well gee, dont ya think that maybe the answer to this is to actually
learn the signals? apparently the towpilot took the time to learn the
standard signals, the least the pilot could do is return the favor.

As a towpilot, if i see airbrakes are out, but we are still climbing,
im not going to give the signal until i know you can make it back to
the airport. Ive heard too many of these stories. If we arent
climbing and are low, you are on your own, goodbye. if we are high but
not climbing you get the signal and i hope you figure it out.

also, for me, the biggest danger below 200 feet or so is not the
throttle slipping back. it is that you didnt hook up your elevator
right or something silly like that. I dont feel like getting taken out
with you so once the throttle is full, engine gauges checked,
everything normal, my hand is near the release ready to let you go.
Occasionally i come back to the throttle to double check it is at full,
which it always is. As we get higher and i have more time to recover
from the upset you cause while programming your geewhizbang palm
thingymajob then i go back to the throttle and mixture more,
controlling CHTs and all that stuff.


Ramy wrote:
Ok, Ok, I stand corrected. Still, no excuse for no panel radio in a tug
IMHO.

Ramy

Phil Jeffery wrote:
Do not expect any tug pilot with a normal life expectancy to use a hand-held
radio whilst anywhere near the ground especially with a reduced climb rate
due to deployed glider airbrakes. Ramy, obviously you don't fly powered
aircraft or you would know that one hand should be on the stick/control
column and the other ensuring the throttle stays full forward until reaching
a respectable altitude. If the tug pilot is wearing a head-set and there's
PTT on the stick by all means give a radio call but without these it can
only be the rudder wiggle.


"Ramy" wrote in message
oups.com...

Marc Ramsey wrote:
1 - If radio is available (and it always should) - use it instead of
the rudder signal!

There are plenty of places where some tow planes lack functioning
radios, including at least one that you visit.

There is absolutly no excuse for this. The tow pilot can use a $200
handheld if the tow plane is not equiped with one.


2 - If this doesn't doesn't work, the signal should be avoided until
the glider is at least 200
feet, unless of course, the tow plane is in immediate danger.

I'd go a bit farther and say that if the tow plane is climbing and not
in danger, it would be preferable to make the signal over the airport at
above pattern altitude.

Agree.


3 - If the glider pilot sees the tow plane signaling something (wigling
the rudder or rocking the wings)
the FIRST look at the spoilers, then release the tow rope if necessary.
In this case, the pilot will do the correct action regardless of the
signal. I think this is what needs to be taught.

No, rocking the wings means release right *now*, not after you look
around and consider what is wrong. If you hesitate, in many cases
you'll end up with the rope heading your way.


It takes less then a second to look at the spoiler, but if the
situation is so urgent then the tow pilot can release the rope himself,
it shouldn't make much difference. But how often an immediate release
is required vs open spoilers? I think the later is much more common,
and as such, it would be statistcally better to treat it as such.


I am not an instructor myself, so this is just my humble opinion...

Likewise.

Marc

Ramy