Slips, Flaps, and the Cessna 152

mhcasey

mhcasey

Well-Known Member
I can't seem to find a straight answer in the POH, so I thought I'd throw this one out to you guys. Is a slip approved in a Cessna 152 with full flaps (30 degrees)?

Thanks
 
I dont think theres a structural limitation on it (not even 40 degrees) but most instructors wont let their students do it due to the chance for a very slow airspeed. I dont remember looking it up its what an instructor of mine had told me.

A cessna 172 with 40 degrees in a slip comes down real fast. Fun Fun.
 
You get that good ole Tail oscillation going when doing a slip in a C-172. I am willing to bet the C-152 will do the same.
 
Good enough for me. I went with a new instructor the other day to do a "simulated checkride" and when he told me to do a "slip to a landing," I asked if he wanted 0, or 10 degrees flaps, to which he responded "30 degrees."

We didn't crash, and the airplane didn't brake, so I guess it was ok. To pseudo quote the girl from Top Gun, "That's an awfully large gamble to take with a 20,000 dollar plane."
 
My chief flight instructor has a million of these scenarios... his response?

"Show me where it says I can't do it."

'Nuff said.
 
It's been a long time since slipping a 150 with 40 degrees of flaps, but I don't recall any oscillations going on when I did. Great tool to have in your pocket if needed.

I've slipped 172s with 40 degrees of flaps too. The elevator oscillated a bit, but that's it. Fully controllable. You won't stall the elevator, you won't rip the flaps off. The recommendation in later 172 models is not because of any damage or loss-of-control possibilites, but because some pilots were sufficiently alarmed and distracted by the unexpected oscillation during short final that they had a less than successful landing. Thank lawyers for that one.

Of course if you happen across a model that says prohibited, then don't do it.
 
That is my recollection, nothing bad particular in the 172, not prohibited, just not recommended due to it upsetting some individuals.

As for the 152, never experienced any problems.

Remember, you can slip ANY airplane with full flaps, as it has to be able to land at the max demo x-wind with full flaps, and that requires at least some slip at some point!
 
You can slip it all day long with full flaps. Might require some extra skill, but you can do it.

I always made my students do it!
 
I've slipped both 172s and 150s with full flaps. I agree with slight oscillation with the 172 (no big deal). I didn't experience any adverse handling with the 150s.
 
seagull said:
Remember, you can slip ANY airplane with full flaps, as it has to be able to land at the max demo x-wind with full flaps, and that requires at least some slip at some point!
Click to expand...

Not according to some students I've flown with! :eek:
 
funny because I believe "forward slips to landing" is one of the items in the PTS. Probably one of the things that will keep you alive in an engine out off airport landing.
 
sorrygottarunway said:
funny because I believe "forward slips to landing" is one of the items in the PTS. Probably one of the things that will keep you alive in an engine out off airport landing.
Click to expand...

I believe that it is only a forward slip to a landing, and not necessarily a slip with full flaps, though like Frog says, sometimes they want you to do one. I try to keep from prolonged slips with fulls flaps, but I always practiced with 0 or 10 degrees.


Frog, are you going to tell everyone of all the other horrible things the DE forced you to do? :confused: :)
 
I didn't even know this was an issue...I've always been taught to slip with full flaps in C-152s, and I thought that's how everybody did it.

My question now is, in the real world, why would one want to slip with less than full flaps? If you're coming in high, why not extend the rest of the flaps to increase the sink rate, rather than slip?

Another point I was taught is that in a plane equipped with flaps, a forward slip is almost always a "fix it" maneuver. I suppose there are a few fields with extreme obstacles on the approach end that require full flaps and a slip, but for the most part, if you can't get down with full flaps, it's probably better to go around and set up better the second time around.

The time I think is most appropriate for full flaps and a slip is during an engine failure if you're coming in too high. If the engine failed, obviously you can't go around, so a forward slip is the only hope of getting it down in time.
 
I can say from experience that slipping a 150 with 40 degrees of flaps results in a very steep approach and can make a short field landing downright tiny! Always fun to know just how short a space you can get stopped in if you needed to.
 
The main concern is the loss of rudder effectiveness on highwing Cessnas with the flaps down. With less rudder authority, you have less ability to correct for bank with the rudder.

The advisories to not perform slips with full flaps exist because the manuals must provide even the least capable pilots with enough information to safely fly the aircraft.

How you fly the aircraft in this case would be up to you.
 
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