Wow, I havent posted here in a long time cause I've actually been pursuing my private license in a 172. In any case, I've been having some problems with forward slips in the real 172 so I wanted to practice using the Flight1 C172. Any time I attempt a forward slip, the aircraft will either continue banking to the left or right. Now please correct me if Im wrong but a forward slip is executed by applying a generous amount of either left or right rudder followed by opposite aileron. This just does not seem to work in the F1 C172 with either the stable flight model or the spinnable flight model. Any suggestions? Thank you.

>Wow, I havent posted here in a long time cause I've actually>been pursuing my private license in a 172. In any case, I've>been having some problems with forward slips in the real 172>so I wanted to practice using the Flight1 C172.[CUT]>Any suggestions? Thank you.Have you tried the (freeway) RealAir C172?http://www.realairsimulations.com/Marco

>>Wow, I havent posted here in a long time cause I've>actually>>been pursuing my private license in a 172. In any case, I've>>been having some problems with forward slips in the real 172>>so I wanted to practice using the Flight1 C172.>[CUT]>>Any suggestions? Thank you.>>Have you tried the (freeway) RealAir C172?>>http://www.realairsimulations.com/>I was going to mention RealAir also, since slips are a specialty of theirs.Yet, I just tried a few in the Flight1 172, since it had been a while; and it actually performed some forward slips rather well. You have to expect a bank in the direction of the of the up aileron, which is normal. What counts, is that I can hold a solid heading with opposite rudder, without running out of rudder too easily, and the fact that airspeed drops as I'm decending.I do use rudder pedals along with a joystick.L.Adamson

Do you have the realism slider all the way to the right?

>Do you have the realism slider all the way to the right?Yup. realism has always been maxed out plus I'm also using the CH rudder pedals.

Can you hold a straight path to the runway, or does the bank cause a turn, where there is not enough rudder authority to offset the turn?If not enough rudder authority, how does the rudder look from spot view?

Hope you are not doing a forward slip in a 172 with flaps deployed. That is prohibited in the real plane.

I've been curious about this issue for a time: Is the original poster describing a side slip or forward slip? A side slip as I understand it would involve yawing the nose to one side and countering with offsetting airleron (which is what i understood the author to say). Used to slow and steepen descent. A forward slip, such as on crosswind landing, would be banking to one side and countering with offsetting rudder to keep the nose aligned. Is that correct or do I have these terms reversed?

>I've been curious about this issue for a time: Is the>original poster describing a side slip or forward slip? A>side slip as I understand it would involve yawing the nose to>one side and countering with offsetting airleron (which is>what i understood the author to say). Used to slow and steepen>descent. A forward slip, such as on crosswind landing, would>be banking to one side and countering with offsetting rudder>to keep the nose aligned. Is that correct or do I have these>terms reversed?I think you have the terms reversed. However from an _aerodynamic_ point of view, a forward slip and a side slip are equivalent.Marco

F1 172 is a highly regarded product but I don't find its low speed characteristics very realistic. side slips, flare and landing, Stall & spin. To me, it's more about the good look.Jason

>I've been curious about this issue for a time: Is the>original poster describing a side slip or forward slip? A>side slip as I understand it would involve yawing the nose to>one side and countering with offsetting airleron (which is>what i understood the author to say). Used to slow and steepen>descent. A forward slip, such as on crosswind landing, would>be banking to one side and countering with offsetting rudder>to keep the nose aligned. Is that correct or do I have these>terms reversed?From what I've been taught by my CFI is that a forward slip is a useful maneuver used to quickly drop altitude without increasing airspeed. Each time he demonstrates it to me he slams all the way down on either the right or left rudder pedal and then counteracts it with opposite aileron.

>Can you hold a straight path to the runway, or does the bank>cause a turn, where there is not enough rudder authority to>offset the turn?>>If not enough rudder authority, how does the rudder look from>spot view?Yes the problem is that I cannot continue the same track down the runway. You can see that the aircraft is drifting either left or right. The rudder is either full left or full right but I havent looked at it yet from the spot view.

I did indeed have the terms reversed. Thanks. A nice description from someone else: "The forward slip is a cross contolled maneauver where the the longitudal axis is angled away from the flight path. Basically if your flight path was 360 degrees then the wings would be banked to the left and the nose (longitudal axis) would be pointed off to the right say around 030 degrees. This is mainly used to create large amounts of drag for faster descents withour increases in airspeed. ... A side slip is simply a slip where the nose (longitudal axis) of the airplane is aligned with the flight path. This is used mainly for crossswind corrections."Thus: The forward slip is acomplished by applying rudder and compensating with bank but the side slip is accomplished by applying bank and compensating with rudder. The original poster then was indeed describling a forward slip such as that which would be used to descend quickly and not a side slip used to land in a cross wind. Learn something everyday.

Now that we've cleared that up :) Can forward slips be successfully accomplished using the Flight1 C172?

>Hope you are not doing a forward slip in a 172 with flaps>deployed. That is prohibited in the real plane.It may be different for different models of the 172 but for models like the 172M the POH (and placard in the aircraft) says they are to be "avoided" and not that they are "prohibited" with full flaps.The reason they recommend that you avoid them is that with the flaps fully deployed it changes the airflow over the elevators. What happens is that the control column will start oscillating in and out like you are holding on to a slow jackhammer. It will catch the pilot out if they are unaware of this and it is hard work to maintain control.