There is something to be said for power.. POWER!!
like a 250HP Pawnee..
BT

"BB" wrote in message
ups.com...
Our club has evolved what seems to me a very sensible strategy for
dealing with spoilers open and similar problems.

If the towpilot is not in trouble -- if the towplane is climbing and at
a safe altitude and position -- he/she will not wag the tail. If the
glider pilot's brain has faded enough that the spoilers are out, it's
clear the pilot is having reduced situational awareness, so adding the
task of interpreting a seldom-used emergency signal does risk being
misinterpreted. A low-altitude release with spoilers out will be
catastrophic, and if the tow is still safe, why risk it.

Instead, the tow pilot will try to raise the pilot on the radio. The
tow pilot will keep climbing, keep trying by radio, and bring the
glider directly over the field before trying a rudder waggle. All this
is in a written tow procedures document that eveyrone has to read and
is reviewed at checkouts and flight reviews.

As I think about it, it might be even better to have the tow pilot
level out at 1,800' over the field until the problem is resolved, to
help ensure the glider will not release with the spoilers still out and
the problem undiagnosed.

This does not mean we ignore standard signals, so don't start flaming
on this. They are there, and pilots and towpilots are all expected to
know them and use them if necessary. If the tow pilot is in any doubt
about the safety of continuing the tow with spoiler out, they can wag
to their hearts' content or take whatever other action is appropriate.
And we also brief wing runners to look for spoilers and canopies, and
pilots to do checklists, etc. etc.

John Cochrane BB