Nose Wheel Tie-Down

[JJ Campbell]

My airport has a 2-year waiting list for hangers and no grass tie-downs - only hard surface. I'm worried about the occasional high-wind situation raising the nose of my LSA P92 Eaglet and causing a tail strike. I will use a bungie cord to tie the control stick forward but even with that, my CFI tells me she has first-hand experience with wind induced tail damage while the LSA aircraft was tied down.

She suggested a tire filled with concrete to tie the front wheel down. Airport management won't allow that. However, I was thinking that they may not object to a pair of dumbbells lying on the tie-down surface. Would this work? If yes, how much weight would I need? I have a pair of 15 pounders lying around the house but I doubt that 30 lbs. would be enough.

[drseti]

If wind is consistently from a particular direction on your airport, bungee the stick all the way back, and find a tie down location that lets you put your tail into the wind.

[drseti]

Another trick is to position the plane in the tiedown, with the tail tiedown ring directly above the pavement anchor. Place a tire flat on the ground (no concrete required), surrounding the anchor. Bring the rope or chain up through the tire, and secure it to the tail tiedown ring as usual. That way, if the tail does come down, it will strike rubber, not pavement.

This requires no airport permission, since you're not modifying anything - and it's completely portable (you can throw the tire in the baggage compartment, and use it elsewhere, when on a trip).

[JJ Campbell]

If wind is consistently from a particular direction on your airport, bungee the stick all the way back, and find a tie down location that lets you put your tail into the wind.

I would say that consistency is not a hallmark of the weather. Overall, would it not be better to tie the stick forward so that the wind would either push the nose down if coming towards the plane or if coming from behind would at least have the elevator as an impediment to lifting the tail?

[JJ Campbell]

Another trick is to position the plane in the tiedown, with the tail tiedown ring directly above the pavement anchor. Place a tire flat on the ground (no concrete required), surrounding the anchor. Bring the rope or chain up through the tire, and secure it to the tail tiedown ring as usual. That way, if the tail does come down, it will strike rubber, not pavement.

This requires no airport permission, since you're not modifying anything - and it's completely portable (you can throw the tire in the baggage compartment, and use it elsewhere, when on a trip).

You're suggesting an aircraft tire not a car tire? An a/c tire would probably be ok with management. I think they would find an auto tire too unsightly.

[drseti]

You're suggesting an aircraft tire not a car tire?

Absolutely.

[drseti]

Overall, would it not be better to tie the stick forward so that the wind would either push the nose down if coming towards the plane or if coming from behind would at least have the elevator as an impediment to lifting the tail?

In the case of variable winds, it's actually best to tie the stick for neutral elevator. With stick full forward, a headwind would produce maximum tail uplift, driving the nosewheel into the ground - not good!

[JJ Campbell]

In the case of variable winds, it's actually best to tie the stick for neutral elevator. With stick full forward, a headwind would produce maximum tail uplift, driving the nosewheel into the ground - not good!

Pushing the nose wheel down is the goal as it prevents a tail strike. No?

[3Dreaming]

Here is a post I made on another forum regarding tying down. I added "slightly forward of" before neutral in the first sentence. I agree that running the tail rope through an aircraft tire would be a descent solution in case the tail does get pushed down. It is the banging against the solid ground that does damage, and the tire should provide some cushion.

Personally I would prefer to have the controls locked solid either slightly forward of neutral or forward. To me the stress on the system with it locked solid is better than having the bungee stretch and then letting it slam back against the control stop.

Tying back with the seat belt is better than nothing, but tying forward is better than tying back, here's why. With the controls tied back and you get a wind from the tail, it will try and lift the tail and the wind will get under the airplane and flip it over. If the wind is from the front the tail goes down increasing the angle of attack and the lift being produced, and the airplane tries to fly. If the tail is tied forward a wind from the back pushes the tail down, and hits the top of the wing and the airplane stays put. If the wind comes from the front it will raise the tail decreasing the angle of attack and the airplane stays put. With extreme winds all bets are off.

[drseti]

Pushing the nose wheel down is the goal as it prevents a tail strike. No?

If your sole goal is to prevent a tail strike, then yes, pushing the nosewheel down would do that. But, my goal is to prevent aircraft damage. With most tricycle gear LSAs, the nosewheel assembly is rather flimsy (which is why we emphasize modified taildragger landings, planting the mains and keeping the nosewheel off as long as possible). Overstressed nosewheels can lead to collapsed nosewheels, which are a major cause of prop strikes. This is why I like to lock the controls neutral (or as Tom suggests, maybe slightly forward of neutral).

[snaproll]

Greetings all... when I had my Remos, I was forced to tie down outside for 60 days while hangars were being rehabbed. Parking outside during Santa Ana winds presented a challenge due to the typical LSA flimsy nose gear (thanks Paul). I ended up constructing a tripod to bolt to the tail skid area and tied down the tail leaving the Remos level during the high winds. Worked well and did not over stress the aircraft during 70 mph winds. Don