A new experience

[Andy[_1_]]

I've been towing for quite a few years but had a new experience today.
I was towing a pilot new to the Std Cirrus, and who had never towed on
a CG hook before. I expected an "interesting" ride, but he did fine.
That is until release time. I looked in the mirror to see him pull up
into a hard right turn and thought, there's something wrong here!
Sure enough I looked over my shoulder to see the belly if the Cirrus
and the rope still attached.

I called "release, release, release", as the tail of the Pawnee was
pulled up. The rope back released off the CG hook before the upset
became too significant.

Before I started the launch I had said to him "If you lose sight of
the tow plane you will release". I didn't even think about that after
we had safely climbed the first 500 feet.

As you can image we spoke on the ground about visually verifying rope
release.

Andy

[SoaringXCellence]

This shines a light on the common procedure of pulling up immediately
after pulling the tow release.

In our club the instructors teach that the first action after pulling
the release, is to turn "slightly" to the right while holding altitude
until the rope is clearly seen moving away, only then can the pilot
convert that excess speed into altitude.

It makes a small difference in the pull-up altitude, but avoids the
kind of problem described above.

[Tom[_12_]]

Pulling up, or making an abrupt turn after release is a common error.
The proper procedure when releasing from aerotow, is to operate the
release, verify the rope is disconnected (tow rope is seen to drop and
move away from the glider)
then, and only then, make a turn away from the towplane.

Turning right or left, or towards the gliderport varies from one
country to another.

When turning away from the towplane, it is worthwhile to keep the
towplane in sight to confirm it is using correct separation
procedures.

Incorrect release procedures is just one of the many hazardous
procedures taught and practiced by incorrectly educated pilots. A
briefing on the correct procedure is a worthy topic during club safety
meetings, as well as during BFRs and flight tests.

More information can be found in the book, "Glider Basics From First
Flight To Solo," or "Transition To Gliders"

Tom Knauff
Sign up for free newsletter (lots of safety stuff) at:
www.eglider.org

[kirk.stant]

I had a similar event about a month ago, towing a newly soloed young
pilot in a 2-33. He had requested a pattern tow, so approaching 1000'
agl I was expecting a release - instead felt the tail of my Pawnee
yanked up about 15 degrees, followed by the obvious release by the
glider (while I was reaching for my release!).

After we landed I mentioned to the young pilot that his release had
been a "bit unusual". His answer was that he had been taught to do
soft releases by his primary instructor and that he had got a bit too
high before pushing over!

I explained to him that he was not to do "soft releases" behind my
towplane anymore, and we discussed the whole concept of safely
releasing from tow (turns out not all of our instructors teach
incorrect releases, fortunately), and then I went off to find a
certain instructor to have a discussion with.

And it's not just the new pilots who are clueless (either because they
have been taught wrong, or haven't taken the time to think carefully
about the dynamics of aero tow). Many of the experienced pilots
flying their own glass will pull up just prior to release, or soft
release (with a Tost!). Or aggressively turn away, as if they were
about to hit the towplane.

Just a little thought will show that 1. the towplane WILL accelerate
away after release (unless his engine just failed - which is a
different story on teaching aerotow emergencies), and 2. unless you
are being towed by an F-16, you are not going to get a lot of altitude
converting those extra 15 knots - better a careful look around than a
hard pull!

Doesn't say much for the level of airmanship being displayed....

Kirk
66

[Dan[_6_]]

On Dec 27, 8:20*am, "kirk.stant" > wrote:
> I had a similar event about a month ago, towing a newly soloed young
> pilot in a 2-33. *He had requested a pattern tow, so approaching 1000'
> agl I was expecting a release - instead felt the tail of my Pawnee
> yanked up about 15 degrees, followed by the obvious release by the
> glider (while I was reaching for my release!).
>
> After we landed I mentioned to the young pilot that his release had
> been a "bit unusual". *His answer was that he had been taught to do
> soft releases by his primary instructor and that he had got a bit too
> high before pushing over!
>
> I explained to him that he was not to do "soft releases" behind my
> towplane anymore, and we discussed the whole concept of safely
> releasing from tow (turns out not all of our instructors teach
> incorrect releases, fortunately), and then I went off to find a
> certain instructor to have a discussion with.
>
> And it's not just the new pilots who are clueless (either because they
> have been taught wrong, or haven't taken the time to think carefully
> about the dynamics of aero tow). *Many of the experienced pilots
> flying their own glass will pull up just prior to release, or soft
> release (with a Tost!). *Or aggressively turn away, as if they were
> about to hit the towplane.
>
> Just a little thought will show that 1. the towplane WILL accelerate
> away after release (unless his engine just failed - which is a
> different story on teaching aerotow emergencies), and 2. unless you
> are being towed by an F-16, you are not going to get a lot of altitude
> converting those extra 15 knots - better a careful look around than a
> hard pull!
>
> Doesn't say much for the level of airmanship being displayed....
>
> Kirk
> 66

a little trick I was taught years ago is to pull the release twice.
You can really see and feel the difference to be sure you are released
before you pull and turn.

I have used this every release since.

Dan
WO

[Dan[_6_]]

On Dec 26, 6:28*pm, Andy > wrote:
> I've been towing for quite a few years but had a new experience today.
> I was towing a pilot new to the Std Cirrus, and who had never towed on
> a CG hook before. *I expected an "interesting" ride, but he did fine.
> That is until release time. *I looked in the mirror to see him pull up
> into a hard right turn and thought, there's something wrong here!
> Sure enough I looked over my shoulder to see the belly if the Cirrus
> and the rope still attached.
>
> I called "release, release, release", as the tail of the Pawnee was
> pulled up. *The rope back released off the CG hook before the upset
> became too significant.
>
> Before I started the launch I had said to him "If you lose sight of
> the tow plane you will release". I didn't even think about that after
> we had safely climbed the first 500 feet.
>
> As you can image we spoke on the ground about visually verifying rope
> release.
>
> Andy

had the opposite thing happen to me once. I was on tow with a new tow
pilot.
On tow in turbulence the tow pilot felt slack on the rope so he rolled
and pulled down to the left, almost a split S. He reailzed his
mistake and rolled back to the right and climbed back up right in
front of me. I was able to get it all gathered up and get back into
position. I would have released but we he had taken me way out way
too low. We didn't have radios and he didn't respond to my steering
atempts to keep us closer to the airport.
It was an interesting ride and we had a talk after I got back.
I was not the only person to "talk" to him, I never saw him at the
gliderport again.

Dan
WO

[bildan]

On Dec 27, 9:32*am, Dan > wrote:
> On Dec 27, 8:20*am, "kirk.stant" > wrote:
>
>
>
> > I had a similar event about a month ago, towing a newly soloed young
> > pilot in a 2-33. *He had requested a pattern tow, so approaching 1000'
> > agl I was expecting a release - instead felt the tail of my Pawnee
> > yanked up about 15 degrees, followed by the obvious release by the
> > glider (while I was reaching for my release!).
>
> > After we landed I mentioned to the young pilot that his release had
> > been a "bit unusual". *His answer was that he had been taught to do
> > soft releases by his primary instructor and that he had got a bit too
> > high before pushing over!
>
> > I explained to him that he was not to do "soft releases" behind my
> > towplane anymore, and we discussed the whole concept of safely
> > releasing from tow (turns out not all of our instructors teach
> > incorrect releases, fortunately), and then I went off to find a
> > certain instructor to have a discussion with.
>
> > And it's not just the new pilots who are clueless (either because they
> > have been taught wrong, or haven't taken the time to think carefully
> > about the dynamics of aero tow). *Many of the experienced pilots
> > flying their own glass will pull up just prior to release, or soft
> > release (with a Tost!). *Or aggressively turn away, as if they were
> > about to hit the towplane.
>
> > Just a little thought will show that 1. the towplane WILL accelerate
> > away after release (unless his engine just failed - which is a
> > different story on teaching aerotow emergencies), and 2. unless you
> > are being towed by an F-16, you are not going to get a lot of altitude
> > converting those extra 15 knots - better a careful look around than a
> > hard pull!
>
> > Doesn't say much for the level of airmanship being displayed....
>
> > Kirk
> > 66
>
> a little trick I was taught years ago is to pull the release twice.
> You can really see and feel the difference to be sure you are released
> before you pull and turn.
>
> I have used this every release since.
>
> Dan
> WO

Yes, you can feel the difference, but you also need to visually
confirm the rope has released before turning. It's very rare, but the
rope may have become entangled with the wheel or skid. In this case,
the release will work - but the rope is still attached to the glider.

There is a variation on hard right turn follies often seen in
transitioning airplane pilots. In their mind, release from tow is the
equivalent of an engine failure so they shove the nose down as they
release. This will bring the glider's nose uncomfortably close to the
just-released rope.

I brief a pilot to gently reduce airspeed and re-trim while turning
right turn after (a visually confirmed) release.

[Dan[_6_]]

On Dec 27, 9:11*am, bildan > wrote:
> On Dec 27, 9:32*am, Dan > wrote:
>
>
>
>
>
> > On Dec 27, 8:20*am, "kirk.stant" > wrote:
>
> > > I had a similar event about a month ago, towing a newly soloed young
> > > pilot in a 2-33. *He had requested a pattern tow, so approaching 1000'
> > > agl I was expecting a release - instead felt the tail of my Pawnee
> > > yanked up about 15 degrees, followed by the obvious release by the
> > > glider (while I was reaching for my release!).
>
> > > After we landed I mentioned to the young pilot that his release had
> > > been a "bit unusual". *His answer was that he had been taught to do
> > > soft releases by his primary instructor and that he had got a bit too
> > > high before pushing over!
>
> > > I explained to him that he was not to do "soft releases" behind my
> > > towplane anymore, and we discussed the whole concept of safely
> > > releasing from tow (turns out not all of our instructors teach
> > > incorrect releases, fortunately), and then I went off to find a
> > > certain instructor to have a discussion with.
>
> > > And it's not just the new pilots who are clueless (either because they
> > > have been taught wrong, or haven't taken the time to think carefully
> > > about the dynamics of aero tow). *Many of the experienced pilots
> > > flying their own glass will pull up just prior to release, or soft
> > > release (with a Tost!). *Or aggressively turn away, as if they were
> > > about to hit the towplane.
>
> > > Just a little thought will show that 1. the towplane WILL accelerate
> > > away after release (unless his engine just failed - which is a
> > > different story on teaching aerotow emergencies), and 2. unless you
> > > are being towed by an F-16, you are not going to get a lot of altitude
> > > converting those extra 15 knots - better a careful look around than a
> > > hard pull!
>
> > > Doesn't say much for the level of airmanship being displayed....
>
> > > Kirk
> > > 66
>
> > a little trick I was taught years ago is to pull the release twice.
> > You can really see and feel the difference to be sure you are released
> > before you pull and turn.
>
> > I have used this every release since.
>
> > Dan
> > WO
>
> Yes, you can feel the difference, but you also need to visually
> confirm the rope has released before turning. *It's very rare, but the
> rope may have become entangled with the wheel or skid. *In this case,
> the release will work - but the rope is still attached to the glider.
>
> There is a variation on hard right turn follies often seen in
> transitioning airplane pilots. *In their mind, release from tow is the
> equivalent of an engine failure so they shove the nose down as they
> release. *This will bring the glider's nose uncomfortably close to the
> just-released rope.
>
> I brief a pilot to gently reduce airspeed and re-trim while turning
> right turn after (a visually confirmed) release.- Hide quoted text -
>
> - Show quoted text -

yes, that is what I meant when I said "see and feel" the difference.
You see the rope is released and you feel the difference in the
release knob.
Dan
WO

[John Smith]

Tom wrote:
> Turning right or left, or towards the gliderport varies from one
> country to another.

Where I fly, we have no rule whatsoever. We release when we feel a
thermal, then confirm visually that the tow rope has actually been
released and the tow plane is diving away, and then turn in whichever
direction wie felt the thermal core.

[Westbender]

On Dec 27, 1:01*pm, John Smith > wrote:
> Tom wrote:
> > Turning right or left, or towards the gliderport varies from one
> > country to another.
>
> Where I fly, we have no rule whatsoever. We release when we feel a
> thermal, then confirm visually that the tow rope has actually been
> released and the tow plane is diving away, and then turn in whichever
> direction wie felt the thermal core.

In our club it's "always" a right turn after releasing from the
towplane. The experienced guys typically always get off tow when
hitting a thermal, but it still has to be a right turn. If you have
enough experience at soaring to feel comfortable with getting off tow
when you hit lift, it should be fairly easy for you to center if a
right turn was not optimal relative to the thermal. I'll take
separation from the towplane any day over saving an extra circle or
two.

[Jay McDaniel[_2_]]

At our club we have been teaching a 4-step release procedure and two
years ago added the 5th step after a mid-air.

1 Clear left and right
2 Pull the release handle
3 Verify the rope is away
4 Turn to the right, avoiding the rope and metal ring

5 Come back to the left and keep an eye on the towplane to be sure it
gets away and below you.

Step 3 came in very handy for me one time flying my Libelle.
I had kept my hand "near" the yellow release handle during the entire
very bumpy tow.
When it was time to release I pulled hard and was about to turn but
noticed the rope had not released.
My hand had moved to the similar, close, pedal adjustment handle and I
had pulled it by mistake.

I like the 5-step procedure.
Jay

[tstock]

Interesting thread. When I was preparing for my practical, I had one
instructor tell me to climb above the tow plane before releasing for
some extra altitude. I didn't like that idea (is 20 feet really this
important?), but wasn't really sure why. I asked my regular
instructor about it a few days later and he advised against it. After
reading this thread it's pretty clear now why it is not such a good
idea.

[noel.wade]

On Jan 5, 12:56*pm, tstock > wrote:

> important?), but wasn't really sure why. *I asked my regular
> instructor about it a few days later and he advised against it. *After
> reading this thread it's pretty clear now why it is not such a good
> idea.

The story that's been relayed to me was that the "soft release"
technique was spawned by commercial operators (and perhaps some clubs)
who wanted to save wear and tear on their Schweizer equipment. It has
nothing to do with improving safety or "proper" release technique or
gaining an advantage off tow. A well-done soft release is a nice
display of airmanship, but is not necessary (especially with Tost-type
releases) and - has been pointed out - can cause serious problems!

--Noel