On Monday, February 1, 2016 at 9:30:10 AM UTC-5, LongJourney wrote:
On Sunday, January 31, 2016 at 6:35:59 PM UTC-6, Bill T wrote:
Slack line needs to be controlled by the glider pilot, varying methods apply. Match tow direction, match tow speed, use drag devices (yaw, spoilers) as needed. Do not over run the tow plane and do not get entangled in the rope. If you chose to release make sure you are not in a position to get smacked by the tow ring.

The idea is a slow reduction of the slack loop, need to match the tow plane speed and he is now accelerating without the glider drag, adding to the problem.

Not all gliders have nose tow or tost connections. Can't always rely on the rope pulling the nose sideways to buffer the tension in the rope.
Why put a side load on a Schweizer style hook. Slack coming out slow, ok. Line coming out fast, not so good. That tension and shock of the line becoming taught should go down the longitudinal axis of the glider, plus the tension has a bungee effect with most ropes. Schweizer gliders with the hook on the chin will pull the nose up.

CG hooks and additional issues. Most pilots will graduate to single seat gliders with no instructor to help. Train for the single seat glass. First learned is what is remembered in a panic. Large slack loops on CG, it could back release from the rope drag, are you in a position to not get smacked by the ring?

Nose pointed away from the tow plane when it comes tight, you can't match tow speed and direction that way, and when the line comes tight the rope has to move the whole glider sideways "through the yaw", not just nose tension. Greater chance of a rope break, and with increased tension the glider will accelerate in the direction it is pointing. Not pointing towards tow? You're headed off accelerating on a tangent to the direction of tow.

Big problem I have with students and a slack line, normally the glider is out of position off to the side and they want to get back behind the tow plane. Now the big loop is below the nose where they cannot see it or judge how quickly the loop is shrinking if at all. How are you to manage that?

I had one student get us into a bad situation in a hurry with a naturally created slack line in turbulence in a turn. Not instructor induced.
My recovery was "MY GLIDER!", turned inside the turn, got a wing up over the loop, with a big loop I could see going horizontal back to the tow plane.
Pull the release and tighten the turn away from tow. The line and ring goes away from us and does not snap back towards us.

Bottom line, I vote for controlling the loop and slow recovery, don't rush it. Match the direction and speed of tow as it comes out. Cannot always rely on yaw, nose hooks, to control the bungee effect. Can't match speed if you are pointed away from tow. Keep the rope where you can see it. If it goes bad in a hurry, control when you decide to release so you don't get smacked by the ring.

BillT

One argument that I really don't understand is why would there be less chance of breaking the tow line when ALL of the force is applied to the tow line, which is the case when pointing the nose at the tow plane's tail, than when the blow is cushioned by the air when the nose is pulled through it?

I flew with an instructor a few months ago who asked me to use the "point the nose at the tow plane" method of slack line recovery. The result was a large jolt and a secondary loop of slack. I said, "Let's try it my way." I yawed away and held it until we had been pulled back behind the tow plane. The result was a gentle jolt when the line came taut, and no secondary loop of slack. The instructor was quiet for a moment, then said, "Okay, we'll do it your way."

I agree with you and it is what I was taught (yaw away from the slack).
Granted, a 2-33 has a lot more side area to help soften the shock when the slack comes out (compared to a single seat glass ship), but remember the TOWPLANE also has significant side area.
Thus, when the slack comes out, you have two aircraft pivoting sideways to remove the shock, not just one.
When the rope is taut (slack has come out), both aircraft are basically aligned and the rudder correction can be removed on the glider end.

While it may be helpful to understand what the examiner/instructor wants to see (as mentioned earlier), I think a "gentle nudge" using the yaw method would be worthwhile if they're looking for something else.

PS, as with anything, even doing the correct "method" can go wrong if over-done or done incorrectly.