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  #1  
Old 05-20-2016, 03:58 AM
Piper J3's Avatar
Piper J3 Piper J3 is offline
 
Join Date: Nov 2014
Location: Hinckley, Ohio
Posts: 2,757
Default Forward Slip RV-12

From the POH…

Use of normal landing procedures in addition:

• Flaps – FULL DOWN
• Airspeed – 55 KIAS
• Throttle – AS REQUIRED to control rate of descent
• Slip aircraft as necessary to increase rate of descent

WARNING
A relatively high rate of descent is possible in this configuration when at full gross weight and the throttle closed. If airspeed is allowed to decrease below 55 kts, level off can only be assured with an application of power.

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I have been using forward slip (with full flaps deployed) if I find myself high on final approach. I have only used slip a few times in the 50 hours I have owned the plane. I’m wondering how aggressive the plane can be slipped with full flaps? I’d like to practice this procedure at altitude. Has anyone come close to using fully crossed-controls in a slip with the 12?
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Jim Stricker - EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 790

LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father - CFI) - USAAF 1st Lt. Captain B-17H

Last edited by Piper J3 : 05-20-2016 at 04:03 AM.
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  #2  
Old 05-20-2016, 04:33 AM
Mich48041 Mich48041 is offline
 
Join Date: Apr 2008
Location: Riley TWP MI
Posts: 3,389
Default

I have used full rudder several times on final approach. I watch the AOA, not airspeed. My RV-12 is seldom even close to full gross weight.
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Joe Gores
RV-12 Flying
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  #3  
Old 05-20-2016, 08:59 AM
Harvey rv12 Harvey rv12 is offline
 
Join Date: Apr 2015
Location: Olympia WA
Posts: 201
Default

I use forward slip often. I like to be a little high on my approach, and the slip allows me to pinpoint my landing. I'm not aware of any restrictions on slipping the rv-12.
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Tom O.
RV-12, bought flying
Hoskins Field, 44T
Olympia WA

the bitterness of poor quality
lingers long after the cheap
price is forgotten.
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  #4  
Old 07-01-2022, 06:24 PM
jamo002 jamo002 is offline
 
Join Date: Apr 2022
Location: Carrollton GA
Posts: 3
Default

I'm a private pilot with 1100 hours, 700 of which are in complec/retractable Cessnas and 220 more recently in a Zodiac 650 LSI with conventional flaps rather than flapperons.
I have always saved my altitude and then slipped to land. I of course I'm using what is clearly a side- slip with one side of the aircraft plowing into the the relative wind. Personally, I always thought a "forward slip" was used for crosswind Landings where you bank into the crosswind and then use Rudder to maintain the fuselage in aligned with both the runway.
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  #5  
Old 07-01-2022, 07:54 PM
seagull seagull is offline
 
Join Date: Dec 2019
Location: Highland, CA
Posts: 503
Default

The forward slip is used to reduce altitude for landing, the side slip to stay aligned with the runway in a cross wind. Aerodynamically they are the same maneuver. The forward slip is typically more extreme control surface movement to achieve more drag. The side slip is modulated control input to maintain runway alignment.
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  #6  
Old 07-01-2022, 08:32 PM
RFSchaller RFSchaller is offline
 
Join Date: Oct 2010
Location: Phoenix, AZ
Posts: 3,296
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When I first started to fly my 12 I was surprised how well it glides compared to my Cherokee 180, and I needed to slip a lot. I have learned two things about the 12. One pull your power early, and two resist the temptation to drop the nose when high on final. Slow down and your glide path will steepen considerably. But I’d be lying if I said I still don’t end up dropping a wing and kicking opposite rudder on final sometimes.
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  #7  
Old 07-01-2022, 09:34 PM
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Piper J3 Piper J3 is offline
 
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Location: Hinckley, Ohio
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See... https://vansairforce.net/community/s...78&postcount=3
__________________
-
Jim Stricker - EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 790

LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father - CFI) - USAAF 1st Lt. Captain B-17H
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  #8  
Old 07-01-2022, 09:42 PM
BobTurner BobTurner is offline
 
Join Date: Dec 2011
Location: Livermore, CA
Posts: 8,320
Default

Quote:
Originally Posted by jamo002 View Post
I'm a private pilot with 1100 hours, 700 of which are in complec/retractable Cessnas and 220 more recently in a Zodiac 650 LSI with conventional flaps rather than flapperons.
I have always saved my altitude and then slipped to land. I of course I'm using what is clearly a side- slip with one side of the aircraft plowing into the the relative wind. Personally, I always thought a "forward slip" was used for crosswind Landings where you bank into the crosswind and then use Rudder to maintain the fuselage in aligned with both the runway.
As noted by Seagull, you’ve got the usual definitions backwards. But as he noted, the airplane doesn’t care, they’re both ‘slips’.
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  #9  
Old 07-02-2022, 07:22 AM
bobg56 bobg56 is offline
 
Join Date: Nov 2018
Location: Peachtree City, GA
Posts: 245
Default

When I'm a beam the numbers I pull power to idle and don't touch it, then one notch of flaps when below 82kts, I stay a bit high, then on mid final I deploy full flaps, if you wait a bit the drag increases so you can steepen your decent angle, then when you have the field made and still are high I use the slip and have done so agressively depending on height. I usually hold 60kts. I use this method as engine out glide practice to sharpen my skills. I've learned to hord my altitude because that last notch of flaps can cause me to add power if I apply them too early.
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  #10  
Old 07-02-2022, 08:15 AM
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ERushing ERushing is offline
 
Join Date: Apr 2014
Location: Molalla, OR
Posts: 454
Default Floating?

One thing to note about RV-12s that float - pay close attention to idle RPM. An extra 50 or 100 RPM can make a real difference in landing characteristics.

Idle range for the RV-12, per the PAP, R14 is 1600-1650 RPM.

For the RV-12iS, per the PAP, R2.4 - 1550-1650 RPM.

Check idle RPM immediately after flight before shutdown.

Usual disclaimer - Opinions expressed in this post are my own and not my employer's.
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Eric Rushing
RV-10
99% done, 90% to go.
Down to the last bits!!
Molalla, OR

Last edited by ERushing : 07-02-2022 at 08:17 AM. Reason: puncutation
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