If any one is a "renegade" in this group, it would be you Peter White with
your obsession with "penetrating" anything in sight metaphorically. I
sometimes agree with your comments, but have privately agreed others who
have publicly "flamed' you. However, you have gone too far this time. I
know and have flown with Brian and there is absolutely nothing "renegade"
about him. His comments on this subject make sense to me too. The height
of the slipstream being the difference between high and low tow can mean the
difference between hitting or not hitting a wire or tree in a low tow-rope
break!
As for the difference in elevator drag and climb performance of the tug with
high and low tow position: is there any published scientific evidence on
this or is it just "gut instinct"?
PeterS (Stephenson)
----- Original Message -----
From: "Peter White" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Wednesday, April 18, 2001 9:22 PM
Subject: Fwd: Re: [aus-soaring] Re: Beverley accident
> Howdy Fellow Aus Soarers, Get a load of this response from an obvious
> renegade instructor.
>
> If someone in authority from GFA reads this, please take action to fix his
> dangerous behavior.
>
> Peter White
>
>
> >X-From_: [EMAIL PROTECTED] Tue Apr 17 22:56:53 2001
> >Delivered-To: [EMAIL PROTECTED]
> >Date: Tue, 17 Apr 2001 22:56:47 +1000
> >From: Brian Wade <[EMAIL PROTECTED]>
> >X-Mailer: Mozilla 4.75 [en] (Win98; U)
> >X-Accept-Language: en
> >To: [EMAIL PROTECTED]
> >Subject: Re: [aus-soaring] Re: Beverley accident
> >
> >Peter,
> >
> >I will not reply to the list because I have no desire to prolong the
debate on
> >open forum.
> >
> >During the Easter break I instructed on over 40 flights and on many of
them
> >pointed out to my student the desirability of REMAINING in high tow for a
bit
> >longer than they had intended in order to have a few more feet under us
before
> >deliberately surrendering some valuable altitude. I firmly believe that
this
> >is a sound practice and do not appreciate your comments regarding my
knowledge
> >of the subject.
> >
> >I suggest that you review your own post where you talk about "going into
high
> >tow when close to the ground".
> >
> >My suggestion is not abut GOING into high tow, but that you REMAIN in
high tow
> >until about 300 ft. There is no contradiction with published GFA policy
which
> >states that you remain in high tow until "the combination is positively
> >established in the climb" (Instructors Handbook Page 51). It is just a
mater
> >of interpreting just when that occurs, and I have no doubt that erring on
the
> >high side has considerable safety advantages.
> >
> >I would add that I discussed exactly that point with the Qld RTO Ops on
Monday
> >at the gliding site and he is in total agreement.
> >
> >During the Easter training period I flew with a couple of pilots who were
> >returning to the sport after a considerable absence. They both had to be
> >retrained to the current take off technique rather than the old practice
of
> >remaining low and following the tug up in the low tow position. From the
> >language in your message it is evident to me, and probably to many
others,
> >that you are not up to date with current GFA teaching on the subject and
I
> >wonder if you are personally in need of such re-training?
> >
> >
> >--
> >Brian Wade
> > Personal Computer Concepts
> > Uniform Time
> >PO Box 114 INDOOROOPILLY QLD 4068
> >Ph: 07 3371 2944 Fax: 07 3870 4103
> >
> >Win a fully furnished luxury Gold Coast waterfront home and support
Australian
> >War
> >Veterans
> >Total value - $1,005,000
> >http://www.rslartunion.com
> >To be drawn on 9 May 2001
> >YOU HAVE GOT TO BE IN IT TO WIN IT!
>
>
>
> --
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