Papa3 wrote:
BT wrote:
how many instructors coordinate with their tow pilot to give a rudder wag at
200ft AGL..
and then watch what happens.. after appropriate ground school in a previous
lesson of course..

and then.. on another lesson day.. coordinates for a wave off at 300ft?
and a good tow pilot might reduce power with the wave off or maybe start a
gradual descent?

so many times.. I've had the tow pilot pull a close in down wind turn..
briefed of course.. never get above 500ft AGL and then start the wave off..
the student or rated pilot on a flight review does not realize that the
pattern IS NOT NORMAL... what's going on.. and then... ohh.. he wants me to
get off.. and then takes his sweet time doing it.. granted.. if all appears
well.. make sure you are in a safe place to get off tow.. but if things did
not look normal before.. that should have been the earlier clue to be ready
for something.

BT

BT,

I couldn't agree with you more - many instructors let students get all
the way to their rating without the above sorts of "dirty tricks".
This is unacceptable.

Three that I always do:

- Towpilot begins to slowly throttle back (simulating loss of power
due to any number of reasons) at a pre-arranged altitude of about
500-700 AGL without a waveoff. In real-life, this is exactly what
might happen in the event of a non-catastrophic towplane problem while
the towpilot tries to figure out "what the ***". What does the
student do? Most will watch as the inevitable slack line develops and
we begin to transition from positive rate of climb to descent. About
20% figure out something is wrong and release while they still have
time to make a reasonable pattern and landing. When towpilot
finally gives the wave off MOST of the remainder are already on a high
enough alert level that they release immediately. A few freeze.

- Towpilot gives the rudder waggle at altitude (always above a safe
glide to the airport). Most do the right thing. A few either a)
release or b) ask me "what's he doing."

- This last one is "fun", though it isn't really a tow signal per se.
I admit that it's a hassle, but it can be a great learning tool. I
will have the towpilot plan on a particularly slow acceleration and a
marginal liftoff well down the field. All the while, I'll be asking
the student "does this feel right"? I will then pull the release (if
student hasn't already) and land straight ahead. The discussion that
ensues is along the lines of : a) Hey, it's your neck on the line.
b) Don't trust the towpilot blindly - maybe he's got a problem and has
forgotten about you. c) The trees at the end of the runway won't care
whose fault it was when you impact them 20 feet below the tops.
Caution: This requires careful coordination and briefing with the
towpilot, an ample length of remaining runway, coordination with other
traffic, etc. etc. I'll admit that not every student of mine has been
through this, though we do have the discussion.

Anyway, I think a lot of people get through training without these and
other dirty tricks, and it's a shame.

Erik Mann
LS8-18 (P3)

This is very interesting subject....preflight check? Brakes closed and
locked? Now, this leads me to another point of this subject...how many
pilots are taking off with their brakes open because it "helps them
achieve faster aileron response" ? And then how many pilots are taking
off in flapped gliders with negative flaps? Now imagine combination of
negative flaps and open brakes right on the take off. Isn't that a
recipe for disaster? How often ? I don't know exact number but I see it
very frequently. And the most amazing part of that is that the
instructors are teaching it this way. When I asked about it, I never
got a straight answer but everybody is saying "it must be done that
way". O really?

Jacek
CFI-G
Washington State