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

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

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)

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

. 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?

The Bush Pilot guy advocates looping the line around the strut itself.
He thinks it so important that as I recall there are a couple or three
photos in the book showing exactly how to do it.

I have a notion that these piccys are on the net somewhere.

all the best -- Dan Ford
email: (requires authentication)

see the Warbird's Forum at www.warbirdforum.com
and the Piper Cub Forum at www.pipercubforum.com

Peter R. wrote:
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?


Yes. If you really want your plane secure you wrap the tie down around
the strut itself.

"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?

I'm in the camp that says keep the lines tight. Any slack allows
movement, movement is energy, the energy is transmitted into a jerk when the
line comes taut.
Try this: have someone lay on their back, stretch a piece of thread
(ordinary sewing stuff, not upholstery or necklace thread) across the bridge
of their nose pinning it to the floor with your thumbs and ask them to sit
up. Then, allow one inch of slack on either end and have them sit up.

"Casey Wilson" wrote in message
...

snip

Try this: have someone lay on their back, stretch a piece of thread
(ordinary sewing stuff, not upholstery or necklace thread) across the
bridge
of their nose pinning it to the floor with your thumbs and ask them to sit
up. Then, allow one inch of slack on either end and have them sit up.


I tried this with my wife. We couldn't find any thread, so I used kite
string.

We just returned from the emergency room. They said that my eye should open
back up in 3-5 days and the x-rays of her fist showed that it is just
sprained, not broken...

Just wanted to so thanks a helluva lot for your bright idea of an
experiment...


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Chuck wrote:

Just wanted to so thanks a helluva lot for your bright idea of an
experiment...

Don't blame Casey for the fact that you can't follow simple instructions.

George Patterson
A diplomat is a person who can tell you to go to hell in such a way that
you look forward to the trip.

"G.R. Patterson III" wrote in message
...


Chuck wrote:

Just wanted to so thanks a helluva lot for your bright idea of an
experiment...

Don't blame Casey for the fact that you can't follow simple instructions.



But.. he should have had a disclaimer...


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