Slipping an RV-6A on final

[Low Pass]

The RV-4, 6, 7, 8 & 9 slip well. And the technique is very valuable in specific scenarios, with CS or FP.

Observations based on actual PIC (~1700 hrs) flying experience in -4, -6, -7, -8, & -9; CS & FP.

[wjb]

I always like a plane that slips well ... I learned on a PA-28, which actually does pretty well in a slip as long as the airspeed isn't too high. My favorite taildragger, the mighty Citabria, has no flaps and slipping becomes second nature. I do love a plane that can slip well .. I'm looking forward to see how my 7 does; very happy to see that the 6's do a good job!

[java]

Originally Posted by erikpmort

I can't imagine needing to slip a 6 unless you Are FP.

Oddly, I used to slip regularly (loved it in the SuperCub, which came down like an elevator with full flaps and in a slip). In my CS 6 I almost never need to. Never even thought about it until reading this. Regularly come into the control zone at my home airport at 165kts and get asked to slow down, sometimes while also being asked to descend. Invariably, just pulling the black lever works. Good reason to go out and do some slips, just so it remains a trained option.

[plehrke]

Learned the art of slipping with my C140. Never used flaps as it was easier to put in a slip and take it back out when back down to glide slope.

I frequently slip my FP 6A. I like to fly tight, small traffic patterns and slipping is a very effective way to lose altitude fast. Not as effective as on the 140 but still usefull as I see lots of people pushing the nose down to lose altitude and in an RV you pick up speed very quickly and end up floating down half the runway. I am pretty anal about hitting the numbers (and centerline) on EVERY landing and slipping makes that happen.

[Frank Smidler]

I love to slip my RV-6, when I need to. Several comments have been made about them not slipping well or not being needed for which I have a few thoughts. First if you have a constant speed prop you will have a lot more drag than if you have a fixed pitch when power is pulled back. I have a fixed pitch and occasionally find myself high on final (with full flaps) and an agressive slip gets me down with no problem. I can imagine that in the same situation with a constant speed a slip may not have been needed, just pull power. Second, many pilots have been taught to do very mild slips and are somewhat afraid to use it. I did not learn how to really rack her in until I started to fly gliders. In a glider I was shown how to stick the rudder to the floor and throw in full opposite stick to come down like an elevator. The RV does fine with a full, agressive slip, don't be afraid to try it, it's fun.

I think I will get a bumper sticker for my tail that states "I fly sideways, ask me how".

[smokyray]

Every landing my brother!

V/R
Smokey

PS: My original RV4(and RVX)test flights were from my late friend Arvil Porters 800" one-way grass strip next to his shop where we completed my airplane. I had flown a three before and landed at Arvils many times in our Cessna 140 and 182. The takeoff was brisk and airborne in less than half the strip. After an hour above the clouds with the "RV grin" and chasing a few T-34C"s recovering to NAS Whiting I headed back to Arvils. My first landing in my 4 would have to be dead on as there was no go around. Once on short final you were committed. As I came over the power lines and lined up a bit high, I lightly slipped "The Bandit" all the way down to 10" above the grass at 60KIAS and straightened out in time to touch down in the first 100 feet on speed! Yee ha! Now, to do 16 more just like it today....

[David Paule]

If you're going to slip the plane, then up at a safe altitude, practice stalling it in a slip. What you want to see are what the warning signs are, and what happens if you go past the warning signs to the actual stall.

Also worth checking is the altitude needed for recovery.

Dave

[gasman]

Originally Posted by David Paule

If you're going to slip the plane, then up at a safe altitude, practice stalling it in a slip. What you want to see are what the warning signs are, and what happens if you go past the warning signs to the actual stall.

Also worth checking is the altitude needed for recovery.

Dave

And that post brings us back to here......http://www.vansairforce.com/communit...highlight=slip

[Bob Axsom]

Returning non-stop to Fayetteville, Arkansas from the race in Waupaca, Wisconsin (northwest of Oshkosh) with standard 38 gallons capacity. I have a new EI fuel flow gauge and EI fuel quantity gages (that Jeanine and I calibrated when we built the plane). That new gauge is worth its weight in gold. It was a bad weekend weather wise but we finally got the race in on Sunday, after the folks in Waupaca got home from church, starting at about 12:30 local time (CDT). I landed back at Waupaca after the race and refueled to start the trip home from PCZ to FYV. I felt there was a chance I could make it all the way so I took the direct route which I knew contained no restricted areas and no TFRs.

Scattered to broken clouds were starting to come back in at 3,000 but it was clear beneath them (it was low ceiling and visibility for the three days I had been there before Sunday). I took off and set my course at 210 magnetic direct on TruTrak and Altrac engaged at 2,500 ft. The trip became overcast with light rain and at one point I was forced down to 800 ft AGL to stay below the clouds but nothing worse than that. South of Mexico, Missouri things improved greatly but I was limited to 4,500 MSL. The Springfield Class C air space caused a problem because the top was right there at the cloud base. I contemplated calling them and asking for a transition directly through the center but my independent nature resisted that so I set a course for Neosho, Missouri knowing they had self service fuel and the price is supposed to be good.

When I cleared the outer ring I shot a trial flight plan direct to FYV and determined that it was just within the range of the tank I was using based on the 9.3 GPH burn rate and I had 4 gallons in the other tank still. I decided to proceed direct to FYV clear of the Class C. The tank I was on dropped to 3 gallons in route and then 0 with the red light (it is a little bothersome that the last 2 gallons is obscured by this gauge logic but I understand the rationale and thats how it works). I chose not to run it dry which is an option but instead switched to the other tank which still had the green light on and showed 4 gallons on the display. As I cruised down by Rogers and Springdale on the east side the XNA Class C airspace, the yellow warning light came on for the active tank and the display was 3 gallons. Not a problem range wise but FYV sets down in a flat area surrounded by part of the Ozark Mountains and is not visible until you get there. There was no way I was going to give up one inch of my 4,500 MSL at that point.

As luck would have it the winds were light but they were using 34 instead of 16 as I approached from the north.

Two pilots from SkyVenture flight school and a Bonanza called for taxi from the ramp (they use the tower frequency for everything at FYV even though there is a ground frequency). I could see the conflict/complication coming up so I called the tower at 7 miles and closed my communication with the words "minimum fuel" because even though I was sure everything would work out to a satisfactory completion, I could not risk getting into a fuel emergency situation. The tower operator asked if I said minimum fuel and I confirmed the declaration. As I continued on at cruise settings he called back and confirmed my altitude and at that time I saw the airport WAAAY DOWN THERE. He cleared me to land on 16 and I slipped it down to complete my end of the deal with no power required and no anxiety about having to land long or go around at the 1200 ft elevation airport.

It is a tool, that is different from a crab and you have to understand the concept or have a feel for it but you certainly should know how to use it and not be uncomfortable with it in an RV-6.

Bob Axsom

[JCSmith]

Hey Bob, thanks for the story.
Wow, it sounds like you have a pretty good handle on your aircraft and it's performance. I'm not sure I'm familiar enough yet, with my new plane to be trusting the fuel flow numbers to that extent though. I have been checking the fuel remaining numbers against what I get "sticking the tanks" at the end of each flight and so far, they have been spot on, exactly the same. (Technology is a wonderful thing)
Anyway, it's nice to know that an extended slip from altitude works so well to allow putting the plane right where you need it to be, no matter the reason.
Thanks to everyone who shared their experiences and opinions! That's what makes this site so great.
Jim