This is not rocket science. Actually, if I hadn't witnessed the
confusion at Hobbs this summer and read some of the responses to this
thread, I wouldn't have believed it possible that this subject could
generate so much controversy. So permit me to add to it.

The pilot keeps the stick neutral (that should only be a problem with
a side stick). The wing runner BALANCES the wings (may take many
seconds with water ballast). The wings may not be level when they're
balanced if the ballast is uneven and/or there's a steady crosswind.
The wing runner RUNS--holding the tip from the trailing edge, palm
under/thumb over--until the wingtip flies out of the hand (i.e., don't
hold it back). In normal US club and commercial operations, the
wingtip runner doesn't raise the tip until the pilot is ready and he
also signals the towplane to take up slack. At a contest, everything
is specialized and the wing runner may do nothing but hold the tip to
keep the wings balanced after the wingwheel is removed and then run
like crazy when another ops person gives the signal. I personally
don't want anyone touching the winglet but other pilots may think it's
OK. Ask first. I've run tips where the aileron comes all the way out
and never had a problem.

If there's a gusty crosswind, the wing runner may have to work hard to
prevent the upwind wing from being lifted. Ditto if the ballast shifts
slightly. Or if a gust rolls through during the first few seconds of
takeoff roll.

If the glider has a tailskid instead of a rubber tailwheel or for some
other reason it starts to swing (e.g., a Ka-6 or early ASW 15 with an
off-center towhitch), a savvy wing runner can apply a bit of fore or
aft force to help correct the direction. Don't try this unless you
really know what you're doing or the pilot has asked you to because
the glider has intentionally or accidentally been positioned off
heading.

When running a 1-26 or 2-33 with tip wheels towed by a strong towplane
into a nice headwind on a cool day at sea level, you can probably take
two steps and let go. When running a modern competition glider with
water ballast on a narrow runway with a crosswind at higher altitudes
when it's 100F behind the one of six tugs NO ONE wants to get because
his engine is anemic, run as fast and as far as you can and hope for
the best. As with most things in life, no single identical technique
works every time.

Chip Bearden
ASW 24 "JB"
USA