AEROTOWING MANUAL
Published by:
This issue of the Aerotowing Manual is approved by the Civil Aviation Safety
Authority
Table of Contents
AEROTOWING MANUAL
2. PILOTS
HOW TO OBTAIN A GLIDER TOWING PERMIT
Candidates for glider-towing approval must hold a Private or higher category
licence and a minimum of 100 hours total aeronautical experience, of which
at least 40 hours shall be on CASA-registered Australian or overseas-
registered fixed-wing aircraft. Of the remaining experience, glider, military
(fixed wing) and ultralight (3-axis control) flying time may be counted in full
toward the total aeronautical experience.
As glider tugs exist in a wide variety of types, the candidate must hold the
endorsements (e.g. tailwheel, constant-speed) applicable to the type to be
used for towing.
When the above conditions are satisfied, the candidate may commence
glider-towing in a double-control aircraft with the CASA delegate or an
experienced tug pilot nominated by a delegate as pilot in command. The
applicant must demonstrate competency to the CASA delegate and the
delegate will issue a Glider Towing Permit if satisfied the pilot is competent.
A Glider Towing Permit authorises a pilot to tow one glider at a time from
marked aerodromes and/or established gliding sites only, unless further
privileges are annotated. The privileges, limitations and revalidation
requirements of a Glider Towing Permit are notified on the Permit.
Note: The Glider Towing Permit is issued by the CASA delegate for the
period stated on the Permit. This is normally while the holder of the Permit
holds a valid licence and medical certificate.
The longer a tug pilot has lacked the recency requirements of the Permit,
the longer it is likely to take to satisfy the delegate of his/her competence to
obtain recency by this means.
3. CASA DELEGATES
HOW TO BECOME A CASA DELEGATE
Experienced pilots may make an application to become a CASA delegate for
the issue of Glider Towing Permits. Application will be to CASA via the GFA
RTO/Operations responsible for the applicant’s club and with the
recommendation of the GFA Chief Technical Officer – Operations. The GFA
will expect delegates to be endorsed by a gliding club or organization.
Refer also to the notes for CASA delegates in Appendix 1 to this manual on
page 93.
CASA delegates
Tug pilots
It is important to note that a tug pilot who is not a member of the GFA has no
protection from the Federation’s Broad-Based Liability (BBL) or Contingent
Liability policies.
CROSS-COUNTRY TOWING
Cross-country glider tows from and to such aerodromes or sites as
described in 6.2 are permitted by a pilot holding the appropriate licence for
carrying out such flights (This means pilots holding a private or higher
category licence, or the old “Unrestricted” licence may carry out such tows.
Pilots still holding the old “Restricted” licence may not carry out such tows,
unless the planned destination is within a designated training area
associated with the departure aerodrome).
DESIRABLE BACKGROUND
Most tugs are “taildraggers” and it is becoming increasingly difficult to obtain
training on this type of aircraft in the mainstream flying schools, almost all
school aircraft being nosewheel designs. A small number of flying schools
specialise in taildragger endorsements, often together with aerobatics.
Alternatively, new pilots considering glider-towing as another string to their
bow are strongly recommended to join the Australian Ultralight Federation
(AUF) and do some flying at one of their schools in one of the more
demanding taildragger machines such as the Lightwing or Skyfox, as these
are likely to have flying characteristics (but not the mass) closer to the type
of aircraft they will be using to tow gliders.
Experience has shown that the best tug pilots are light aircraft pilots with a
strong VFR background in aircraft which are quite demanding to fly, such as
Austers, Cessna 180s and the ultralights mentioned above. Pilots
experienced on such aircraft tend to have good "hands on" skills and their
lookout is of a good enough standard for gliding clubs to rely on.
Permits to pilots who lack the experience and/or competence to handle such
conditions, or recommend they consolidate their skills with a flying school.
Finally, delegates and gliding clubs should beware of pilots who have
learned to fly on tricycle-gear aircraft, then do a minimal conversion to an
easy-to-fly taildragger like a Citabria and appear at a gliding club wanting to
start a towing conversion. If such pilots have a strong gliding background,
they are usually not a problem, gliders needing good hands-on skill to
operate safely and many of them being of taildragger design. If they have
no gliding background and only a minimal taildragger conversion, they need
to be watched very carefully. Although everybody has to start somewhere
and some pilots do adapt very well, others never really cope and either need
extra work back at the flying school or decide that aerotowing is not for
them.
ASSESSMENT OF SUITABILITY
Keeping in mind the desirable background outlined above, the CASA
delegate’s task is to make an assessment of the pilot's suitability for the
aerotowing task. Most CASA delegates are not powered flight instructors
and therefore have no privileges to train and endorse pilots for taildragger or
constant-speed conversions. Their job in most cases will be simply to make
an assessment of whether the person really has the background and
aptitude to tow gliders, or whether further taildragger training back at the
flying school is required.
closes the throttle too quickly after the glider has released, adding the
problem of "thermal shock" to the gradient problem already present.
Any pilot who shows signs of rough handling of the throttle, and is not
amenable to this characteristic being corrected, will not make a good tug
pilot and is likely to cost the club dearly if allowed to escape onto the tug
pilot roster. Gliding clubs should consider carefully whether they want such
pilots to be in charge of a major asset before they roster them for duty
without re-training.
8. COMPETENCY STANDARDS TO BE
DEMONSTRATED FOR ISSUE OF GLIDER TOWING
PERMIT
NORMAL PROCEDURES
There is no specific number of hours or flights to be completed; it is left to
the discretion of the CASA delegate to issue a Glider Towing Permit when
the applicant demonstrates the necessary level of competence.
• The tug pilot's responsibility for the overall safety of the towing operation,
as command pilot of the tug/glider combination.
• Minimum rope lengths for the single and, if applicable, double towing of
gliders.
8.1.2 Take-off
8.1.3 Climb
• Selection of towing pattern which minimises towing into the sun, takes
advantage of forced landing options, stays within gliding range of the
field and makes maximum use of any lift which is available. The towing
pattern should also take into account the wind velocity and likely release
position.
• Avoidance of conflict with other traffic, glider and power, in the circuit
area.
• Control the tug attitude during “boxing the slipstream” by the glider.
• Ensure tug attitude and heading are controlled when glider is taken as
far out of position as practicable and safe, in order to demonstrate to tug
pilot the required action under these circumstances.
8.1.4 Release
8.1.5 Descent
• Selection of suitable landing area, with due regard for any special
requirements which may be in force.
• Go-around procedures.
• Gentle closure of throttle, avoiding slack in rope and giving glider pilot
time to adjust airbrake setting to maintain position.
ABNORMAL PROCEDURES
All the following procedures should be carried out in practice.
Release glider, with due regard for strip available and/or the options for
the glider pilot, depending upon height and position. Land the tug in
whatever area has been pre-selected for the purpose.
Note: Procedure (a) should be followed if the tug pilot detects that the
glider's airbrakes have come open during the ground run.
The short rope to be a minimum of 35 metres long and the long rope
minimum 65 metres long. Pilot on short rope should have had some prior
practice in flying on a shorter-than-normal rope. If possible, ropes should be
connected to the tug aircraft in such a way that, if jettisoned by the tug pilot,
both ropes will separate. The degree of difficulty in arranging this varies
with aircraft type and individual release installation.
Prior to take-off, if there is a light crosswind, the glider on the short rope
shall be placed on the upwind side of the tug, to minimise the chance of
ground-looping across the front of the glider on the long rope. If the
crosswind is strong, it is recommended that a double tow should not be
carried out.
When the combination is airborne, both gliders shall fly directly behind the
tug, the glider on the short rope flying in high-tow, the glider on the long rope
in low-tow. The tug shall not turn until both gliders are settled in line-astern.
At the releasing stage, the glider in high tow on the short rope shall release
first and ensure that an immediate clearing turn is made.
In the event of a wave-off, the gliders release and break to the respective
sides from which they commenced the launch.
In the event of release failure in the first glider, the pilot shall fly the glider
out to the left (remaining in high-tow) to warn the tug pilot and the pilot of the
other glider. Upon receipt of acknowledgment from the tug pilot, the glider is
returned to the normal high-tow position, whereupon the glider on the long
rope releases and clears away. The tug pilot then releases the short-rope
glider from the tug end.
If the glider on the long rope has not released and cleared away within 10
seconds of the glider on the short rope returning to the high-tow position, the
tug pilot shall assume that it has also failed to release and shall release the
ropes at the tug end.
8.3.5 Notification
• If rope is attached to tug for the outbound trip, dropping of rope for
paddock landing. Assessment of adequate length for take-off, using all
applicable factors, including "P" Charts if available.
• Practice in taking off without ground crew, using suitable agreed signals.
Assessment of length of crop/grass in paddock and an understanding
that the tug-pilot is not obliged to land in a paddock considered by that
pilot to be unsuitable.
8.4.3. Notification
NORMAL PROCEDURES
9.1.1 The purpose of an aerotow
The purpose of an aerotow is to provide the glider pilot with a safe and
efficient launch to his/her chosen height and position. Although this is not
difficult, there are many differences between flying around without a glider
on the back in comparison with the task of providing the best possible
launch for your trusting client.
The normal daily inspection is carried out on the tug aircraft in accordance
with Schedule 5 of the Civil Aviation Regulations 1988 (Amendment No 2,
August 1999), with the addition of the following items:-
2. Tow-ropes. These should be of the correct length (55 metres for towing
a single glider) and must be fitted with approved rings. Ropes should not
be frayed and any doubtful sections replaced or, in the case of joins, re-
spliced.
3. Weak-links. One of these must be fitted at the tug end. The maximum
breaking strength for tug aircraft is 450 kgs, except for the Pawnee 235,
which is 750 kgs.
4. Mirrors. It is a requirement (GFA Ops Reg 8.4.3) that at least one mirror
is fitted to a tug. It is more usual to have two. They may be mounted on
wing-struts or on the fuselage sides. It is normal practice to align one
mirror on the high-tow position and the other on the low-tow position.
Check them for cleanliness, broken glass and security of attachment.
When a glider is hooked onto the back of a tug aircraft, the all-up weight of
the combination obviously increases. Gliders vary in weight from the
lightweight single-seaters of around 300 to 400 kgs (or even lighter) to single
or two-seat monsters of up to 750 kgs.
All aircraft approved for glider-towing have Flight Manual supplements for
the purpose. Most tug aircraft have revised Performance Charts ("P"
Charts) for the glider-towing role incorporated into their supplements. See
Section 12.1.
If the tug has a revised "P" Chart, it should be used to pre-plan the take-off.
If it has not got one (the Chipmunk and Tri-Pacer are two examples), follow
the guidelines in the Flight Manual supplement, which typically suggest that
the take-off distance to 50 feet without a glider on the back should be
factored by 1.5 when towing a single-seat glider and doubled for a two-
seater.
Important note. When considering glider weight, what you see is not
necessarily what you get. High-performance gliders carry water-ballast in
their wings for enhancing their cross-country performance. Some of them
can carry more than 200 kgs of water, or the weight of two big persons.
Since there is no means of telling the difference between a "dry" and a "wet"
glider by its appearance (apart from a few gliders on which the wings droop
noticeably when they are ballasted), it is obviously important to check the
weight of the glider by asking the pilot before attempting to tow it.
All gliders have a minimum speed for towing. This is usually governed by
the wing-loading. Very heavy gliders will need to be towed much faster than
lightly loaded gliders and tug-pilots need to get used to the range of
minimum speeds of the gliders they tow, and above all to ask if they don't
know.
The most critical gliders in terms of maximum speed are some of the older
designs, where the tug may have to slow down considerably to prevent
overspeeding of the glider. This makes the tug more difficult to fly, the
margin above the stall reduced, control responses degraded and engine
cooling often suffering as well. These speed-limited gliders should not be
towed by inexperienced tug-pilots, as the operation needs a high degree of
skill and a broad background of glider-towing.
Although strictly more of a problem for a glider pilot than a tug pilot. some
gliders (e.g. Std Libelle, Hornet) suffer considerable speed errors due to the
rope occupying the same hole in the nose as the pitot head. Just keep it in
mind.
If an aerotow commences, and the glider's airbrakes are closed but not
locked, they will probably suck slowly out and remain undetected by the
glider pilot. The effect of open airbrakes on the take-off and climb
performance of the combination is drastic and will completely compromise
the carefully-laid plans made before take-off. The tug-pilot should cultivate
the habit of checking for open airbrakes as soon as practicable during the
take-off.
Although the evidence that tug engines are likely to fail more often than
other light aircraft is anecdotal rather than based on hard facts, they do lead
quite a hard life and there may possibly be an enhanced risk of failure. This
could arise for a number of reasons.
2. The use of Mogas (motor car gasoline) in some tug engines, with its
higher risk of vapour locking at high ambient temperatures.
It may be of interest to note that, statistically, the biggest risk to a glider pilot
on aerotow is not a broken rope or an outright failure of the engine, but the
tug pilot allowing the engine to run out of fuel.
Tug pilots must be acutely aware of the high rate of fuel consumption during
aerotowing, with the engine operating at full or very high power settings
during the climb. A pilot used to a moderate fuel consumption at cruise
settings may need some time to become accustomed to this.
The problem is worsened by the poor design of some fuel gauges. Some
versions of the Pawnee, for example, have a fuel gauge which becomes
opaque with age and almost impossible to read. There are similar traps in
other tug aircraft, for example some taildraggers have fuel gauges which
differ markedly in their readings depending on whether the aircraft is in flight
or in the tail-down attitude on the ground. Pilots should keep track of how
many tows they have done and refuel early rather than late. Trying to run
the tank down as dry as you can before refuelling, even in these days of no
compulsion to carry 45 minutes reserve fuel, is the very opposite of good
airmanship. On aircraft which have recording tachometers (most American
machines), keeping track of tacho time is a useful aid to fuel management.
Incredible as it may sound, there has been a case of a pilot taking off
knowing the tug was short of fuel, but offering to tow a glider on the basis
that they might not reach the top of the tow. They didn't, and the result was
a completely unnecessary outlanding for the tug. This behaviour on the part
of an experienced tug pilot was so stupid as to be almost beyond belief, but
it happened. No marks to the glider pilot either. He should have told the tug
pilot what to do with his almost empty tug.
Normal pre take-off checks apply to tug aircraft. There is no reason not to
do such a check before every tow. There is ample evidence that many
pilots do not do a satisfactory check before every take-off, as far more tug
aircraft run out of fuel in flight than any other light aircraft. Before every
flight, make a habit of ensuring that you know the location of the tow-release
and its direction of operation. You may need it in a hurry.
A further thought is that fuel exhaustion often occurs shortly after a running
change, where the replacement pilot has taken over an almost empty
aircraft, the "keeping track" chain is broken and the old pilot does not pay
the new pilot the courtesy of mentioning the low fuel state. If the new pilot
then does not carry out a proper check, fuel exhaustion is inevitable.
The only answer to such problems is a proper check before each flight. It
might seem like a nuisance, but the alternative is worse. During the check
turn on any external lights that will be useful for making you easier to see.
There are usually two signallers for aerotowing, one at the wingtip of the
glider and the other positioned forward of the tug and to one side. Some
clubs dispense with a forward signaller, but this is not a satisfactory practice
because it forces the tug pilot to either look in the mirror or backwards over
the shoulder during the initial part of the take-off. Looking at the very small
image in the mirror may cause the tug pilot to miss something which might
endanger the take-off; looking backwards is awkward and in any case
cannot be done in some tugs because they have no visibility in that
direction. It could also be argued, quite reasonably, that asking a pilot to
look backwards at all during a take-off is an unacceptable practice.
There are three signals from the ground crew to the tug pilot, as follows:-
This is an underarm wave signal given by the wingtip holder and repeated
by the forward signaller. The tug pilot should ignore a take up slack signal
given by anyone else.
On receipt of this signal, the tug pilot should taxi the tug slowly forward until
the slack is taken up. Taxying too fast runs the risk of jerking the glider
forward when the slack is taken up. If this occurs, there is a strong
possibility of the glider running over the rope, which may then wrap itself
around some part of the glider's undercarriage or airframe. This is clearly
undesirable, so take it easy when taking up slack and keep your eye on the
mirror(s).
9.1.9.3 Stop
When the "all out" signal has been given, open the throttle smoothly to full
power, keeping in mind any "idle to full throttle, 2 seconds minimum"
limitation that may apply.
At this point you will find that you have one additional job to do which you
never had before. You should keep the forward signaller in view, even if it is
just in the corner of your eye, for as long as possible, just to make sure you
don't get a stop signal. If you do, there are specific actions to take, which
will be covered under “abnormal procedures”.
Once you have full power applied, you will find that acceleration is much
less than you are used to. This is especially true if you are towing a glider
with a nose skid, where the ground-drag is very high.
You are vulnerable if the rope breaks at this point, as the tail will be up, the
stick forward and the tug will rotate smartly nose-down when the rope-break
occurs. The correct technique when towing with a taildragger is to start the
take-off run with the stick aft of neutral, allowing the rope to level the tug,
which it will naturally do as the take-off progresses.
A glider with a light wing-loading (say between 20 and 30 kgs/sq. metre) will
usually leave the ground before the tug. The pilot will position it a few feet
above the ground and do his/her best to hold that position until you lift off.
You will find that you will have to make a positive rotation into the take-off
attitude and the tug will then leave the ground and start its climb.
Some pilots then level off and let the speed build up to the full value they are
going to use for the tow. This is not a good technique for this category of
glider, because it makes life unnecessarily hard for the glider pilot. The best
technique for the “average” club glider is to let a bit of speed build up, then
let the combination climb, even if you have not yet achieved the eventual
climb speed. You can then refine the nose attitude as you climb away, very
gently accelerating to your full climb speed a few seconds later.
The advantage of doing it this way is that it does not overspeed the glider
and creates a bit of space under the combination, a real advantage for the
glider pilot, especially if it is an instructional flight. There is no disadvantage
for the tug, because almost all the tugs have a take-off safety speed at or
below the combination's climb speed.
There is a further advantage in letting the tug climb early in the take-off if
there is a wind-gradient. If the tug is held down and then rotated into the
climb attitude after the full value of speed has built up, the attitude change is
greatly exaggerated by the increase in wind as height is gained. The tug
pilot finds himself pulling back further and further and the glider pilot is
barely able to cope with the rapidly changing circumstances. This is
illustrated in the diagram below, courtesy of Fred Foord of the Adelaide
Soaring Club, who experienced the phenomenon at first hand and
eloquently describes it, as he puts it, “with a little help from Pythagoras”.
The climb angle, 36º, is somewhat exaggerated, but serves to illustrate the
principle very well because it forms the hypotenuse of a 3:4:5 triangle.
The solution is to keep the tug on or close to the ground until the known
climb speed has been achieved, then allow the tug to separate and enter the
initial climb with plenty of speed to give the glider pilot good control. A
marginal speed for a heavy glider is really hazardous and can easily result in
the death or serious injury of the glider pilot in the event of a low-level rope-
break or the pilot having to release because of inability to control the glider.
After separation and entering the initial climb, the glider will be initially in the
"high-tow" position, just above the tug's slipstream. However, fairly early in
the climb, the glider will probably move down and settle in the "low-tow"
position below the slipstream. The tug pilot will feel the trim-changes
occurring as the glider changes position and will probably need to re-trim the
tug when the glider has settled down.
The glider pilot may choose to remain in high tow throughout the entire tow.
This will almost certainly be the case if the glider pilot is a visitor from
overseas. Do not assume anything - wait to see which position the glider
pilot selects.
During the take-off, the tug-pilot needs to monitor options for any emergency
that may occur and choose a take-off path that takes these into account.
While abiding by the legal requirement to climb straight ahead to 500 feet
AGL, the pilot may need to make slight deviations to maximise safety for the
combination during the take-off.
The ASI should be used only as a trend monitor during the climb. Only if a
reasonably long-term trend indicates a deviation from the chosen climb
speed should the nose attitude be altered, and even then with care.
Care should be taken to ensure that the slip/skid ball is exactly in the middle
when towing a glider. This not only optimises the climb rate (an aircraft
flying sideways is not very efficient), but it makes it easier for a glider pilot to
position the glider accurately behind the tug. You would be surprised at how
mad glider pilots get trying to line up on an aircraft which is flying slightly
sideways through the air.
Make all turns gentle, especially with a training glider on the back. No
instructor will thank you for steep turns on tow.
Do not assume that the glider pilot you are towing is very skilled. Everybody
has to learn, and quite a high proportion of glider tows are training flights.
Be prepared to work hard to maintain a steady platform for the glider while it
swings around on the back trying to hold position - this is where doing some
tows at the glider end yourself gives you some empathy with the glider
pilot’s problems.
The mixture should not be weakened unless density altitude problems cause
rough running.
Do not climb on a constant heading for long periods of time. All tug aircraft
have blind spots and it is essential to ensure that the airspace you are about
to occupy is clear. Remember that targets which are stationary in the
windscreen constitute the biggest collision risk and perversely are the most
difficult to detect. You will need to find a sensible compromise between a
good search pattern to eliminate stationary targets as much as possible,
while still retaining a good steady platform that a trainee glider-pilot will be
able to follow without undue difficulty.
As a general principle, tow into wind. A glider's range if towed downwind is,
for the purpose of returning to the airfield, only one-third of its range if you
towed it into wind. Only tow downwind (or a long way crosswind) if you are
asked to, or if controlled airspace or other reasons compel you to.
If cumulus clouds are present, read the sky and plan on maximum use of lift
during the climb. When descending, plan on using the sink to assist the
descent. If it is a “blue” day, with no clouds, work out as soon as you can
where the lift is, and use it to maximum effect during the climb. Ditto with
sink for the descent.
Monitor the mirror(s). The ideal mirror installation for a tug is either one
large panoramic, slightly convex mirror which covers both high and low
towing positions (at the expense of rather high drag), or two smaller mirrors,
one aimed at high tow, the other at low tow. These should preferably be
adjustable from inside the cockpit.
A glider pilot may choose to fly either above or below this turbulent
slipstream. As already mentioned, Australia tends to favour the “low-tow”
position. Other countries prefer “high-tow”.
Low-tow
High-tow
In high-tow, above the slipstream, the combination feels a little more “lively”
as far as fore-and-aft trim is concerned and tug pilots need to concentrate a
little harder. The difference is not large and tug pilots should have no
difficulty in maintaining a steady platform whichever position the glider pilot
chooses. Note that high-tow is, by definition, above the slipstream, not
above the tug.
There is one important difference between low-tow and high-tow and this
becomes apparent if a glider gets out of position vertically. In low-tow a
glider can get very low and still not cause great difficulty for the tug pilot in
controlling his aircraft. Furthermore, out-of-trim forces tend to change at a
slow enough pace that the tug pilot has ample time to release the glider if
there is any fear that the limits of control might be reached.
In high-tow, things happen more rapidly and the tug pilot will have to react
rather more quickly to a glider going too high. If an excessively high glider is
not released without undue delay, there is a risk of being pulled out of
control. See Section 9.3 “The tug upset”.
Tug pilots need to be trained to tow gliders in both high and low-tow and to
experience a glider transitioning between the two positions. To avoid
subjective judgements about high-tow and low-tow, the reference for
establishing towing position is always the SLIPSTREAM.
The objective is for the glider to carry out this exercise without contacting the
slipstream and the tug-pilot’s job is to maintain a constant attitude and
heading during this exercise. This means constantly changing control inputs
as the glider changes position. Some of these control inputs may be quite
large. The most critical point is the transition from right to left in high-tow,
where a glider pilot sometimes moves too quickly and gets a lot of slack in
the rope. This may or may not be a problem, depending on where the rope
goes in its travels!
As in all phases of an aerotow, if you feel you are being taken close to the
limits of control or you have no idea where the glider has gone, get rid of it.
Do this BEFORE you lose control altogether.
Ensure the rope has released before beginning descent. Do not begin
descent until you have CONFIRMED VISUALLY that the rope has been
released from the glider. If the mirrors are not adequate for this purpose,
you must turn round in the seat to make sure it is clear. NEVER assume
that a jerk or twang in the rope is the glider releasing and NEVER rely on a
radio call, especially if it is a “blind” (no callsign) call.
When certain that the glider has gone and that the airspace you are about to
occupy is clear, begin the descent. Don’t fiddle around maintaining almost
level flight while you gingerly reduce power - you will take all day to get
down. Start closing the throttle smoothly and get the aircraft descending.
Use carby heat as required. Be careful not to accelerate too quickly in the
early stages of the descent. Interchange throttle closure with airspeed to
achieve a moderate initial descent rate, keeping in mind that too much
speed is a bigger factor in cylinder cracking than closing the throttle too far.
Keep all throttle movements smooth and power reductions gradual.
Note that, although the glider will always turn to its right after release, there
is no need for the tug to turn immediately. Clear the aircraft’s blind spots
before manoeuvring. Once again, remember the “stationary target”
problem.
Plan the descent profile, using any sink you can find, regularly clearing the
aircraft’s blind spots, avoiding other traffic and generally not making a
nuisance of yourself. Remember the rope!
If you know there is a glider there, but you can’t see it, there is a school of
thought which recommends placing the tug in a position where a glider
cannot normally go - low and a long way away. If you do this, you may be
able to pick out the missing glider against the sky. However, your own
aircraft will not be as easy to see and you will probably violate the principle
of being where you are expected to be.
9.1.16 Landing
Enter base leg and final. Keep clearing the aircraft’s blind-spots. If you
have been using carby heat, select cold air on final approach in preparation
for a possible go-around. Open the cowl-flaps for the same reason.
Remember the rope and give yourself plenty of clearance over obstacles.
Approach high and land long in preference to cutting it fine over people or
objects on the ground. A 55 metre rope hangs about 40 feet below a tug at
approach speeds. NEVER land over the top of parked gliders. Remember
that tugs have no exemption from the requirement to have the wings
level on a stabilised final approach for a minimum distance of 500
metres.
When the rope is dropped, it loses forward impetus very quickly and ends up
dropping almost vertically to the ground. In any case, even if it still has
some forward motion, it will probably not do a great deal of harm as long as
it is not still attached to the tug aircraft. If you have any doubt about
obstacle clearance, whether it be buildings, vehicles, parked or taxying
aircraft or people (especially people), don’t hesitate to drop the rope. It is
inexcusable, and may prove fatal, to drag a rope through a gathering of
people.
The same applies to a go-around. Much better to drop the rope and
eliminate that particular worry than to risk hitting something underneath your
projected overshoot path.
Hitting the fence with the rope is unfortunately very common, usually
resulting in loss of the rings. This in turn usually results in you being invited
to lead an “emu bob” to find them. Occasional genuine misjudgements do
occur, but many cases of hitting fences with ropes are the result of pilots
deliberately cutting things too fine over the fence in an attempt to land as
short as possible to reduce the need for taxying.
It is much better to accept the need to taxi back to the launch point each
time than to cut things finer and finer until eventually a completely
unnecessary accident occurs and somebody gets hurt.
Most glider towing consists of a climb, dropping the glider, then a descent.
Occasionally there will be a need to actually cruise the combination in level
flight. This may occur during an aerotow ferry flight or in the training for
such a flight. The glider’s maximum aerotow speed is essential information
for the tug-pilot to have before take-off.
A better technique in this phase of flight is to start reducing power, still in the
climb attitude, as you approach your cruise altitude. Know your aircraft,
especially its power/weight ratio, and fly it in such a way that you start
reducing power while still in the climb. The rate of climb falls off and the
nose should be very gently lowered to keep the speed virtually constant as
the power is reduced. As the climb-rate approaches zero, the nose should
be at or very close to the cruise attitude and the speed will build up very
slowly. It won’t get away from you, because the power has already been
reduced. The attitude change and rate of speed-change during this
manoeuvre will be gradual enough for the glider pilot to adapt to both
without getting a lot of slack in the rope. When you are established in level
flight and have refined the power setting to get the cruise speed you want,
trim the aircraft out.
When established in the cruise, with the glider settled in its towing position, it
will feel different from the climb. The drag of a modern single-seat glider is
very low, in the order of 15 to 25 kgs in level flights at 70 knots or so, and
this does not provide much pull on the rope. This is not a problem if
conditions are smooth and the glider pilot is competent. However, it can be
a different story when conditions are turbulent and/or the glider pilot is a bit
behind the eight-ball.
During cruise flight, especially if the air is rough, the glider pilot may find it
necessary to use small amounts of airbrake to keep the rope tight. This will
probably not be a permanent condition, but it may occur at intervals during
the flight. Unlike normal aerotow launching, this is quite normal and you
should not worry about it.
Also unlike ordinary aerotow launching, the glider pilot on a ferry flight will
not thank you for seeking out thermals. Try to find the smoothest air you
can, in the interests of comfort and safety. If you think it is hard controlling
the tug when cruising in rough air, try it on the other end of the rope
sometime!
This is not normally required on a ferry flight, as the glider will usually
release and make its own way into the circuit, leaving the tug to do the
same. However, a descent on tow may be required from time to time, for
example to remain outside of controlled airspace. It is also a post-solo
training requirement for glider-pilots.
When transitioning from cruise flight into a descent, the normal APT
principle does not work at all. If the nose is lowered with cruise power still
applied, the speed gets rapidly out of hand and this makes things impossible
for the glider pilot. Once again start reducing power very gently at a
constant attitude, then allow the nose to fall slowly so that the descent
develops slowly without a great build-up of speed. Refine your power-
setting and nose attitude as the descent settles down, monitoring the mirrors
for the glider pilot’s well-being. Trim when ready
The NMA does not apply directly to tugs, as all power pilots know that
engine failure is possible at any time and they plan their options accordingly.
These options are often not very attractive and it is true to say that any pilot
operating out of a capital city GAAP aerodrome effectively spends quite a lot
of time in an NMA. However we now have a glider to consider and the
effect of an NMA on a tug-pilot is to focus attention on the glider’s situation.
The towing patterns suggested here, courtesy of the Waikerie Gliding Club’s
towing notes, are just a few of many possible variations. If the wind is very
light, the tug may circle, but the combination should never be taken
downwind of the mid-point of the strip, except by request of the glider-pilot.
In strong winds it may be possible with some tugs to tow straight upwind
without making any turns except clearing turns to compensate for aircraft
blind spots.
At all times, keep a sharp lookout, continually clear the aircraft’s blind spots
and if possible avoid those parts of the sky in which you know traffic will
congregate, e.g. circuit joining areas.
ABNORMAL PROCEDURES
Practical coverage of items 9.2.1 to 9.2.7 is mandatory. Item 9.2.8 is
optional.
There is no particular reason to turn after you have released the glider, at
least until you are sure the glider has stopped. Get well clear, THEN turn.
Release glider. If you have a fair bit of speed on, it is probably better to
continue your take-off and thereby ensure that you are well out of the
glider’s way. Carry out a short circuit and try again.
At all times think ahead, assume you are going to get a stop signal on each
and every take-off and be prepared for it.
In the case of partial engine failure, do not assume the engine will “come
good”, even if you think it is just a vapour lock and will clear itself. Pilots
who make assumptions get caught out. Release the glider. Apply the same
philosophy and pilot actions as for a stop signal early in the take-off run,
except that it may be more difficult to keep moving if your engine is on the
blink. Use whatever power you have to open up the distance between you
and the glider. Don’t be tempted to take-off with a suspect engine. If the
engine failure is complete, just get out of the way as best you can, turning in
the direction most appropriate in the prevailing conditions.
If you have time, go through normal engine-failure drills. If no joy, land the
tug in whatever area has been preselected for the purpose. If you haven’t
preselected a possible landing area, there’s a lesson there and you probably
will the next time you fly.
This is more common than you may want to believe. It has already been
pointed out that airbrakes may appear to be locked when in fact they are
not. This is one of the major reasons for having a good mirror installation on
the tug and monitoring it during the take-off (however, not at the expense of
keeping control of the tug).
If the airbrakes come open on the ground-run, get rid of the glider and
decide whether it best for you to take-off or continue a fast taxi down the
field until clear.
Notes:
1. With a glider’s airbrakes open, a Pawnee 235 or similar tug will probably
be able to continue climbing at about ¼ to ½ its normal climb rate in still
air, something of the order of 300 to 400 feet/min. This gives the tug-
pilot the option of getting the glider to a safe height and position before
giving the rudder-waggle, thus minimising the effect of a
misinterpretation. This option may not available to low-powered tugs
(say, under 180 hp), most of which cannot climb at all if the glider’s
airbrakes come out.
The rudder waggle signal really means “rate of climb not normal, I have
checked my aircraft, please check yours”. The usual cause is accidental
deployment of the glider’s airbrakes, with the very occasional tail-chute for
good measure.
There can be other explanations for a poor climb rate and the tug-pilot
should be aware of them. They include:-
2. Wrong propeller setting. This is unlikely, but it can happen and a pilot is
particularly susceptible to it if he/she has fallen into the trap of skimping
checks.
Note that the signal should only be given if there is no immediate danger to
the combination, for example if the engine is starting to overheat and you
would like to get rid of the glider as a precaution. If the tug suffers a sudden
and/or catastrophic failure, make no attempt to signal; you are quite entitled
to release the glider without warning.
If the glider is unable to release, it is flown out to the left of the tug and the
glider pilot will hold it in that position until the tug-pilot acknowledges its
predicament by a wave of the hand. When the glider pilot receives the
acknowledgment, the glider is returned to the line-astern low-tow position,
and then climbed into high-tow, just above the slipstream. At this point, the
tug-pilot will fly towards the airfield and when the glider is within safe gliding
distance, release the rope at the tug end.
When the glider pilot flies out to the left, the tug-pilot must resist any
tendency for the tug to be turned by the glider. It may take a considerable
force on the rudder pedals to keep the tug flying straight ahead with the
glider in formation out to the left. This force MUST be applied to keep the
tug straight, as any tendency to allow the tug to turn prevents the glider from
ever getting into its intended position. This drives glider pilots crazy and
defeats the object of the exercise.
9.2.8 Double-release failure - landing on tow (optional - not mandatory for Permit)
This procedure has its origins in failure to release the rope from either end.
Such an occurrence may be considered a rather long shot, but landing on
tow also happens to be an effective and “no sweat” training exercise,
valuable as a confidence-builder.
If you want to do it, here’s how. Having got the whole combination
comfortably descending in accordance with the procedure outlined earlier,
the next task is to get it all safely on the ground, still tied together. Although
this looks and sounds difficult, it is not so in practice.
The only requirement is that the glider remains in the low-tow position
throughout. The exercise is considerably more difficult in high-tow. The
stabilised descent continues, the glider maintaining low-tow and keeping the
rope just tight by use of partial airbrake. This is much easier for the glider-
pilot if the tug-pilot does a wide, spacious circuit and avoids steep descents.
When the tug enters the base leg and starts gradually reducing power for
the approach, the glider pilot should go to full airbrake and/or flap as
applicable. This gives the tug-pilot a measure of the maximum drag which
can be exerted by the glider and enables the power to be adjusted
accordingly. The tug’s flap setting will be decided upon and selected at this
stage and the combination stabilised for the final approach.
On final, choose an aiming point well beyond the usual spot, as the glider on
the back dictates the necessary clearance over obstacles. When this is
done, go ahead and land normally. The glider will probably touch down a
little before the tug, as it is quite a lot lower. You can expect to pull just a
little bit harder than normal at the flare, as the glider is tending to keep the
tail up at this point. Keep a trickle of power on and don’t attempt any finesse
during the landing, a good basic arrival is all you need. The rope will tend to
hold you straight.
When you have touched down, DO NOT USE THE BRAKES. Let the glider
slow the combination down, by using its wheelbrake or skid. Monitor the
mirrors and be prepared to add a bit of power if the glider appears to be
catching you up. Some gliders are not very impressive in the wheelbrake
department. Be especially alert in crosswinds. Don’t relax until the whole
combination has been brought safely to a stop.
The problem occurs when the glider is allowed to get so high behind the tug
that the tug-pilot is unable to prevent the aircraft’s tail from being lifted. The
glider accelerates upward in a “slingshot” manoeuvre, tipping the tug nose-
down and robbing it of its speed, thereby leaving the tug-pilot powerless to
prevent the aircraft entering a vertical dive. Refer to the diagram below,
reproduced with acknowledgement to the British Gliding Association.
There are a few things to keep in mind about the tug upset.
1. When it happens, it happens faster than you would ever believe and it
takes a minimum of 800 feet to recover the tug to level flight.
2. Under no circumstances should it ever be practised.
3. The chances of a tug upset occurring are considerably reduced if the
minimum rope length is strictly adhered to. The shorter the rope, the
less TIME the tug-pilot has to get rid of the glider in an upset situation.
It does not take much shortening of the rope for this time-compression
to become critical.
4. If the tug-pilot knows or suspects that a tug upset manoeuvre is
developing, (e.g. stick coming back continuously until it reaches a point
where it does not appear to be having any effect), RELEASE THE
GLIDER IMMEDIATELY. Release it before it gets to that stage if you
are in any doubt.
DO ensure you know the speed limitations of the glider you are towing and
check whether it is carrying water-ballast
DO ensure you do a proper cockpit check before each take-off and landing
DO take up slack slowly to avoid overruns and monitor the signaller and the
mirrors during take-off
DO open the throttle smoothly when applying full power
DO be prepared to release the glider if circumstances dictate
DO follow the most landable terrain on initial climb and avoid noise-sensitive
areas if possible
DO tow into wind, as far as practicable
DO use moderate bank angles in turns when towing training gliders
DO make maximum use of lift during the climb, and sink during the descent
DO maintain a very careful lookout and be sure to regularly clear all blind
spots
DO close the throttle slowly and smoothly when beginning descent
DO continue to clear all blindspots regularly during descent
DO join the circuit in a legal and predictable fashion
PRELIMINARIES
Firstly, you should not set out on an outlanding retrieve unless you have
been assured by the glider pilot, by telephone or radio, that you have the
owner’s permission to land on the property (GFA Operational Regulation
10.4).
Don’t risk it. You will not be forgiven for starting a bushfire or grass fire and
it is quite on the cards that you will be prosecuted. The prosecution will be
well-deserved.
Thirdly, make yourself familiar with the glider-pilot’s “five S” rule and run
through it in your mind prior to departure.
Finally, you must be sure that you have (a) enough fuel and (b) enough
daylight to complete the retrieve safely and legally. Don’t leave home if you
can’t read a daylight/darkness graph or compute your fuel consumption for
an aerotow retrieve. Be sure you know how to do these things properly.
THE LANDING
If all the preliminaries have been satisfied, we now have to consider what
you will be faced with in comparison with anything you have done before.
The fact that the paddock is not a dedicated airfield results in the following
factors needing consideration when planning an outlanding retrieve:-
The approaches will probably not be clear; there is no reason why they
should be. You will have to be exceptionally careful in setting up your circuit
and approach into the paddock. If it is a long time since you did any
precautionary searches with an instructor, book out an aero-club aircraft and
do a few. They will stand you in good stead.
There will be no wind-sock and you will have to rely on raw information like
water on dams, dust rising from cars on dirt roads, assessing drift from the
cockpit, etc. Another good reason to brush up on your precautionary
searches if you are a bit rusty.
Size. Should be adequate for the landing and subsequent take-off with the
glider on the back. Use corner-to corner if necessary. You MUST know the
take-off performance of your tug with a glider on the back, not just a sketchy
“she’ll be right” approach, but an intimate knowledge of its performance in
various conditions with various gliders on the back.
Surface. A surface which is suitable for a safe landing may not be suitable
for a subsequent take-off, especially if it is soft. Rabbit and wombat holes
are also a hazard. Remember that you still have the right to refuse to tow
the glider after you have landed, if you decide that the surface is so soft that
it will compromise the acceleration of the combination on the take-off run.
Many a nasty outlanding retrieve accident would have been avoided if the
tug pilot had exercised this right.
Stock. Stock animals are usually obvious, but sheep may be sheltering
from a hot sun under a clump of trees. They can be a nuisance if they run
out in front of you at the last moment. Cows are curious animals and are
often attracted to the cellulose in the finish of fabric covered aircraft, which
they will proceed to lick with their enormous tongues. They may even get
really enthusiastic and start to munch your control surfaces. Nothing like a
nice rudder for lunch, especially if you’re a bit short of fodder! Many of the
older fabric-covered gliders have been damaged this way, but when cows
are in this mood, they don’t seem to mind whether the aircraft has an engine
or not. Not many pilots are game to try to shift a cow if it is making a meal of
their aircraft. If a cow chases you, its probably a bull.
Ostrich farms are definitely off limits. Even if you get permission to land on
or near one of these farms, which is unlikely, the birds will go out of their
minds if you fly near their paddock. At $10,000 per bird, they are expensive
creatures to frighten. Under no circumstances should you agree to go on a
retrieve “on spec”, without owner’s permission, from or close to an ostrich
farm. Be warned.
Surrounds. You will need good approaches to land, but more to the point
you will need very good obstacle clearance for your projected take-off path.
Trees, telegraph poles and main grid power lines are very obvious and you
will be able to make a decision on these items without difficulty.
Single-wire earth return (SWER) lines are a different matter and they have a
history of tripping up aircraft and gliders in many parts of Australia. Some
parts of the country do not have SWER lines, as the ground is not
conductive enough to provide an earth return, but in those parts of the
country where they can be used, they are an attractive solution to the
provision of electrical power to individual homesteads at low cost. There are
thousands of them in rural areas.
They are a real pest to aircraft. The poles are skinny and, for environmental
reasons are often concealed among trees. A single wire means that there
are no cross-arms, adding to the difficulty of finding the poles. In the middle
of the afternoon they cast no shadow, further compounding the problem,
although you may be luckier in the evening. The poles are often a long way
apart, a kilometre being quite common, and the wire itself is impossible to
see until it is too late, especially if it has been sand-blasted to eliminate the
glint for environmental reasons.
SWER lines do not necessarily follow fence lines. They may cut the corners
off paddocks, stretch across at some intermediate distance into the paddock
or wander off completely at random. The best guidance is that, if you can
see a homestead, there will definitely be a SWER line leading to it. You
MUST find it before you attempt a landing.
It would be nice if that were the end of it. Unfortunately there are often
junctions leading to other parts of the property and you may get a nasty
surprise by blundering into one of these just when you thought you had
located them all.
That’s the bad news. With SWER lines, the only good news is that they are
not very high off the ground and if a glider strikes one it will be at a late
stage of the approach to land (unlike, for example, a crop-spraying aircraft)
and therefore at a quite low 50-55 knots, with not far to fall to the ground.
This often results in a relatively low-energy accident which has historically
proved survivable in a number of cases, although almost always with
serious injury. Take no comfort from the low-energy argument, however.
Tugs carry high-octane fuel, which is an obvious hazard in a high-voltage
environment.
Some clubs use a rather shorter rope than normal, to effectively increase
available take-off distance. Other clubs believe that, if you need to take a
few metres into account by using a slightly shorter rope, take the trailer, you
have no business aerotowing from that paddock. Both arguments are valid
and both have their adherents. You will be expected to adhere to your
club’s rules on this, as well as other, matters.
Whatever size of rope you have, landing with it attached to the tug makes no
sense when you are going into an unknown paddock. There is too much
chance of snagging it on something (or someone) you hadn’t noticed. Either
carry it in the aircraft or drop it before landing.
THE TAKE-OFF
There is a basic rule to maximise your chances of survival in a aerotow take-
off from a paddock - PACE OUT THE AVAILABLE DISTANCE.
2. You can check for surface irregularities, soft patches, wombat holes, etc.
3. You can double and triple check for any powerlines you may not have
spotted from the air.
4. You may find a few nasty surprises, such as old fences hidden by long
grass.
5. You can check out obstacles to the side of the take-off path, which may
cause turbulence on a crosswind take-off. Look in particular for
obstacles which might cause a downdraught and be particularly
suspicious about a paddock in the lee of a hill.
10.4.2.1 Side-slope
This may not bother you very much, but it can cause real problems for a
long wingspan glider. You may have to alter the take-off run to take slide-
slope into account. If this is the case, you may have to make major
alterations to the overall plan.
Practice wing-down take-offs at your home site as part of your training for
outlanding retrieve approval. Cross-country glider pilots need this practice
just as much as you do.
There are two considerations with long grass. Firstly there is the effect on
take-off acceleration of an overall carpet of long grass. This cannot always
be taken into account by the tug’s “P” chart and on the basis of the
information provided on the chart, aided by your own Mk 1 eyeball, you will
have to decide whether to proceed with the take-off or not.
Secondly there is the effect of patchy areas of long grass or other vegetation
such as onion weed or thistles, which do not appear to be thick enough to
be a problem for the tug.
Generally speaking they aren’t, but they certainly will be for the glider. Any
vegetation over about 10 cms long rules out a wing-down take-off, as the
glider pilot will not be able to keep straight due to the drag of the wing in the
grass. Don’t try it.
Even with a wing-tip holder, you may still be in trouble. Modern gliders often
drop wings some considerable time after the wingtip holder has let go, a
function of their rather high angle of attack with the tail on the ground,
combined with the spiral propwash from the tug. If the wing drops into long
grass, a groundloop is a certainty. We prove it about half-a-dozen times
every year.
Don’t take chances with long grass and don’t drop your guard just because it
looks like it’s only in small patches. If in doubt, get the trailer.
A final word about wingtip holders. You may find an enthusiastic volunteer
from the farmer’s family, who would love to run the wingtip for you. Fine, but
be sure this person is very carefully briefed, as almost everyone holds back
on the wing the first time they do it. This is a problem both the tug-pilot and
the glider pilot can do without at any time, but especially in a paddock take-
off.
This will not necessarily cause the glider to ground-loop, but it may have a
dramatic effect on the acceleration of the combination, to the extent that the
take-off may have to be aborted. In some cases the combination may stop
accelerating at somewhat less than take-off speed.
You will need to know the effect of flaps on the take-off performance of the
tug. Even if the normal technique back at home base is to do flapless take-
offs, flaps may be useful in a paddock take-off to get the aircraft up out of
the weeds and into ground effect as soon as possible. This can work very
well if the ground is soft or the grass is long, but consult the aircraft’s flight
manual for details on the use of flaps. Flight manual information may differ
from what your instinct might suggest, for example the use of full flap
instead of half-flap for a short-field take-off in some types. If used, the flaps
can then be gradually retracted as soon as possible after the combination is
airborne and the climb-out is then quite normal. If you are towing a flapped
glider, the glider pilot will set his/her flaps to get the glider airborne as soon
as practicable.
When taking off in a paddock, there is no need to open the throttle any more
rapidly than normal, as long as it is not too prolonged. If the available take-
off distance is so marginal that the rate of throttle-opening is going to make
a serious difference, you would be well advised to abort the attempt before
you get too far and advise the glider pilot to organise a trailer retrieve.
Pilots should check on the DI that the baffles are themselves in good
condition, that they mate correctly with the engine cowlings and that the
sealing strips attached to them are in good condition. Any or all of these
factors can considerably affect engine life.
Of all the things that affect the correct operation of an air-cooled engine, the
condition of the under-cowling baffles is probably the most critical.
The manufacturers of these engines state in their manuals that the engines
are ready to fly when they will accept full power without hesitation. This is a
subjective judgement, because full power should never be applied abruptly
and a slow application may not prove conclusively that the engine is ready.
11.1.3.2 Climbing
Full throttle should always be used for glider towing, unless there is an
overriding operational reason for a reduced power operation.
1. The engine has a limitation on the amount of time spent at full power
(this applies to some engines fitted with constant-speed propellers).
The reason why full power should be used where possible during towing is
that the carburettors fitted to most glider tug engines have a power jet fitted
to them. This provides an excess of fuel at full throttle, which is used to cool
the engine evaporatively. Reducing power by a small amount is therefore
Even with everything done properly, climbing at relatively low airspeed and
high power settings generates high under-cowling temperatures. The
cooling effect of the air varies roughly as the square of the airspeed, so
small changes in speed can cause relatively large changes in cooling effect.
After a full-throttle climb of, say, five minutes, it is quite possible that the
engine’s exhaust valves are approaching red heat. The engine designer
does all he can to alleviate the problem of localised heating, by careful
design in the valve-gear area, and airframe designers do their bit by careful
cowling design. Even so, the area around the cylinder heads and
particularly close to the valve-seats and guides gets extremely hot and is
very prone to cracking. In cases of repetitive overheating, valve stems can
actually break and the valve heads drop into the cylinders.
Cylinder-head cracking is the biggest cause of trouble and expense with air-
cooled engines. There seems to be an increasing world-wide opinion that
the biggest source of this trouble is the climb, more than any other phase of
the flight.
11.1.3.3 Descending
Shock-cooling is the biggest problem on the descent and the number one
enemy is speed. We know that the engine is going to be pretty hot by the
time it gets to the top of the climb. If the speed is allowed to increase very
rapidly after release, the heat-soaked engine will be hit with a very rapid rate
of cooling, remembering that the rate of cooling varies as the square of the
airspeed. Increasing speed very rapidly from, say 65 knots on the climb to,
say 100 knots for the descent, causes very rapid cooling, greatly exceeding
any cooling of the cylinders which might occur from rapid closing of the
throttle.
This is not condoning rough handling of the throttle, nor is it suggesting that
clubs should necessarily descend at idle RPM. However, overseas
experience indicates that operators using idle RPM for the descent have no
greater rate of cylinder cracking than clubs which use our “traditional”
descent method of about 2200 RPM and 100 knots (Pawnee 235).
Smooth throttle handling and a slow build up of speed are the answer. You
can close the throttle quite a long way and you won’t do much harm,
provided the throttle is not closed really rapidly and, most importantly, you
accelerate at a very moderate rate to the chosen descent speed. Flying
schools which teach plenty of practice engine failures do not crack cylinders
At the other extreme, we are all familiar with the tug pilot who uses up huge
volumes of sky trying to get the tug to come down. There is no need for this
- start closing the throttle smoothly, lower the nose and start increasing
speed, but do everything MODERATELY. You will get the descent started,
instead of going on a tour of the local countryside, and you won’t be harming
the engine.
Monitor the cylinder head temperature (CHT) gauge. If you haven’t got one,
get one fitted. Know the maximum permissible CHT for the tug you are
flying and aim to descend in such a way as to lose 50ºF or less per minute
(most American aircraft are in ºF). This can be achieved without difficulty by
building up the speed gradually, not diving steeply and increasing speed to
100 knots or more in a few seconds. When the CHT has decreased to
300ºF, the danger period is over and shock-cooling is most unlikely to occur
below that figure, whatever you do with the throttle.
As their name suggests, these engines have their cylinders arranged in-line,
one behind the other. This places only one cylinder under the direct
influence of cooling air, the rest being somewhat in the shadow of this
cylinder. These engines may be of four or six cylinders, although only the
four cylinder type is known to be in glider-towing service in Australia.
Like the horizontally-opposed engine, reliance is placed upon both air and
oil to assist in keeping the engine cool, with oil playing perhaps a slightly
more important role in the in-line design. In terms of pilot operations, the in-
Many aircraft fitted with in-line engines are of vintage type, e.g. Auster, Tiger
Moth. Most of these types have no electrical system, so of course they do
not have a starter motor. They must be started by swinging the propeller by
hand - the so-called “Armstrong” starter.
Many people have a horror of even touching a propeller, let alone swinging it
with the ignition switched on. While such a fear is understandable, and is
even promoted during flying training these days, there are some aircraft
which would never fly if we did not learn how to do it properly and safely.
Quite a number of these aircraft have gravitated to the gliding movement, so
there will be a continuing need for people to know how to start them
properly. Hence this section.
• Pilot in cockpit, assistant forward and to the pilot’s side of the propeller.
It is assumed that the engine has been primed under the cowling before
the pilot climbs aboard. The assistant MUST hear the pilot say clearly
the following:-
If brakes are not fitted (e.g. some Tiger Moths), ensure aircraft is
properly chocked.
• Pilot then requests “Suck in”. Assistant pulls propeller through four
blades in the normal engine direction, then ensures that the blade at two
o’clock (as viewed from the front) is up against a compression.
• Maintaining position in front of and to one side of the propeller and with
one hand on the trailing edge of the blade in the two o’clock position,
assistant calls “contact”, or “switches on” if preferred.
• Pilot clearly repeats the words and switches on both magnetos. The
ignition system is now live.
If it fails to start, it is appropriate to try again a few more times before maybe
making some adjustments to the fuel settings. Each time, the ignition must
be switched off between attempts and the assistant must not touch the
propeller until he says “Switches off”. This MUST be acknowledged by the
pilot. Only when the assistant is ready and has the propeller up against the
compression will he say “contact” and have another go.
It is not entirely unknown for the engine to refuse to start at the first few
attempts. This may be for one of a number of reasons.
If the impulse is clearly working and the engine still won’t start, you have a
fuel problem. If the pilot has primed the engine with the tickler before
boarding the aircraft and if you have pulled through the statutory number of
blades before having several abortive starting attempts, the likelihood is that
the engine is flooded. Tackle this as follows:-
• With throttle closed and switches still off, assistant sucks in four blades.
For tug aircraft fitted with engines other than Gypsy Majors, it is likely that
they will be electrically started. This makes them difficult and possibly
hazardous to hand-start, for four reasons.
3. If you are hand-swinging because the battery has gone flat, it is likely
that the starter is still engaged, because in most cases it will not throw
out until about 300 RPM after start-up. The extra drag of the starter
motor will make it difficult or impossible to hand-swing the engine and
you may get hurt in the attempt.
4. Many aircraft with these engines (e.g. Pawnee) are rather high off the
ground and, unless you are a tall person, you may have to stretch up to
a dangerous degree to reach the blade you want.
LIQUID-COOLED ENGINES
In an attempt to reduce the very high overhaul costs of conventional aero
engines, various automotive engines have been tried in aircraft over the
years.
Two different engines have been tried in glider tugs in Australia in recent
times. Both aircraft are Pawnees, one being a PA-25-235 with its Lycoming
0-540 engine replaced by a 454 cu.in. NASCAR-modified Chevrolet V8, the
other being a PA-25-150 with its Lycoming 0-320 replaced by a 3.8 litre Ford
V6.
The Chevrolet-engined Pawnee was used mainly for top-dressing and only a
small amount of glider-towing was done. It has now been restored to its
original Lycoming power-plant.
Without going into too much detail, as development is not yet complete, the
major differences between operating an automotive engine and an aero
engine in the glider-towing role are as follows :-
1. The engine develops its maximum power at much higher RPM than an
aero-engine, typically about twice as fast. A conventional light-aircraft
propeller does not take kindly to this level of RPM, as the tips exceed
supersonic speed and the propeller produces more noise than thrust.
This necessitates some form of reduction drive to slow the propeller down
to suitable RPM. In the case of Autotug, as with most modern auto-
engine installations in aircraft, this is achieved via a toothed belt. This is
an additional, and rather unfamiliar, item for pilots to get used to checking.
Autotug shows engine RPM on its tacho, but some operators may prefer
to show propeller RPM, similar to the now-defunct Continental “Tiara”
engine. From the pilot’s point of view it probably doesn’t matter very
much, but the engine tacho is easier to install.
2. The liquid cooling system is a new feature for almost all pilots to get used
to. Coolant temperature, pressure and level are monitored in Autotug, as
well as usual aero-engine features such as oil temperature and pressure.
The end objective is to produce a cooling system which does its job
effectively and demands no special treatment. Although not yet found to
be necessary in Autotug, in some installations a ground-running electric
fan may be necessary in very hot weather.
3. There is no mixture control. A choke is fitted for cold starting, but there is
no provision for weakening the mixture to compensate for a changing
fuel/air ratio as the aircraft climbs. In tests up to 10,000 feet AMSL, this
has not proved to be a problem with autotug. (Note: Autotug has a dual-
carburettor system, but a modern electronic fuel-injection system will
probably be fitted for production).
Aircraft engines are now available in which the block and cylinder barrels
are air-cooled, but the cylinder heads are liquid-cooled. The intention is to
improve the cooling and stabilise the temperature around the region of the
engine most susceptible to extremely high temperatures, i.e. the area
around the valves. The concept seems to work very well.
The two best-known examples of this type of engine flying in Australia are
the Rotax 912 and 914, respectively normally-aspirated and turbocharged
versions of a geared flat-4 design. The engines turn at 5,800 RPM at full
throttle, producing 2,470 RPM at the propeller after passing through the
2.27:1 reduction gearbox. Both engines are fully certificated and reliability
appears to be good to date.
Although these two engines are not powerful enough for present-day tugs
(79 hp for the 912, 115 hp for the 914), they may prove to be attractive for
lightweight tugs which will no doubt be required when the lightweight gliders
now at the prototype stage reach production and gain acceptance. The
engines are already used in many powered sailplanes and ultralights.
It is highly likely that these two designs from Rotax will be joined by others
when the benefits of liquid cooling the critical parts of an engine are realised
by other manufacturers.
PROPELLERS
11.4.1 Fixed pitch propellers
This is the most common type of propeller fitted to glider tugs. It has the
advantage of simplicity, relatively low cost and ease of operation. The
disadvantage is that it has to be carefully pre-selected for its intended job.
Thus a Pawnee 235, theoretically a 235 hp aircraft, will only achieve about
190 hp at 65 knots in most cases, because we cannot fit a propeller which
will permit full RPM on the climb because of the risk of over-revving on the
descent.
This is a variable-pitch propeller which will maintain any given RPM set by
the pilot, regardless of throttle setting or aircraft speed, by varying the pitch
of the blades according to the load it senses on them. Blade movement is
usually accomplished hydraulically, using engine oil, although electric
constant-speed propellers are available and may be used on some
installations.
For glider-towing, fully-fine pitch will be used for the climb, allowing
maximum RPM (and thus maximum power) to be produced. On the
descent, propeller pitch can be coarsened to avoid over-revving and to
enable the pilot to feed some throttle into the engine as a buffer against
shock-cooling. However, if this latter technique is used, a “propeller” check
needs to be done on final approach to ensure the prop is in fully-fine pitch
before landing, to cater for the possibility of a baulked approach and go-
around.
They are somewhat easy to forget in the busy task of glider-towing, and this
error may be either one of forgetting to open them for the climb, or to close
them for the descent. Of the two, forgetting to open for the climb is the most
likely to cause harm to the engine, as some local overheating may occur at
critical points.
Some designs, the Callair being a good example, have the cowl flap control
placed so that the pilot’s knuckles contact the control if it is in the closed
position and the throttle is opened fully. Grazed knuckles act as a very
effective reminder to open the cowl flaps and it is a pity more designers did
not give this amount of thought to the ergonomics of their cockpits.
The most common diameter for aerotow ropes is 10mm, which gives a very
strong rope with good resistance to abrasion. 8mm rope is strong enough
for aerotowing use when new, but wears rather rapidly and thus loses
strength.
Splices are ideal for joining pieces of rope together or for making the looped
ends into which the rings are inserted. Splices retain most of the rope’s
original strength, but it must be admitted that splicing is something of a dying
art and a relatively small number of people know how to do it properly.
Bowline knots are often substituted for splices at the ends of ropes. These
have the advantage that they allow easy replacement of rings and the knots
can be easily re-tied if worn by abrasion. Abrasion can be considerably
reduced by protecting the bowline with half a squash-ball pushed over the
knot. Bowlines retain about 85% of the rope’s original strength.
The minimum length for an aerotow rope for general use is 55 metres. To
remind you why it is in your interests to adhere as strictly as possible to this
length, refer back to the section on tug upsets. For a number of reasons,
mostly related to abrasion and the occasional fence-strike, ropes tend to get
shorter before they wear out completely. Tug-pilots should watch out for this
and refuse to tow with ropes which have become too short, say under 50
metres in length.
Apart from the short rope of a double-towing pair, a rope shorter than the
minimum length may be used for special purposes. Examples of special
purposes may be for outlanding retrieves (to increase effective field length)
or for towing through extreme turbulence such as wave rotors (to keep both
aircraft in the same airmass). Needless to say, such activities will only be
tackled by tug-pilots of considerable experience and pilots involved in these
activities will be very much on the ball to release the rope at the first sign of
real trouble.
Poly ropes suffer from UV deterioration and tug-pilots should ensure that
ropes are not left outside after flying. A rope left lying around on a Sunday
evening will be considerably weakened by the following Saturday morning.
Rings
As a general rule, Tost rings must be used in Tost releases and Ottfur rings
in Ottfur releases. Either type of ring may be used in the “latch” type release
sometimes found on tug aircraft.
Weak links
Weak links are fitted to aerotow ropes for the protection of both the glider
and the tug. However, there is a problem relating to the permitted weak link
strength for tugs in Australia. Apart from the Piper Pawnee 235, which
specifies a weak link strength of 750 kgs, the Flight Manuals of all other tugs
limit the weak link strength to 450 kgs.
This means that gliders which specify weak link strengths greater than 450
kgs must be satisfied with a weaker link than they really need, in order that
the tug may retain its protection. If a stronger weak link than 450 kgs is
fitted in order to satisfy the glider, the tug’s protection is lost.
This is an unsatisfactory situation for both glider and tug, but up to the time
of publication of this manual, had not been resolved with the Civil Aviation
Safety Authority.
Gliders specifying a weaker link than 450 kgs should insert such a link in
addition to (or instead of) the one already fitted for the tug, in order to
preserve the airworthiness requirements of both aircraft.
If only one weak link is fitted to an aerotow rope, it is normally fitted at the
tug end. This gives adequate protection at both ends of the rope during the
climb (within the limitations described in foregoing paragraphs), but also
retains this protection in the event of the tug inadvertently snagging the rope
on an obstacle on the final approach. Better to break a weak link than pull
the tug out of control.
NOTE: Apart from “Tost” weak links, which are in use by some clubs, the
most common form of weak-link for aerotowing is a small piece of 8mm rope
inserted between the main rope and the rings at the tug end. The nominal
strength of a piece of 8mm with a bowline in it is about 580 kgs, but quality
For club wishing to use Tost weak links, the available loads, colour codes
and Tost part-numbers are as follows.
1.1 An inspection (in this Part called a daily inspection) must be carried out
on the aircraft before the aircraft’s first flight on each day on which the
aircraft is flown.
1.2 A daily inspection must consist of the making of such of the checks set
out in the table at the end of this Part as are applicable to the aircraft.
(14) Check that the canard surfaces are free from damage and that the
control surfaces, control cables and control rods, where visible, are
secure.
(15) Check that the flight controls, the trim systems and the high lift
devices operable from the ground have full and free movement in
the correct sense.
(16) Check that the radios and antennae are secure and that where
visible, radio units and interwiring are secure.
(17) Check that the drain holes are free from obstruction.
(18) Check that there is no snow, frost or ice on the wings, tail surfaces,
canards, propeller or windscreen.
(19) Check that each tank sump and fuel filter is free from water and
foreign matter by draining a suitable quantity of fuel into a clean
transparent container.
(20) Check that the windscreen is clean and free from damage.
(21) Check that the instruments are free from damage, legible and
secure.
(22) Check that the seat belts, buckles and inertia reels are free from
damage, secure and functioning correctly.
GFA Note
Add tug related items: e.g. mirrors, tow-release mechanism to this list.
SCHEDULE 8
Paragraph 42ZC (4) (d)
ABNORMAL PROCEDURES
Stop signal during take-off run
Partial power-failure during take-off run
Airbrakes open in flight (rudder waggle)
Emergency release (wing rock)
Glider unable to release
Cruising on tow
Descending on tow
Landing on tow (optional)
GENERAL REMARKS
I am satisfied that the applicant has a good understanding of all normal and abnormal
procedures and limitations for glider-towing operations as specified in the GFA Operational
Regulations, the Manual of Standard Procedures and the Aerotowing Manual. I am
satisfied that the applicant has achieved an adequate standard in gliders as far as
aerotowing procedures and skills are concerned.
..............................................................................................................................................
Name (print):
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Name (print):
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Name (print):
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(d) The place (not being a place referred to in paragraph (a), (b)
or (c) is suitable for use as an aerodrome for the purposes of
the landing and taking off of aircraft;
and, having regard to all the circumstances of the proposed landing or take-
off (including the prevailing weather conditions), the aircraft can land at, or
take-off from, the place in safety.
“Night” is that period between the end of evening civil twilight and the beginning of
morning civil twilight. For all intents and purposes, first light should be construed
as the beginning of civil twilight, and last light as the end of civil twilight. The terms
“sunrise” and “sunset” have no relevance when calculating daylight operating
times for the VFR pilot.
To compute the beginning or end of daylight using the graphs contained in this
section:
a. enter the top or bottom of the scale at the appropriate date;
b. move vertically up or down to the curve for the latitude of the place
concerned (interpolating for intermediate latitudes if necessary);
c. move horizontally to the left or right and read local mean time on the vertical
scale at the side;
d. to convert to UTC, subtract (in E longitudes) from the LMT obtained, the time
increment corresponding to the longitude of the place concerned in the
“Conversion of Arc to Time” table.
e. to convert to EST, add 10 hours to UTC;
f. to convert to CST, add 91/2 hours to UTC;
g. to convert to WST, add 8 hours to UTC.
Local Time
Local time in Australia falls into three separate zones:
Eastern Standard Time (EST), which is UTC + 10 hours;
Central Standard Time (CST), UTC + 9½ hours; and
Western Standard Time (WST), UTC + 8 hours.
b. CST is used in the State of South Australia, the Northern Territory and the
Broken Hill area; and
c. WST is used in the State of Western Australia.
However, certain States introduce local Summer Time each year between
October of that year and March of the succeeding year, which adds an additional
hour to the local time applicable in that State.
3. What are the pilot recency requirements for a Glider Towing Permit?
6. Can a pilot who holds a glider-towing permit which does not include
outlanding retrieve approval carry out a cross-country tow between two
aerodromes?
10. What is the minimum rope length for towing a single glider?
11. What is the maximum breaking strength for tug weak-links and what
action would you take if towing a glider which specified a weak-link of
lower breaking strength than the tug’s standard?
13. Is it permissible to tow a glider with an aircraft which does not have a
performance chart for glider-towing?
14. What is the signal to a glider pilot which indicates that the rate of climb is
abnormally low and everything appears to be in order at the tug end?
What is the usual cause of such a low climb-rate?
16. Name the three signals for take-up-slack, all-out (full-power) and stop.
Who is authorised to give these signals to a tug aircraft?
17. At what pace should the tug-pilot take up the slack in the rope, and why?
18. If you are towing with a taildragger, what precaution would you take
against the rope breaking when making the transition between take-up-
slack and all-out?
19. What is likely to happen to the glider if the tug-pilot holds the tug down
close to the ground, then rotates rapidly into the climb?
21. What is the most important point of airmanship to remember during the
climb?
22. Name two important points of flying skill which make station-keeping
much easier for glider-pilots.
25. What precautions must always be taken before beginning a descent off
tow?
26. What is the emergency “wave-off” signal and what must a tug-pilot do to
ensure that a clear, unambiguous signal is given?
27. What is the “glider unable to release” signal and what particular
precaution must be taken by the tug-pilot while the glider-pilot is making
the signal?
28. Name two standard procedures to be followed when searching for other
aircraft when climbing or descending.
30. What is the rather unusual characteristic exhibited by a rope after it has
been dropped from a tug?
31. Are glider tugs exempt from compliance with CTAF/ CTAF<R>
procedures?
32. What particular problem is associated with the power-off final approach
usually practised by glider tugs and what precautions are necessary to
counter it?
33. What glider limitation does a tug-pilot need to know before attempting a
cross-country tow?
34. What action is the tug-pilot required to take on receipt of a “stop” signal
(a) early in the take-off run and (b) later in the take-off run?
35. What is the first priority if the tug suffers partial or complete engine failure
in flight?
36. For the purpose of getting back to the airfield, by how much is the gliding
range of the average training glider reduced if it is towed downwind?
38. When carrying out a landing on tow, what braking procedure is adopted
by the tug-pilot on the ground-roll after landing?
40. Apart from usual things like the correct oil quantity, what item is of
particular importance when checking under the cowling during the daily
inspection of a glider tug?
41. At what rate does cooling of an air-cooled engine vary with respect to
airspeed and what is the maximum allowable rate of change of
temperature during a descent (Lycoming engines)?
42. Does a glider-tug have an exemption from the requirement to have the
wings level on final approach for a minimum horizontal distance of 500
metres?
45. How much of the original rope strength is retained if a bowline is used to
secure the rings or repair a rope?
46. What kind of rings are permitted to be used (a) on the glider end and (b)
on the tug end?
47. For what special purposes may a rope shorter than the standard length
be used and what precaution should an operator take in permitting such
a rope to be used?
49. Who gives way to whom in the case of a conflict between a powered
aircraft and a tug/glider combination?
50. If a tug engine runs roughly after start-up, then after a few seconds
smoothes out and runs normally, what problem should you suspect and
what should you do?
52. As a rule of thumb, what increase in take-off run can be expected with an
increase in density altitude?
2. Indefinite, as long as the pilot’s licence remains valid and the recency
requirements are met.
6. Yes, with the provisos that the pilot’s licence must not have an area
restriction and the aerodromes must be marked aerodromes or
approved gliding sites.
7. No.
8. The slipstream.
9. Not unless the pilot holds a Permit which includes double tow approval.
10. 55 metres.
11. 450 kgs, except for the Pawnee 235, which is 750 kgs. If a glider
needs a lower weak-link strength than these figures, a separate weak
link has to be fitted for the purpose.
12. Yes.
13. Yes, but it must have a towing supplement to prove that it is approved
for glider-towing.
17. Very slowly, to avoid the risk of jerking the glider forward and causing
an over-run.
18. Do not use forward stick during this transition, or the tug will tip on its
nose if the rope breaks.
19. Slack will develop in the rope and it will almost certainly break when it
pulls tight again.
22. Maintain a constant nose attitude and keep the slip/skid ball in the
middle.
24. At the request of the pilot or for the purpose of avoiding terrain or
controlled airspace.
25. Always make a visual check that the rope has released from the glider.
Do not rely on feeling a jerk in the rope, nor on a radio transmission.
Always ensure the airspace you are about to occupy is clear before
descending into it.
27. The glider pilot flies out to the left of the tug and awaits
acknowledgement by the tug pilot. The tug pilot must ensure that the
tug is not yawed by the glider and that a constant heading is
maintained during the manoeuvre.
30. It loses forward speed very quickly and falls almost vertically.
31. No.
32. The high rate of descent increases the risk of collision with another
aircraft underneath the tug. Check carefully for traffic during final turn
and throughout the approach.
34. (a) Release glider, keep moving, do not brake suddenly. (b) Release
glider, consider option of taking off to clear the strip. Always assume
that you might get a stop signal on every launch.
36. By two-thirds, i.e. it has only one-third of the range it would have if it
had been towed into-wind.
38. Do not use the brakes at all, let the glider bring the combination to a
stop, unless there has been a gross misjudgement of the landing and
you are running out of strip fast, in which case self-preservation will
guide you to turn off and brake rather than have a colossal pile-up
against the far fence.
42. No.
47. For towing out of paddocks or for “rotor” conditions during wave-
soaring, only by pilots of considerable experience.
49. The powered aircraft should give way to the combination. However it is
worth remembering that all pilots are responsible for taking action to
avoid an impending collision.
51. A loss of power, as high moisture content in the air means effectively
less air entering the engine. An additional problem is that the amount
of moisture varies with the temperature of the air, probably more than
you might imagine. For example, air at 35ºC holds eight times the
amount of moisture as air at 5ºC. You are going to lose a lot of
performance in humid, tropical conditions.
52. Approximately 25% increase in take-off run for every 1,000 feet
increase in density altitude, in other words double the take-off distance
for an increase in density altitude of 4,000 feet. Such density altitude
figures are common in Australia in summer. Know how to twiddle your
“prayer-wheel” and get the answers, especially for an outlanding
retrieve!
2. What are the minimum rope lengths to be used for double towing?
3. If the ropes are attached to the tug in such a way that they will not
necessarily separate after release by the tug-pilot, does this prevent a
double tow from taking place?
6. Which glider should the pilot of greater experience fly, and why?
7. What is the earliest point in a double tow at which the tug-pilot may
start a turn?
9. If the glider on the short rope flies out to the left and remains in that
position, what does this mean and what action should you take?
10. What action should you take if you follow the procedure in answer No
9, but the long-rope glider does not release and more than 10 seconds
have elapsed since the return of the short-rope glider to the high-tow,
line-astern position?
2. 35 metres for the short rope and 65 metres for the long rope.
4. The short-rope glider should be placed on the upwind side of the tug, to
avoid the possibility of a ground-loop endangering the long-rope glider.
6. The more-experienced pilot should fly the glider on the long rope, in
case of a problem with the short-rope glider on take-off, such as a rope
break or ground-loop, which needs a rapid reaction and precisely the
right actions to prevent a ground-collision.
7. Not before both gliders have settled into the line-astern position.
9. It means the same as on a single tow, that the glider pilot has tried to
release and is unable to do so. The tug pilot’s required action is to
(b) wait until the long-rope glider has released and cleared, then
release the short-rope glider from the tug.
10. You should assume that the long-rope glider is also unable to release
and accordingly you should release the ropes at the tug end without
further delay.
2. What cues are available to assess the wind at the outlanding paddock
without the assistance of a windsock?
3. Are you obliged to go ahead with the aerotow retrieve if the paddock in
which the glider has landed is not suitable for the purpose?
5. What would be your plan if the selected paddock has discernible slope
along the landing/ take-off path?
9. What would you do with the rope before setting out on an aerotow
retrieve?
10. What is the most essential job to do before attempting an aerotow take-
off from a paddock?
11. What is the effect of long grass and what precautions would you take?
13. What would you do if there were clumps of long grass and no wingtip
holder to assist in the paddock take-off?
14. What are the implications of landing at or taking off from a paddock in
the lee of a hill?
15. What six words should a tug-pilot keep in mind when asked to do an
outlanding retrieve?
3. No.
7. Single Wire Earth Return. Do not land until you have located them all.
Every homestead has at least one SWER line and there may be more
than one if there are outbuildings on the property. You MUST find them
all.
8. Even if side-slope falls within the guidelines of CAAP 92-1, it may still
be too much for the glider you are going to tow, especially if it is an
Open-Class type with over 20 metre wingspan.
10. Pace out the distance available and carefully check the surface and
surrounds.
11. Know your aircraft’s performance, either from experience or from the P
Chart. If grass is marginal but just acceptable, ensure you have a
properly briefed wingtip holder.
12. Only if the glider has landed at a designated aerodrome (i.e. listed in
the “ERSA” document). If the glider is in a paddock, it is not
permissible to attempt an aerotow retrieve.
FINAL REMINDER
AIRMANSHIP
Delegations are issued in accordance with regulation 7 of CAR 1988, which states:
7 Delegation by CASA
The Director can issue limitations on the exercise of the delegation – for instance to
limit it to the issuing of permissions to tow gliders rather than any other things – and
to give directions such as the form in which the delegate can issue the permissions
or the general manner in which instructions are issued or the experience and
competency levels of person to whom the permissions and directions can be issued.
These limitations and directions must be issued in writing and normally form part of
the Instrument of Delegation.
Forms for the initial and further glider towing permissions are attached. In the
numbering system, each permission is identified by the year of issue (2 digits), the
sequence number for the delegate, starting at 01 each year (2 digits), and the
Aviation Reference Number of the Delegate (6 digits).
The Civil Aviation Regulations that are relevant to towing gliders are regulations 149
and 150 of CAR 1988. The applicable words are:
149 Towing
(1) Subject to this regulation, the pilot in command of an aircraft in flight
shall not permit anything to be towed by such aircraft except with the
permission of CASA and in accordance with CASA’s directions.
Penalty: 50 penalty units
…
(4) An offence against subregulation (1) is an offence of strict liability.
…
(5) It is a defence to a prosecution under subregulation (1) if:
(a) the pilot in command had the written permission of CASA for the
towing; and
(b) the towing was done in accordance with the directions (if any)
specified in the permission.
Strict Liability means that there is no requirement for a prosecution to show any
intent to break the rule – the fact that the person did whatever act was unlawful and
that there are no circumstances that would make it lawful, are sufficient. So a pilot
who tows anything and/or drops a towing device must be able to show that he or she
was permitted by CASA (i.e. a delegate, one of you) and he or she did the act in
accordance with CASA’s instructions.
This explains why the permission must be in the form approved by CASA and why
CASA must be given a copy of the permission within a short time after it is given.
In the case of glider towing, CASA will normally accept the recommendations of the
GFA as to the suitability of a person to be issued with the delegation to permit pilots
to tow gliders. Such delegates should be pilots with significant experience in glider
towing, who have held a towing permission authorising all relevant towing activities
for a considerable time, and who have a suitable background in the assessing of
skills held by pilots who wish to apply for a towing permission. This usually implies a
background in either flight instruction or airline checking and training, though tug
pilots with other instructional or assessment skills (such as experienced gliding
instructors) may be deemed suitable to carry out this task. Gliding Clubs seeking to
have a particular person appointed as a delegate for glider towing should approach
the GFA office.
The potential delegate will also usually be known to, and accepted by, the local Field
Office of CASA.
Responsibilities of Delegates
Delegates are required to use their specialist experience and judgment when
exercising the delegated powers. To arrive at decisions, delegates must take into
account all pertinent factors, including the policy of CASA. However, they must
arrive at their decision themselves and cannot be directed or instructed by other
persons to come to a particular conclusion or to decide matters a particular way
(subject to subregulation 7(3) of CAR 1988).
Their decisions carry the same authority and liability as decisions made by delegates
who are CASA employees. A delegate is personally liable for his or her decisions.
Delegations issued for the purposes of issuing glider towing permissions include the
limitation or qualifying condition of “...in accordance with the GFA Aerotowing
Manual”. This guides them as to the criteria and competencies to use to assess an
applicant for a towing permission, and the words they should use to issue the
permission.
Before issuing a towing permission the delegate must check that the applicant’s
licence is current – i.e. is supported by a current medical certificate and a flight
review conducted in the preceding 2 years by a flight instructor or CASA appointee
For the purpose of maintaining CASA’s records of flight crew licence holders,
delegates must send CASA a copy of the permissions that they have granted on
CASA’s behalf. This must be done without any undue delay –within a week.
It is not necessary to report to CASA where a permission holder has satisfied the
delegate of their ongoing competency to tow gliders, but the fact should be
annotated in the permit holder’s personal log book against the flight that was
conducted for that purpose, with a date and signature and the delegate’s Aviation
Reference Number.
a) all towing is to be conducted in accordance with the document titled the GFA
Aerotowing Manual, as agreed by CASA from time to time; and
b) if the holder of this permission has not exercised the privileges of this
permission by towing a glider on ten or more occasions in the six months
preceding the date of a flight, he or she may only exercise those privileges
under the direct supervision of a person who holds a delegation under
subregulation 149(5) until that delegate has attested to his or her competency
by means of an endorsement in his or her personal log book; and
c) he or she must, if dropping a tow rope and fittings used with a tow rope, do so
in a manner and location, and from such a height, that will ensure the safety
of the aircraft as far as practicable; and minimise hazard to persons, animals
and property; and
Signed
Date: ……………………………….
a) all towing is to be conducted in accordance with the document titled the GFA
Aerotowing Manual, as agreed by CASA from time to time; and
b) if the holder of this permission has not exercised the privileges of this permit
by towing a glider on ten or more occasions in the six months preceding the
date of a flight, he or she may only exercise those privileges under the direct
supervision of a person who holds a delegation under subregulation 149(5)
until that delegate has attested to his or her competency by means of an
endorsement in his or her personal log book; and
c) he or she must, if dropping a rope and fittings used for towing a glider, do so
in a manner and location, and from such a height, that will ensure the safety
of the aircraft as far as practicable; and minimise hazard to persons, animals
and property.
Signed …………………………….
Date: ……………………………….
Form of delegation
I, WILLIAM BRUCE BYRON, Director of Aviation Safety, on behalf of CASA, make this
instrument under regulation 7 of the Civil Aviation Regulations 1988 (CAR 1988).
Bruce Byron
Director of Aviation Safety and
Chief Executive Officer
30 June 2005
1 Duration
This instrument
2 Delegation
Schedule 1 Delegates
Provision Limitation
Schedule 3 Conditions
1 A delegate must exercise the powers and functions only in accordance
with procedures acceptable to CASA as set out in the GFA Aerotowing
Manual ( GFA Manual ).
2 A delegate must only give a permission or issue a direction in a form
acceptable to CASA as set out in the GFA Manual.
3 A delegate must give CASA, within 7 days after giving a permission or
issuing a direction, a copy of the permission or direction.
4 A delegate must not exercise the powers and functions while only able to
exercise the privileges of his or her glider towing permission under direct
supervision.