Right on the head, Charlie.

When we get a new tow pilot who's not a glider pilot, we give him a lot
of guidance on what glider pilots want in addition to the FAA required
training. That said, it usually takes a couple of weeks for the new
tuggie to stop circling in dead air or simply flying straight out
that-a-way. They're always good about accepting steering commands via
radio, though not so much via a tug on the tail. Fortunately we all
have radios, but in a training environment, I always expect some tail
tugging with students on board. These are usually briefed in advance.

On 5/14/2015 11:07 AM, Charlie M. (UH & 002 owner/pilot) wrote:
On Thursday, May 14, 2015 at 12:47:18 PM UTC-4, Dan Marotta wrote:
As a glider pilot and tuggie, please let me try to explain:



First, the radio is always preferable but, should communications
fail, then the signals take over.



As to the SSA/FAA difference on the glider requesting a turn signal
- use your head! This is not meant in a confrontational manner but
think: If the glider pulls your tail to the left, which way does
your nose point? To the right, right? Well, that's the direction
the glider wants to go. It's unfortunate that the FAA won't make
such a simple change to an erroneous figure in their document.
Dan, maybe you've hit one of the issues on the head...... what is the background of the tow pilot?

If a "power guy", maybe they don't like getting steered.
If a "glider guy" that tows, maybe they don't mind.

At our field, pretty much all our tow pilots are also glider guys, thus they may understand what the glider pilot wants.
They also tend to have an idea on WHO is on the other end. A low time student may just be out of shape (towplane goes straight & ignores steering) while someone with more time may want steering.

We try to tow to the "hot spot of the moment" (based on last tow) but are willing to be steered as needed for those that "may" have a better idea.

--
Dan Marotta