Originally Posted by
PFGiardino
... why in a skid does the lower wing have a higher angle of attack, thus creating the rotation when stalling and creating a spin?
I don't think it does have a higher AOA, but due to the aerodynamic shape resembling a swept wing more than a square one the tip stalls earlier.
And when performing a slip-to-landing, if you were to roll wings level while keeping rudder imput constant, I'd call that a skid, which is more conducive to the stall/spin. Am I out of line???
Let's say the crosswinds you were slipping against were to magically disappear and you were to roll level and forget to take your rudder input out. You are flying sideways at first, and the airplane will go in the direction of the remaining rudder input.
Pilots do this on ILS approaches in leiu of making actual aileron heading corrections, because the airplane can be given very small heading changes with the rudder at only a minor cost to coordination.
So you are going off-course when you take those ailerons out and roll level. And when this happens, there is no skid or slip as long as the airplane turns with the rudder. Tricky one.
Finally, what IS the difference between a forward and side slip? The Airplane Flying Handbook has pictures of it, but they look like the same image, just one being set at a different angle on the page.
Thanks.
Explained above, the purposes are different and the control inputs are executed in different magnitudes to solve different needs, but they are similar.