Narrative:

I slipped the airplane to a landing. Roll momentarily approached 90 degrees but did not exceed 90 degrees both left and right. Rolling was done to this limit during the entire approach, pausing briefly in level flight. Pitch remained constant, providing a low angle of attack throughout. Yaw varied considerably, but was limited by duration of time at maximum bank angles and constant rolling. I reached the bottom of the approach and flared. Not yet having been cleared to land, and still having over 75 percent of the runway remaining after 5-7 seconds in the flare, I initiated a go around. I picked up the microphone, telling the tower I was going around because I had not been cleared to land. The tower angrily responded and made comment about observing aerobatics. I had often found myself battling shear at a nearby airport some yrs earlier. This airport has a rock quarry 450 ft deep paralleling the runway which produces fractured heavy mechanical wind shear. I would often find myself at bank angles approaching 90 degrees inadvertently as I battled full left and right xwinds back-to-back to back-to-back, etc. Rolling from wind shear in this case was never sustained, as it can be if layers of wind have considerably different speeds and direction (which, of course, can produce fatally uncontrollable rolling). Since then, most of my single engine flying has included exaggerated slips, which demand knowledge of flap/slip limits, flap speed limits, '0' slip reading of airspeed, maneuvering speed, thought concerning vertical stabilizer (yaw limits) and gear speed limits, if applicable.

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Original NASA ASRS Text

Title: AEROBATIC MANEUVER. THIS PLT ADMITS TO DOING EXTREME SLIP MANEUVERS BELOW 800 FT ABOVE TOUCHDOWN.

Narrative: I SLIPPED THE AIRPLANE TO A LNDG. ROLL MOMENTARILY APCHED 90 DEGS BUT DID NOT EXCEED 90 DEGS BOTH L AND R. ROLLING WAS DONE TO THIS LIMIT DURING THE ENTIRE APCH, PAUSING BRIEFLY IN LEVEL FLT. PITCH REMAINED CONSTANT, PROVIDING A LOW ANGLE OF ATTACK THROUGHOUT. YAW VARIED CONSIDERABLY, BUT WAS LIMITED BY DURATION OF TIME AT MAX BANK ANGLES AND CONSTANT ROLLING. I REACHED THE BOTTOM OF THE APCH AND FLARED. NOT YET HAVING BEEN CLRED TO LAND, AND STILL HAVING OVER 75 PERCENT OF THE RWY REMAINING AFTER 5-7 SECONDS IN THE FLARE, I INITIATED A GAR. I PICKED UP THE MICROPHONE, TELLING THE TWR I WAS GOING AROUND BECAUSE I HAD NOT BEEN CLRED TO LAND. THE TWR ANGRILY RESPONDED AND MADE COMMENT ABOUT OBSERVING AEROBATICS. I HAD OFTEN FOUND MYSELF BATTLING SHEAR AT A NEARBY ARPT SOME YRS EARLIER. THIS ARPT HAS A ROCK QUARRY 450 FT DEEP PARALLELING THE RWY WHICH PRODUCES FRACTURED HVY MECHANICAL WIND SHEAR. I WOULD OFTEN FIND MYSELF AT BANK ANGLES APCHING 90 DEGS INADVERTENTLY AS I BATTLED FULL L AND R XWINDS BACK-TO-BACK TO BACK-TO-BACK, ETC. ROLLING FROM WIND SHEAR IN THIS CASE WAS NEVER SUSTAINED, AS IT CAN BE IF LAYERS OF WIND HAVE CONSIDERABLY DIFFERENT SPDS AND DIRECTION (WHICH, OF COURSE, CAN PRODUCE FATALLY UNCTLABLE ROLLING). SINCE THEN, MOST OF MY SINGLE ENG FLYING HAS INCLUDED EXAGGERATED SLIPS, WHICH DEMAND KNOWLEDGE OF FLAP/SLIP LIMITS, FLAP SPD LIMITS, '0' SLIP READING OF AIRSPD, MANEUVERING SPD, THOUGHT CONCERNING VERT STABILIZER (YAW LIMITS) AND GEAR SPD LIMITS, IF APPLICABLE.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.