Hello William
"I have always been led to believe (and from my personal experience), that
a "slipping" turn, i.e. top rudder, is a safe manoeuvre"
"I have the belief that it is impossible to enter a spin from crossed
controls, because the inside wing is leading."
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Sorry, but you have the wrong belief!
http://www.apstraining.com/vid_clip9_incipient_spin.htm
Read article then scroll; down and view video.
Most of my flying experience was with a 1948 Cessna 170. Although it had
flaps, 30 degrees, it was the same sized hinged flaps as a Cessna 120 that
was too small for the 120! I used to slip a lot. With the Cessna, once you
had in full rudder, if you pulled too aft on the elevator, it would begin
to turn (the elevator acted as a rudder). I was very familiar with the
plane and would often practice making it do something undesirable at
altitude.Near the ground would limit only to a forward slip. Remember to
know your exact aircraft. I had static port in left fuse, so left slip
compared to right slip had quite different airspeed indication for same
attitude.
I am pretty sure the Extra has more rudder than my Cessna that allows more
aileron to correct?? I am pretty sure Europa has more rudder than my
Cessna??
Anyway, here ya go, top wing stalls first, and upside down ya go. The
aileron is down on right top wing keeping it high, so it has a greater
angle of attack compared to the left wing, once the right wing stalls, the
rudder seals the deal.
I don't think I will avoid slips with a Europa, just need to explore at
altitude. You will also notice that he is implementing more cross control
than a side slip (used to align with runway in a crosswind), more than a
forward slip (more dragemup than a side slip), but in fact making a
slipping turn (video will show what that is good for). If you look close
at video, I think if he were to kept the nose never above the horizon, it
has a plenty safe margin even making a slipping turn. If nose never got
above the horizon, and slip was limited to a forward slip to drag em up, I
don't think that is a problem with a Europa.
Other potential problems with slipping a Europa, if you slip for a long
time to the left (914 anyway) I don't think the cowl will like you when
exhaust is forced into it, and am wondering if you did it from a few
thousand feet, if carbon monoxide would be a problem making its way into
plane? Also if a monowheel, slipping to the left will allow left pilot to
more easily see runway, perhaps allowing a gear up landing. Long term
sideslip on some aeroplanes can uncover the fuel pick ups (especial with
wing tanks) allowing for a song to be played on final, "Silent Night".
Running on reserve on a Europa, if right side is reserve a long slip in
bumpy conditions could slosh reserve to left, and when you need to go
around and go nose up........ The 914 has a deviation of bank angle max.
limit of 40 degrees (owners manual page 10-2). If you are making a
coordinated turn with a 70 degree bank, the effective bank angle is zero.
Foward slip with a more than 40 degree bank angle will void your warrenty.
I don't have an hour on a Europa, so don't know if you could make it to 40
degrees in a slip.
Worth to have a look at all the TRAINING VIDEOS AND DISCUSSIONS and
TRAINING ARTICLES here:
http://www.apstraining.com/newsletterlist.htm
Read and view videos.
Please don't let any of this scare new or low time pilots from flying.
PLEASE DO scare all pilots into being proficient and well rehearsed and
familiar to not perform this stuff unintentional. Best way to know
aircraft is to see where bad stuff happens, do it at altitude and with a
experienced in type and maneuver instructor. If you get into trouble, what
to do about it to lose minimal altitude which can be quite surprising even
if recovery is performed faultless.
Be sure to have a look at inverted spin recovery:
http://www.apstraining.com/vid_clip10_inverted_spin_recovery.htm
Visual meaning to not push forward when recovering from spin.
Even if you don't go out and practice, bookmark in your computer and have
a look at Biennial
Ron Parigoris
Training 101
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