Forward slips in the 9A

[flyboy1963]

Just to clarify, my comments were doing a STRAIGHT glide at 70, 65, 62kts.
( more sky at 62kts, but relatively flat attitude, lots of sink!)

when SLIPPING, due to the errors and margins desired, the nose is pointed at the runway, showing 70 kts on the ASI.

totally smarter to do a bunch of testing up high, and nail down the true speeds and any possible incipient stall conditions.

[gasman]

The airplane will not stall in a slip.....


The lower wing will not stall in a slip. It will be the top wing, and will pull you out of the slip on it's way to a spin entry if you fail to push and decrease the AOA.

But do try it for yourself....... at altitude of course.

[ArVeeNiner]

My previous plane (Aeronca Sedan) had no flaps so slips have been in my bag of tricks for quite a while. My 9A doesn't slip as well as the Aeronca but it does work and I use them when I have to. It's a good skill to have for a lot of reasons. I keep the nose down and I fly no slower than 70 mph indicated when I slip.

I've never tried a cross controlled stall in the 9A and I'm not planning on it. However, somebody on another thread posted that his 9 went over the other way during a cross controlled stall just like Gasman said. There are some videos online that show the same thing in other aircraft. I would guess you'd have to be abusing things pretty bad to get this to happen but I don't know. If you keep the noise pointed down and maintain your speed there shouldn't be an issue at all. When you're done, remove the rudder pedal pressure and she swings back straight.

[Greg Arehart]

I routinely use a forward slip to lose altitude when needing a steeper approach path, or to make adjustments to altitude. The 9 slips reasonably well if it is done aggressively (not quite like some of the other RVs, but certainly is a useful maneuver). Depending on attitude and side of the slip, the indicated airspeed can vary, but I've not had any worries about a hard slip indicating ~65 mph going into it.

YMMV

Greg

[flightlogic]

While practicing slips today... I experimented with different angles and speeds. At no time did sink rate exceed 750. Any burst of power, and the rate would drop back to 450 very quickly. So, I will keep the trick up my sleeve for when I arrive too high and too fast. Did some upset training as well. The 9A rolls smartly around to the left and does not take long. I don't do aerobatics, but do wish to have some muscle memory available if I encounter a wake that rolls past 100 degrees or so. I that case, I would rather push the stick to lift the nose and keep the roll going. At no time did the G meter show more than positive 3 recorded today. My heart rate did exceed limits by a bit though....

[Neal@F14]

I've slipped a 4, an 8 and my 6. Forward slips in the short wing RVs just don't really seem to be all that dramatic to me either... Nothing like my old Cherokee 140 where I could really slip it and do the proverbial slam dunk approach with ease. I gave up on slipping the 6 to bleed off excess altitude and instead just slow it way down straight level and coordinated, then it'll drop like Wile E. Coyote riding an Acme anvil. That works better for me anyway. YMMV

[johnf_1]

Hi! My experience is that my RV4 can be induced to stall slipped/skidded/upside down/pointed straight down or straight up/and straight n level/right side up and down....I wonder if the safest way to approach your inquiry is to be above 3K agl, and stall in a slip (my plane lifts up and sits there) so you know what it indicates and then does...FYI: my slipped 4 with full rudder and flaps comes down like hard rain....very important to save some energy to round out lest you dig a smoking hole. But, you can really land on a spot....J

[Michael Henning]

The -4 comes down like a brick with full flaps, full rudder slip and 70 kias. A stall (in this case a "cross control stall" also known as a "skidded turn stall")can be entered from any flight attitude, and at any speed. If it were to spin, it will spin in the direction of the rudder.

[luddite42]

Originally Posted by Michael Henning

The -4 comes down like a brick with full flaps, full rudder slip and 70 kias. A stall (in this case a "cross control stall" also known as a "skidded turn stall")can be entered from any flight attitude, and at any speed. If it were to spin, it will spin in the direction of the rudder.

Your CS prop has more effect on descent rate than a slip in the -4.

[apkp777]

As others have pointed out, the -9 doesn't slip well above 60 kts. Still I slip often and usually right around 60-65kts. I see around 500 fpm at 65 and 8-900 at 60. At 55kts it's generally pretty effective at slipping, just nothing like a Cessna where you can you peg the VSI.

Seems like discussing slips often leads to talk about the dreaded base-to-final stall. I think it's worth noting that the two are necessarily related. As the base to final scenario is produced in a "Skid" rather than a slip. See the FAA Airplane Flying Handbook 8-10 "Unlike skids, however, if an airplane in a slip is made to stall, it displays very little of the yawing tendency that causes a skidding stall to develop into a spin. The airplane in a slip may do little more than tend to roll into a wings level attitude. In fact, in some airplanes stall characteristics may even be improved."