Aircraft manufacturer Airbus recommends sideslip approach only in low crosswind conditions. The sideslip also uses aileron and opposite rudder. Dihedral effect is not caused by "yaw rate", nor by the "rate of sideslip change". Sufficient rudder and aileron must be applied continuously to maintain the sideslip at this value. When an aircraft is in a sideslip, these surfaces generate sidewards lift forces. Active use of the rudder is necessary for effective turns and counteracting sideslip tendencies. The sideslip angle formula 1 is essentially the directional angle of attack of the airplane. This "rolling moment caused by sideslip" is "dihedral effect". Instead, roll is produced by creating a sideslip through application of rudder combined with elevator. The airplane now has "sideslip" angle in addition to the bank angle. This alteration of angle of attack by sideslip is visible in Figure 2. Airplane approaches the runway in steady sideslip, maintains the sideslip during flare and touch down. In aviation, coordinated flight of an aircraft is flight without sideslip. This is normally accomplished using a common flying techniques known as crabbing or sideslip. Rolling moments caused by other things that may be related to sideslip have different names.