Marty, I'm going to top post here since I can't figure out which way this
thread is expanding.

In the first case, the weak link at the tug failed because the tugee
modified it without our knowledge or approval. In the second case the rope
itself was the weak link and it most likely failed because it was left
laying on the ground in the path of a landing 2-33 which cut some of the
strands with its razor sharp metal skid.

I know that in the first case, the glider was in perfect position - the link
just fell apart. In the second, the student was flying but was not badly
out of position. In both cases the failure was a complete surprise to the
CFI-G.

These incidents happened at different airports under different conditions
and operating procedures but to the same CFI-G in the same month. One could
argue, as I did, that the CFI-G shared responsibility with the tug pilot to
check the integrity of the rope and weak links . As we know, this is hard
to do for each flight at a busy operation and we rely on the operating
procedures and ground personnel to insure the rope is usable. Sometimes
your luck just runs out.

My original point was that with airtow stuff happens and sometimes you
aren't in position for a return to the runway. In winch launching, you are.

Bill Daniels

"Martin Eiler" wrote in message
...
Should we assume that these two rope breaks were during aero tow?
The next obvious question is how strong were the weak links and
why did they break.

The fact that this individual had two weak links break at a low enough
altitude that it resulted in his landing off field, does make us wonder
what the complete story is. Was he solo in a single place glider? Or
was it a result of letting a student get too far out of position?
Inquiring
minds would like to know.

M Eiler

More specifics please for those off-airport landings. Otherwise your
"1000
feet" may be taken by some as a bit of an exageration.
Jack


In my friends case, the first break came shortly after crossing the
field
boundary at about 50 feet. This was a case of insufficient climb angle
to
reach 200 feet while still in range of the runway. The other, as I
understand it, was at about 300 feet but still out of gliding range of
the
airport.

My comment about 1000 feet referred to a situation that happened to me
because the tug pilot turned downwind at 100 feet AGL with a heavy
glider
and strayed still further downwind as the air tow ground on despite
urgent
radio calls. It was only at 1000 feet AGL that I felt that I could
release
and get back. (and get another tug pilot) This has happened to me too
many
times to recall all of them.

Understand, I fly in an area where density altitude at takeoff can
exceed
10,000 feet. It takes a strong tug to keep a heavy two seater
constantly
in
range of the runway.

My point with the original post is that there is no guarantee that the
magic
200 feet AGL will always get you back.

Bill Daniels