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Old March 6th 07, 09:38 PM posted to rec.aviation.soaring
Bill Daniels
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Posts: 687
Default Low towing thought


"Tuno" wrote in message
oups.com...
This topic is most interesting. I was never taught the low tow, or
presented with the concept at any of the 3 places I took lessons
(Estrella, Seminole Lakes and Turf, 3 years ago). How is it easier for
the glider driver? Wouldn't it create more work for the tug driver?

Are there any enthusiasts of the low tow who are also enthusiasts of
high wing loading for those good days? I've been in the "low tow"
position unintentionally at max wing loading when the tug driver musta
thought he was pulling a 2-33. Seems like there would be no room for
error if one started out in that position, and the tug then slowed
down!

~ted/2NO


I probably flew hundreds of low tows at the old El Mirage Field. Gus
Brigleib insisted on low tow.

If you are flying a low performance glider, the technique for slack is to
just push the nose lower. The glider will just move down and take the slack
out. If, however, you are flying a Nimbus, it will outrun the tug pasing
under it. Pulling up puts in more slack even as the glider slows down
ending in a jerk.

In the end, I suspect the reason Gus insisted on low tow was the TG-3's he
used as trainers. It was very difficult for the instructor, sitting 8 feet
or so behind the student, to see the tug while in high tow. There was a lot
of rollover structure and greenhouse canopy between the front and rear
cockpits. Low tow gives the instructor a great view of the tug. I really
can't think of another reason for low tow.

BTW, low tow seems easier only because there are fewer references, like the
horizon, to help detect being out of position. If you can't tell you are
out of position, it seems OK. In fact, the opposite may be true. In high
tow, the tugs wingtip vortices tend to push a glider back to center
position. In low tow, they tend to pull it out of position.

Bill Daniels