On Wednesday, March 20, 2019 at 11:24:28 AM UTC-5, Tango Eight wrote:

This an important discussion and I can agree with a lot of the statements being made.
But I also get the feeling that there is some resignation. These are preventable accidents as longs as there are no mechanical or pilot incapacitation issues.

In response to some of Evan’s statements:
The Skyline accident is an outlier.
Unfortunately, no.

Video evidence shows that the glider deck angle never gets out of normal limits.
Yes, but there was no recording when the glider got out of normal tow position, because the camera was off and the PIC got distracted checking on it and switching it on again.

It was not a kiting event.
You can quickly get out of normal tow position without “kiting”.

The fact is, these accidents are rare.
Unfortunately, no.

Here is a list of tow plane upset accidents from the NTSB database going back to 2000 (which I could find):

26 Apr 2002, PA 18-150, SGS 2-33, USAFA, Colorado Springs, CO (DEN02GA039)
[Please go to the docket and read the PIC’s written testimony.]

21 Aug 2011, Callair A-9B, SGS 2-33, Marshall, MI (CEN11LA585)
[Tragically, the PIC of the glider was killed in a crash with his Quickie Q200 two months later.]

6 Sep 2014, PA 25-235, SGS 2-33, Warner Springs, CA (WPR14LA367)

As with Walt’s incidents, there are certainly more tow plane upsets that are not ending in a disaster and are never reported. I am aware of a CA 150-150 being pulled nose down by a transition glider pilot with only few solo flights in a glider. The tow pilot could not release the Schweizer hook, the tow rope broke and the tow pilot was able to pull out with only a few hundred feet left.
It was also a SGS 2-33. While I agree that the 2-33 requires a lot of elevator push down on tow, this can’t be the root cause for such events. As with the two accidents discussed here, it happens with other gliders types as well.
The PIC of a glider in tow has to be able to stay consistently in the normal tow position. Flawlessly boxing the wake, not only on a quiet morning or evening, is a good indicator if you can handle abnormal tow positions. And no distractions from cameras, flight computers, passengers, canopy opening, objects falling down and so on, especially below 1,000 ft.

Ernst