But what if the tow pilot give the wrong signal? Or what if the tow
pilot had difficult climbing, did not realize the glider spoilers are
open (no mirrors) and rocked the wings instead of wigeling the rudder?
My suggestion to take a quick glimpse at the spoiler before releasing
will solve this scenario as well. Tow pilots can make mistakes as well,
especially if they did not practice the signal often. I had quiet a few
cases where I radioed to the tow pilots to turn towards 1 or 2 o'clock
and instead they turned towards 11 or 10 o'clock... (I know we all wear
digital watches these days ;-)
One quick glimpse at the spoiler before pulling the release will not
hurt anyone and only can save lives. The pilot in the accident
mentioned may have cleared the wires if he closed the spoilers first.

Ramy

Nyal Williams wrote:
Nothing will take the place of really learning and
understanding the signals, reviewing them regularly
and testing for them on every BFR.

If every tow pilot gave the rudder wag on every tenth
tow, pilots would begin to recognize this signal for
what it is.


At 19:31 12 October 2006, Ramy wrote:
Yes, this is exactly my point. All posters have good
advises, but
still, the only way to prevent this kind of confusion,
which keeps
happening over and over again and occasionly cost life,
it to amend the
standard procedure for tow signals to first glimpse
at the spoiler
handle, or better yet, at the spoiler itself, in most
cases it will be
easier and quicker then looking at the exact handle
position. No need
to look at both spoilers. If only one is open then
it is another
serious problem.

Ramy

KM wrote:
Burt Compton - Marfa wrote:
Us a pretakeoff checklist - just like you did once
on your FAA
Checkride!

CBSIFTCBE works - or any checklist that includes
'airbrakes (spoilers)
closed and locked.'

Burt, If I may jump in here.I think what Ramy had
in mind on this
thread was the misinterpretation of tow signals and
not the use of
checklists.Are you sugesting that if a pilot uses
a checklist he or she
will never have a tow emergency?The 'airbrakes closed
and locked' runs
contrary to some sailplane P.O.H.s that suggest starting
the take off
roll in something other than the final take off configuration.I
will
readily admit that it works great when towing trainers
though.



Our procedure at Marfa, TX USA (developed from the
towpilot's point of
view):

Obviously the tow pilot doesnt have to worry about
aileron authority.

Ground crew refuses to hook up towrope until pilot
closes and locks
airbrakes.

IF glider pilot wishes to use airbrakes open on takeoff
for better
aileron control with water ballast, then ground crew
confirms the
towpilot is aware of this.

Glider pilot radios towpilot 'canopy and airbrakes
closed and locked'.

Towpilot (just before takeoff) repeats back to glider
pilot 'understand
your canopy and airbrakes are closed and locked.'

If you do not follow our procedures - we don't launch.

This is a good idea but you fail to mention how the
procedure differs
when a pilot uses spoilers (Or negative flap).One
of the three local
tow operations used this procedure but then altered
it by using the
phraseology of 'Canopy locked, controls checked' meaning
1;a positive
control check has been acomplished by the line person
who hooked you
up, and 2; The controls are in the proper configuration
for initiating
the take off (incuding the trim). This way a pilot
does not have to
anounce something over the radio that isnt right.I
think it sets up a
much better habit pattern.


Sorry but as your towpilot we gotta do it my way.

No problem here, lets just not do it in a maner that
conflicts with the
POH.Getting back to Ramy's post, I think it is an
excellent idea to
look at the spoiler handle if there is any confusion
what so ever with
the tow planes signals.

Burt CFIG / DPE
Marfa Gliders west Texas
K Urban