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a bank angle may result in an accelerated stall. If the
turn is made into the wind, only minor course corrections
should be necessary to align the glider with the
intended landing area. Throughout the maneuver the
pilot must maintain the appropriate approach speed
and proper coordination.
Downwind landings result in higher groundspeed due
to the effect of tailwind. The glider pilot must maintain
the appropriate approach airspeed. During the straightin
portion of the approach, spoilers/dive breaks should
be used as necessary to control the descent path.
Landing downwind requires a shallower than normal
approach. Groundspeed will be higher during a downwind
landing and especially noticeable during the
flare. After touchdown, spoilers/dive breaks, and
wheel brakes should be used as necessary to slow and
stop the glider as quickly as possible. During the later
part of the roll-out, the glider will feel unresponsive to
the controls despite the fact that it is rolling along the
runway at a higher than normal groundspeed. It is
important to stop the glider before any loss of directional
control.
Situation 4. When the emergency occurs at or above
800 feet above the ground, the glider pilot may have
more time to assess the situation. Depending on gliderport/
airport environment, the pilot may choose to
land on a cross runway, land into the wind on the
departure runway, or land on a taxiway. In some situations
an off gliderport/airport landing may be safer
than attempting to land on the gliderport/airport.
Situation 5. If an emergency occurs above the traffic
pattern altitude, the glider pilot should maneuver away
from the towplane, release the towrope if still attached,
and turn toward the gliderport/airport. The glider pilot
should evaluate the situation to determine if there is
sufficient altitude to search for lift or if it is necessary
to return to the gliderport/airport for a landing.
AEROTOW CLIMB-OUT
AND RELEASE PROCEDURES
Once airborne and climbing, the glider can fly one of
two tow positions. High tow is aerotow flight with the
glider positioned above the wake of the towplane. Low
tow is aerotow flight with the glider positioned below
the wake of the towplane. [Figure 7-6] Climbing turns
are made with shallow bank angles and the glider in
the high tow position.
High tow is the preferred position for climbing out
because the glider is above the turbulence of the towplane
wake. High tow affords the glider pilot an ample
view of the towplane and provides a measure of protection
against fouling if the towrope breaks or is
released by the towplane because the towrope falls
below the glider in this position.
Low tow offers the glider pilot a better view of the
towplane, but puts the glider at risk from towrope fouling
if the towrope breaks or is released by the towplane.
Low tow is used for cross-country and level
flight aerotows.
During level flight aerotows, positioning the glider
above the wake of the towplane has several disadvantages.
One is that the towplane wake is nearly level
rather than trailing down and back as it does during
climbing aerotow operations. Because the towplane
wake is nearly level, the glider must take a higher position
relative to the towplane to ensure the glider stays
above the wake. This higher position makes it difficult
to see the towplane over the nose of the glider. Easing
the stick forward to get a better view of the towplane
accelerates the glider toward the towplane, causing the
towrope slack. Positioning the glider beneath the wake
of the towplane in level flight offers an excellent view
of the towplane, but the danger of fouling from a
7-7
towrope failure or inadvertent release is greater when
flying in the low tow position. Gliders using a center
of gravity (CG) tow hook during low tow position on
level flight aerotows may encounter the towrope sliding
up and to the side of the glider nose, causing
possible damage.
Straight ahead climbs are made with the glider in the
high tow position. The towpilot should maintain a
steady pitch attitude and a constant power setting to
maintain the desired climb airspeed. The glider pilot
uses visual references on the towplane to maintain lateral
and vertical position.
Climbing turns are made with shallow bank angles in
the high tow position. During turns, the glider pilot
observes and matches the bank angle of the towplane’s
wings. In order to stay in the same flight path of the
towplane, the glider pilot must aim the nose of the
glider at the outside wingtip of the towplane. This
　
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