On Mar 6, 9:11 am, "Tuno" wrote:
This topic is most interesting. I was never taught the low tow, or
presented with the concept at any of the 3 places I took lessons
(Estrella, Seminole Lakes and Turf, 3 years ago). How is it easier for
the glider driver? Wouldn't it create more work for the tug driver?

I had to demonstrate satisfactory low tow at Estrella as a condition
of taking their 1-26 on a Silver XC attempt. Aero retrieve from the
milk run to Eloy was standard procedure. The reason given for low tow
was that it was easier for the glider pilot to keep in position and
keep tension in level flight during the retrieve.

I was taught low tow at Thruxton (UK) for descent on tow. Normal tows
were in high position.

I suspect that the vertical position difference between proper high
tow, just above the wake, and proper low tow, just below the wake, is
less than the range of vertical positions seen in US high tow. I've
been horrified at how high some pilots will tow and think they are in
the right position.

The single seaters I've flown most have had belly or CG hooks and I
prefer to tow just above the wake. That position is close to the
trust line of the tug. I don't have nearly as much experience on the
front to the rope as the back but I like to see the glider in the
mirror and proper high tow works well for that.

I have to wonder if the kiting argument is really a valid reason for
low tow. The difference between proper low low and proper high tow is
so small that I suspect an incapacitated pilot with full up elevator
will pass through the wake in much less than a second.

Rather than trying to convert the high towers to low tow, I'd like to
see them taught to fly high tow in the right place.

Andy