There are two things important here. 1. The importance of being ready to handle the rope break by practice. Like it or not, this can happen and the importance of planning cannot be overemphasized. Which direction do you turn? Can you make the 180 and then make the field? Do you land straight ahead? Which field do I go for? Do I mush it into the trees? These need to be thought of in advance. The two or three seconds you hesitate might cost you your life. 2. The importance of doing all we can to reduce the possibility of an actual rope break.

This confirms the need for the hook up person to be vigilant in the inspection of the rope AND rings prior to launch. What percentage of a 200 foot rope is inspected prior to each launch? How often do we take a good look at the rings, either the two on a Tost or the one on a Schweizer hook? I try to catch the rope as near to the tow plane as I can and let it flow across my pants and thru my fingers feeling for partial breaks, I have found two in the last two years. I have also seen rings which were beginning to crack, haven't seen one out on the flight line but have been shown them in the past. These things DO happen.

The myriad of things that can go wrong on tow such as drive brakes being open, canopy flying open, tail dolly left on and the like can be reduced or eliminated by using the checklist properly. The hook up guy can help to reduce these problems by being an extra set of eyes.

Maintaining proper position on tow, watching for signals from the tow plane, KNOWING the difference between a wing wag and a rudder wag can save our lives at those critical moments. Remembering too that there are at least two and sometimes three lives at stake on tow. (or 4 in a 2-32.)

To see accidents happen with DPE's, CFI-G's and otherwise experienced pilots drives home the need to remember that this can happen even to the best of pilots. If a current, experienced pilot blows it at a critical moment, what's going to happen to the guy who flies twice a year?

Walt