Ok, Lets talk a little bit about Skids.
A skidding turn is typically characterized by the following factors:
Bank Angle:The aircraft's bank angle is excessive for the rate of turn, resulting in the aircraft "skidding" through the air.
Yaw : The aircraft's yaw angle is insufficient for the rate of turn. In other words, the nose of the aircraft is not pointed in the direction of the turn enough to keep the flight path coordinated. The Problem with a Yaw is in a stall, it's the Yaw that causes the aircraft to Spin, and in a skidding turn, the aircraft is Yawing pretty significantly to the inside of the turn, or the "low wing". A Yaw in itself is not a problem, but it is a huge problem when the aircraft stalls in a Yaw, especially on a base to final turn at low altitude.
Adverse Effects: Skidding turns reduce the effectiveness of aileron control and can lead to a stall or spin if not corrected promptly.
It's important for pilots to maintain coordinated flight during turns to ensure safe and efficient maneuvering. In coordinated flight, the aircraft's rate of turn matches the rate of sideslip, and the ball in the inclinometer (turn-and-slip indicator or turn coordinator) is centered. This requires coordinated use of ailerons, elevators, and rudder.
The skidding turn usually happens when there is a tailwind on base or the pilot overshoots final for other reasons and banks while also using too much "inside" or "bottom" rudder. The Nose drops, the natural reaction is to pull back to raise the nose and the critical angle of attack is exceeded and a stall/spin occurs. The stall/spin happens very quickly due to the lower wing being Pulled down and back because of the increased drag.
When in doubt, unload the wing and just go around and try again.
