Forward Slips to Landing   

A Quick Note on Slips: 
  • In a forward slip, your puropse is to hang as much fuselage in the breeze as possible to create drag and bleed energy. You start by the application of full rudder and then add enough opposite aileron to keep your desired track.
  • With a sideslip, your purpose is to fly the airplane on (and aligned with) centerline in a crosswind. You first apply enough aileron to offset the crosswind, then you apply the required rudder to keep the fuselage aligned with centerline. Basically in this maneuver, ailerons keep you over the centerline and rudder lines you up with the centerline.
  • From talking to examiners, other instructors and even consulting FAA handbooks, I have gathered that a slip is a slip and once established,  aerodynamically both a side and forward slip are the same- the difference lies in the application and initial set up. 

OBJECTIVE:To develop the pilot’s skill and knowledge of forward slips.    
ELEMENTS

  • Configuration, power, and trim. 
  • Obstructions and other hazards, which should be considered 
  • A stabilized slip at the appropriate airspeed to the selected touchdown area 
  • Possible airspeed indication errors 
  • Proper application of flight controls 
  • A precise ground track 
  • Wind shear and wake turbulence avoidance procedures 
  • Timing, judgment, and control procedure during transition from slip to touchdown 
  • Directional control after touchdown 
  • Use of brakes 
  • Use of checklist 

COMPLETION STANDARDS
  • Exhibits knowledge of the elements related to forward slip to a landing 
  • Considers the wind conditions, landing surface and obstructions, and selects the most suitable touchdown point
  • Establishes the slipping attitude at the point from which a landing can be made using the recommended approach and landing configuration and airspeed; adjusts pitch attitude and power as required 
  • Maintains a ground track aligned with the runway center/landing path and an airspeed, which results in minimum float during the roundout 
  • Makes smooth, timely, and correct control application during the recovery from the slip, the roundout, and the touchdown 
  • Touches down smoothly at the approximate stalling speed, at or within 400 feet beyond a specified point, with no side drift, and with the airplane’s longitudinal axis aligned with and over the runway center/landing path 
  • Maintains crosswind correction and directional control throughout the approach and landing sequence 
  • Completes the appropriate checklist 
COMMON ERRORS

  • Improper use of landing performance data and limitations 
  • Failure to establish approach and landing configuration at appropriate time or in proper sequence 
  • Failure to maintain a stabilized slip 
  • Inappropriate removal of hand from throttle 
  • Improper procedure during transition from the slip to the touchdown 
  • Poor directional control after touchdown 
  • Improper use of brakes 
  • Failure to use slip when required 

THINGS TO REMEMBER

  • Hand on throttle unless trimming until both hands on yoke. 
  • Walk field first, determine abort point and go-around or "roll off end" decision point 
  • Density Altitude Makes All Fields Short 
  • Wake turbulence, windshear, collision avoidance 
  • Use for obstacle clearances, not for correcting poor planning 
  • Differences between a forward slip and a side slip for crosswinds. 
  • Slipping entry into stall/spin scenario 
  • Crossed-controls is normal and required for slips. 
  • Slip effects on airspeed indicator 

STUDY

  • “Airplane Flying Handbook” Ch. 8 
  • FAA Pamphlets FAA-P-8740-48, -59, -50 “On Landings Part I, II, & III” 

Procedures for Performing a Slip

  • Start at the recommended approach speed for the aircraft
  • Add full rudder
  • Control track with aileron input
  • Use pitch to control airspeed
  • To recover fron the slip condition, reduce rudder, aileron and elevator pressure as required to come back to the desired flight state