effectively side slipping at the stall and never any adverse effect? I've done many large sideslips in C188's & 185's very slow when a bit hot on final and never a sign of bad stall effect. KF doesn't seem any different

 

 [quote]   

From:  Michel Verheughe <michel(at)online.no>

Reply-To:  kitfox-list(at)matronics.com

To:  kitfox-list(at)matronics.com

Subject:  Stall in a side slip

Date:  Fri, 28 Jul 2006 23:19:57 +0200

--> Kitfox-List message posted by: Michel Verheughe <michel(at)online.no>



A question, friends:



Since I have now changed my mag testing switches and that I can switch  off my engine in flight, I do as much as I can dead-stick landings, just to practice and not be surprised if it should happen one day  involuntary.

Doing that, I also try to do precision landing, thinking of the day I may have to land on a field, maybe a short one. I come on final a bit high, switch off the engine and adjust my vertical speed by side slipping.  I do

janderson412(at)hotmail.c
Guest

Posted: Fri Jul 28, 2006 9:46 pm Post subject: Stall in a side slip

But isn't it different in that side slipping is cross controlled, to enter a spin, rudder to the stalled wing???



  	  Quote: 	
		     How does one enter a spin: stall with full rudder!!!!!



	


Shop ‘til you drop at  XtraMSN Shopping

Michel

Joined: 10 Jan 2006
Posts: 966
Location: Norway

Posted: Fri Jul 28, 2006 11:54 pm Post subject: Stall in a side slip

Thanks for your answer, guys. Interesting reading.



On Jul 29, 2006, at 5:59 AM, Randy Daughenbaugh wrote:

 	  Quote: 	
		   Michel, do you mean a side slip?  I think you mean a forward slip.


	


Yes Randy, I meant a forward slip. But first, I'd like to explain why I 

do this. I am convinced that, as a pilot, one doesn't have time to make 

decisions, it must come from a trained reaction.

I recently read (via Google Alert) about a Kitfox that got engine 

trouble, tried to land in a field, bounced back because of too high 

speed, hit a roof with a wing and landed upside down in the next field. 

Luckily pilot and passengers could walk away from the accident, which 

is a big credit to the fine aircraft we fly.



My only aim is, if I should experience an engine stop, to be able to 

land the plane without freaking out. The very  first time I switched 

off voluntary the engine (with an instructor) I became fascinated by 

the prop that was not moving. In a sailing experience under very bad 

weather, I became fascinated by the pattern in a water pool on the 

deck. This is dangerous.



So, I train, as much as possible, to land without engine. The sink rate 

is higher than with idle engine. But (and I still don't know why) my 

landings are smoother than with the engine on.



I never use flaps on landing! It is, IMHO useless. I only use flaps to 

get fast out of a long, wet grass short field and that's all.



I always make sure to keep to the best glide speed (about 55 MPH) all 

the way on the final, to the flare. In principle, I shouldn't stall as 

the nose is down, all the time.



But I read somewhere that, landing in an emergency on a short field 

surrounded by obstacles, it is better to hit e.g. trees at the end of 

the field, when the speed is low, that tree tops at the beginning of 

the field. Therefore I feel it is necessary to train precision landing 

where one has - at all price - pass over an obstacle, then put the 

plane down as fast as possible, and that must be done by reducing the 

speed, which I believe can only be done by side ... er, sorry, forward 

slipping.



About spins, I have done two, with my instructor, enough for me to 

understand that it is forbidden and that I will probably never be able 

to recover from one. And from everything I read about aircraft 

accidents, I see that the large majority involves low speed and low 

altitude.



No Dave, I am not looking for a Darwin Award and yes, I'd like to stay 

on this list for many years. But most of all, I'd like to instruct my 

son about what to do as a dead-stick emergency training.



But, has any of you stalled voluntary, at high altitude, in a forward 

slip? I could try myself but I'd rather ask the list first because ... 

I don't want to end in a spin!



Cheers,

Michel

_________________
Kitfox 3 - Jabiru 2200

bmwebb(at)cox.net
Guest

Posted: Sat Jul 29, 2006 3:10 am Post subject: Stall in a side slip

Folks,  

Dave has this spot-on. Read his posts again.  

   

John, ever do a cross-control stall in training? That is one of the more nasty things to encounter.  

   

There was a thread a while back about a true engine out flight. One thing that stuck in my mind was the comment on how much steeper the glide was vs. with the engine running.  

   

As a CFI, I, of course, leave the engine running during training. But, I think most pilots are very surprised when the engine quits for real. The nose down pitch is much steeper, and your “calibrated” MK1 eyeball suddenly gets very long in estimating distances. That’s the precise reason I require students to pick a close field, and do not try to stretch the glide at all. I also harp on the benefits of altitude.  

   

Anyway, Michel, if you can shut it down, and do it safely, by all means go for it. It’s great practice. But when you kick in that rudder, your attention to the elevator should double, maybe even triple.  

   

Just some things to bear in mind. I like slips, and think they are very useful, but you must be careful, and realize you’re a little closer to the edge doing one.  

Bradley  

   

   

         

  

From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of John Anderson

 Sent: Saturday, July 29, 2006 1:47 AM

 To: kitfox-list(at)matronics.com

 Subject: Re: Stall in a side slip  

  

     

But isn't it different in that side slipping is cross controlled, to enter a spin, rudder to the stalled wing???   	  Quote: 	
		        

    

How does one enter a spin: stall with full rudder!!!!!  

  

   	
  

  

       

  

Shop ‘til you drop at XtraMSN Shopping

Float Flyr

Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland

Posted: Sat Jul 29, 2006 5:14 am Post subject: Stall in a side slip

This far north, and it's not into Inuit  territory yet, when the mercury dropped below the magic 0C (32 normal (F)) in  the SPAM CAN 172 I trained on we would bring the engine to idle, Pull 30Deg  flaps to give a similar to engine out flight envelope.  One of the more  important things the flight school insisted on was that every 500' we do an  engine warming which was full throttle for three seconds.

  

 At the time I was doing the training a  student and an instructor with another school a couple of klicks (miles) were  killed while practicing forced approaches.  The reason was they overshot  their field and then suffered a cold engine seizure.  After that they gave  us a hard floor of 1000' agl for practicing forced approaches.  We have a  lot of open water in this neck of the woods so I'm very happy flying the  floats.

  

  

 

Noel [quote]   

   --

_________________
Noel Loveys
Kitfox III-A
Aerocet 1100 Floats

colind

Joined: 10 Jan 2006
Posts: 32
Location: Sydney, Australia

Posted: Sat Jul 29, 2006 5:15 am Post subject: Stall in a side slip

Michael,



I note the many and varied replies to your enquiry. This topic is of

particular interest to me, and has been for many years, so I though I'd

add a few comments myself.



I spent quite some time flying gliders before getting into very light

aircraft like the Kitfox. In the gliding fraternity, there is an oft

repeated  remark that "gliding sorts out the pilots from the plane

drivers".  In connection with side-slips, stalls, spins, and low level

maneuvers, this certainly does seem to have some truth in it. In gliding,

you get only one go at any landing, so it better be right(in a powered

aircraft, there is almost always the option of a go-around). The focus,

from the beginning of gliding training, is on planning each approach,

early and well. I do necessarily see that mind-set in some power pilots.



While a side-slip is a valid and usefull maneuver, it really should be the

"trick-up-the-sleeve" when things get sticky on a landing where well laid

plans have been upset by forces beyond the pilots control. A famous

example of the value of a side-slip is the "Gimli Glider" incident. Most

gliders have "dive brakes" or "speed brakes" (spoilers), and these are

especially usefull for "out-landings" in very short fields or where the

only available approach is over some high obstacle. Caught out by zero

lift away from a prepared strip, the glider pilot has to take any piece of

open ground that is available and, in this case, "dive brakes" and/or a

side-slip are often needed to get the plane down, keeping the approach

angle very steep, but as slow as possible.



My point? For normal operations, a pilot should plan on using the correct

approach angle and speed every time, unless there is some expectation that

there will be excessive sink in the final stages of the approach that

requires the use of extra height to start with, or your only option really

is to come in steep because of some obstacle to a normal approach. Don't

plan on using a side-slip as a standard approach technique. The reason...

you can go into a spin or a stall from almost any attitude and at any

speed... unbalance the lift/weight forces and anything can, and just

might, go wrong at the worst possible time. How do I know... I know!



EVERY pilot should obtain some training on incipient spins, full spins,

and stalls, and the correct recovery procedure, with a qualified

instructor. EVERY pilot should train to be competent on side-slips, but do

your training at altitude until you can really FEEL what is happening with

the aircraft in that mode, because it is, in fact, not an exact science

and can be unpredictable.



Instead of "dead-stick" landings, where you actually cut the engine,

simply pull power to full idle, and do glide approaches, keep you engine

live (what's the point of throwing away a perfectly good engine). The

glide angle and performance of a Kitfox, an Avid, a Rans, or whatever,

just isn't like any glider. If the landing isn't lining up properly, open

the throttle and go around and do it over. Unlike a glider, you do get

another go.



I suggest that every power pilot should do at least a few flights in a

glider, especially if you can do it by winch launch. Its a real buzz

(2+g's acceleration, and climb out at anything up to 3000+fpm).



By all means, after some qualified training, continue to do engine

failure, stall, spin, and side-slip practice,  but do it up high where

you've got time to recover, and plan every approach early and well.



Happy flying Michael.



Regards



Colin Durey

Sydney

+61-418-677073 (M)

+61-2-945466162 (F)

 	  Quote: 	
		   



 A question, friends:



 Since I have now changed my mag testing switches and that I can switch

 off my engine in flight, I do as much as I can dead-stick landings,

 just to practice and not be surprised if it should happen one day

 involuntary.

 Doing that, I also try to do precision landing, thinking of the day I

 may have to land on a field, maybe a short one. I come on final a bit

 high, switch off the engine and adjust my vertical speed by side

 slipping.  I do it all the way to the threshold, even with full rudder

 on the side, sometimes.



 Talking about it with my son, he asks if it is not dangerous to side

 slip so near the ground and if there is some danger to stall in a

 uncoordinated attitude like a side slip.



 My understanding is that a stall in a side slip is not too dangerous

 because the wing up will stall first and if you are quick enough to

 center the controls before it falls down, nothing will happen.



 ... but then, I am not so sure anymore. Has any of you tried to stall

 in a side slip? Is it dangerous?



 Cheers,

 Michel

_________________
Colin Durey
Sydney
+61-418-677073

Float Flyr

Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland

Posted: Sat Jul 29, 2006 5:25 am Post subject: Stall in a side slip

I saw a program on Alaska flying a while  ago.  There was one fellow who flies a Super cub stripped out.  No  battery, no starter, no radio, no lights no brakes.... dirt big tundra  tires.  This fellow lives in the boonies and has a short strip outside his  door.  In order to land he has to shut off his engine... in order to take  off he has to tie the tail of his plane for his run up.  It was most  interesting to watch him at close to gross weight skipping those tundra tires on  a lake and stopping with inches to spare on a very rocky shore.  Take offs  were the reverse... no room for engine checks!

  

 Apparently this fellow has been doing this  for many years.  His wife and son both fly, they have to, and use the same  procedures to get home in the evening.

  

  

 

Noel [quote]   

   --

_________________
Noel Loveys
Kitfox III-A
Aerocet 1100 Floats

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