The
ability to perform slips effectively and confidently is a tool you
will use not only on your checkride, but on nearly every one of your
flights for as long as you fly. Of course, there are the accidental
slips that occur when a pilot doesn't apply enough rudder pressure
during turns, and doing those on your check-ride should be kept to a
minimum, if possible.
The
designated pilot examiner will ask you to demonstrate a couple of
intentional slips that are an important part of every good pilot's
bag of skills. There are two types of intentional slips: sideslips
and forward slips. And while you may rarely need to do forward
slips, you'll perform a side slip any time you correct for a
crosswind during landing---which is nearly every flight.
Although
the primary difference between the two is simply how much rudder
deflection is used, they really are two very different maneuvers,
with two every different purposes. The forward slip is a great
device whenever you need to lose excess altitude and/or
airspeed—usually for the purpose of landing—but it also can be
helpful during an emergency descent. True, with proper approach
planning, forward slips are rarely necessary, but we all have our
days.
During
the checkride, examiners prefer to see applicants who employ an
unsolicited forward slip maneuver if they are high on approach to a
simulated ening out landing, or during another of their landing
approaches—thus demonstrating that correlation level learning has
been achieved. When accomplishing a forward slip, first retard the
throttle to idle, leaving power on above idle renders the forward
slip highly ineffective. This is a surprisingly common error among
applicants.
Also be
sure to fully extend the flaps (unless prohibited by the
manufacturer) to increase the drag component. This will increase the
slip's effectiveness. Next, make your cross control inputs by
smoothly and simultaneously applying enough upwind aileron to
maintain the desired ground track as you apply full opposite rudder
while lowering the pitch attitude to maintain the desired descent
airspeed. Failure to adequately the nose is a common error that
leads to airspeed decay toward stall speed, often while close to the
ground in a cross control configuration. This scares examiners, the
results of which are never pleasant.
Finally,
when you reach your desired approach profile, simply recover from the
forward slip by neutralizing the cross control inputs and adjusting
the pitch attitude. Continue the approach or descent as appropriate
to the situation. When making your crosswind landing, which is also
a requirements for all check rides when an actual crosswind exists,
it's time to demonstrate your sideslip maneuver. For the side slip,
instead of using full rudder, apply only as much rudder as is needed
to align the nose (longitudinal axis) with the runway while
simultaneously applying enough upwind aileron to keep the airplane
tracking along the runway centerline (no sideways drift). Be
prepared to adjust both rudder and aileron inputs for changing wind
conditions.
What
makes the side slip more challenging is the fact that as the airspeed
decays during the landing flare, the flight controls become gradually
less effective, demanding ever increasing control inputs to maintain
aircract directional control. And in gusty winds, this can be a huge
challenge, especially for student pilots. During training, side
slips often initiated moments before the actual touchdown. However,
beginning the sideslip earlier on the final approach is a powerful
teaching technique, because it permits a longer exposure to the
maneuver and therefore more learing opportunity for each crosswind
landing made. The number of aircraft bent each year while landing in
crosswinds is strong evidence that the side slip maneuver not only is
difficult to master, but also proof that its mastery is paramount.
Whatever
you do, make sure to spend enough quality time learning, practicing,
and mastering these important slip maneuvers. Remember: Full rudder
equals forward slip; partial rudder equals side slip. The extra time
and effort you spend now will be well rewarded—not just on your
checkride day, but every time you fly when there's crosswind.
