"Andy Durbin" wrote in message
om...
Chris Nicholas wrote in message
...

Chris you listed the following 6


"The operators' attention is drawn to the following factors which may
cumulatively contribute to a hazardous situation:

(a) Low experience of glider and/or tug pilot
(b) Gliders fitted with C of G hook only
(c) Glider's C of G towards the aft limit
(d) Turbulent air in the take-off area
(e) Rough ground in the take-off area
(f) Significant cross-wind component."

Then stated, almost as an aside,


We have almost
eliminated tug upset accidents in the UK since this and the "Low
High-tow" standardisation,

I suspect that condition 7 may be more significant in reducing tug
upsets than any of the 6 in the primary list.

As a US instructor I have flown with many pilots that received their
initial training from other instructors. I have often been surprised
at the tow position taken by such pilots. I usually urge them to keep
lowering the tow position until they feel the wake, then to move just
high enough that the wake is not a factor. That tow position may be
10 or 15 ft lower than that initially used.

A pilot flying a high high tow has less time to react to a potential
upset than one flying the UK recommended low high tow. The fact that
US pilots seem to be trained to use high high tow may explain why tug
upsets continue to happen even when a nose or forward hook is used.


Andy (GY)

I've seen the same thing, Andy.

Bill Daniels