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

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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.