On Jul 24, 6:04*am, Andy wrote:
On Jul 24, 5:07*am, 150flivver wrote:



I disagree. *There should be an urgent, serious emergency type signal--
the wing rock, and a not-so-serious, advisory type signal such as the
rudder waggle. *If you can't keep the two separated, then perhaps you
need to take up a different hobby where you're actions don't impact on
the lives of the tow pilot or yourself. *I don't have the luxury of
getting the glider up to 1000 feet if I throw a valve at 200. It's
much more common for the glider to survive a release at 200 feet, than
a tow plane having a serious problem down there and having a good
outcome.

I'd be interested in hearing from tow pilots that had a real in flight
emergency and used the wave off signal. *It's always seemed to me to
be a bit like the "too slow" winch signal i.e. if you need to give it
then you're not in a situation to do so.

If there's time to negotiate I'll use the radio, if not I think I'll
be pulling the release.

Andy

I've never been much in favor of the wing rock with a tow emergency,
but I teach it, we demonstrate it and we encourage proper training so
glider pilots don't release on a rudder wag.

I've had one real tow problem and witnessed others. I had engine
vibration from a stuck valve at about 100ft, got the solo student in
the 2-33 to above 200ft and called over the radio for a release. Which
he did and we both returned safely. We teach 200ft rope break returns
to the airport. If the radio was jammed with other chatter, the wing
rock was next.

Other tow problems I have witnessed include a blown cylinder, the
glider pilot saw the puff of smoke from the tow plane, and almost as
instantly the tow pilot dropped his end of the rope, no radio call, no
wave off. Both returned safely.

Not on tow, but a broken aileron cable on the tow ship after release.
It would have been difficult to do the wave off. The pilot landed
safely in the desert with only a few punctured tires.

As a tow pilot and CFIG, I feel that if I have a true emergency, the
glider pilot will get one radio call, maybe, and then see the rope
dropped from the tow end.

I have used the wing rock to signal a release when the radio was
blocked by other chatter. When we tow a 1-26, we get at least 1000fpm,
so the 1-26 pilot cannot determine if we are in good lift because his
vario is always pegged. Other than what he feels in the seat of his
pants from the climb rate increase. So, with precoordinatio, "Hey tow,
tell me when to get off", I'll rock the wings above 2000ft AGL when
the climb-o-meter shows 1500fpm and increasing.

T
Tow Pilot
CFIG