3 Seconds to Crash: Glider Aerotow Launch Gone Wrong
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- Опубликовано: 27 май 2024
- Tow Upsets happen very quickly, here we talk about them, what causes them, and how to prevent them to keep you and your tow pilot safe.
BGA Safe Towing Page: members.gliding.co.uk/bga-saf...
NTSB Report from example accident: data.ntsb.gov/Docket?ProjectI...
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00:00 Tow Upsets
00:30 Theory behind the tow upsets
02:05 Example Tow Upset Crash
03:02 How to avoid a tow upset
04:35 Handy Resources 
Наука
A few points I didn't cover in the video:
- The tow plane does have a release at it's end too. But it's difficult for the tow pilot to see the glider, and if there is too much tension on the release, it might not work.
- For glider pilots, ensure your trim is correct for takeoff. It depends on the glider, but it's safer to trim a bit more forward than needed, than back. This should reduce the chances of a both leaping off the ground too quickly, and a vertical upset above the tow plane. Also don't forget to trim correctly once you're flying.
- Consider hand on the release during the critical low part of the launch.
Cheers!
The glider's release can be too far away to be held in your hand during tow (my old DG-101 was like that). What is your opinion of a lanyard going from your wrist to the release handle? Or an T-handle extension to place the release on your thigh? Many thanks for this video.
@@cemx86 Not a glider expert, but I have done a lot of safety analysis in other settings before. Regardless of other opinions (unless they're expert opinions/regulations), I would recommend doing your own safety analysis *in addition to* listening to other's suggestions.
The most important thing to look at when changing a safety device is, could your change impact the normal operation of the safety device and prevent use in an emergency? For example, could a lanyard fall and get caught on something, becoming taut and preventing you from pulling the tow release? Are there other ways the tow release could become jammed?
In addition, could the modification cause the safety device to be activated in a situation where it's not needed, or could even make a situation worse. Could the lanyard become caught on something that, when moved, pulls the tow release when you didn't intend to.
When analyzing something for potential safety issues (trying to identify issues that haven't occurred but you're trying to prevent from happening) it helps to just spend time brain storming. What are the ways this could go wrong (even without the modification) and how does the modification impact those things (good or bad)? Are there new ways things could go wrong due to the modification? Are the risks associated with the modification greater or less than the risks without the modification (IE. does the modification create a new potential failure mode, but the probability of that failure mode is much smaller than the one it helps prevent)?
@@cemx86 We used to use an extension lanyard and T piece handle on the release of our PW5 but I don't think they are really legal.
Did some thousand aero tows as a tug pilot in the mid 1980's. They had a winch system installed which retracted the tow line during descent. It had no release at the tug but for safety there was a cutting device for the tow line which worked very dependable, no matter of tow line angle or load and tension. Felt much more comfortable than the usual tow release.
"...if there is too much tension on the release, it might not work" that has to be fixed doesn't it.
Thank you so much for sharing this video. I just recently lost my Dad (tow pilot) in NZ due to an accident of this nature. My Dad was incredibly safety conscious and also a gliding instructor so having him be a victim of an accident like this is hard to take. The results of a crash like this are absolutely heart breaking for those left behind.
Hi Claire, I think I can speak for everyone in the gliding community that we're very sorry you lost your dad. That accident is exactly what prompted me to make this video, and I hope it can help prevent even just one accident in the future. Our thoughts are with you and your family.
Having been in and around sky sports.pioneering a lot things in the 1960 s seeing gliders being towed and knowing that the tow plane can be brought down by an unexperenced glider pilot. It seems that the C.G.of a tow plane can be greatly effected by the glider in the first few seconds of the rotation glider wants to climb a.s.a.p..that seems like a situation where the tow plant has no place to go but down .to quick for a manual rrlease,release, good place for an automatic release , if
FEDERAL. A A doent cover that. It
Should we did a lot of "ad hoc" things in the 60 and 70's some scare the crap outa me now when I think of them
Flying in low tow like we do in Australia , really gives the glider pilot and the tuggie a lot more time to deal with a situation if it develops or starts to develop.
I heard about this but never see it. How long rope you are using for this type of tow?
Exactly, as an ex-glider pilot of that era, we were always taught to low tow, you get a better visual of what the tug is doing, and can make split second decisions on that visual.
I vividly remember when I was training, the small air vent on the DV panel opened while I was on tow. I closed it and immediately my instructor shouted: “STOP! I have control.” Such a small thing in my mind at the time but the instructor explained later about maintaining complete focus on the tow and not getting distracted.
Yeah exactly right
As Club Safety Officer for a UK Gliding club, I've shared this with all to reinforce previous similar messages. The content is very clear, and very sad. it's key that before every flight, the pilot reminds himself of this in Eventualities, and also the signals the tug itself may give. The one thing I disagree with is that for me as an Instructor, and the BGA here too, the teaching is that the pilots hand should be ON the release mechanism, not near it. They'd lose precious time potentially locating and gripping it otherwise. I've seen accident reports where the pilot has pulled the canopy release mechanism instead, or found the rope release was stuck under a leg (in gliders where the mechanism is more central and low. I've heard some argue that doing so can cause inadvertant release, and yes it might if ones grip is too firm with no 'flex' in the arm, but whats the worst that can happen if so? Not a tug upset for sure.
Hi yes it's a debate that keeps coming up, both for winching and towing. And I agree, the worst that can happen is you release early inadvertently, most likely while bumping along the ground down low, where it's not really a problem. But the consequences of not getting to the release fast enough can be fatal. So I tend to agree. I think I could dedicate a whole video to just that. Thanks for sharing.
I agree… 💯 %
I agree as well, most release mechanisms that I’ve seen have a little slack in the cable anyway, releasing inadvertently is very difficult if you’re elbow is bent. The exceptions are a capstan at my club (quote: “it will go if you look at it the wrong way) and a k8 I’ve flown.
Neil, I think what you *said* is the *opposite* of what you *meant* when you wrote:
'The one thing I disagree with is that ....... the pilots hand should be ON the release mechanism, not near it.'
In fact you *commend* the pilots hand *should* be ON the release mechanism ......
[Yeah that's a bit pedantic for me to point out but this is no place for ambiguity].
Great video . It depends on the glider, location of the release and the pilots physiology ( ie how long their arms are compared to leg length . If the glider pilot is relaxed and comfortable on the stick ( ie not leaning forward slightly or off centre to hold the release ) I don't see a problem . Using the controls comfortably and aviating comes first , hand on the release would be a second priortity. In my personal experience having flown winch 90% of launches , I 've never had any issues locating the release when needed. I have a habit just as the slack is coming out of the rope to sight the release and just touch it with my hand , so usually if I need it in the next 5 seconds its almost an automatic process to reach the release regardless of the aircraft being flown . If its a bumpy ride on aerotow I would rather not have to have a hand on the release .
As a former tow and glider pilot I've had several severe upsets; two towing and two as the glider pilot. I ran a glider operation in Taos, NM USA. Of course I practiced releasing every time before towing during the release check and that saved my life once. The glider on tow and still on the runway hit a severe gust and literally blew upwards into knife edge and slack line. When he reached line tight it yanked him back into level flight and yanked me 90 degrees to the left. And I'm now "galloping" off the runway into a ditch/ravine. I never was conscious of it but I released immediately. Practice practice practice. As I'm headed for an imminent ground collision (I saw nothing but a dirt wall in my windshield) I put the stick in my stomach and somehow flew out clipping sage brush all the way. Went back around and picked up the next glider. Later he came into my office and said "well, I nearly killed us both". He was a 35,000 hour Pan Am pilot who flew the original South American routes. No newbie. One time towing it was my fault as the tow pilot. I didn't release thinking the glider pilot had released during his excursion way off the runway. Again nearly killed us both. There's always more but that's enough for now. Tow pilots need to release unless you know you'll kill the glider pilot. If it's you or them, release anyway. (yes, I know that's harsh). Actually having recounted these I can think of a couple of more but they were non-life -threatening but still pretty dicey.
Thanks for taking the time to share Steve! I'd much rather learn from you than be put in the same situations.
Cheers Steve ......... I think I shall review my aspiration to be a tow pilot
Good story thanks for sharing your experience. I have a lot of hours, most of them in fighters, and some in towed gliders. I would never consider myself an experienced pilot in that realm. We all need to acknowledge that every flight has never been done before and is thus completely new to all involved. Experience in that exact realm is certainly helpful, but sitting in an office chair at FL 370, or flying an IP to TGT pop at 540 KIAS has zero application to stick and rudder flying. And vice versa. It sounds like this near-mishap pilot was humble and recognized his mistake. In the spirit of getting to a root cause ID, overconfidence based on tons of not-applicable “experience” is a possibility.
Another not very talked about phenomenon is negative transfer, when “experience” doing things that are positive in one environment become negative contributors in another environment. With negative transfer, experience is a liability and lots of inapplicable experience can be fatal.
@@FFE-js2zp Thanks for your comment. I am one of those pilots who have had "skin of my teeth" escapes. And I'm proud of my skill but not always my judgement. I could write a whole book of "I learned about flying from XYZ" experience. Fortunately I did learn and didn't repeat the same mistake twice. I learned about exceeding 5g's while taking an aerobatic course with an aging barnstormer (Duane Cole). I took the course so that I would never find myself in an attitude I hadn't learned how to deal with.But that's another story. Of course most of us civilians are jealous of your flying jets and none the less appreciate your service.
when would releasing kill the glider pilot? just very low?
Great video. One thing that greatly surprises me is that in 2022, gliders are towed the same way they were 50+ years ago. From an engineering perspective, it would appear that connecting the tow very near the rear control surfaces is an invitation to disaster. One commenter has mentioned the split bridle, which at least on paper appears to be a much safer solution. It could be that Gliders are such a small part of the aviation world that no one has really devoted much attention or resources to it. I recently saw a comment from a tow pilot on another channel that all he has is a small mirror to keep track of the glider. Another thing that amazes me is that in both General and Commercial aviation, there is little to no use of digital cameras. Several high-profile accidents covered on the Mentour Pilot channel have shown that use of video cameras in strategic locations could have saved hundreds of lives. In 2022, cameras are dirt cheap. Even a crappy doorbell camera pointed back at the towed glider and displayed on a phone or a tablet could save the life of a tow pilot. For that matter, how hard would it be to tweak Flarm or a Flarm-like device to go off if the towed glider shows a sudden rate of climb or an elevation well above that of the tow plane? The most revealing statistic (if it were available) would be not the number of deaths, but the number of near misses, which is likely a much larger number. Lastly, from the accident video: At least two lives were ruined in this accident, to say nothing of the families and friends. If I were that glider pilot, I would not be able to live with that. That thought alone should be more than enough motivation for all of us.
If you could secure a camera well enough that it didn't give a false indication the glider was out of position ..........
It should in principle be possible to set the camera angle so if the tug pilot couldn't see the glider that was sufficient warning 'Drop the tow'?
OK you would need a good protocol to ensure the glider *always* warned it was going to release so tow lines aren't showered confetti-like over innocent bystanders below .......
Still, far better then dropping tugs on them 🙄
I kind of had the same thought. It has to be possible to design a system which can detect if the glider is pulling too much in an up/down or left/right direction, causing a tow upset. If an upset is detected, either warn the pilot(s) or release automatically. But I think it’s hard to design such a system to be reliable, simple, affordable and to not cause more accidents than it avoids.
Basically you’d just have to detect the direction and force the tow cable is pulling. Plug those numbers into a computer and combined with the airspeed you can easily calculate if it exceeds what the tow plane can correct for.
I fully agree with you on the camera thing. But there is a resistance to them in flying and for that matter driving. Consider the average semi truck and trailer. The driver is almost blind to anything not way out in front. Huge blind spots in front, rear and along the sides, all ease to cover with just a few cameras. But this is changing, the new Tesla semi has a bunch and big screens to show them on.
I'm just a random dude who was fed some glider videos by the RUclips algorithm and now finds it very interesting.
Is there any reason drones couldn't aerotow gliders? Aerotowing takes place very close to airfields in good weather, which seems ideal for drone flying. Maybe someone could outfit an existing tow aircraft with cameras, servos, and radios?
@@rfphill1984You would need to have a drone as maneuverable as a tow plane, and more importantly, as intelligent as a tow pilot. Tow pilots do a lot besides just towing. They scour the airspace for conflicts with other aircraft. They communicate on the radio. They listen to the glider pilot or are attentive to signals from the glider, and try to accommodate. They try to bring the glider to places that have good lift (that's an art) as well as keeping the glider in a good position to return to the field if it has to. The tow pilot also has to know where to put the tow plane if the tow plane runs into trouble. The runway environment on return may be complicated by other launches and other gliders that have just landed normally (or not). And then there's area weather. There are good places to go and not so good places to go. I can't see drones doing these tasks any time soon.
I am retired now, but still teaching; I was a professional gliding instructor for 20 years (5,000+ hrs and 25,000+ launces). I had a hot shot EasyJet captain as a tug pilot who upset himself. He had a habit of turning sharply (thermal turns +) and dropping the nose in the turn, resulting in him loosing sight of the glider behind. Making it difficult for new pilots under training to follow. On this occasion he thought we had released and dived away, while we had stayed level, the rope went slack and then became tight and we began to kite upwards. I quickly released, but the Eurofox was in a vertical dive. We flew on. The pilot recovered and saved the useful tug, the less than useful tug pilot also survived. He mouthed-off about us for dangerous flying, but the video from cameras in the front and rear cockpits, told a different story, the X-rated movies were impounded by the CFI and Tug Master. That particular tug pilot no longer flys our tug.
Next time you fly EasyJet, don't worry he has retired.
Interesting, thanks for sharing. Yes it's critical tow pilots don't dive away thinking they've de-attached, when they haven't!
ABSOLUTELY CRITICAL TO SHARE THIS VIDEO WITH ALL OF YOUR CLUB MEMBERS. I see far too often a wing touching the ground at an early stage of an aero tow and pilots not releasing even with an instructor on board. Nose hooks will pull you back straight while a CG hook WILL NOT and things can go very wrong in an instant. This needs to be taught from the very first flight. The RULE OF PRIMACY rules! My $0.02.
I believe a guy in the uk presented an idea to the BGA for a tow hook for the tug end that lets go if it experiences too much upward tension. I don’t think they were interested originally but it should probably be reconsidered .
I lost a friend to one of the early tug-upsets at Dunstable. I wrote a computer program to simulate snatch-pickups, and incidentally found it would imitate tug upsets very well. The principle danger - not covered here - occurs when a bunt develops in the towrope, and when it pulls out it delivers many times the normal load to the tug, which promptly upsets.
The lesson is that if a bunt develops in any situation, then the glider MUST be in line with the tug when the rope tightens.
Interesting, thanks, a good reminder to release if a bunt develops! I also find side slipping the glider helps to 'absorb' the impact when the rope tightens.
@@PureGlide One other point arose; the effect of longitudinal oscillation caused by the elasticity of the rope and its length. It was possible to simulate a glider leapfrogging the tug. Better to have a shorter, stiffer rope: polypropylene rather than nylon. Nylon is very stretchy and stores more energy.
In my gliding club ( in France) we remind this using such videos at every single opening season briefing, attendance to this briefing being compulsory for all...
We also make clear that the release should also come from the tow plane pilot if he decides so
The hand ON (not close to) the release handle is a MUST DO here in France
Thanks for keeping us aware and vigilant
You should mandatorily show this video before each different person gets towed
I once had 2 wasps start flying around inside my canopy just after the takeoff roll. It look ever ounce of concentration to stay focused on that tow plane. I never miss checking for bees and wasps now.
Eek that's not what you want! Bees are fine, they won't do anything if you don't attack them or squash them. Not so sure about wasps...
Uffff.....
same thing happened to me though much later into the tow, not proud of it but I spent a good few minutes trying to kill it while on the longest tow ever. Was a windy day so tows were brought out way further than usual, upwind ofbthe field. I was in a brick (schweizer 2-33) being towed by an old super cruiser with big blocks of wood on the wings acting as wingtip fences and what I believe was a 140hp engine. That thing had just barely enough power to get us airborne lol
Hi Tim. One thing that you missed out, is the need to exactly in trim when on tow. In our pretakeoff checks we put the trim where we think it ourght to be for the aerotow. However once you are established on tow at a steady speed, if the trim is not right, then fix it, If you are exactly in trim there is much less chance of diverging if you are momentarily distracted.
Yes great point! Thanks
I flew at one club where both tow aircraft and all the gliders were fitted with public band radios. They were full duplex (both ends can speak at the same time) and VOX (voice activation) so it was possible for the pilots to talk to one another without having to push any buttons. At about GBP 30 per set, they are invaluable safety aids.
Interesting idea! Cheers
As a new student pilot I'm astounded that isn't standard and mandatory.
This was studied at length in Australia back in the 70's and was found that once the high tow angle got above a certain degree there was no way to release either the glider or the plane and a crash was likely. Based on this it was reccomended to do low tow only.
Was then when the 'safety link' idea came in as an extra layer of protection ?
There are several comments below suggesting that there may be technical means to avoid the glider 'pulling the tail of the glider up'. But that isn't the mechanism of the upset: rather, the slingshot motion of the glider rapidly extracts kinetic energy from the tug, and the tug stalls. Elevator authority will not help if your airspeed drops dramatically.
Avoidance is therefore the critical issue: don't get out of position but if you do, release immediately (which can only be done if your hand is _on_ the release).
As a former tow pilot with 7000 tows under my seat belt I have experienced two kiting incidents, one at altitude and one at just above 350 feet. The low one almost cost me my life. When you examine the last two fatal tow plane accidents in the US, Front Royal VA and Byron, both times the glider was being flown by an INSTRUCTOR PILOT. How can we expect a 15 year old kid to do things properly when flight instructors don't? I could NOT release, the rope broke fortunately and I recovered at or below tree top level. I have had much to say on different web sites regarding this, my views are well known if not shared across the board.
Walt
Hey thanks for sharing Walt
Hi Walt,
Can you give me a link to one of the web sites where I can read some of your views on the subject?
Also, would one of the systems that has a Guillotine have helped you? I think they should work properly even when the rope is under high tension.
Look specifically for Tow Plane Upset and Letter to the FAA. Very interesting some of the comments made back to me, some are actually hostile.
@@WConn100 Thanks Walt, That was an interesting read. It confirms what I said in my comment, that what is needed is a : the “TOST Tow Cable Retractor With Guillotine” - system. That will not have the problems of the current (especially Schweizer) tow hooks.
I also said that an additional electronic (electric) system to activate the guillotine with a simple button press on the joystick, is needed because the tow pilot does not have enough hands for everything that he has to handle.
I had no reaction to my comment, and I think I now know why. Too expensive and don’t want the FAA to ground the tow planes…. But the question is: “What is the life of the tow pilot worth”?!
@@Johan-ex5yj With enough money, engineering expertise and resolve anything can be fixed, just not here in the USofA. The FAA doesn't pay attention to the NTSB I am told, no reason why they should have responded to my admonitions. The disparity of opinions as to how one went about something as seemingly simple as inverting the Schweizer hook and lengthening the release handle was immense. The amount of push back I received from even the soaring community was hard to believe. I'm happy flying helicopters, THAT takes real skill.
Tim, thank you. As a new glider pilot, I find the time on tow to be the most challenging aspect of any flight I've taken to date. Trying to keep the glider where I want it to be behind the tow plane requires a high level of concentration and some fairly drastic control movements, especially in turbulence. I am aware of consequences if I don't, and your latest video illustrates that perfectly. I really think that clubs should make your safety and instructional videos "required viewing". Your reasoned, deliberate approach, and calm presentation manner drive home the point in a very cohesive way. Again, thank you!
I was a tow pilot here in Switzerland. One morning, I was towing a Pilatus B4 with our PA-18. After takeoff, at approximately 50 meters, over a forest, the young and inexperienced glider pilot pull up. I was immediately put I to a 45 degrees nose down. No time to do anything. He recovered immediately but did it a second time, then the rope broke down, that save my life. Still in my mind 30 years later.
Very important to share this info, thanks! The obvious problem indeed is the release of the cable as soon as you lifted up the tug plane; it's virtually impossible to unhook that cable when the tug is literally hanging on it. So you're right... being concentrated all the way to the release is keyword here. Cheers Tim!
Thank you, glad you thought it was good!
Thanks for this video! I think it's important to share this. The more often people hear it the more likely they react correctly in the moment. I think a culture in which people remind each other from time to time about such dangers is a healthy one. I don't like communities who don't like to talk about it outside of training, because "it's too depressing" or something like that. So thanks!
Thank you, glad you think so! I agree, every reminder could help someone one day...
Agreed. I was taught on both gliders and powered aircraft by an ex-RAF QFI, who had spent many years teaching instructors. As well as teaching me to fly properly, he spent a lot of time teaching and talking about how to deal with non-standard situations, especially difficulties. Having a response ready at my finger tips has got me out of a number of difficult situations, and of course, the process of choosing a response works much better when done calmly on the ground than when done at the moment it is needed.
As a hang glider tow pilot I can certainly appreciate all the similarities to the GA sector as too have some time in GA gliders as well. The two biggest differences between GA sail planes and Hang gliders are the flying speeds and methods of control of hang gliders. Trikes as tugs are common but the purpose built Bailey Dragonfly is the ideal machine with towing speeds ranging from 30 to 38 mph, loaded with mirrors and has great control Authority.
But up sets are common for us too down low. Constant safety enforcement and procedures is very important with no room for smug complacency. I have no hesitation when I’m flying the front end of the rope if I’m not seeing the glider pilot not releasing them selves to give them the rope which I have done a handful of times!
Thanks. You contributed to my professional growth. I’m not a glider pilot, but I was totally unaware about this kind of problem.
Thanks Giorgio!
As a former glider tow pilot, I was always spring loaded to pull the tow plane release.. if the glider got out of shape, or out of view from my mirror, I would pull the release. Also our nylon ropes weren’t very strong and would break if the glider loaded them too much.
THNX for the topic, I wanted to make something like this in the winter with model planes, no need anymore! good explanation. In the Netherlands we mostly winch launch. IF a student has the guts to for example shut the window during takeoff, I simulate a rope failure. This will get them stayed focus in the start. Winch or tow.
Spent quite some time in towing back in the day. I vaguely remember how this kind of accidents were topic of discussion back then. Looking back, I was quite lucky nothing bad ever happened.
Thank you. I am a new student pilot and find this very helpful. My instructor just permitted me to do my first aerotow once we got above 200 feet above ground level.
As the tow pilot, I once had a glider go straight up on me, forcing me straight down. I was trying to pull the release lever, when the glider finally released. Luckily, we were several hundred feet up. As the glider pilot, I once had the air vent hose come loose on a very hot day, Put my head down to reconnect it. When I came back up, I was flying almost beside the tow plane at full cable length. I pulled the release, but was so low, barely made it back to the airport.
I have only 38h total flight time and ive just grab my glider licence. These videos are really helpfull and thanks to u i can discover new issues i schould be aware of. Keep going and dont forget to smile :))
Never! haha glad these are useful to you, keep up the good work with your training
Excellent Video, Tim. Great use of variety of footage and BGA example videos. Sharp and to the point with great supporting images 🙂👌
Many thanks! And boy some of that footage was amazing wasn't it!
Note: The tug can release the glider.
But you have to be very quick to release in time (at low level).
So the release knob has to be very easy to grab.
I repositioned our Pawnee release, from the floor to just under the throttle.
And it was a nice, long, easy to pull lever.
That was tested every day.
R
I instructed on gliders and power for many years. Everyone of my students sent solo on aerotow was asked two questions. What will be your primary visual reference during the tow"? Answer, "the tug". "What action will you take - immediately - if you loose sight of the tug"? Answer, "Release, then choose a suitable landing area if necessary ".
Excellent video. Thanks. I enjoyed towing but I never relaxed as a tow pilot. I always reminded myself that I had a dope on a rope who wanted to kill me!
This video is part of the official compendium for the subject “operational procedures” in Denmark 😊
You mentioned that it's hard for the tow pilot to see the glider. I am always quite amazed at the type of mirror that I see used for different tugs. The club where I towed at had a really big mirror out on the wing strut (Pawnee) and later, after I left, they added one on the other side. I can only remember loosing site of a glider once (he was too low thankfully). So you knew things were getting bad if you lost sight of the glider and it would probably be a great time to release. If you have a small mirror I can imagine that it would be a lot harder to judge how close it is to things going completely pear shaped. The other thing is that as a Tug pilot it can be quite a daunting prospect of giving your mate (literally) a 'face full of rings' (releasing from the tug end). I never had to release from my end but it's something that could introduce a problem for the glider pilot, rings as I mentioned, and all of the rope heading towards the glider. My point being is, as a tug pilot, if you have to release you have to release. Thanks for the video!
Thanks Craig, yes good points!
Short and to the point. Not a word too much. Perfect video. Thank you.
Thanks!
A very good video! Shocking what could happen and what indeed happened. In our glider association in germany a minimum of ten airplane aerotow are a must before flying on your own behind a motor aircraft. The strict rule to be followed is 1. Get off the ground soon 2. Keeeeep at about 3 Meters or 10 feet near to the ground till the towing aircraft leaves the ground 3. Keep the gear wheels of the towplane always at the horizont line 4. Adapt the same tilt angle as the towplane is flying - - - then both are safe !
Not flying anymore, but was a glider pilote for a few years. I never had problems with tows except that one time, when I still was a student. Was not at our home field and with an unfamiliar towplane using a pretty short towcable. Fortunatly only startet at relatively secure altitude, when I got offset and absolutely struggled to get back into position due to overcorrections. My instructor gave me a few to sort things out until he pulled the release. Short towcables can be quiet a hand full for students...
Yeah absolutely, always worth making sure they are long enough. Makes a big difference how fast things happen
Very well done! Every glider pilot should watch this.
Thank you for this video. Hope we get more educational videos like those in the future.
Another fantastic video. Thanks Tim
Thanks Simon!
Well done! I fly Powered Parachutes but have always been fascinated with with gliding.
Another possibility of tow upset is handling a crosswind takeoff. I was chewed out by my instructor one time after he saw me not react to the tow pilot kicking into the wind just after he lifted off. You must always line up behind the tow plane! We took off from a wide open tar covered ramp. So swinging over behind him resulted in a weird sensation of progressing across the ramp in the normal direction but having the tow plane the tow rope and the glider pointing maybe as much as 20 degrees ‘off coarse’. At a certain cross wind level operating would not be safe. He/She needs to get pointed correctly in order to have full aileron control.
Our tow pilot had a bumpy landing and broke the air speed indicator without realising.
I was up next. 15 yo kid.
He was flying more th 10 knots above the norm and it was pretty scary keeping that thing in behind. Full concentration all right!
Turned out ok.
The instructor had a hand on the release the whole way up
I know one tug pilot killed in tow plane upsets. Freddy was a lovely guy. My particular beef with this one was that the glider behind refused to have any checks aerotow checks. He considered that they were too expensive. I tried to object but was over-ruled. Overall though, there are some things we can do to mitigate against upsets. 1. Regular practice and checking in both tug and glider. 2. Not using belly hooks for towing. 3. Having powerful tugs with good pitch authority. 4. Having your hand near the release during the early part of the tow in both the tug and the glider. 5. Teaching to tug pilots to dump gliders trending out of position, especially close to the ground. 6. Have properly designed and well maintained release mechanisms in the tug. 7. Teaching glider pilots to release when trending out of position.
Thanks Trevor for sharing, sorry to hear about Freddy.
The 2 clubs I tow at don't have any viable landing space beyond the runway - so releasing gliders ho trend out of position would result in injury and damage. Good idea where practical.
A very hard subject, but necessary, and dealt with most professionally.
Thank you :)
This was an excellent video! We had an incident nearly 20 years ago at our gilder field. The glider pilot ballooned on takeoff and forced the Pawnee into the ground. I don’t believe the tow pilot ever had a chance to release. The airplane caught on fire after crashing but luckily the pilot was able to get out and avoided being burned to death.
Remaining in proper tow position on takeoff is a tense time but not really that difficult. As you said, it’s all about paying attention and not allowing yourself to get distracted. Just like handling any other aircraft when taking off or landing.
One of the best of your videos
Excellent video. Thank you.
Absolutelly great video. Please more of it!!!
Thank you! Will do!
I towed at a commercial glider operation for over a decade. The tow pilot has to be ready to release the glider. I found with the Pawnees we had enough control and power to keep from being upset. I have had to release the gliders on several occasions. The gliders are able to handle a low release better than the tow plane can handle the upset.
The only time I had a problem was in a Super Cub. The glider with a student go out of control, way wide almost in formation. I was up about 2000ft. The towplane flipped over, I released the rope and split s out.
Very good commentary, thank you.
A very good, instructive and simple vidéo that gets the message across clearly! Bravo!
Thank you!
Great video.....bless your heart!
Thank you! You too!
i really enjoy your videos, you made me look up a local glider club and sign up for classes to learn to fly. ive always liked airplanes but never really understood gliders... i always thought they just got towed up and then glided back down, i didnt know you could use the wind and go cross country.. i kinda knew thermals and updrafts existed and fully understand how the weather works, i just never knew it was enough to keeep a plane aloft without an engine.. now that i do i think thats just aweome! now i really get it and really want to learn to fly them and probably buy one.. i have a ranch and could launch from my back yard.
always have my hand on the release during launch. was so well drilled that he one time got a bit too high, when the trim in a Hornet jumped up, I released without conscious thought; he tugpilot said it wasnt too bad for him and the thought i was recoverng OK, but was thankful i took the safe rather than sorry approach.
BGA coach Chris Rollings used to say that during aerotow takeoff there’s only 2 things the students should hear: “that looks fine” or, “I have control”.
I got my glider license with a big group of other people when we were all about 15 or 16 years old doing aero tows and was always surprised how much the tow pilots trusted us... No incidents occured but if I was a tow pilot I think I would want to talk to every student and make double sure that they know how easily they could cause the tow plane to crash if they aren't focused! Especially these days with all the phones and cameras attached to every limb
Good explanation - going straight to the point. I have myself experienced this in the front-end of the rope: First, I saw the glider rising in the mirror - and second, I experienced that scary feeling of being "out of elevator". The decision to release the glider was taken and my hand was on the way to the release handle when the glider suddenly went back down - so I could let them stay... The heat in my head was just like what I imagine you will get after eating a bunch of pepperoni...
This video took me back to my Gliding Instructor days in the 80's when on tow we encountered severe rotor resulting in the tow plane tail being flicked up going down and waggling the wings. I pulled the bung and ended up in a local ploughed paddock touching down and stopping in 20 paces. Another incident involved a student pulling the canopy release on tow thankfully it had "popped" 100mm before being caught, taught us a couple of things keep a hand always near the release mechanisms
Cheers Rob, yeah I think a lot of pilots have experienced similar things
Good video, very important! Keep up the great work🤞🏼🤞🏼
Thank you, cheers
Sound advice. This should probably be the very first thing they teach you at glider school. I have dabbled enthusiastically for years on my flight sim, but somehow I have never heard of this problem until now.
One other factor, from the video you shared, is that the student glider pilot was flying a 1-26 as their very first schweizer. Anyone who's flown a 1-26 or a 2-33 knows schweizers love to climb on tow, no amount of forward trim is enough. I don't think this is inherently dangerous, plenty of schweizers are used safely all over the world, but I do think clubs should think twice about only having a single seat schweizer for students to use. The nose up tow tendencies are not something a student should be learning about on their own, and in our case we sold the 1-26 to prevent future incidents
Great video.
I have had to release very low on a tow because the tow was too slow and I was flying a glider that I was unfamiliar with so felt my best option was to drop the tow and land straight ahead. Tiger Moth and a tow pilot that was known for slow tows.
Flying in Scotland at a wave site back in the 1970s there was a tow upset fatal tow accident. Partly blamed on wave rotor but mainly on the glider pilot's lack of experience. My tow a few launches before the accident was Very rough the tow aircraft suddenly lost height then I dropped down to the same height. We did not have much altitude when this happened. The rest of the tow was normal.
We sometimes use a split bridle when towing hang gliders, with a release on each wing strut of the tug plane. If you do get high behind the tug it doesn't pull the tugs tail up because the tow line is attached below the main wings on the struts...just a thought. Nice videos keep them coming!
Interesting!
That’s really cool, I think if you did this with a sailplane however you could end up pulling the tug’s wings round in a horizontal upset, I doubt a hang glider. is able to produce enough force to do that, what do you think?
@@astro_manta9733 Not true, a hang glider certainly CAN negatively influence a tug. The good part though is that most HG tugs have very good all around visibility and have typically very large mirrors. If you are getting too far out of position low you'll probably get the rope.
@@SVSky sure, I don’t doubt you can negatively affect the tug but what happens if the hang glider flies out to one side and one of the lines goes slack leaving all the drag on one of the tug’s wings? Does that happen much?
The tow-pilot must not hesitate to cut the cable early.
If the glider is out a certain window of his mirror, it is: -end of this towflight-
It is either his life or...... so shift the problem back to the problem-maker.
Clear communication that a glider outside the tow-window is a cable cut before the flight is a must.
I was in Byron when that accident happened, was so tragic
thank you for making this video.
Thank you for watching!
Excellent Video - as the Tug Master at one of my clubs I have posted the link to this video to all our members
Thanks for sharing! Glad you think it was useful. Cheers
@@PureGlide - love your videos, I’ve only been doing this for about 30 years, still so much to learn
it's actually pretty easy to make a take-off assitant to avoid this risk. It can use a light mounted on the tow plane and a camera mounted in the glider and the camera detects the position of the light and tries to keep it centered using the glider's control or indicating the pilot the movements to make to adjust it as precise as possible
Easy to make, but hard to test and certify as an aviation product. Good luck!
@@PureGlide testing might not be that hard, as it can be tested in mid air and safely stoppable, but registration might be a big problem
I towed gliders many years ago. I never even knew this sort of accident was a possibility.
Excellent clip
Thank you!
I flew that club tow plane for years (16Y). FWIW, it had an electric tow rope retraction reel in the back baggage area, and release was a inside 'guillotine style' cutoff mechanism. Activation was a pull handle on the floor next to the front seat. Not as easy access as a conventional pull cable near the panel.
My guess is that priority of flying the plane made finding the floor mounted pull handle difficult.
Contributing factor. Sad to see that happen locally.
I have always suggested that the tow connection to the tug is a Sling from wing tip to wing tip with a running pulley that eventually connects to the tow line. With enough margin to avoid fouling the tail . This puts the tow vectors at the CG of the TUG and minimises the lateral force and leverage involved in any tail hook up . I would think that this is a FAR safer method . But Every one in gliding ( only been doing it since I was 12) Disagreed with me becasue it involves a small modification to the wings and spars.
On RC tows we have the rope attached to the center of the wing for exactly that problem!
And we always tow high!
If you put some wire on the tail to protect against the rope you could do that too!
We also have a hook on the glider that releases if the glider pulls up to much or overtakes.
3 reasons to release...
1) If either you or the tow plane become inverted.
2) If you and the tow plane are facing each other.
3) If by some chance, the tow plane is behind you.
This advice was given to me by an old hanger guy before my lessons started.
Especially with a high wing low weight vintage glider you may need almost full forward stick to prevent it from shooting up in the air like kite. It's a demanding experience to speed along the runway well inside the propwash with such a glider, some 5 ft off the ground.
We were also trained in doing touch and go landings while still in tow back then, to be prepared for a release malfunction and to get a better understanding for the tow plane's needs while doing certain manouvers in formation.
Love your videos!!!
Thank you!
Thanks for the video!! Very interesting and didactical...as usual in your channel. Great Job.
Thanks very much!
Didactical? lol - is that a word? "Didactic" means inclined to provide unsolicited/unwelcome instruction, doesn't it?
@@innocentbystander3798 Didactical: designed or intended to teach. b : intended to convey instruction and information as well as pleasure and entertainment
Haha yes my dictionary says 'teaching with an ulterior motive'! I guess I do, it's all about those views muah ha haaa
My tow pilot told me 'If I can't see you when we are on tow, I'm giving you the rope right away. Be ready.'
A friend who was an RAF pilot flying Lightnings, was killed by a K18 who did a kite. People being taught to fly behind a tug should be fully briefed on a nose hook and a belly hook. Belly hook, always, always trim forward.
RiP John cox. He got driven into the tarmac by a student pilot that forgot to check her canopy. He was a good man.
Makes total sense once you see it. Glider goes high, pulls the tail up, forcing tow plan nose down. Too close to the ground.
Training and proper focus on the job are essential for both pilots - this should be added to the textbook, literally or figuratively.
Glider acted like it's alone and free to go wherever and whenever it wanted - forgetting that it's part of a whole with the tow plane while they're connected - and control goes both ways. Consequences followed.
Exactly right
When taking aerotows, I used to mentally draw a box on the canopy, and keep the tow plane within that imaginary box on the windscreen. if the tow plane left that box for any reason, I would release without hesitation. Crashing a glider is one thing, but taking the tow plane down with you is a bad day all round.
Good video, thank you.
Lost my good friend Pat Page in Minden, Nevada, USA, on 15 April 2001. Somehow he did not connect the elevator rod connectors before flight, even though he and a helper tested the flight controls movement. After takeoff he kited and the tow plane had to release the tow line. His glider crashed on the field and he did not survive impact.
Sorry to hear that Julie and Tom.
I've personally seen a ship ground loop during takeoff under tow. No injuries. It was only the glider pilot's conscious decision IN ADVANCE that he was going to release if anything went wrong that prevented a towplane crash.
Know what actions to take in various emergencies and decide BEFORE you roll out that you will not hesitate to take those actions...don't wait for the problem before deciding how you will handle it.
Exactly right- a wing drop and ground loop on take off is not uncommon, especially with water ballast and belly hooks. I’ve done it a few times myself. It’s no big deal if the pilot is, as you say, ready to release and does. Cheers!
I've seen glider ground loops as well. In one instance, the glider pilot tried but couldn't release until dragged quite a ways - the G force force was so high in the glider, he couldn't actually get his hand on the release. The tow pilot didn't even notice in the high HP pawnee. Hands on the release is a good idea - my clubs don't instruct that way - I'll have to bring it up.
Can I recommend adding "visually confirm separation of the rope on release". I had a bloggs make this mistake on one of my first few sorties of being a newly qualified ascat last year; I'm consequently also a staunch advocate of "hand on the release for the entire launch" as my doing so definitely saved our tug pilot a laundry bill!
Yeah absolutely critical! We had a higher altitude tow upset here in NZ where the rope didn't release as expected, but the tow pilot thought it had. Luckily these things normally happen at higher altitude, where there is time to recover.
Excellent video!
Thank you very much!
Eye opener
👍❤️
Thanks for sharing ✈️ stay safe everyone
Thanks, you too!
Tow rated pilot here.
To state the obvious, neither the tow pilot nor the glider pilot released when the glider went above the tow plane.
The tow pilot especially, should have been super attentive to the glider's position and ready, mentally and physically, to release until reaching some altitude.
very good tips
Thanks!
You are a life save thank you
No thank you for watching!
As a physicist, I see this as an easily solvable problem. The tension in the tow line acts as a force vector on both craft. It seems to this tyro, that the critical factor is the angle that this vector makes with the towplane’s direction of travel. The tow plane needs to be fitted with a camera, an Arduino (or similar), some software and an electrically operated towline release. The camera is monitoring the towline and the Arduino is converting image to angle. The software lets you set limits and build in things like an audible alarm when the limits are being approached and, of course, trips the release once those limits are reached.
This sort of stuff is so easy these days .
I can’t see any reason why you couldn’t build a lightweight drone tug. Its auto pilot would do all the hard work but the glider pilot would have high order control by wireless.
It's a good idea, unfortunately designing and building equipment for certified aircraft is an expensive and time consuming process. Don't let me stop you though, go for it!
This is why the tow pilots at my club keep a hand on the release during a tow for as long as possible.
Mmm a mechanical linkage in the tow plane that if the tow plane's stick is hard back for any reason (trying to nose-up), then it automatically releases the tow. (Could actually apply to any extremity of the stick's movement). That is the condition when the tow plane has lost command authority in pitch (and yaw?) control, and Plan B is required. Yes I know - ten years to get it approved!
Very good!
Thanks!
I've been there... Right near the end of runway (we have a skydiving dropzone over there). It was scary.
Did many "boxing the wake" exercises while in my student pilot stage. Not a comfortable feeling bouncing around trying to just stay out of the turbulence.
All good points.
That is why our glider club on does low tow.
It adds a level of safety.
Tipped up twice in 15000 tows. once at around 2000ft agl and once at around 600 agl, one was spicier than the other, when it happens it happens fast.