Best Slips vs Skids Explanation for Flight Training or Learning to Fly - InTheHangar

[@edcoronado]

This lesson needs way more views. This could save lives

[@deeanna8448]

This visual REALLY helped me understand the difference between a slip and a skid. So far, I've only read about it. This was seriously a light bulb moment! 💡💡

[@TakingOff]

Exactly!!! When he showed me this after my checkride, major lightbulb.

[@billleblanc8324]

Same here! That visual said it all - worth a thousand words!

[@familymshareef1147]

@@billleblanc8324 I have been doing slip but never understood the logic behind…. I was at Rote lever but now I’m at correlation level…. I’ll flex on the dpe 😂 I got my toy plane ready……

[@unclefreddy2009]

Wow, I knew which one was the dangerous one and frankly use slips always, but this was the best explanation I have seen of the difference. Totally agree with the guest, slips are incredibly useful tools especially to lose altitude if you come in too high on final and want to dump some altitude without increasing speed

[@Bob-c4l9c]

Use slips all the time when landing and avoid skids to line up on final but never understood exactly until this excellent presentation.

[@williambeatty7781]

Every student pilot needs to watch this video !! I've been flying for years and this is the best slip/skid explanation I've ever seen.

[@jamesdehart5039]

As a Cropduster flying extremely low to the ground in extremely heavy airplanes usually no more than 300 feet flying under powerlines at 180 mphAnd doing over 300-600 wing over hammerhead turns a day , also being an Aerobatic competition pilot ,an ex CFI That has trained 38 pilots from start to finish how to fly ,with close to 10,000 hours now ,2000 hours as a Flight instructor my number one piece of advice is take basic aerobatic training which includes advanced spin recovery and emergency manoeuvring training is the single greatest thing that you will ever do for yourself as a pilot !! the moment that airplane reaches a 90° bank angle you need to know to be pushing forward on the controls and be very comfortable flying in the inverted world! it’s just like when the neighbours dog runs in front of you your natural reaction is to hit the brake pedal in an airplane your natural reaction is to pull back on the stick which is a death sentence once you become inverted you need to be trained enough to know that you need to be pushing forward on the stick and continue the roll back to level and you have a chance to recover from this low level spin recovery. there’s no way I can Express to you the importance of basic aerobatic training ! it’s not a waste of money it’s just like learning to drive your car sliding around in the parking lot on ice ,if you don’t do that there’s no way you’re ready for it out on the roads ! same thing in an airplane you need to go exposure self to these inverted conditions to be comfortable with it to give yourself a fighting chance if anything ever goes Wrong close to the ground , you have the tools to give yourself a chance to survive!!!

[@TheGoose88]

10:20 when you turn to the left, it is the right aileron that goes down, not the left. So the right wing would have the higher AoA.

[@renemedinajr4218]

👆 that's what I was thinking about

[@High_Altitude_Rider]

he said it with all that confidence I was confused for a moment.

[@flywithcaden]

I was looking for this comment 😂

[@RadiologyInterestingCase-pk3uk]

when he wrongly mentioned it, I just stopped the video and started searching something like "10:20..." and I found it! :) - OK guys, this is just "Human Factor" !! Safe landings!

[@yerkestecson1710]

It's the cross control inputs (right roll) that makes the left wing higher AOA. During the initial turn, yes, the right aileron is down but then because of the excessive left rudder and perceived left overbanking tendencies, the pilot rolls right (right aileron is up--less AOA), with left rudder, to compensate. This is when the cross control happens, left wing stalls, inverting the airplane.

[@jesseperez7253]

The best explanation on this. Let the man finish his full point/expansión then ask questions, he has very valuable information, he needs to finish he's sentences, he was interrupted a few times. Thank You for the video.

[@FlyGuy2000]

The guy doing the editing also needed to keep the camera pointed at the guy with the plane when he was demonstrating the difference between the slip and the skid.

[@flyer16612]

I’ve had my PPL for 1.5 years now and that’s the first I’m hearing anything about a “skid”. That’s scary! The learning never ends. Great video. Thank you.

[@richardweil8813]

It is scary that you didn't get instruction in this. This is why it is so important to not skid in the pattern. Slips are fine for crosswind or losing altitude fast, but a skid on that base to final turn...no altitude for recovery.

[@starjetpilot]

a skid would require way too much rudder. If you give the correct amount of rudder, or close to it, it only results in a turn. You would have to purposely do a skid for some reason. I can't think of a reason.

[@thomaswayneward]

@Jim M Baloney, there are a lot of sloppy instructors out there. My first instructor almost killed us on a landing. Second one was bad. My third instructor was an FAA check pilot and he was great, I then started really learning.

[@kennethforeman3402]

Low and slow base to final turn, trying to push the nose around with the rudder because you are late to the turn, no or little bank = disaster.

[@lorendjones]

That's truly scary....and very disappointing. I hope your instructor watches this.

[@JohnSmith-zi9or]

ATPL and retired military, instructor and LCA on two heavy types ... this was extremely informative. Every pilot should be taught slips/skids in this way.

[@MaximumGtr]

Haven’t taken my first lesson yet but I think this video has already saved my life. Cheers guys!

[@brucebratschi4300]

Almost 15,000 hours and still good explanation’s like this can be a great review on what to watch out for.

[@AmbrosioGar]

I am on my way to finish my ATPL theory and as you can imagine I have watched thousands of videos on KZbin... And I can say that this one is by far the clearest, most explicative video I have found. Thank you very much, I will be seeing you much more often from now on

[@rinzler9775]

I searched you tube for videos by stunt pilots flying Pitt Specials or Extras in regards to spins, and boy did I learn a lot about spins that I didn't know before, and was never taught in flight school. This video reinforced those concepts, especially PARE.

[@debbiegailstuart1282]

Wow! Joe Casey is an amazing instructor. He explains things in such a light bulb way. Thank you so much.

[@kevinlou]

Student pilot here. Finally understood the difference - thank you. A lot of explanations only explained the ball movement, but I never grasped what was happening outside the plane visually. This was super helpful.

[@MerlinspopTBH]

Best explanation of slips vs skids I’ve seen. Thanks! I learned tonight, and that’s a good thing!

[@andymcwilliams2141]

Ditto, Great Job. Probably saved some lives here.

[@roughneckwolf]

I'm an ultralight pilot up here in Canada. My Bushmaster had an engine out at 3200' asl, 800' AGL and I used a huge slip to get right down to the farmer's field I was flying over, do a precautionary inspection (while slipping) and then turn into the wind. The cross-control of a slip is safe and very useful. Putting the low wing into the wind, slipping down and then controls to neutral with that wing still down allowed me to turn back into the wind and touch down safely.

[@billpennock8585]

I am going back to gliding at 69 years old after soloing on my 14th birthday and doing 100 hours before my 16th then falling away. I am so excited but i also know I don’t have teenage reflexes or fast thinking.Damn the bad luck. But i do know I don’t have teenage judgement, thank God. So. I am watching every video i can find and i loved this one. I’m not sure it was clear that a standard turn required the same control application as a skid, just a more balanced application. The scenario of turning base or final and not getting enough turn so applying more rudder to decrease the radius without bank was great. When i was a kid, if i needed more bank to make it, balancing the sink that would produce of course, didn’t scare me. I’m older now so i might be more cautious resulting in a more dangerous situation. After your video i will remember that using rudder to point in a turn without bank is oversteer (i raced amateur SCCA in the interim). And thats bad. I love spins at altitude. I love slip to landing. I love keeping altitude in my pocket till i don’t need it. I hate being too low in a glider. Thanks.

[@TakingOff]

That is so awesome! Let us know how it goes!

[@Werevertumoto]

3:34 that is where the actual explanation starts

[@Hedgeflexlfz]

TY

[@veanwhitcher7867]

This instructor is wonderfully clear, a natural teacher!!! A thousand thumbs up, this is a save!!!!

[@jamesberkovatz6576]

I'm preparing for my PPL checkride next week and I have never truly understood slips and skids. This was amazing.....not just for my checkride, but this lesson will stick with me forever.

[@Jordan-qq9mg]

Seemed like Joe was speaking directly to me at 12:53. Getting my tail wheel endorsement currently and had this exact situation on my turn to base today. Moderate tailwind, added left rudder right aileron and skidded onto final. It wasn’t a very hard skid but definitely something that I don’t want to happen again.

[@JPower172]

I learned an alternative acronym to PARE for spin recovery: INOP Idle power Neutral ailerons Opposite Rudder Push the yoke/stick Instead of telling your which controls to operate, it tells you what to do with them. As Joe said, some pilots mistakenly think they need to add power, and PARE won't help them with that. INOP will. Plus, INOP should be a bit more memorable to pilots than PARE. I'm just a private pilot myself, but I really like the INOP acronym over PARE. Great video, and the model plane into the camera did a really good job of explaining why the skid is dangerous.

[@challenger2ultralightadventure]

I'm an old pilot who is retaking my license after 30 years. This was a great refresher in slips and skids. When I was a younger lad, we covered and practiced side slips on approach, as well as climbing to high altitude and putting the airplane into a spin, with recovery. I don't recall seeing anywhere on my new course that it covers any of those any more. I'll have to ask my instructor.

[@TakingOff]

Now we don’t practice spin recovery until CFI initial.

[@davidglosson5322]

Fantastic video! That base to final turn can kill you when you are trying to save the approach. Never go beyond a standard rate turn in the pattern. Don't be afraid to go around.

[@bfuwgb]

Very thankful I took my CFI checkride with Casey. Gives excellent visual explanation. I come back to this video time from time to teach my students the same way. I didn’t quite understand slip and skid until later in my training and wished I seen this a lot sooner. Thanks!

[@jeffreyfitzsimmons2757]

WOW, WOW,WOW, you may have just saved my life!!! I have been confused about the slip vs yaw distinction for years and have come close to a base to turn stall on more than one occasion doing exactly what you described. Why has no one else made a big deal out of this?? Thank you soooo much for this video. I will preach this lesson to all my pilot friends and hope that we can save more lives. Thank you Joe and Dan for this fantastic, informative and potentially life saving video. The FAA should make this mandatory in flight reviews!

[@TakingOff]

You’re welcome!

[@gregwatson8246]

Because your instructor probably doesn’t understand it either. Do you really think all these kids coming out of 0-to-hero, accelerated flight schools, understand this? And the next day they are the instructors. And a few months later they’re in AIRLINER cockpits. It’s a scary situation today. Just look at the chick in the audience, in the white outfit, she doesn’t have ANY interest in what this guyis trying to teach. She’s busy filling out her DELTA Air Lines application.

[@Korol1989]

I'm approaching my PPL checkride now. Have diligently done online ground school, read PHAK and AFH, got 98 on my written, but haven't seen such a clear explanation of the difference between slips and skids. This is really, really useful and insightful, huge thanks to Joe.

[@rickburchard3726]

This is the best lesson I’ve had so far in my journey to my PPL.

[@sb859]

Rules to live by in the pattern: No more than 30 degrees of bank, and avoid "inside" rudder (skids). When you overshoot final, if you need more than 30 degrees of bank to get pointed back to extended centerline, then plan to go around. Left turn to final with excessive left (inside) rudder can be bad for your health.

[@luismendezizabal7175]

“No more than 30° of bank” thats the most overrated thing to say. Creates fear and have lead to accidents before. When you training for your PPL you practice a 45° and COMM 55°. Its true that a good method is to avoid steeper banks low to the ground, but at some airports that you have a mountain next to you, you are required to bank more than 30 degrees. I prefer to teach my learners to be coordinated at all times and not get so low as you explained. Better to be aware of your inputs rather than creating fear for exceeding a limitation that is not published.

[@TheAirplaneDriver]

@@luismendezizabal7175 I agree. In fact, I would add that a shallow bank angle in the pattern will almost certainly get you - at some point- to where you will over run the centerline of the runway in the base leg. From there, far too many pilots will use inside rudder to try to reacquire the center line leading to a potential spin situation.

[@erintyres3609]

7:04 It sounds like students and instructors should go out and see what is like to stall the plane from a forward slip. (We already know that stalling the plane from a skid leads to a spin.)

[@G.H.A.1970]

I am a student pilot, here in the UK, and I must say, of all the lessons, so far, I see this lesson as one of the most relevant and important lessons I have had so far. Thank you very much for your help. I have just subscribed to your channel. God bless you and you two.

[@Flying2ZC]

As a gliding instructor this was great to watch.

[@HomeAdventures]

This was eye opening, light bulb moment. As a PPL I have struggled to understand how the spin/stall at base to final happens so often and this explanation really helped me to understand how to avoid it. Every pilot needs to see this explanation.

[@SuperMmanuel]

Best explanation of the differences between a slip and a skid that I’ve ever heard or seen. 🇺🇸

[@JonS-c9t]

I know this is years late, but I learned something really valuable here, and more importantly, I learned how I can teach it to my future students to keep them same. Thank you so much, I've never heard a more clear explanation of slips vs skids and how to apply it to flying more safely.

[@BigJakeMostDope]

I did my CMEL with Joe, he explained this exact lesson with me on that checkride. He’s great!

[@eyezrus]

Great explanation. Glider pilots use slips all the time. Two rules I live by in the pattern. 1) Never bank over 45 degrees (30 is safer). 2) Never push on the downhill rudder.

[@TakingOff]

Love that “never push on downhill rudder.” Will be using that now.

[@jssmallcal3165]

No downhill rudder=uncoordinated turn. Too much downhill rudder=skid.

[@michaelrunnels7660]

Bank at any angle is not inherently dangerous. Why do people think it is? I watch aircraft all day long bank 90 degrees in the traffic pattern (military fighters). In the 40 years I've been watching them I've never ever seen any kind of problem, even with student pilots on their first fighter solo. Why does a 60 degree angle of bank in the pattern scare the beggeezes out of civilian pilots? Is it because most civilian pilots fly uncoordinated turns because they never learned to turn properly? Or is it because it scares the hell out of your instructor and he makes sure his fear is passed on to you? I've watched dozens of aerobatic pilots stall and spin at pattern altitude, then pull out level 400 feet lower than they started. I've spun production aircraft many times and recovered in less that 400 feet. I've watched crop dusters bank 80 degree 150 feet above the ground all day long. Why does flying scare so many civilian pilots? I think it's because a modern private pilot was never taught how to fly the airplane correctly. I don't blame them, though. Usually their instructors didn't know how to fly the airplane correctly. How can they teach something they don't know?

[@Ryndae-l]

@@michaelrunnels7660 indeed, the correct way to fly a flight school cessna is to do so like you would a modern fly by wire delta wing fighter jet.

[@2Greenlid]

@@michaelrunnels7660 Maybe the power the fighter has makes a difference over a Cessna? Guess you aren’t a pilot……..

[@FVR375]

Great video. Very well explained. This was more useful than the instruction i received on this topic at my flight school during training

[@jamesmagnum]

I've never understood the dynamics and differences behind slips and skids and the nature of the spins this well before watching this. This guy is an eloquent instructor. Thank you.

[@UKI1]

I've only seen about a minute of this video, but the instructor's explanation of why and how is truly remarkable. The way he paces himself while speaking allows us to visualise everything, especially when he rotates the aircraft model, thank you. Oh yes and I did subscribe.

[@anthonysamaha5688]

This is one of those one in a million videos. I have it saved and watch it every few months because it’s that good.

[@misfittoytower]

It was really serendipitous, I was watching another aviation video yesterday, and I thought, "I really don't understand what a slip and a skid are," immediately after that thought, I looked up and this fantastic video was third from the top on my recommended videos! Well done for once, KZbin!

[@heartmanable]

You just made me understand the most confusing topic I was dealing with, thank you. Some people have a way of making things easy and you sir, certainly have that ability. Lucky ones who have you as their CFI.

[@emmiesmith3529]

This is an excellent video! I have a CFI interview and need to teach a lesson on this topic, this video helped immensely!! thank you

[@TakingOff]

Glad it was helpful!!

[@Jeff034]

Just now becoming confident with slips. This explanation is gold.

[@steven2145]

Every GA pilot should watch this every couple of months!

[@JohnHandles]

I've been flying for about 16 years now and this video is the best explanation I've heard...Definitely going to share this.

[@TakingOff]

Glad it was helpful! Thanks

As a CFI, this is the best explanation i've heard for slips and skids!

[@ricardovalentintortul6636]

Fantastic explanation! Nothing new for me (I'm a pilot since 1993...) but never heard this so clearly explained.

[@h2otek312]

This one is destined to be a classic. Somehow or another my instructor got this one across to me. And actually gave me spin training! That and tailwheel are my two proudest accomplishments in aviation. If I got current again there would be a number of other holes in my skills, but I don't think this would be one of them, or at least would come back to me more easily. I really enjoyed doing slips while practicing no flap landings. Yes, absolutely very useful maneuver.

[@4-7th_CAV]

I want to express my huge appreciation for DPE Casey mentioning and demonstrating an "Over-the-Top" spin. Many times when I talk about an Over-the-Top spin people have no clue what I am talking about. During my CFI spin training I was taught this maneuver, and whenever I teach spins I ALWAYS include it in the lesson. Honestly, I enjoy Over-the-Top spins much more than the "spin out underneath". Of course, I always add an EXTRA amount of altitude when doing an Over-the-Top spin for safety. For me there is just something more fun doing Over-the-Top spins. :-)

[@carloscruz7317]

This is one of the most important videos I have ever watched and shared with my daughter. My daughter she’s just ten and had her first discovery flight in the wong warrior with Christy and I put such a huge emphasis on education and safety. Love this video!

[@manveersingh8510]

best video ever on slips and skids, explaining the topic very nicely, thanks a lot.

[@jceeeeeee]

Just watched it again for like the 5th time and it still gives me the lightbulb moment. Thanks again for the wonderful explanation.

[@itiswhatitis4846]

We were in class and our CFI could not tell us the difference between slips and skids nor could he demonstrate it. I have been looking for an explanation since then and as a student pilot I feel it’s not only my duty but I feel morally obligated to teach my fellow students about the slips and skids so with your permission I’m going to use this video to help us all learn this. I’d like to see 100% graduation, not failures and accidents due to lack of education! If you’re teaching a class and don’t know something about what you’re teaching then look it up .. we’ll wait! Thanks for the lesson, it’s greatly appreciated! Happy flying!

[@TakingOff]

You bet, the video was made so that we could all learn a valuable lesson.

[@corvairchris82]

This was the best demonstration I've seen of a slip vs a skid. I'm going to have to watch this a few more times to make sure I have this permanently engraved in my mind. Back in the mid 80's while I was getting my PPL my instructor had me doing spin recovery before he would cut me loose on my first solo flight, he stressed that he was not teaching me how to spin, but rather how to recognize a spin and recover.

[@yuriys3164]

One of the best explanations I have heard, thank you for the visual and the “why”. I sent this over to my CFI!

[@sfixx]

I love slips...Forward slips and side slips! Keep them smooth coming in and smooth going out. If you do miscalculate ground speed and overshoot final because of a tailwind on base my favorite maneuver (Instead of an S-turn to get realigned) is to roll out with the longitudinal axis aligned parallel to the runway and side-slip back onto the extended centerline. Did that once on a flight review and the CFI was clearly impressed.

[@RickySwan]

Excellent. Using the model to demonstrate the influence of the nose on airflow was a lightbulb moment for me. Excellent instructor.

[@johnjohnson5861]

Great interview/discussion. It's always a pleasure listening to what Joe has to say. I'm not a pilot, but I love aviation and learning. Thank you both!

[@brianlarson5006]

Very accurate and informative! I've been a tailwheel and aerobatic pilot from the age of 17 and later became a CFI. I'd recommend upset recovery training for everybody. If you don't have any interest in flying upside down, I'd recommend earning a tailwheel endorsement. You'll practice a lot of forward slips with a CFI, and legally, they have to make sure you're proficient at the maneuver prior to issuing the endorsement.

[@zaaayna-ej2jm]

hatts off to you you made it so simple and understandable

[@josemmontes5810]

GREAT VIDEO!!! over the years I always heard that cross controling was how you got into a spin so I could not undertand why anyone would slip an airplane, after this video everything is clear, thank you so much!!!!

[@kimberlywentworth9160]

After watching this video about 5 more times, I think I can now nail my spin training and always know which wing is disadvantage when I am in a skid or slip. I do know that my body sure does not like being in a skid. I am working to be mindful of such an attitude.

[@astircalix4126]

By producing this excellent material, you guys have saved countless lives. I'm dowloading this material for the benefit of my students. Well done!

[@willhead9958]

Hoping to get a check ride for PPL in a month. Best visual I have received. Have came in high on my solo cross country and was afraid I was doing a skid and not a slip. This lesson will stick with me forever and will continue to rewatch it to keep it fresh

[@Lithiumbattery]

This is a rare find. Best explanation of skid vs slip, coordinated turn, and spin. I have to say it - slip is ok, skid is not.

[@Windtee]

This is a clean-n-simple example of "how to" explain an important element in stall/spin awareness for CFI applicants. Very informative!

[@flyingwithreni]

This video is AMAZING! I will watch and rewatch many many times! I will watch all videos from Joe Casey that I can find. Thanks a million.

[@enielsondasilva4964]

I'm a student pilot! and I was about to go crazy regarding slip and skid! this video made it clear! great video, a great way of explaining, and the visual aid made the difference, in special for people with less experience!!! A+ 🙂

[@TheLifeSpot]

Probably the best explanation I have heard

[@WorldTravelerCooking]

Wow. That's an amazingly clear and insightful discussion. So many lightbulb moments for me in watching this.

[@gregboone6389]

Excellent explanation! I will watch this more than once. First time I fully understood both a slip and a skid! Remember - a slip is what saved the "Gimli Glider"!

[@naalhevia]

The best explanation of a slip skid I ever heard. Thank you.

[@dmc8078]

The best explanation of skid vs. slip I’ve ever heard. Thanks for sharing that.

[@TakingOff]

Glad you liked it!

[@JamieHigdon]

this DPE just gave the best explanation of a Slip and Skid i've ever heard! we need him doing more videos!

[@TakingOff]

Joe's got a new channel, check it out! www.youtube.com/@caseyaviation

[@JamieHigdon]

@@TakingOff Awesome thanks! I have CSEL and working on my CFI and this was the best! thanks for doing such great content on your channel!

[@tangocharlie9291]

What a FANTASTIC explanation. I'm off to check your other videos, hoping that Mr. Casey and his model plane are featured regularly! He needs to be, if not. :)

[@TakingOff]

Thanks! We do have a handful of videos featuring Joe.

[@jamesarmstrong1532]

As a new older pilot, I enjoyed learning from your knowledge base. Keep up the good work!

[@TheAirplaneDriver]

Great video. I would add that in a skid, use of inside rudder is - in itself - roll inducing. This aggravates the already hazardous stall of the inside wing.

[@SmittySmithsonite]

I'm a newbie to the aviation world - just really became interested in it 2 years ago at age 44, thanks to KZbin in High Def. This I think is the most important thing I've learned in that time! I pictured it in my head each time Joe explained it, and now I 100% get it. Seeing it visually made all the difference. THANK YOU! A pilot's license is probably a long way down the road for me, but it's on the bucket list, for sure. For now, I managed to buy a paramotor. Haven't flown it yet, but was in the practice stage and making great progress until the typical Northeastern USA temperature change came the first week of November. Really excited about flying this thing! Hopefully the snow melts early and Spring arrives early, too. :) I'm amazed that I just found your channel now. I blame KZbin for that - you guys should be well into the SIX-FIGURE subscriber count, IMO. Started watching last week, and this channel is FANTASTIC!! It shouldn't be taking this long for the channel to head to the moon as far as subscriber count goes. I have no doubt it will in due time, but it should be there NOW! GREAT STUFF!! Keep up the great work! 👍🍻

[@envise]

Wow - Really appreciate the clear articulation with your $2 aid. A life saver video.

[@BigglesAviator]

A great lesson to be had in this video. As an instructor I will advise students to watch with great interest...

[@bruhhhhh718]

awesome explanation of why the stall occurs. this guy is a great teacher

[@JeffreySun-p9o]

first watch, so boring, no pilot in cockpit. 2nd time , be patient. the explanation is soooooooooooc clear. well done!

[@aviatortrevor]

I just wanted to add that even though we teach the common mantra of "too much low rudder = skidding turn", it is in fact possible to be in a skidding turn while using cross-controls. Imagine you're climbing just above the stall horn speed with a high power setting and you're in a shallow ~10-degree left bank. Due to the strong left-turning tendencies, the airplane actually needs right-rudder to fly coordinated in this left-turn. This is what the chandelle and lazy-eight maneuvers teach you about rudder usage. So, imagine this pilot is in fact using right rudder in this left-bank, but isn't using ENOUGH right rudder. He's in a SKIDDING turn whilst having a cross-control situation. In most cases, a cross-control situation results in a SLIPPING turn! So, we can't just teach the rule as this simple black/white answer of "low rudder bad, high rudder good." The correct answer is "too much low rudder bad... in most cases. High rudder bad in only a couple of cases." And as I pointed out in my other comment, you can be in an aerobatic plane that has a high roll rate and aerodynamic characteristics that aren't forgiving in an uncoordinated stall. In your average C172 and the most common GA planes, they are pretty forgiving. If you're climbing out at a slow speed and high-power setting with the wings level, but your feet are asleep (common for many pilots to not give the rudder much thought) and the left-turning tendencies are yawing you left, you're also in a skidding turn because the pilot is subconsciously adding a tiny bit of right-aileron to keep the wings level, which increases the left-wing's angle of attack due to the position of the ailerons. Who would have thought a wings-level attitude could result in a roll into spin entry?

[@iesikhaty]

Wow! Never considered that inadequate right rudder in a low airspeed, high power departure in a left turn could present a risk like that - thanks for shedding some more light on the dark corners of this discussion: cheers.

[@elpidiomanuelalvarenga4223]

Super clear. Interviewer asking the right questions. Excellent!

[@holdenkoschik3796]

Thank you for all of this free information. It helps A TON as a student

[@aviatortrevor]

Blanketing is 1 factor. You also have spanwise flow reducing lift, and the position of the ailerons increases the AoA on the wing with the aileron down, and decreases the AoA on the wing with the aileron up (which I think the DPE mentioned briefly, but he made it sound like it's mostly the blanketing effect). A stall during a slip gives the pilot more time to recognize the roll rate and recover before the plane's bank gets to a dangerous position (i.e. more than 90-degrees bank) because the airplane rolls toward level flight first before it rolls on to steeper bank angles. The airplane becomes MORE coordinated during a slipping stall because the bank angle is now more appropriate for the rate of turn. A spin is definitely possible as a result of a slipping turn, like this video shows: kzbin.info/www/bejne/eHyZZ4KLpdmZgKs , but not every airplane is created equal. Your typical Cessna 172, 210, PA28, etc are very forgiving aircraft. An aerobatic extra 300 is not forgiving in a stall. The Piper PA-38 Tomahawk has a history of high spin accident rates. 3.28/100 aircraft, vs the C150/152's rate of 1.31/100 aircraft. The reason the base-to-final turn has caused so many spin accidents is because the pilot typically over-shoots centerline close in to the runway, and then wants to quickly get back to facing the runway. So, they use too much low-rudder to skid the nose over to the runway, and they bank a lot, and pull back (increasing g-load, and thus increasing stall speed). In an emergency engine-out turn-back to the airport, the pilot could feel anxious about getting the plane facing back to the runway quickly. Another situation in which pilots are tempted to "cheat" and do the no-no skidding turn. You can summarize the safe practices with 2 rules: 1) be mindful of your low-rudder use. If you're using low rudder to keep coordinated, it's better to use less than you think is necessary (causing a small slip) than to risk using too much and skidding. 2) be mindful of when you pull-back on the controls in a turn, especially at altitudes below 2000ft AGL. In fact, just avoid pulling back in a turn at all while you're in the pattern. Only very tiny back pressures should be allowed IF you first check that you have tons of adequate airspeed and you're not banking a lot. If for some god awful reason you decide to bank a lot in the pattern (probably not a great idea, but you see pilots make short approaches all the time doing that - I'm guilty of short approaches at 45-degree bank angles just for fun), then at least try to do it with adequate airspeed (50%+ more speed than your stall speed) and zero aft-stick. Pulling back increases your stall speed, and decreases your airspeed. The two meet up fast.

[@TakingOff]

Thanks Trevor. That’s some real good info.

[@2025at]

@@TakingOff In general it is true but in a "glider world" it is a little different. Actually stepper than "normal" bank saved me once ( base to final) because I did not have enough authority in the elevator to stall it( at steeper bank) and the nose simply wanted to go down . In a steep bank and slow speed gliders can not hold a nose (lift) up-the nose drops first, before stall occurs.So, there are some exceptions. One thing not mentioned in the clip: in the skid, if we abruptly step on the top rudder too much (in order to recover) then we have.......kind of snap roll. www.eglider.org/NewsArticles/soaringmyths.htm

[@tomclark6271]

You took the words right out of my mouth. Where'd they get this guy? The blanking of one wing or the other has almost nothing to do with slipping an aircraft, especially a high wing airplane. His explanations sound like the way the FAA teaches about flaps being only good for slowing down...nothing about increased lift, or how to attenuate altitude above the ground on landing. The scariest part is that he's teaching this drivel to novice pilots.

[@Jamenator1]

While a slip is definitely safer than a skid I wouldn't say its because it wont spin from a slip, its less likely but it definitely can and can easily go right over the top, even in forgiving aircraft. Yaw rate is required for a spin, but if you are in a slip and the upper wing stalls, its going to suddenly create more drag, which can cause the yaw required for the spin. Even the docile C172 can violently enter an incipient spin during a stall in a slip. A big reason why a slip is safer is because its harder to inadvertently stall in a slip, in a slip there is a component of lift produced by the fuselage which is acting up meaning the wings don't have to work as hard, in a skid that same component of fuselage lift is acting in a downwards direction, forcing the wing to fly at a higher AOA to stop the nose dropping and making it easier to stall. kzbin.info/www/bejne/sJfafZqifaqMrLM kzbin.info/www/bejne/j6evqamEpb-ZiJY

[@TheBar2z]

Thanks for these videos as well. Very informative, I did not realize just how violent and quick spins feel from the cockpit!

[@franciscomoreno-cv3po]

Great explanation , Mr Casey ! Regards from Brazil, South America!

[@jimallen8238]

Joe Casey is a boss! Thanks for having him on for this topic.

[@stuartessex4535]

That was really useful! I understand slips but no one has ever explained the slip and the risks so well. Thank you.

[@grparkerou1]

Excellent explanation - mins the "side bar".

[@OLIV3R_YT]

Thanks, this is the first video where I finally get the difference between slip and skid!

[@CarlosMartinez-tr1kx]

This guy is amazing!! Loved how he explained with the 2 dollar visual aid

[@kimberlywentworth9160]

Great explanation. I am a student pilot and learning the slip. Also, learning on where the Relative wind is to know which wing is disadvantaged. I am having a bit of trouble knowing where the Relative wind is at times when in a skid or slip. I am working out this problem.

[@benc1103]

Nice explanation of maneuvers that just don't get enough attention during training. I was looking at other videos from other instructors that also provided nice explanations, and I added some clarifications. I'll add those down below. Not to correct anything, because your explanation is perfect. But to add some depth so that anyone interested might gain some additional knowledge concerning the aerodynamics. Many instructors explain that "fuselage blanking the wing" causes that wing to stall". Not true (OK, indirectly slightly true). Exceeding stall AOA is what causes the wing to stall, and blanking doesn't change the AOA. What actually happens in a SLIP is that the high wing usually has down aileron (to hold that bank angle due to yaw and, yes, "blanking". But mostly yaw-roll coupling). The down aileron changes the local chord line so that area of the wing now has a higher decalage angle (difference between chord line and longitudinal axis of the fuselage) and thus, a higher AOA. And the low wing has up aileron and a lower AOA. Opposite with a SKID: low wing is usually kept from over banking (due mostly to yaw-roll coupling, and a little blanking) with down aileron, so the low wing stalls, and the plane rolls upside down. Stalling in the pattern is bad, period. A slip is a bit more forgiving because the high wing stalls first and the plane rolls towards wing level, giving you a little more time to correct the situation. It also reduces the load factor and as a result, AOA. Stalling in a skid, everything gets worse real fast. You've seen airshows where the Piper Cub does a "flat turn" keeping the wings level and using full rudder to "skid" around a 360 degree turn? Well, that's about the only use there is for a skid, and leave that to the pros. To clarify some of the above aerodynamics: Yaw-roll coupling, or "proverse roll" is a result of the wings dihedral. When you yaw the plane and cause the relative wind to shift from on the nose to one side or the other, the forward wing sees a higher AOA and the trailing wing sees a lower AOA, thus the plane will tend to roll in the same direction of the rudder input (proverse). If you had anhedral (wings angled down, opposite of dihedral), it would roll opposite the rudder input, or adverse roll. These terms should be somewhat familiar since pilots should be aware of "adverse yaw" caused by differential aileron drag when ailerons are displaced when rolling (that's why airplanes have rudders to correct this, provided the pilots actually use the rudder). Anyone who is still awake, sorry about getting technical. Ben 26,000+ hrs USAF/Major Airline Capt/Aerobatic & Tailwheel Instructor/ CFI/II/MEL/Movie/TV pilot/Sailplane racer/Aero engineering and flight test.

[@mrplopper5272]

I agree with most of the comments. Best explanation of Slips vs Skids I have seen, and it helped me tons.

[@farmfencesolutionsllc]

This is so much better than reading it. Thank you for the effort and explanation.

[@roguegaming5329]

Watching this at 12am is eye opening