Recognizing and reacting to tow plane engine failure

Dan, I understand. I'd just note that (1) you know two glider pilots who've experienced engine failure, and (2) these were airborne situations. I was talking about ground run engine failure, which I saw happen twice (but not as a glider pilot). I also have seen a near ground (15 foot altitude) rope failure. So I know I should be prepared to handle them.

Glider pilots and tow pilots have an iron-clad covenant that should be talked about, not just silently acknowledged: You do your very best not to kill me, and I'll do my very best not to kill you. Towing is a unique thing in aviation, it's serious business, and it needs to be constantly recognized as such.

Getting out of position on a tow is a cardinal sin for a glider pilot. I know of two people (not me) who did it over the last 10 years. Repercussions were swift and severe, as they should be. Sometimes, though, it's very difficult to stay in position - I've towed out of Minden and Blairstown through rotor on wave and ridge days when this was the case. In those flights I've been ready on the release, and I'd bet the tow pilot was ready on his release, too.

-John, Q3

On Friday, October 24, 2014 12:11:01 PM UTC-4, Dan Marotta wrote:
I've never had a tug fail while in my
glider but I've had two engine failures with gliders behind me and
one after the glider released.

My position on my own engine failure is this:* If I have the time,
I'll get you to a safe position and wave you off.* Failing that,
and I have the time, I'll wave you off.* Failing that, I'll pull
the release and find a safe landing spot for the tug; you're on
your own.

I'm more concerned about the glider who gets way out of position.
I towed for over 25 years before dumping a glider.* Hope I don't
have to do it again.

Glider pilots and tow pilots have an iron-clad covenant that should be talked about, not just silently acknowledged: You do your very best not to kill me, and I'll do my very best not to kill you. Towing is a unique thing in aviation, it's serious business, and it needs to be constantly recognized as such.


I had a tow pilot get mad at me just the other month for doing a steering turn. He slammed the Pawnee over so hard I couldn't follow him and it broke the rope. My passenger was so freaked out he'll never fly again. When I talked to the tow pilot about it he admitted that it ****ed him off when I tried to steer him.

Boggs

On Friday, October 24, 2014 12:43:25 PM UTC-4, Waveguru wrote:
Glider pilots and tow pilots have an iron-clad covenant that should be talked about, not just silently acknowledged: You do your very best not to kill me, and I'll do my very best not to kill you. Towing is a unique thing in aviation, it's serious business, and it needs to be constantly recognized as such.


I had a tow pilot get mad at me just the other month for doing a steering turn. He slammed the Pawnee over so hard I couldn't follow him and it broke the rope. My passenger was so freaked out he'll never fly again. When I talked to the tow pilot about it he admitted that it ****ed him off when I tried to steer him.

Boggs

Hmmmm - maybe you should pass the word around your airport so that particular tow pilot never flies again! At the least acquaint him with the mnemonic IMSAFE so he can run a check on himself. For non-US pilots it stands for Illness, Medication, Stress, Alcohol, Fatigue, and Emotion (on occasionally Eating, especially lack thereof).

-John, Q3

On 2014-10-24 16:43:23 +0000, Waveguru said:


Glider pilots and tow pilots have an iron-clad covenant that should be
talked about, not just silently acknowledged: You do your very best
not to kill me, and I'll do my very best not to kill you. Towing is a
unique thing in aviation, it's serious business, and it needs to be
constantly recognized as such.


I had a tow pilot get mad at me just the other month for doing a
steering turn. He slammed the Pawnee over so hard I couldn't follow
him and it broke the rope. My passenger was so freaked out he'll never
fly again. When I talked to the tow pilot about it he admitted that it
****ed him off when I tried to steer him.
Boggs

Around here, if a tow pilot hits the stops on any control (including
rudder) then you're going to wear the rope.

If you want him to turn, use the radio.

Licensed in 1978, a total of one tow plane engine failure.

I was flying a single seat glass ship with a CG hook. At about 700 ft agl, I inexplicably became high on the tow plane. I slipped and pushed the stick forward, but continued to get even higher!! The first thought through my mind was that the elevator was disconnected, but quickly realized that I was not high on the tow plane, the tow plane was low on me, and quickly getting lower. I released, announced "Glider away, taking the grass". The tow pilot responded "Thanks". We both landed with no problems.

It took about 2-3 seconds after I realized I was high to recognize there was a serious problem and respond to it by releasing. I had always assumed that in case of engine failure, that I would find myself over running the tow plane, or at least, there would be a lot of slack rope. Not so in this case. The only hint I had was the height difference - no slack rope, no black smoke, no engine parts flying back at me, no emergency call from the tow pilot, nothing.

P9