Slip on final

[Ftlausa]

I slip my J with no issues, but I have read the threads on issues with slipping the long body and it appears unadvisable. 

[M20S Driver]

Keep the speed over 90 kts and long bodies will do the slip just  fine....  It is not my favorite thing to do with passengers!!

[carusoam]

SD,

Slips on final are hard to do at 90kias, no?

That would be both a speed and altitude problem best handled with a go-around.

Or did you forget the title of the thread?

I usually get hazed for having an old man's memory.

Now I'm sharing the haze,

[M20S Driver]

You can do 90 kts and slip on final before the last 400 feet of final decent...  Need to know your plane and the numbers to set it up for a stable approach in the last 400 feet. If approach is not stabilized before the last 200 feet, then go around!!!

 

I would never do Slip on Final at Landing Approach Speed in any plane ( except Piper Cub )

[Shadrach]

You can do 90 kts and slip on final before the last 400 feet of final decent... Need to know your plane and the numbers to set it up for a stable approach in the last 400 feet. If approach is not stabilized before the last 200 feet, then go around!!!

I would never do Slip on Final at Landing Approach Speed in any plane ( except Piper Cub )

How does one get from 90kts down to some reasonable number above stall while descending 400ft?...or is this advice for longish 6000ft+ runways?

My mid body slips fine at 80mph.

[M20S Driver]

How does one get from 90kts down to some reasonable number above stall while descending 400ft?...or is this advice for longish 6000ft+ runways?

My mid body slips fine at 80mph.

 

Long runways only (3500 feet plus for me)...My experience is only in long body Mooneys..

[ArtVandelay]

If I'm not close to my approach speed by 500' Ive done something horribly wrong and won't compound the error by trying to save the landing. There are worst things than flying the pattern to get settled and properly configured.

Of course I can cheat, I have speed brakes

[Shadrach]

If I'm reading what you're asking properly, you're asking how to get from a slip at 90kts to your approach speed and land safely? Well, there's a couple of things that play into that. First, yes I consider the conditions. Is it suitable? What's the runway length, the wind component, the runway surface conditions, the braking component, the terrain and obstacles around the runway, and of course the weather in general.

 

What I was asking was how one gets from a 90kt slip down to approach speed 400ft before the flare. Given that you'll are treating 3500 as on the short side maybe it's OK. If I crossed the numbers at 80kts, I'm pretty sure that I'd watch the better part of 2000ft pass before the thing would stop flying.

[Andy95W]

What I was asking was how one gets from a 90kt slip down to approach speed 400ft before the flare. Given that you'll are treating 3500 as on the short side maybe it's OK. If I crossed the numbers at 80kts, I'm pretty sure that I'd watch the better part of 2000ft pass before the thing would stop flying.

Same here. Landing distance available at my home airport is 1,862 or 2,264 depending on direction and 40 feet wide.

BTW, there is an Ovation 3 based there also.

[Shadrach]

Same here. Landing distance available at my home airport is 1,862 or 2,264 depending on direction and 40 feet wide.

BTW, there is an Ovation 3 based there also.

I had a neighbor with a Bravo that said 3000ft was his limit.  Admittedly, I have little time in the right seat of a long body and none in the left, so I don't know what it feels like with the added weight and forward CG.

 

Looking purely at the numbers, I can see no reason to ever cross the numbers at more than about 75kts (that's 1.3* Vso clean). With full flaps, 65-70kts should be plenty. My neighbor said that 80kts felt right when he was solo. He flies a Seneca V now.

[Shadrach]

Interesting.  I try to have the throttle closed abeam the numbers. It does not always work out that way, but I often try.

[Browncbr1]

I think if you are going 80, then your flaps are working for your required glide slope profile and no need to slip... If you need a steeper profile, fly it, and if air speed increases to 90 power off, then use a little slip to maintain glide slope and speed... Keep the nose down! Sometimes I slip to generate more parasitic drag just to slow down before entering pattern, not necessarily just for losing altitude. Never had a problem with tail controllability, but i don't use slip unless I can't maintain approach speed within 10-15 mph with just flaps

[Browncbr1]

Yeah it's worth a shot. I have to admit it was uncomfortable getting used to for the first few times, but I was taught that method by an experienced Bravo driver. It's always worked for me, so that's how I land it.

That is a great way to practice engine out forced landings. Keeps you sharp on knowing how your plane glides through turns to the LZ. I make a point to do forced landings quite often by pulling the power at random points on downwind.