PA28-180 forward slips

My first thought is, why would you need to slip an arrow the way it glides??? But to answer the OP, if the book doesn't say not to do it then you can do it.
 
DL31082 said:
My point is read the manual.

We had an instructor teaching that you can't slip a DA20 with flaps out. When I asked him why he was teaching that he said because a Cessna can't be slip in that configuration. He in this case was wrong.

Waiting for someone else to say yes you can or no you can't is a waste of time when you have the information available. Not to mention the fact that just because someone else could have their facts wrong.
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That's like saying you can't smoke in a desiganted smoking area because smoking is prohibited elsewhere.
 
TwoTwoLeft said:
Just don't stall it in a forward slip. Unlike a 172 where you just get a buffet a lose a bit of directional control. The low-wing will depart into an over-the-top spin entry. You'll have a lot of warning to before it happens though.
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The whole purpose of a slip should contradict a stall even being possible. We are trying to steepen a descent angle, by definition we should be configured well above best glide for airspeed.
 
drunkenbeagle said:
The whole purpose of a slip should contradict a stall even being possible. We are trying to steepen a descent angle, by definition we should be configured well above best glide for airspeed.
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Ya, the only way you're ever going to stall in a slip is if you want to.
 
drunkenbeagle said:
The whole purpose of a slip should contradict a stall even being possible. We are trying to steepen a descent angle, by definition we should be configured well above best glide for airspeed.
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A slip flown below critical AOA is actually more "spin proof" than normal flight. Yaw and roll is opposed. Now, one of the most common errors when slipping airplanes is when the control inputs of rudder and aileron are applied and the nose gets shoved down. In most light aircraft (C-172, PA28-XXX) this will defeat the purpose of the slip. Knowing the correct attitude to pitch for in order to make the slip the most effective is key. That attitude is higher than most think or are comfortable with, without having a reliable airspeed indication. Practice at altitude for entry, establishing sink rate and ground track, and recovery. Then take it to the pattern.

Most light high-wing aircraft, when stalled in a slip will begin to buffet with a high sink rate. With full aileron and rudder deflection opposing each other most likely the heading will deviate into the applied rudder with the wings banked slightly into the applied aileron. Now try this in a PA28-140... You've stalled it in a slip with opposing aileron & rudder inputs. While holding those inputs the airplane will now start to roll into the applied rudder. Yaw & roll are now coupling even though opposing control inputs are being held.
 
drunkenbeagle said:
The whole purpose of a slip should contradict a stall even being possible. We are trying to steepen a descent angle, by definition we should be configured well above best glide for airspeed.
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It's not contradicting a stall or even preventing it. A slip is configuring yourself to maximize drag while keeping stable. Slips are stable because they create a side slip sufficient enough to balance the yawing moment that would otherwise cause spin entry if stall, or near stall, flight is encountered.

Also, speeds lower than best glide typically have a better result. Remember, your aim, as you noted, is to maximize glide angle, or feet per nautical mile. Lower than best glide gives more drag, also, but, and even more important, slower forward speed.
 
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