Paul (and others)
In the instructors manual I think it uses the word "standard" to
describe low tow.
In my previous post I wrote it was preferred (but definitely not
mandatory).
John Parncott was sort of right about GFA making their decision
twenty(ish) years ago, but my impression was it came as a result of the
Tasmanian tug/blanik fatality (cause of which was never clearly resolved
due to no surviving witnesses) and also some upsets in the UK (non
fatal? but enough to make the BGA ask what was going on). Diagram of the
cub going nose down which was/is often used to illustrate the point in
the AG and Aviation safety digest came from the BGA report, I believe.
John's comments, which didn't really gel with my experience of what
people actually do around the place (Mark Newton's post lines up closer
to how it seems to be in SA) made me go and dig out some old stuff. As a
result I found Ops directive 2/86.
Paraphrasing the page+ of background:
There was considerable discussion and NGS trials during 1985 resulting
in an ops advice notice 1/85 (which I don't have) requesting club
trials. The trials resulted in "the Australian gliding movement is
largely in favour of low-tow release". There were reservations based on
"loss of skills in high-towing", "rope gets too close to glider on
release", "degradation of lookout prior to releasing" and "failure of
tug pilot to detect when glider has released". All these issues were
addressed in this background preamble.
It is worth typing out in full
(from the paragraph on high tow in the background):
"High towing may be carried out by anyone at any time, as at present.
There is therefore no reason why anyone wanting skill at high-towing
could not acquire it. It will still need to be taught for the emergency
case too. (See "Emergencies" section of this document.)"
and the "New Procedure":
"As from 1 August 1986, gliders being towed in the low-tow position will
release from the low-tow position. Gliders being towed in the high-tow
position will of course release from high-tow. In other words, release
from the position being used from the tow. From the point of view of
normal procedures there is no more to it than that".
Regards
SWK
On 12/04/2011 8:16 PM, Paul Mander wrote:
I'm with Adam, I prefer high tow, as does much of the rest of the World.
I have encountered tug pilots who state categorically that high tow is
illegal, but most are quite comfortable with it. I have searched the various
GFA Ops Manuals, but can find no definitive statement that low tow is
mandatory. Can anyone point me to a clear directive on this issue, or is it
a matter for the individual?
-----Original Message-----
From: [email protected]
[mailto:[email protected]] On Behalf Of Adam
Woolley
Sent: Tuesday, 12 April 2011 5:23 P
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Where to sit on tow?
High tow all the way, so much easier - and definitely gives you more options
in the early stages of the tow.
WPP
-----Original Message-----
From: Peter F Bradshaw
Sent: Tuesday, April 12, 2011 4:47 PM
To: [email protected]
Subject: [Aus-soaring] Where to sit on tow?
Hi;
All this talk about rope breaks raises another question. When I'm on tow
I often look up at the weak link and shackles at the other end and ask
myself, "Do I want all that stuff in the cockpit with me?" The answer is
no so I sit slightly to the left of center - which also helps with the
torque reaction on the tug. Does anybody else do this or is it only me?
Cheers
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