Jason: You can slip for two things:
you can slip for airspeed, you can slip for altitude.
But you can't slip for both at the same time.
So, MzeroA Nation, when do--
First off, welcome to day three.
Who's three for three?
Let me know in the comments below.
This place is a zoo-like.
I came to this airport because everyone said
it won't be very busy today.
It's very busy today.
But, that's great because, well,
we'll turn it into radio communications video, if anything.
Marco Island Traffic, Skyhawk 2-3-Mike-Zulu
is turning right base 35, touch-and-go, Marco.
You could slip for airspeed.
You could slip to lose altitude.
You can't do both at the same time.
Well, you can for a short period time,
then you'll end up in a stall or spin or some nasty situation.
Let's talk about slips real quick.
Let's talk about slips to land.
I'm not talking about a slipping as a crosswind technique.
That'll come up later in the 31 Day Safer Pilot Challenge,
crab versus sideslip.
I'm talking a slip to get down.
I am on base.
I've hardly lost any altitude here.
I haven't used any flaps yet, either.
Sorry, it's just so busy.
I don't really want--
I can't turn these guys down.
Watching for everybody here.
I'm coming in high on purpose.
I'm going to show you a slip to land.
You're going to feel uncoordinated,
but you saw in yesterday's video you could even slip down
to a nice-precision type landing.
Radio: Archer Romeo-2-Papa,
holding short on Runway 35 with landing traffic.
Jason: He's holding short.
So, here I am.
I'm at 600 feet.
I'm way too high.
Watch this.
I'm bringing my power on back, pushing the nose down, full right pedal,
because I'm actually going to go into the wind first.
System: 500. Jason: And, watch--
See I'm losing the runway now?
Watch.
Now, I'm going to go back in the other direction.
Pushing forward, left pedal, and some right aileron.
Now, this is all great.
This has helped me.
I'm losing 700, 800 feet per minute right now.
This is awesome.
But, now, I'm too fast.
Watch this.
I can also slip for airspeed as well.
It's all about where you put that nose.
If I need to bleed off a few knots, I went from 95 to 80, just like that.
By picking the nose up just 2 degrees above where I was, pushing it down.
And then, I could bring it in here for a nice--
would be just a hair past the 1,000-footmarks, if I had to guess,
based on the speed I'm carrying.
Not bad for a no flap landing, huh?
As we kiss the ground.
Carb heat comes in.
There's no flaps.
Full power.
Let's go again.
Lots of birds out here, too.
So, a slip to landing.
Who's done a slip to landing?
When's the last time you did a slip to landing?
Now, you also may hear--
Radio: Archer Romeo-2-Papa,
take Runway 35 departing on straight to the north.
Jason: Straight to the north.
I've also heard avoid slips with flaps extended.
This is purely aerodynamic.
And, you know what?
I can't do the best explanation here.
So, magically, Coach Ray is going to make me pop into the studio
and I'm going to finish this lesson in the studio
explaining the aerodynamics of why we have
"avoid slips with flaps extended."
So, welcome to the studio.
Slip to landing aerodynamics.
I just wanted--
you could hear how busy that environment was,
and there's just a lot going on.
I wanted to step out of the plane for a second.
And, in the plane, we don't have a pause button.
So, this is our pause button right now to go back and revisit this topic.
So, you saw me doing this slip for land.
You saw me say those two buzzwords:
you can slip for airspeed, you can slip for altitude.
You can't slip for both things at the same time.
But, I mention you'll often see that placard sometimes,
"Avoid slips with flaps extended."
Why is that?
Well, what is a slip?
So, just to give it to you at 2-3-Mike-Zulu here.
With 2-3-Mike-Zulu, when I'm executing a slip,
I'll nose it down, as you saw in the video.
And, I'll kick it out to one side.
What's the problem with this, aerodynamically?
Well, the problem with this aerodynamically,
and let me give it to you from your perspective here,
the problem is, if I'm heading down with this,
now imagine I've dropped my flaps.
In my model, I can't physically drop the flaps.
But, imagine the flaps coming down here a little bit.
I'm going to hold it at this angle,
just so you can see it a little bit better.
When I kick my tail--
And, I'm heading this direction, by the way.
I'm heading this direction.
So, picture that now.
I'd be nose down, but just for the sake of this,
I want you to be able to see the airplane.
With my flaps down, I am deflecting air.
Air comes through here.
And, air that normally passes, relative wind normally passes over my tail,
in this case over my elevator, is deflected instead down by the flap.
Same is true here.
But, in actuality when we slip,
we put this portion of our elevator, really, into the relative wind.
There's a lot of great--
Mr. Bernoulli's principle are just real happy over here on this side.
However,
on this side, we not only have the vertical stabilizer,
the rudder essentially,
that's blocking some airflow.
But, also, with flaps,
you're taking a lot of that airflow and directing it down.
And, you're directing it away.
And, you could get into an elevator stall, an elevator trim stall even,
and some other--
it depends on your trim settings and everything else.
And really lose some effectiveness of the elevator
is where it really, really comes down to.
So, when I'm making that--
And, again I'm going to exaggerate the nose down just for this illustration.
When I kick that down, as you can see,
I've got the relative wind being blocked by the vertical stabilizer.
I've got the relative wind that flows underneath
that's being deflected down by this flap here.
This guy, this portion of my elevator, my horizontal stabilizer,
isn't getting a lot of that relative wind.
So, when you see "avoid slips with flaps extended,"
first off, what does that really mean?
Avoid.
Does it say
flaps and slips or use of flaps during slips prohibited?
No.
That would mean, just like if you ever had a Cessna 150
and you didn't do certain AD spins are prohibited in it.
If you fly a Cirrus, you've seen the placard "spins prohibited."
It doesn't say prohibited.
Prohibited means you can't do it.
It says--
the placard reads what?
"Avoid slips when flaps extended."
It doesn't say it can't be done.
But, it's not recommending it as well
because of that exact aerodynamic principle related to it.
My 172 actually does not have that placard.
So, you need to know
is that even a placard that applies to your aircraft?
Looked high and low through mine, and mine does not have such a placard.
It's a 1972.
And, it has some different little--
it flies through a different beat sometimes with that.
You'd go look at a Mike model 172 just a few years after,
and it could have that placard.
It all depends.
So, leave me a comment.
Do you have that placard?
And, how does it actually read?
Most, I'd argue, read "avoid."
That's the keyword there, "avoid slips with flaps extended."
You need to understand the aerodynamic consequences
that go along with it.
And, it's funny because, oftentimes, the reason you're slipping is to get down.
But, because you're so high,
you probably already have a lot of flaps in there as well.
Some placards may read "avoid slips with flaps past 20 degrees."
It's all about that deflection of that relative wind down.
So, I'd be curious to know
if your aircraft has that placard and what it actually says.
Hope you enjoyed flying with me and then heading back to the studio
to chat about it a little bit more.
Listen, again, leave me a comment down below with how you are doing.
Are you 100%?
Have you made it through all these videos, so far?
There's 31 total.
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Follow and like the page here on Facebook
because there's so many more great videos coming.
Have a blessed, amazing, outstanding rest of your day.
And most importantly, remember,
that a good pilot is always learning.
Have a great day, everybody. I'll see you.
Jason, again.
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