Tying down aircraft
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Tying down aircraft
Is there any rule of thumb around tying down an aircraft overnight, I wasn't taught anything on the PPL and wondered if anyone had any thoughts/experiences or are there any references. I've googled it and can find a million tie down kits but no advice..
Obviously if there are storms expected then it would be prudent to hangar/tie down - do people generally tie aircraft down if leaving outside for a couple of days or not bother unless strong winds are forecasted and what would be classed as a strong wind?
Aircraft is PA28..
Obviously if there are storms expected then it would be prudent to hangar/tie down - do people generally tie aircraft down if leaving outside for a couple of days or not bother unless strong winds are forecasted and what would be classed as a strong wind?
Aircraft is PA28..
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If its YOUR aircraft...its funny how you tie it down every night.
You believe the forcasts?
Tie it down if you want to be assured it will be there and in one piece when you return.
Additionally locking the controls is extremely prudent...even if its with a seatbelt.
You believe the forcasts?
Tie it down if you want to be assured it will be there and in one piece when you return.
Additionally locking the controls is extremely prudent...even if its with a seatbelt.
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What always makes me laugh is when you see people tying their beloved investments to a block of concrete or a stack of concreted tyres.
The wing is designed to lift far more than a concrete block and a few tyres!!!!! There was an incident where an aircraft took off with one still attached - shows their worth. (Newcastle rings a bell somewhere!)
Personnally, always tied mine down at the end of the day. Tightly, with a good knot. Never really thought too much about the tightness - some people advocate a loose tie down others get it as tight as possible. Always liked a little bit of flex!
The wing is designed to lift far more than a concrete block and a few tyres!!!!! There was an incident where an aircraft took off with one still attached - shows their worth. (Newcastle rings a bell somewhere!)
Personnally, always tied mine down at the end of the day. Tightly, with a good knot. Never really thought too much about the tightness - some people advocate a loose tie down others get it as tight as possible. Always liked a little bit of flex!
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Tail into wind or not? Tailwheel v nosewheel? Elevator/Stabilator up or down?
Today 17:40
Today 17:40
Just make sure the controls are locked as Privateer says.
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Keep the tie downs loose. If you use those corkscrew pegs & the rope is taught you will find that any movement will make the corkscrew looser in the ground & if a big gust comes along it would not be strong enough to stay in. As said by others the control lock is very important. In really extremes tie the nose wheel down.
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Tie Downs
I always teach my students to tie down the aircraft after every flight even if I know if it is being used again that day. The way I see it is that you are responsible for that aircraft and you must do everything to make sure it is safe. It gives you peace of mind that you did everything in your power to make sure it would be ok!!
Also, some friends of mine borrowed a brand new C172 G1000 with 100 hours on it, went to Atlanta, went out for dinner and when they came back the ground crew were sweeping it up with a dust pan and brush after a freak storm!
It's better to be safe than sorry!
Also, some friends of mine borrowed a brand new C172 G1000 with 100 hours on it, went to Atlanta, went out for dinner and when they came back the ground crew were sweeping it up with a dust pan and brush after a freak storm!
It's better to be safe than sorry!
You can tie the aircraft down to really good ground anchors, using steel cable, but sometimes it just ain't good enough. 
Picasa Albums Web - Barbara - an2
Picasa Albums Web - Barbara - an2
Last edited by Piper.Classique; 28th Jan 2009 at 06:27. Reason: direct link added
A little less conversation,
a little more aviation...
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Depending on the aircraft type, and the severity of the forecast winds, attaching surprisingly small cross-section wooden strips to the upper side of the wing can act effectively to destroy the lift the winds would otherwise generate, thus reducing the strain on any tie-downs. I've seen some rather cunning wing covers which have padded lift destroying features on the upper side to achieve the same effect.
The other tip is that having secured your own aircraft, have a damn good look at how well everything else parked in the general area is tied down - nothing worse than returning to your stoutly secured aircraft to find someone else's pride and joy has been blown on top of it.
The other tip is that having secured your own aircraft, have a damn good look at how well everything else parked in the general area is tied down - nothing worse than returning to your stoutly secured aircraft to find someone else's pride and joy has been blown on top of it.
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Some older Cessna publications state that to be effective, the tiedown must have a tensile capacity of 700 pounds. This means that the rope or strap must have that capacity, which is reasonable to expect from anything 3/8" or more, and the attachment to the ground is at least that firm. Mi opinion of "doggy tiedowns" is very poor. I have seen many airplanes lying on their backs with ropes and doggie tiedowns still attached by ropes. I would only use them as a last resort. I disagree that ropes should be slack. If they have to be slack to not pull out the anchors, the anchors are inadequate. If you're piling concrete blocks, or other mass, make it at least 700 pounds. A 5 gallon pail filled with concrete is hardly enough. Think of it this way; could you hold the plane down in the big wind? How much do you weigh? If you can lift the tiedown block, forget it!
Tie only to tiedown points provided for that purpose - not around propellers, wingstruts, oleos etc.
If at all possible, park the plane into the wind you expect.
If you are going to secure the controls (which is good), secure them at the control surface if possible, not at the cockpit control. You don't want the forces applied to the flight control, being applied right through the whole control system. Control system damage is very hard to detect!
Be very sure all contol locks and plugs are very conspicuous!
Ask the person providing the aircraft to you, how they would like it tied down!
Pilot DAR
Tie only to tiedown points provided for that purpose - not around propellers, wingstruts, oleos etc.
If at all possible, park the plane into the wind you expect.
If you are going to secure the controls (which is good), secure them at the control surface if possible, not at the cockpit control. You don't want the forces applied to the flight control, being applied right through the whole control system. Control system damage is very hard to detect!
Be very sure all contol locks and plugs are very conspicuous!
Ask the person providing the aircraft to you, how they would like it tied down!
Pilot DAR
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When leaving a light aircraft parked outside for any length of time I always tie them down.
I always tie them down as tight as I can pull the rope and make sure the knots will not slip.
Leaving any slack in the ropes will only allow the airplane to move and may eventually break something.
I always tie them down as tight as I can pull the rope and make sure the knots will not slip.
Leaving any slack in the ropes will only allow the airplane to move and may eventually break something.
Like Chuck, I use a taut rope or webbing strap to secure an aircraft. Tying down an object is the same whether it's a load on the back of a truck, a structure to the ground or an aircraft on the apron. The goal is to 'weld' the object to the supporting surface and not to give it leeway to buck around in gusts or whatever. Ideally, an aircraft should also point into the expected wind. If it doesn't then there will be aerodynamic loads that will try to weathercock it.
The type of knot used makes a difference. I've lost track of the number of times I've seen people use what are effectively slip knots that aren't cinched tight against the bight. It's common in the SE USA for two widely separated single half hitches to be tied half way down the rope. Damned if I know why they bother. It's about as secure as wrapping a horse's reins a couple of times around a hitching post. If the two half hitches were tied against each other to make them lock and at the bight so the standing end can't be pulled through it would be reasonable, but the knot in use barely qualifies as a 'knot'.
Additionally, you should chock the wheels and use gust locks (at the surface if possible, as suggested by another contributor to this thread. If strong wings are expected, consider using spoilers on the upper surface of the wings. Mind you, if it's expected to get that bad, I'd be looking for hangar space or ferrying away if possible.
The type of knot used makes a difference. I've lost track of the number of times I've seen people use what are effectively slip knots that aren't cinched tight against the bight. It's common in the SE USA for two widely separated single half hitches to be tied half way down the rope. Damned if I know why they bother. It's about as secure as wrapping a horse's reins a couple of times around a hitching post. If the two half hitches were tied against each other to make them lock and at the bight so the standing end can't be pulled through it would be reasonable, but the knot in use barely qualifies as a 'knot'.
Additionally, you should chock the wheels and use gust locks (at the surface if possible, as suggested by another contributor to this thread. If strong wings are expected, consider using spoilers on the upper surface of the wings. Mind you, if it's expected to get that bad, I'd be looking for hangar space or ferrying away if possible.
Last edited by Tinstaafl; 28th Jan 2009 at 03:55.
I use a truckie hitch (aka power cinch, haymaker's hitch or harvester's hitch) when i'm using rope and think I need to really ensure the aircraft is secure. It forms a pully from the rope so getting adequate tension isn't an issue. Use a doubled or tripled hitch and you could pull the tie-down rings out of the aeroplane.
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If you have a cowl and cabin cover its worth making sure the ends of the straps are securely tucked away (its amazing how efficient the end of a flapping strap is in removing your expensive paint job)
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Highwayman's hitch
Hi Tinstaafl,
"truckie hitch, power cinch, haymaker's hitch or harvester's hitch"
Are these the same as the highwayman's hitch? (So named because it was supposed to have been used by highwaymen to make a quick getaway after robbing wealthy stage coach passengers ).
In the highwayman's hitch there are two lengths of rope extending down from the knot. One is tight and goes to the tie down ring in the ground, the other is a loose end that can be pulled smartly to release the knot.
I must say, I have often wondered why the highwayman's hitch is not used for tie downs.
Broomstick.
"truckie hitch, power cinch, haymaker's hitch or harvester's hitch"
Are these the same as the highwayman's hitch? (So named because it was supposed to have been used by highwaymen to make a quick getaway after robbing wealthy stage coach passengers ).
In the highwayman's hitch there are two lengths of rope extending down from the knot. One is tight and goes to the tie down ring in the ground, the other is a loose end that can be pulled smartly to release the knot.
I must say, I have often wondered why the highwayman's hitch is not used for tie downs.
Broomstick.
Moderator
I can't resist, the AN-2 reminded me of a story from my notes:
During my latter high school days, one of my classmate’s father very kindly allowed me the use of his Cessna 172 every Sunday. It was their family preference to follow their spiritual path on Sundays, and this did not involve the use of the plane. In his kindness, father thought that I would enjoy the use of the aircraft those days, and I certainly did!
The plane had been kept at the owner’s home, but the 900 foot runway was a little less than he (or most other pilots) could safely handle, and the plane had come to some harm there as a result. It was thus moved a few miles away, and kept tied down at a local grass runway which was everything that a 172 could want. The residents at that farm, though not aviators, certainly made every effort to help, and came to rely on me for aircraft matters. I became the sort of caretaker of the plane, always willing to do what I could to keep things in order to repay the generosity.
The only other aircraft to reside at that runway, was a Seabee, which I never saw fly, and whose owner I never met. It was tied down several hundred feet away, across the “apron” such as it was, with it's tail into the prevailing wind direction. Both planes were tied down to stacks of patio stones, (whose total weight I would estimate at a few hundred pounds), around which ropes had been tied Flintstone’s style. Nobody had ever bothered to actually hammer in metal stakes to make proper tiedowns. It seemed to work, for a while…
Early one morning, the lady of the farm phoned me, and with a very upset tone, stuttered out “the planes blew into each other over night, come and do something!” Uh oh, I was the last one to tie down the 172 with it's nose into the prevailing wind direction, facing the Seabee across the apron. I thought "those Seabees are pretty dense, so if a plane was blowing around, it must somehow be my fault". Needless to say, school had to wait…
I arrived on scene to find the 172 exactly as I had left it, with the only difference being the Seabee shadowing it! The two planes were nose to nose, at ninety degrees to each other, and the Seabee wing was right over the 172 wing, without having touched it at all! The only contact was the tiedown rope of the Seabee wing, which still had the pile of patio stones attached, now took a path from the Seabee wing tiedown fitting, over the trailing edge of the 172 aileron, and straight down from there to the now swinging stack of patio stones! There was a crease in the trailing edge of the aileron, but with the weight of those concrete slabs, I was amazed that the aileron was not completely folded into the rear spar. Luckily the rope passed very close to a hinge, where the aileron was strongest. What a relief! I had not failed the 172 and it’s owner!
The Seabee, on the other hand was in rough shape. It had obviously cartwheeled across the apron, as both wingtip floats were torn off, the wing tips curled up, and the rudder and aft fuselage damaged. The fact that the wing tip float was gone by the time it got to the 172 saved the day, as it would have really hurt the Cessna wing of it had hit.
After great effort cutting and untying tiedown ropes, and moving the 172 bit by bit, I got it out from under the Seabee, and made it a new home a safe distance away, with many more patio stones this time. With some delicate bending, I got the aileron looking pretty presentable. I retied the Seabee's patio stones, lest it come to even more harm.
The 172 received the required inspection to assure that the aileron control system had not come to harm, and it was fine. The Seabee sat there for some time in it’s damaged state, with my knots in the tiedown rope, and then one day was gone. It sure did not fly out!
During my latter high school days, one of my classmate’s father very kindly allowed me the use of his Cessna 172 every Sunday. It was their family preference to follow their spiritual path on Sundays, and this did not involve the use of the plane. In his kindness, father thought that I would enjoy the use of the aircraft those days, and I certainly did!
The plane had been kept at the owner’s home, but the 900 foot runway was a little less than he (or most other pilots) could safely handle, and the plane had come to some harm there as a result. It was thus moved a few miles away, and kept tied down at a local grass runway which was everything that a 172 could want. The residents at that farm, though not aviators, certainly made every effort to help, and came to rely on me for aircraft matters. I became the sort of caretaker of the plane, always willing to do what I could to keep things in order to repay the generosity.
The only other aircraft to reside at that runway, was a Seabee, which I never saw fly, and whose owner I never met. It was tied down several hundred feet away, across the “apron” such as it was, with it's tail into the prevailing wind direction. Both planes were tied down to stacks of patio stones, (whose total weight I would estimate at a few hundred pounds), around which ropes had been tied Flintstone’s style. Nobody had ever bothered to actually hammer in metal stakes to make proper tiedowns. It seemed to work, for a while…
Early one morning, the lady of the farm phoned me, and with a very upset tone, stuttered out “the planes blew into each other over night, come and do something!” Uh oh, I was the last one to tie down the 172 with it's nose into the prevailing wind direction, facing the Seabee across the apron. I thought "those Seabees are pretty dense, so if a plane was blowing around, it must somehow be my fault". Needless to say, school had to wait…
I arrived on scene to find the 172 exactly as I had left it, with the only difference being the Seabee shadowing it! The two planes were nose to nose, at ninety degrees to each other, and the Seabee wing was right over the 172 wing, without having touched it at all! The only contact was the tiedown rope of the Seabee wing, which still had the pile of patio stones attached, now took a path from the Seabee wing tiedown fitting, over the trailing edge of the 172 aileron, and straight down from there to the now swinging stack of patio stones! There was a crease in the trailing edge of the aileron, but with the weight of those concrete slabs, I was amazed that the aileron was not completely folded into the rear spar. Luckily the rope passed very close to a hinge, where the aileron was strongest. What a relief! I had not failed the 172 and it’s owner!
The Seabee, on the other hand was in rough shape. It had obviously cartwheeled across the apron, as both wingtip floats were torn off, the wing tips curled up, and the rudder and aft fuselage damaged. The fact that the wing tip float was gone by the time it got to the 172 saved the day, as it would have really hurt the Cessna wing of it had hit.
After great effort cutting and untying tiedown ropes, and moving the 172 bit by bit, I got it out from under the Seabee, and made it a new home a safe distance away, with many more patio stones this time. With some delicate bending, I got the aileron looking pretty presentable. I retied the Seabee's patio stones, lest it come to even more harm.
The 172 received the required inspection to assure that the aileron control system had not come to harm, and it was fine. The Seabee sat there for some time in it’s damaged state, with my knots in the tiedown rope, and then one day was gone. It sure did not fly out!
Ah Yes, the 5 gallon cement filled container. One of my favorite C-150s had the tail tied down to same and all went well for many years until a strong North wind came up. I hear there was at least one husky fella hanging on the tail to no avail
As for knots, I use the Taut-line aka. Midshipman's Hitch, viz: Taut-line hitch - Wikipedia, the free encyclopedia
This is not a knot for slick polypropelene ropes. Braided nylon will stand up to a few years of sunlight and provide a little give.
And yes, it helps to have the tail of a nosedragger placed so that it will not be exposed to the wind.
As for knots, I use the Taut-line aka. Midshipman's Hitch, viz: Taut-line hitch - Wikipedia, the free encyclopedia
This is not a knot for slick polypropelene ropes. Braided nylon will stand up to a few years of sunlight and provide a little give.
And yes, it helps to have the tail of a nosedragger placed so that it will not be exposed to the wind.