On Sunday, February 23, 2014 10:00:51 AM UTC-5, Steve Leonard wrote:
I hear you on the low tow, GC. It is another of those perceptions of "It isn't what we do, so it must be dangerous." Agree that it will change the dynamics involved, as well. Did Australia go to low tow to prevent kiting, or was it for some other reason and that was a side benefit? I know that high tow increases the trim drag on the towplane, and low tow reduces it, so on low powered towplanes, this can be the difference between climbing and not. With America tending to be a land of excess (horsepower in our towplanes), it is seldom an issue. So, I am curious. Was the change made to improve climb rates and you just have not seen kiting events in Australia, or was there a significant kiting problem, and low tow was determined to be a solution? No, I am not being snide or snarky, I do not know and would like ot learn. Eyes and ears open, willing to learn. Steve Leonard

I'll speak for one operation in US using low tow.
1- Reduced trim drag- glider is on the thrust line of the tug.
2-Easier to fly and teach due to visual picture being good and getting near the wake gives feel of vertical tail touching the wake allowing minor correction to stay away. In high tow the fuselage and wing get in first acusing a bit more disturbance to the glider attitude.
3- Many students fly the tow without help on their first try. I doubt that happens much in high (normal) tow.
4- Almost never get slack rope because descending position is easily seen. We have to go out of our way to teach slack rope correction.
5- No broken ropes.
6- No affect on attitude of tug due to rope reduces tug pilot workload.
7- Glider is not in the wake on takeoff because ground effect dissipates the wake below about 1 wing span.
8- I have not heard of any dead tug pilots in low tow.

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