3. Once confirming that the glider has released and cleared, the tow pilot should clear the airspace to the left and start
a medium bank, descending left turn.
Glider release.
Pilot clears right and
then turns right 90°.
Glider continues away, tow
pilot clears left, and turns left.
Figure 12-8. Aerotow release.
If the glider pilot releases with slack in the tow line, the tow pilot might not detect the release. The tow pilot should only
begin a left turn and initiate a descent after observing and confirming the release of the tow line. If there any doubt exists
regarding release status, the tow pilot should continue the tow and confirm the release via radio or visually.
Descent, Approach, & Landing
Descent
During the descent, a tow pilot should exercise proper engine management. Good engine conservation practices include
both a gradual power reduction and conservative descent airspeeds. Studies indicate that high airspeed may affect the
engine more than power reduction. The pilot can use a steep spiral, full flaps, or slipping turns to obtain a suitable rate
of descent while reducing power in increments and without a large increase in airspeed. Closing cowl flaps, if equipped,
further slows the rate of engine cooling. Each airplane model requires slightly different techniques to keep the engine from
cooling too quickly while descending.
Descent and descending flight attitudes increase the potential of a mid-air collision. The tow pilot should consider
developing and using specific descent corridors that avoid other glider and powered traffic.
Approach & Landing
A 200-foot tow line hangs down behind the tow plane at a 30- to 40-degree angle. The tow pilot should adjust the altitude
of the tow plane to ensure the tow line does not strike obstructions close to the ground.
The tow pilot should know or receive a briefing regarding the location of obstructions around the airport, especially
obstructions on the approach end of the runway planned for use. Briefings should include a minimum above ground level
(AGL) obstruction crossing height and any factors that may influence altitude judgment, such as visual illusions or other
airport distractions.
Regulation does not prohibit landing with the tow line attached; however, the tow pilot should consider the following:
1. Clearing obstructions by more than the tow line length as indicated on the altimeter accounts for instrument lag.
2. Landing with the tow line attached should not occur unless using a field at least 2,500 feet in length with clear
approaches.
3. Dragging the tow line on a turf field usually does not cause excessive abrasion. Abrasion from hard ground or paved
runways invites early tow line failure.
If releasing the tow line before landing, the pilot normally drops the tow line near the glider launch area during a short
approach to the runway. The tow line drop area should have defined dimensions. Ground personnel should receive a
drop area briefing before the operation takes place and stay clear of the drop area during towing operations. If seeing an
individual in the drop area, the tow pilot should go-around without dropping the tow line.
Cross-Country Aerotow
A safe and successful cross-country tow requires planning. The tow pilot should plan for the maximum fuel consumption
for the tow plane used. The pilot should study the route of flight on sectional charts, plan for any potential diversion, and
comply with any airspace requirements.
Figure 12-9. Cross-country tow.
Since a tow line break can occur without notice, the tow pilot should plan the route over terrain suitable for a glider landing.
The tow pilot should consider the physical and mental readiness of both pilots to take the flight. On a particularly long
flight, the pilots can plan for rest stops along the way. Both pilots should remain hydrated and have a relief system, if
needed. Appropriate use of aircraft trim helps keep the flight within the maximum tow speed of the glider and helps reduce
pilot fatigue.
Two-way radio provides for essential communication between the glider and the tow plane during cross-country tows. The
pilots should ensure portable radios (if used) or glider batteries have a sufficient charge prior to the flight and conduct a
radio check as part of pre-flight activities. [Figure 12-9]
Figure 12-9. On a cross-country tow, the tow pilot and glider pilot should have two-way communication using either panel mounted or
portable radios.
Emergencies
Takeoff Emergencies
Development of an emergency plan ensures successful emergency management. Before the tow and as stated previously,
the pilots should select an emergency release point somewhere along the takeoff runway. This release point should leave
sufficient room for the glider to land straight ahead, using normal stopping techniques, in the event conditions prevent a
safe takeoff with the glider in tow.
During the takeoff and initial climb out, the pilots should remember that position and altitude determine their actions in
any low-altitude emergency.
Tow Plane Power Failure on the Runway during Takeoff Roll
The following plan applies in the event the tow plane has a power failure on the runway during the takeoff roll:
• Either pilot should release, and the glider should maneuver to the right side of the runway, if possible.
• The tow plane should maneuver to the left of the runway if space permits. An individual airfield layout and obstacles
might dictate an alternate procedure, and the pilots should plan to follow any alternate plan in effect.
• The tow pilot should survey the abort area carefully and know if and where the airplane can roll off the runway
(grass or taxiway) without creating a hazard.
• The glider usually lifts off before the tow plane, and the tow pilot should give the glider as much space as possible
to land and brake to a stop on the remaining runway.
• The tow pilot should know the stopping characteristics of the glider. Some models have very effective brakes and
others do not.
Glider Releases during Takeoff with Tow Plane Operation Normal
The pilot of the tow plane should continue the takeoff to eliminate risk of collision with the glider.
Tow Plane Power Failure while below 200 Feet AGL
Because of airport obstructions near the airport, limited options may exist for a tow plane land out. The pilot of either or
both aircraft will normally release to provide landing options for both aircraft. The tow pilot could make slight turns or
land straight ahead. Since the tow plane requires considerably more altitude to return to the field in the event of a power
failure, the tow pilot should have a specific plan in mind that includes pre-selected landing areas for each runway. Tow
pilots should discuss these options during pilot briefings or safety meetings.
Glider Climbs Excessively High during Takeoff
A glider climbing excessively high during takeoff will lift the tail of the tow plane. Should this happen, the application of
full-up elevator on the tow plane may not prevent an accident. The tow pilot should pull the release handle immediately
to regain control of the tow plane. Any time the glider pulls the nose of the tow plane to a dangerously high or low pitch
attitude, the tow pilot should pull the release. An excessively high glider position could jam a Schweizer tow hitch release
mechanism.
Airborne Emergencies
Glider Release Failure
If the pilot of the glider cannot release, the glider pilot should inform the tow pilot by means of the aircraft radio or with
the following airborne signal. The glider will move out to the left side of the tow plane and rock its wings. [Figure 12-10]
The tow pilot should wait a few seconds to ensure the wing rocking signals a release failure. Once the tow pilot determines
the glider cannot release, the tow plane should return to the airfield and release the glider at a safe altitude over the field.
Glider cannot release
Glider moves to left side of towplane and rocks wings
Figure 12-10. Glider release failure.
Neither the Tow Plane or Glider Can Release
The pilot of the tow plane informs the pilot of the glider by aircraft radio or airborne signal of this rare occurrence. The tow
pilot signals by yawing the tail of the tow plane.
The tow pilot expects the glider to move to the low tow position. Then the tow plane should begin a slow descent toward an
airfield of suitable length. The tow pilot flies a wide pattern with a long final approach and sets up a stabilized and gradual
200 to 300 foot per minute descent. The tow pilot should plan on landing long to
allow sufficient altitude for the glider to avoid obstacles on short final.
The glider in the low tow position should land first and the glider pilot should not apply brakes until after the tow plane
touches down. The tow pilot should apply brakes gently or not at all to leave room for the glider to stop.
While not well defined in soaring literature as discussed in Chapter 8, Abnormal & Emergency Procedures, some glider
pilots may attempt to break the tow rope rather than land behind the tow plane. If the glider does attempt to break the rope,
the tow pilot maintains the tow plane in a straight and level attitude to reduce the total forces acting on the tow plane.
Glider Problem
The tow pilot might notice the glider has a problem not yet known to the glider pilot. The most common example involves
unintended deployment of the glider spoilers as the glider accelerates on takeoff. The tow pilot can inform the glider pilot
via radio or visual signal. The tow pilot waggles or fans the rudder when reaching a safe altitude as the visual signal for
“Glider Problem.”
Immediate Release
The tow pilot rocks the tow plane wings to indicate the glider pilot should release immediately. This might occur during a
critical tow plane emergency such as engine-failure or fire. [Figure 12-11]
Glider: Release immediately
Towplane rocks wings
Figure 12-11. The towplane indicates the glider pilot should release immediately.
Chapter Summary
The duties and perspectives of a tow pilot differ from those of a glider pilot. However, both pilots have a regulatory
responsibility for the safe execution of an agreed to aerotow operation, and both pilots should communicate and cooperate
to ensure the safety of both aircraft during an aerotow. Having two-way radio makes communication easier, but no legal
requirement exists for it, and pilots may use appropriate visual signals. The tow pilot should maneuver the tow plane
accounting for glider characteristics and any glider speed limitations. An aerotow should not preclude the glider from
returning to the airport due to wind conditions at release and not put either aircraft in conflict with other aircraft. Each pilot
should know the standard procedures for potential emergencies. The tow pilot should manage post-release return to the
airport to prevent shock cooling of the tow plane engine. For any long-distance tow such as might occur after a recovery
from an airport after a cross-country, both pilots should have the mental and physical readiness to conduct the flight safely.