Neither, just different.
In the 40's a POH didn't have every Vspeed it didn't have 100 performance charts it had general operating rules on how to start the airplane. These POHs had a understanding that you
would be mindful of limitations and learn to fly before you fly, more then anything to just have alittle more common sense and a little less technical knowledge. Now don't get me wrong I actually prefer to know every speed and have all those performance charts before I go fly and that is for above all other reasons...safety.
would be mindful of limitations and learn to fly before you fly, more then anything to just have alittle more common sense and a little less technical knowledge. Now don't get me wrong I actually prefer to know every speed and have all those performance charts before I go fly and that is for above all other reasons...safety.
With that being said on Saturday, I had a first hand explanation on as to why Cessna prohibits
extended slips in their high wing aircraft...safety. Jerry shown above with his absolutely awesome 120, asked me to come out and work with him on some landings, being that it is a tailwheel I could not resist, and Jerry is a cool guy so that helps too. Anyway, this day we got off the ground just fine, last time with full tanks and me in the plane that almost didn't happen. This time all was going great until we were asked to make a short approach a fairly common request, we made a quick turn and chopped the power. Whether it was a thermal off the top
of a nearby hill or gliding pretty well in the Cessna we were getting close to the runway and we were still fairly high so we did a side slip to the left tracking our way down to the runway 27R. Left wing low and fuel selector switched to the left we made touchdown midway down
the 5400ft runway. On the touch and go, Jerry added full power and at about 100 off the ground the engine started to sputter. I took control and with the fence at the end of the runway not getting further away we made a safe but exciting landing stopping on the dirt just to the
left of the runway, plane fine, we were fine, oh and the engine was running just fine now too.
extended slips in their high wing aircraft...safety. Jerry shown above with his absolutely awesome 120, asked me to come out and work with him on some landings, being that it is a tailwheel I could not resist, and Jerry is a cool guy so that helps too. Anyway, this day we got off the ground just fine, last time with full tanks and me in the plane that almost didn't happen. This time all was going great until we were asked to make a short approach a fairly common request, we made a quick turn and chopped the power. Whether it was a thermal off the top
of a nearby hill or gliding pretty well in the Cessna we were getting close to the runway and we were still fairly high so we did a side slip to the left tracking our way down to the runway 27R. Left wing low and fuel selector switched to the left we made touchdown midway down
the 5400ft runway. On the touch and go, Jerry added full power and at about 100 off the ground the engine started to sputter. I took control and with the fence at the end of the runway not getting further away we made a safe but exciting landing stopping on the dirt just to the
left of the runway, plane fine, we were fine, oh and the engine was running just fine now too.
Lesson learned and Jerry and I are both better pilots now. On all 172's you will find placards warning about prolonged slips and engine starvation. There is no placard in the 120 nor is it in the POH, it is experience. Something that I guess they (Cessna) just figured you knew about. I now have that experience and I guess prolonged slips means about 20 seconds to Cessna. Now you know too.
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