I just read the AOPA ePilot Flight Training Edition -- Vol. 4, Issue 4 from

rope "gives" when jerked... chains don't give..

a little slack in chains can cause the wing to jerk when the chain looses
the slack which can damage where the tie down attaches to the wing

ropes give a little, like a bungee hitting the limit..

depending on how the tie down is attached to the wing.. don't trust Cessna
slots that slip into the strut and hide when flying..

BT

"Roger Bartholomee" wrote in message
...
I just read the AOPA ePilot Flight Training Edition -- Vol. 4, Issue 4
from
January and under Training Tips and they reference "The Tiedowns that
Bind"
from the October 2000 AOPA Flight Training.

See: http://www.aopa.org/members/ftmag/ar...m?article=3811

The author says "It's important to leave a little slack in each line,
especially if you are expecting gusty wind conditions. Slack will allow
the
airplane to move a little. Without any slack, a strong gust could damage
the
airframe." I have always kept mine tight so the plane can't move around.
My feeling is the slack will allow the plane to move and then jerk to a
stop. Does anyone know the proper method and the reason?

Roger @ MD43 C150E

BTIZ wrote:

. don't trust Cessna slots that slip into the strut and hide when flying..

Why? Have there been owners you know who experienced failures of these
types of slots?

--
Peter







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Lets just say I've seen more than one Cessna flipped onto its back when tie
downs failed in high winds.. But Pipers seem to stay upright.

3 of the 5 I recall right now had at least one wing tie down fail, and they
were the type that are spring loaded and slip into the wing strut like the
C-177 type.

It is recommended by many, that when high winds are expected, to bring the
rope up over the strut, around and through the tie down eye, back around the
top of the strut again and the tie the rope with proper "truckers hitch" or
hurricane hitches. Continue the free end down the rope and secure it to
prevent it from flailing against the aircraft.

BT

"Peter R." wrote in message
...
BTIZ wrote:

. don't trust Cessna slots that slip into the strut and hide when
flying..

Why? Have there been owners you know who experienced failures of these
types of slots?

--
Peter







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News==----
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Newsgroups
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BTIZ wrote:

Lets just say I've seen more than one Cessna flipped onto its back when tie
downs failed in high winds.. But Pipers seem to stay upright.

I wondered about this.

I found that taxing a low wing is much easier to handle in high winds
situation. Is it because the CG is lower to the ground?

After all, the weight of the fuel is lower to the ground over the
wheels, thus harder to tip over?

Allen

Allen

Lets just say I've seen more than one Cessna flipped onto its back when tie
downs failed in high winds.. But Pipers seem to stay upright.

I wondered about this.

I found that taxing a low wing is much easier to handle in high winds
situation. Is it because the CG is lower to the ground?

After all, the weight of the fuel is lower to the ground over the
wheels, thus harder to tip over?

A little too simplified. Low wing airplanes get blown over in high
winds as do high wing airplanes. Dihedral, direction and force of the
wing, width of the landing gear all play a role.

When taxiing, holding appropriate aileron and elevator deflection
makes a big difference. Doing it wrong on an extremely windy or gusty
day, combined with misue of the brakes which gets the airplane
rocking, can ruin things for you in almost any light airplane.

All the best,
Rick

Plus the wind is less the closerit is to the ground because of friction.

Roger @ MD43 C150E


"Rick Durden" wrote in message
m...
Allen

Lets just say I've seen more than one Cessna flipped onto its back
when tie
downs failed in high winds.. But Pipers seem to stay upright.

I wondered about this.

I found that taxing a low wing is much easier to handle in high winds
situation. Is it because the CG is lower to the ground?

After all, the weight of the fuel is lower to the ground over the
wheels, thus harder to tip over?

A little too simplified. Low wing airplanes get blown over in high
winds as do high wing airplanes. Dihedral, direction and force of the
wing, width of the landing gear all play a role.

When taxiing, holding appropriate aileron and elevator deflection
makes a big difference. Doing it wrong on an extremely windy or gusty
day, combined with misue of the brakes which gets the airplane
rocking, can ruin things for you in almost any light airplane.

All the best,
Rick

I agree. Low wings ought to be taxed out of existence.

{;-)


Jim (manly high winger)

that's MANLY, not mainly.
-



Jim Weir (A&P/IA, CFI, & other good alphabet soup)
VP Eng RST Pres. Cyberchapter EAA Tech. Counselor
http://www.rst-engr.com

A Lieberman wrote in message ...

I found that taxing a low wing is much easier to handle in high winds
situation. Is it because the CG is lower to the ground?

After all, the weight of the fuel is lower to the ground over the
wheels, thus harder to tip over?


Lower CG is part of it. The weight of not only the fuel, but the
wing spar and internal structure significantly contributes to the
lower CG. The other part is that the gear stance is usually wider on
a low wing, since it is often attached to the wing spar instead of the
fuselage. The triangle formed by the nose, left and right wheel is
wider and less prone to tip to one side or the other.

John Galban=====N4BQ (PA28-180)

"John Galban" wrote in message
om...
A Lieberman wrote in message
...

I found that taxing a low wing is much easier to handle in high winds
situation. Is it because the CG is lower to the ground?

After all, the weight of the fuel is lower to the ground over the
wheels, thus harder to tip over?


Lower CG is part of it. The weight of not only the fuel, but the
wing spar and internal structure significantly contributes to the
lower CG. The other part is that the gear stance is usually wider on
a low wing, since it is often attached to the wing spar instead of the
fuselage. The triangle formed by the nose, left and right wheel is
wider and less prone to tip to one side or the other.

For a low center of gravity, consider the Rockwell JetProp (now Twin
Commander) when the bottom of the fusalage is only nine inches off the
pavement. This can make the body act like an air dam for crosswind taxiing.

Although all planes differ, the general answer is... yes.

Lot of factors here, but the wing being lower, helps..center
of gravity is lower, and the main gear stance is wider , not being
confined to mounting on the fuselage.

I remember a landing a Comanche in a X-wind..(no cross rny-
BTW, landings are mandatory) that would have sent our Cessna end over
end.

3rd attempt, right foot in the firewall.. I would have been
plain dumb to try this with a 182..

I have some time on a Warrior, - short, sturdy wide spaced
gear.. Worked well in x-winds, but the rudder on the Comanche seemed
to be more effective in the slip...

Cheers!

Dave



on the On Sat, 21 Feb 2004 07:51:29 -0800, A Lieberman
wrote:

BTIZ wrote:

Lets just say I've seen more than one Cessna flipped onto its back when tie
downs failed in high winds.. But Pipers seem to stay upright.

I wondered about this.

I found that taxing a low wing is much easier to handle in high winds
situation. Is it because the CG is lower to the ground?

After all, the weight of the fuel is lower to the ground over the
wheels, thus harder to tip over?

Allen