is required to maintain heading even though the ailerons  are capable of further steepening the bank angle. This is  the practical slip limit because any additional bank would  cause the airplane to turn even though full opposite rudder  is being applied. If there is a need to descend more rapidly,  even though the practical slip limit has been reached,  lowering the nose not only increases the sink rate but also  increases airspeed. The increase in airspeed increases rudder  effectiveness permitting a steeper slip. Conversely, when the  nose is raised, rudder effectiveness decreases and the bank  angle must be reduced. rate of sideward movement, is determined by the bank  angle. The steeper the bank is, the greater the degree of  slip. As bank angle is increased additional opposite rudder  is required to prevent turning. Sideslips are frequently used  when landing with a crosswind to keep the aircraft aligned  with the runway centerline while stopping any drift left or  right of the centerline. A “forward slip” is one in which the airplane’s direction  of motion continues the same as before the slip was begun.  Assuming the airplane is originally in straight flight, the  wing on the side toward which the slip is to be made should  be lowered by use of the ailerons. Simultaneously, the  airplane’s nose must be yawed in the opposite direction by  applying opposite rudder so that the airplane’s longitudinal  axis is at an angle to its original flightpath.  [Figure 8-13]  The  degree to which the nose is yawed in the opposite direction  from the bank should be such that the original ground track  is maintained. In a forward slip, the amount of slip, and  therefore the sink rate, is determined by the bank angle. The  steeper the bank is, the steeper the descent. Discontinuing a slip is accomplished by leveling the wings  and simultaneously releasing the rudder pressure while  readjusting the pitch attitude to the normal glide attitude.  If the pressure on the rudder is released abruptly, the nose  swings too quickly into line and the airplane tends to acquire  excess speed. Because of the location of the pitot tube and  static vents, airspeed indicators in some airplanes may have  considerable error when the airplane is in a slip. The pilot  must be aware of this possibility and recognize a properly  performed slip by the attitude of the airplane, the sound of  the airflow, and the feel of the flight controls. Unlike skids,  however, if an airplane in a slip is made to stall, it displays  very little of the yawing tendency that causes a skidding stall  to develop into a spin. The airplane in a slip may do little  more than tend to roll into a wings level attitude. In fact, in  some airplanes stall characteristics may even be improved. In most light airplanes, the steepness of a slip is limited by  the amount of rudder travel available. In both sideslips and  forward slips, the point may be reached where full rudder  Whenever landing conditions are not satisfactory, a go- around is warranted. There are many factors that can  contribute to unsatisfactory landing conditions. Situations  such as air traffic control (ATC) requirements, unexpected  appearance of hazards on the runway, overtaking another  airplane, wind shear, wake turbulence, mechanical failure,  and/or an unstable approach are all examples of reasons to  discontinue a landing approach and make another approach  under more favorable conditions. The assumption that an  aborted landing is invariably the consequence of a poor  approach, which in turn is due to insufficient experience or  skill, is a fallacy. The go-around is not strictly an emergency  procedure. It is a normal maneuver that is also used in an  emergency situation. Like any other normal maneuver,  the go-around must be practiced and perfected. The flight  instructor needs to emphasize early on, and the pilot must  be made to understand, that the go-around maneuver is an  alternative to any approach and/or landing. Although the need to discontinue a landing may arise at any  point in the landing process, the most critical go-around  is one started when very close to the ground. The earlier a  condition that warrants a go-around is recognized, the safer  Figure 8-13.  Forward slip. 8-12 Go-Arounds (Rejected Landings) Relative wind Direction of movement Forward slip