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FLIGHT INSTRUCTOR'S MANUAL   153

which make it difficult to judge exactly where recovery will be effected. Gusty air close to the ground will make it hard to judge accurately the altitude of recovery.

Some aircraft will not maintain a true side slip for very long, even with full rudder. The nose will drop in spite of all efforts to keep it up. With such aircraft, the mistake should not be made of trying to hold the nose up by starting with it in a higher position, as this will only increase its dropping tendency. A little more speed at the start, or opening the throttle slightly, may overcome this difficulty with some airplanes. The use of the motor is not recommended, however, since it results in a much more violent slip. In some ships the rudder control is insufficient for this type of slip and the nose will fall regardless of any measures taken. In such ships a more gentle type must be performed, or a series of short slips used. With these it is also possible for the pilot to hold the nose fairly high by use of some back pressure on the stick. This last procedure will cause the ship to turn, and such a slip is then rather more of a slipping vertical bank than a true side slip.

The student must be impressed with the fact that he is not, under any circumstances, to attempt any type of slip with the nose lower than the position for a normal glide. The excess speed gained under such conditions will usually be even greater than that resulting from improper recovery, and will prevent the attainment of the objective. 

Starting forward slips with too much speed will have the same effect.

Students should be taught all types of slips before their training is completed. However, they must not be allowed to form the habit of slipping to every landing. Such a habit will not only prevent the attainment of any degree of judgement of gliding distance, but will destroy it after it is attained.

It must be remembered that during the recovery from any slip, the ship will tend to pick up some speed as a result of the release of the drag or braking effect of the fuselage. The use of the aileron on the low wing to bring it up will cause a yawing moment in its direction similar to the release of the rudder. It will therefore be evident that proper coordination of the controls during recovery is essential, if excess speed is not to be gained.

Where considerable altitude must be lost by s lipping, it is well to start with a steep side slip, gradually recover to a forward slip, and then gradually ease out of the forward slip can be made almost instantaneously and, if necessary, a blast of the throttle will make such a recovery even more rapid. 

There is absolutely no danger of loss of control during any type of slip, if properly executed. The only dangers presented by slips are in the gain of excess speed during execution of recovery, or in slipping into the ground as a result of poor judgement.

CROSS WIND TAKE-OFFS
While it is always preferable to take-off into the wind whenever possible or practical, there will be many instances when circumstances, or wisdom, will dictate otherwise. The student should therefore be taught the principles involved in cross-wind take-offs and