Aviation knots
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Aviation knots
Yup, knots of the tying kind 
Wondering what wonderous knots people use when tying their aircraft down, and do you have a particular reason for using a particular knot?
What knots are best for load-bearing, ease of tying, ease of release after repetitive strain... that sort of thing??
Wondering what wonderous knots people use when tying their aircraft down, and do you have a particular reason for using a particular knot?
What knots are best for load-bearing, ease of tying, ease of release after repetitive strain... that sort of thing??
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Knots
A Round turn and 2 1/2 hitches (or variants of that) works pretty well. It's about the only one I do for aircraft. Easy to tie, (relatively) easy to undo, doesn't weaken the rope, etc.
Just did a 2 minute google search, and this website had a decent amount of info.
The Most Useful Rope Knots for the Average Person to Know
From what I've seen, most pilots can't tie knots, and just do "If you can't tie knots, tie lots"
DIVOSH!
Just did a 2 minute google search, and this website had a decent amount of info.
The Most Useful Rope Knots for the Average Person to Know
From what I've seen, most pilots can't tie knots, and just do "If you can't tie knots, tie lots"
DIVOSH!
Bugsmasherdriverandjediknite
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I always use a bowline. will take all you can put on it and undo it without dramas. if you have a tail left on the rope when your finished, a couple of half hitches around the rope finishes it off nicely.
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And here was me thinking you meant knots as in speed... 
Anyways, I use the bowline knot and the good old granny knot (or whatever your standard, rubbish knot that you first ever learn to tie is). Plus bows... you gotta tie your shoes somehow.
Anyways, I use the bowline knot and the good old granny knot (or whatever your standard, rubbish knot that you first ever learn to tie is). Plus bows... you gotta tie your shoes somehow.
FWIW, we use inch thick rope that has slightly different characteristics than your average nylon rope. We tie an overhand bite (or an alpine butterfly) halfway up to the tiedown point. Then the free end goes through the tiedown, back through the bite, is tensioned and tied off at the bite with with three half hitches.
It regularly survives gusts up to 100kts and occasionally beyond.
It regularly survives gusts up to 100kts and occasionally beyond.
Last edited by compressor stall; 4th Feb 2009 at 05:43.
Its best use is where you want a knot pulling around 90deg to the line (ie a holding a fallen climber tied into the middle of a rope between two others). In that scenario it has significant advantages over just about every other knot.
However, when the load is pulled parallel to the rope, then the AB's loop performs similarly to other some other knots. This would be the general aircraft tiedown scenario so it's horses for courses whether you use it or not.
My personal favourite though (not for aircraft) is a double headed figure of 8 on a bite - which I did use a lot back from my SRT caving days.
And you bowline aficionados, can you tie one completely one handed?
However, when the load is pulled parallel to the rope, then the AB's loop performs similarly to other some other knots. This would be the general aircraft tiedown scenario so it's horses for courses whether you use it or not.
My personal favourite though (not for aircraft) is a double headed figure of 8 on a bite - which I did use a lot back from my SRT caving days.
And you bowline aficionados, can you tie one completely one handed?
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Round turn and 2 half hitches does the job most of the time. Otherwise as said above a Bowline is good if you don't want it to slip or get tight.
Largest problem I have observed in tying down aircraft is that they leave the rope slack - very slack. May as well not tie it down!
The secret is to how little slack. Tight is often better.
Army procedure used to be pull it tight with one foot on the rope at the ground end - width of boot was the slack - would be less for a low wing.
Largest problem I have observed in tying down aircraft is that they leave the rope slack - very slack. May as well not tie it down!
The secret is to how little slack. Tight is often better.
Army procedure used to be pull it tight with one foot on the rope at the ground end - width of boot was the slack - would be less for a low wing.
I used to cringe when i saw pilots pulling down on the ropes making sure they were nice and tight...........
I used to use a bowline when flying pistons and having to tie down.
I used to use a bowline when flying pistons and having to tie down.
I used to cringe when i saw pilots pulling down on the ropes making sure they were nice and tight...........
It's the older hawser style cotton ropes that swell when wet that shrink, possible straining the wings (equivalent to neg g's) if ties really tight when dry.
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1/ I also use the bowline. I have a tigermoth and it really doesn't like wind, on the ground or in the air.
2/ I have always found after securing the aircraft that some healthy size chocks in front and behind the mains will help stop the aircraft twisting in any big gust, also, The other place I see that people forget to tie all to often is the control's. I always tie the stick hard back and align aircraft with the forecast strong wind direction the night before, helps stop been run over when alseep under the wing.
edit
oh yeah and triple peg if on grass.
regards
Ben
2/ I have always found after securing the aircraft that some healthy size chocks in front and behind the mains will help stop the aircraft twisting in any big gust, also, The other place I see that people forget to tie all to often is the control's. I always tie the stick hard back and align aircraft with the forecast strong wind direction the night before, helps stop been run over when alseep under the wing.
edit
oh yeah and triple peg if on grass.
regards
Ben
No its because the ropes are not meant to be tight or loose just half way in between therefore not placing stress upon the airframe but preventing it from being blown away in a wind gust/willy willy etc.
You used to see fellas at places like JT using the ole truckies hitch getting their back right into it..........
You used to see fellas at places like JT using the ole truckies hitch getting their back right into it..........
I always tie the stick hard back and align aircraft with the forecast strong wind direction
Have a look at how most factory control locks place the elevator!
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Hi there,
With the limited notes on the Tiger (most have not even seen a takeoff and landing chart) and been a tail drager, what would you suggest? I am always open to any ideas that will see me through a bad situation (if i am dumb enough to put myself there, i guess we can all expect a blonde moment and if we don;t we are not following the golden rule, be prepared.)
thanks in advance
Ben
ps stick hard back = stall
pps Stall = loss of lift
With the limited notes on the Tiger (most have not even seen a takeoff and landing chart) and been a tail drager, what would you suggest? I am always open to any ideas that will see me through a bad situation (if i am dumb enough to put myself there, i guess we can all expect a blonde moment and if we don;t we are not following the golden rule, be prepared.)
thanks in advance
Ben
ps stick hard back = stall
pps Stall = loss of lift