The standard American Soaring Ground signals. You may also find it useful to view animations of these signals by viewing the Online Wing Runner Course.

The standard American Soaring Airborne signals. You may also find it useful to view animations of these signals in the Online Tow Pilot Course.

While safe ground handling is primarily the responsibility of the pilot-in-command of the glider, all members of the ground crew also need to be knowledgeable of these procedures. Safe movement of a glider requires special procedures, especially during conditions of high or gusty winds. To provide the knowledge necessary to accomplish this operation safely, this course will describe the sequence of moving a glider from a hangar or tie-down to the flight line. This chapter will provide the information necessary to conduct this operation safely.

The glider is typically repositioned on the ground by pushing or pulling on specific areas of the airframe. The glider may also be moved with the assistance of a surface vehicle. Some parts of a glider are fragile and may be damaged by careless contact. Examples include pushing on the trailing edge (rear surface) of a wing or applying excessive pressure on both wingtips simultaneously to move a glider. Pushing or pulling on critical areas of the airframe can damage control surfaces or wing attachment fittings.

Accordingly it is important to learn which parts of the glider can be used for handling before the glider is moved. If the ground crew member is not familiar with a specific model of glider, it is important to first determine the proper method to use in repositioning it. Ground crew members should seek advice from the pilot-in-command or operator before attempting to reposition an unfamiliar glider. Glider cockpit canopies are very susceptible to damage. Normally the canopy should be kept closed and locked anytime the glider is moved or remains unattended. However, this may be impractical during certain operations. In this case, the canopy frame should be held firmly so the canopy is not jerked open or slammed shut as the glider is moved.

Before a glider is untied or first moved out of the hangar, it is necessary to first ensure there are people available to assist in moving it safely. The number of helpers required will depend on the size of the glider, the wind (if strong or gusty, more help will be required), and the conditions in the areas through which it is to be moved. For example, significantly sloping terrain will require additional help to maintain control of the glider while being moved; a restricted space will require helpers to be positioned close to the parts of the glider nearest the obstructions. If a glider is to be towed by a surface vehicle, a minimum of one helper at the wingtip to assist in steering the glider and a second assistant walking at the nose of the glider would be required. If there is any doubt whether there are sufficient helpers, the decision to move the glider must be made by the pilot-in-command, or the operator.

Whether a glider is pushed, pulled or towed, it should not be moved faster than a slow walk.

One helper should always hold a wingtip, and be responsible for steering the glider. To steer the glider, moving the left tip forward towards the nose will make the glider turn to the right. Moving the wingtip to the left will have the opposite effect. On level ground, it is not necessary for both wingtips to be held. When a glider is being moved up or down a gentle slope, a helper needs to be at each wingtip to restrain it; for a steeper slope a helper, or helpers, should also be placed down the slope from the glider to assist in restraining the glider as needed. When a glider is being towed forward by a vehicle, another helper should walk ahead of the wing, close to the cockpit, in a position to hold the glider back if the glider begins to over-run the tow vehicle. This individual would also be positioned to release the towrope in the event this became necessary.

When the wind is strong or gusty, more helpers are required to keep the glider from being damaged during ground movement. The flight controls should be locked or otherwise restrained to prevent the control surfaces being blown against their stops. The airbrakes should be opened if possible. Depending on glider design, this may not be possible without operating the wheel brake. The cockpit should be occupied to increase the weight of the glider. If the cockpit is occupied, the occupant should always be restrained using the glider seatbelts and shoulder harness.

When a glider is turned on the spot or with a short radius, ground crewmembers should be aware of the need to prevent damage to glider nose-skids, tail-wheels and other components. This can typically be accomplished by ensuring that the component in question is well clear of the ground. For example, pressing down on the rear fuselage of the glider will help to keep the nose-skid clear of the ground. However, care must be taken to avoid lifting on or pressing down on parts that could be damaged. In strong or gusty winds, particular care is necessary. The upwind wing should always be held low to prevent the wind picking it up and flipping the glider on its back. As the glider is turned around through the wind, helpers must “change wings” so that a helper is always holding the upwind wing and keeping it low. In addition to keeping someone in the cockpit, it may also be necessary to have a helper lift the tail as the nose of the glider is turned into the wind, thus reducing the lifting force generated by the wings.

The glider should be moved along a planned route to its destination so as to avoid potential obstructions such as bad ground, tight spaces, and moving hazards like taxiing aircraft. Also be aware of the prop or jet blast moving rearwards from powered aircraft. When the glider arrives at the launch point (unless lined up for the pilot to enter and take an immediate tow) it needs to be parked safely clear of all aircraft and vehicles that are expected to be moving. (See section on ‘Parking and Tie Down’) In either case, the glider should not be left unattended unless it is properly configured and it is safe to do so. If the glider cannot be tied down or otherwise restrained, at least one ground crewmember should remain in position.

These principles, of course, apply similarly to a glider being returned to its hangar or tie-down.

Although a number of problems can occur during the repositioning of a glider, the most typical relate to the ground crew not being able to adequately control the glider’s path. For example, the surface vehicle may over-speed the glider during ground movement. The solution is almost always to release from the tow vehicle and stop the glider. It may be necessary to turn the glider around to prevent it from colliding with the tow vehicle or other obstruction. It is important to take appropriate action to prevent a recurrence of the problem. Remember most ground movement incidents are caused by excessive towing speed. The glider should not be towed faster than a slow walk.

Except in light wind conditions and in locations where the glider is unlikely to be affected by prop or jet blast, a glider should not be left unattended unless it has been tied down or otherwise safely restrained. In any case, it should be parked safely clear of other aircraft and vehicles. If there are fixed tie-downs (ropes or chains) at the location, these are normally attached to the tie-down points on the glider. Different models of glider have different restraint mechanisms. If unfamiliar with a particular glider, obtain specific instructions from the pilot-in-command or operator.

While on the field, the glider must always be properly safeguarded. If permanent tie-downs are already there, they should be used. If removable pickets are available, these should be installed and used. If neither are available, the glider should be secured by other means (see next section “Methods of Securing the Glider”), otherwise helpers should remain beside the glider to keep it secure if wind conditions require it. Only in very light winds should a glider be left unsecured and unattended.

When not dictated by the location of permanent tie-downs, the orientation and placing of the parked glider are important in ensuring its safety. If fixed tie-downs are not used, the glider should be parked crosswind, with the wind angling from the rear. Wherever possible, the controls should be restrained (e.g. by seat belts or installation of control locks) and the airbrakes should be locked open. Except in the case of light/high winged gliders, which should be parked with the into-wind wing on the ground, gliders should be parked with the upwind wing on the ground and, if the canopy is hinged at the side, with the glider oriented so the hinge is on the upwind side. The canopy should always be locked. Doing this is the most stable way of parking a glider. By not pointing the glider into wind, the wings generate minimal lift; and by having the wind angling from the rear, the control surfaces, if not locked, are held by the wind against their stops.

Where there are no permanent tie-downs, removable pickets may be anchored into the ground and attached to the glider by ropes or chains. Alternatively, gliders may be secured by straps attached to tie-downs or weighted bags or weights (often old tires) placed on the wingtip and restricting the nose and/or tail from moving. Parachutes should not be used as damage to the parachute may result. In any case, if the ground crewmember is not familiar with the specific glider, or the method of restraint to be used, the proper procedure can be obtained from the aircraft flight manual or from the owner or operator. The glider can be damaged if incorrect procedures are used.

• Before moving the glider, plan a route and ensure that there are enough helpers to move the glider safely.
• Know where to push or pull on the glider to avoid damaging the airframe.
• Do not move the glider faster than a slow walk.
• Take special care and precautions (including extra helpers) in strong or gusty winds.
• Be ready to stop in case of emergency.
• Do not leave the glider unattended unless the glider is secured and it is safe to do so.
• Park and secure the glider in a safe manner considering the surface wind and other aircraft and vehicles.
• If in doubt, ask!

Further reading: SSA Soaring Flight Manual, Chapter 11.

Before the pilot is ready to climb into the glider for takeoff, a number of preparations and safety checks must be completed to ensure that the glider is in an airworthy condition. The pilot may require assistance to accomplish some of these checks and the ground crewmember may be asked to assist in completing them. The following sections review typical pre-flight tasks in which the ground crewmember may be asked to assist.

The glider is not safe to fly until all necessary pre-flight preparations and checks have been completed. Consequently, the glider should be kept clear of, and not obstruct, the launching area while pre-flight preparations are being accomplished.

Gliders that are not used on a daily basis are often disassembled and stored in specially designed trailers. Enclosed trailers protect the airframe from exposure to the natural elements when not being used. These trailers also allow the pilot to relocate the glider easily. The assembly of a glider typically requires the pilot and at least one helper. To ensure the glider is assembled correctly, pilots and other persons assisting in the assembly should adhere to the manufacturer’s assembly checklist.

Whether a glider has just been assembled, or merely towed out from its hangar or tie-down spot, it needs to be carefully checked before flight (sometimes called a “Pre-Flight” Check). This should involve the pilot ensuring that all critical assembly items are checked for correct assembly, security, and proper operation.

Four causal factors have been identified to be prevalent in assembly related accidents:

1. Distractions during the assembly process,
2. Failure to follow manufacturer’s recommended assembly procedure,
3. Failure to conduct a positive control check,
4. Rushing the procedure to get into the air.

To enhance safety in the assembly procedure, the Soaring Safety Foundation recommends that a Critical Assembly Check be conducted after the glider has been assembled. The pilot-in-command should enlist another person to assist in examining critical assembly components to ensure proper installation. This person does not necessarily need to be familiar with a specific aircraft or manufacturer, but should have a basic understanding of the factors involved in a properly assembled glider. This can be achieved by the Pilot-in-Command explaining to his/her helpers how each part is installed and attached securely. The ground crewmember may be asked to serve in this capacity.

The following list, though not totally inclusive, offers items that should be checked prior to flight. Failure to have these items correctly assembled may result in difficult or impossible flight characteristics. The check by the Pilot-in-Command and an assistant can normally be performed by simply walking around the aircraft, starting and ending at the cockpit area.

With the help of an assistant, check each of the following items for proper installation and security.

After check of these items is complete, a Positive Control Check should be performed.

• Main wing pin(s) installed
• Drag spar pin(s) installed
• Control rods attached
• Hotellier connectors attached
• Spring-loaded connectors engaged
• Locking collars engaged
• Safety pins installed
• Safety collars installed
• Outer wing panels installed
• Control rods attached and properly secured
• Horizontal stabilizer properly installed
• Elevator control rod attached
• Rudder cables attached

In the assembly process, not only do the wings and horizontal tail surfaces (and any other parts which have been attached) require to be properly attached to the glider but the flight control surfaces on these components (the ailerons, flaps and airbrakes on the wings, the elevator on the horizontal tail surfaces) need to be properly connected to the controls in the cockpit. Pilots have been injured and killed as a result of failure to properly connect flight controls.

A positive control check is conducted with one person manipulating the flight control in the cockpit and another person holding the flight control surface to be checked. The person in the cockpit moves the control to be checked (control stick, airbrake lever, flap handle, etc.) while the other person firmly resists the movement of the surface being checked. Normally the pilot will place the control to each end of its travel in turn then, while the other person resists the movement of the flight control surface, attempt to move the control away from that position. To prevent damage to the control surface, excessive pressure should not be applied. If the pilot is able to move the cockpit control while the surface is being held, then the flight control is not properly connected. The ground crewmember may be asked to assist with a positive control check.

Prior to the first flight of the day, a check of the integrity of the towline is necessary. It is also a responsibility of the ground crewmember to monitor the condition of the towline during launch operations. To check the integrity of the towline, it first must be laid out on the ground – a proper inspection cannot be made if the towline is coiled up.

The towline needs to be checked to ensure that it is undamaged. A thorough check must include the following –

• The steel rings at either end must be securely attached to the rope, and not be distorted.
• The rope should show no signs of distress or fraying at any point, particularly where there are splices, and where it goes around the rings.
• There must be no knots in the rope itself.
• No strands of the rope should be broken.
• The rope condition should be generally good without frays, kinks, oil stains or other discontinuities.

Particular care should be taken with the inspection of the weak link(s) and any part that has been ‘protected’ from wear by attachment of tape, thimbles, tennis balls, or other items. If there is any doubt as to the serviceability of any part of the towline, a final determination should be made by the glider pilot or tow operator.

It is not possible here to include all the areas in which the pilot may require help with pre-flight preparation. The ground crewmember should inquire what assistance the pilot may need. These areas include:

It is essential that the tow hitch on the glider functions correctly, and neither causes the towline to hang up, nor release prematurely. While inspection of the tow hitch is part of the glider pilot’s Pre-Flight Check, a functional check of its operation also needs to be carried out. The wing runner may be asked to assist in this check by attaching the towline to the tow hitch and pulling on it to keep it under tension while the glider pilot operates the release handle in the cockpit. (See Connecting Towline for details of how the towline should be attached.)

The pilot often requires help in fitting and/or closing the canopy, particularly if the canopy is designed to detach completely from the cockpit (no hinge). If the pilot requires assistance, the wing runner should be familiar with proper operation of attaching the canopy before the glider is moved on to the flight line. This will prevent operations from being delayed when the canopy is secured immediately prior to launch.

To assist in moving the glider around the field, glider pilots often attach special towing out equipment to the glider. This may include a tail dolly, a wingtip wheel, and other special purpose items. The glider pilot may require help in attaching or removing such equipment. If asked to assist, the wing runner must know how such equipment is attached and removed. In particular, the tail (which is usually heavy) must be raised to permit the attachment of the tail dolly. The wing runner needs to know where it is safe to lift the tail or rear fuselage for this purpose, and whether it is safe to press down on the nose of the glider to assist in the process.

• While pre-flight preparations are being made, make sure the glider is parked safely in a location that does not obstruct the launch area.
• If helping with the rigging, the wing runner should know ahead of time what is required, and where to hold glider components to prevent damage to the airframe.
• The wing runner should know how to assist in a Critical Assembly Check and the Positive Control Check.
• The wing runner should know where the glider can be safely lifted before helping to attach or remove a tail dolly.
• When checking the towline, it must be laid out so that any imperfections affecting its integrity can be readily identified.

1. Visually inspect the tow hook and release arm for damage, cracks, deformation, and freedom of movement on pivot bolts.

2. Visually check tow hook to ensure the tow hook properly engages the release arm, inspect the rubber spacer for general condition, and check the condition of the release cable.

3. Check to see the manual release lever in the cockpit is not rubbing against the aircraft seat or any obstruction in the cockpit, check the security of the release handle assembly and the cable attachment.

4. Perform an operational check.

• • Attach tow line to tow hook and apply tension on the line in direction of tow.
  • With tension on tow line, have another person pull the release control in the tow plane cockpit and check for proper release of the tow line.
  • If tow line does not properly release, restrict the tow plane from towing duties until repairs can be made.
  • Reattach the tow line and apply a moderate tug in the direction of tow.
  • Inspect the release assembly to ensure it has remained completely closed.
  • If the release assembly has opened, even partially, Restrict the tow plane from towing duties and repair the tow assembly.

5. Insure that tow hook moves freely on pivot bolt and the pivot hole is not elongated.

This release mechanism should not be repaired by anyone other than the TOST factory. Perform a functional check as follows:

1. The release hook should open completely (the release hooks should touch the ring) when the cockpit release is pulled to its fullest extent.

2. Check to see the manual release lever in the cockpit is not rubbing against the aircraft seat or any obstruction in the cockpit, check the security of the release handle assembly and the cable attachment.

3. When the cockpit manual release lever is released the tow hook should return to the fully closed position.

4. Perform an operational check.

• • Attach tow line to tow hook and apply tension on the line in direction of tow.
  • With tension on tow line, have another person pull the release control in the tow plane cockpit and check for proper release of the tow line.
  • If tow line does not release properly. Restrict the tow plane from towing duties until repairs can be made.
  • Reattach the tow line and apply a moderate tug in the direction of tow.
  • Inspect the release assembly to ensure it has remained completely closed.
  • If the release assembly has opened, even partially, restrict the tow plane from towing duties and repair the tow assembly.

5. Physically check the tow hook is free of dirt.

6. Ensure the tow plane end of the tow rope is fitted with a TOST tow ring.

Check the tow rings for wear. The rings must not have deep scratches. Like the tow hitch assembly, there are two types of tow rings, a TOST (European type) or Schweizer (American type). The American type ring is two inches in diameter and made of high grade, one-quarter inch steel that has been manufactured with a good weld. Do not use hardware type rings, as the weld may be weak and fail during tow. The European type is also made of high-grade steel and available through glider supply businesses in the U.S.

Ensure the tow line is configured for the proper type of hitch. While a Schweizer tow ring will not fit into a TOST hitch, a TOST tow ring can be placed on a Schweizer type hitch, with the great possibility of the TOST tow ring becoming stuck in the hitch mechanism making tow rope release impossible.

Although the pilot of the glider is primarily responsible for selection and inspection of the proper towline, it is also the duty of the tow pilot to confirm that the towline selected meets the requirements of the Federal Aviation Regulations and is acceptable for use. Inspect the towline as follows:

• Check the entire length of the towline for abrasions, security of splices, and general condition.
• Ensure towline strength is appropriate for the glider/s being towed.

• • Minimum Strength = 80 percent of the glider maximum certificated operating weight
  • Maximum Strength = twice the maximum certificated operating weight

Note: Maximum certificated operating weight can be found in the glider POH and may be the Maximum certificated gross weight at takeoff.

If the towrope has a breaking strength more than twice the maximum certificated operating weight of the glider being towed, a safety link has to be installed at the point of attachment of the glider and the tow plane with the following breaking strength requirements.

Safety link (Weak Link) at the glider end:

• Minimum Strength = 80 percent of the glider maximum certificated operating weight
• Maximum Strength = twice the maximum certificated operating weight

Safety link (Weak Link) at the tow plane end:

• Strength Requirements = Greater, but not more than 25% greater than that of the safety link on the glider end, and not more than twice the maximum certificated operating weight of the glider

Once the pilot has completed all required pre-flight checks and is ready for launch, the glider can be positioned on the departure runway. This operation must be performed efficiently to minimize the amount of time that other aircraft are prevented from using the runway. The following sections describe the procedure for positioning the glider on the runway and preparing for the pilot’s pre-takeoff checklist.

It is important to complete all possible external pre-flight actions before moving the glider onto the runway. Required items such as ballast, maps, clothing, etc. should be in place and secure. Passenger briefings should also be accomplished prior to positioning the glider onto the runway.

The wing runner should ensure that all necessary pre-flight preparation has been completed before moving the glider onto the runway. The pilot of the tow plane should be made aware that a glider launch is imminent to ensure that the tow aircraft will be ready as well. It is extremely important to survey the traffic pattern to determine if an appropriate interval is available to position and launch the glider. Typically, an aircraft on downwind, base, or final for the same runway is close enough to landing that the glider should not be moved into position on the same runway.

When an appropriate interval is available, the glider should be moved to the departure point. Normally, the best position for the glider is at the very end of the departure runway (remember the old pilot’s adage that runway behind you is useless). The glider should be aligned on the centerline and pointing directly down the runway. It is very important to point the glider straight down the runway as the glider pilot may not have full directional control during the initial phase of the takeoff roll.

One possible exception to the rule above: If there is a crosswind, and the runway is wide, the pilot may elect to position the glider near the downwind edge of the runway. This allows him to use the runway width to offset the effect of the crosswind. Always confirm proper positioning of the glider with the pilot-in-command.

Once the glider is positioned, the wing runner may assist the pilot and passengers with entering the glider. This assistance may include helping with seatbelts, the canopy, or other items. Ensure that loose objects in the cockpit are secured. Once the glider pilot begins the pre-takeoff checklist, avoid any unnecessary conversation or distractions.

Some gliders (particularly high-performance sailplanes) use a tail dolly to assist ground handling and reduce wear on the tailskid/tail wheel. Sometimes other equipment such as wing wheels and tow bars are also used. These items must be removed before launch. The wing runner should show the removed items to the pilot for final verification.

This is also a good time to confirm that control locks, pitot tube covers, and any other remove-before-flight items have in fact been removed. Do not hesitate to stop the launch process if you suspect that any remove-before-flight item is still attached to the glider or anything else appears wrong.

• Perform as many preparatory items as possible before moving the glider onto the runway.
• Ensure that the runway and traffic pattern are clear of conflicting aircraft.
• Position the glider at the end of the departure runway, on centerline, and–most importantly–pointing straight down the runway.
• Assist the pilot and passengers with entering the glider.
• Remove and show the pilot all remove-before-flight items such as tail dollies, wingtip wheels, etc.

1. After your inspections are complete, compute takeoff performance for the towplane using the approved pilot operating handbook (POH). As a rule of thumb the tow plane is normally airborne in about twice the computed distance. If your tow plane does not have takeoff performance charts, make a normal takeoff without the glider in tow and note the lift-off point. Use this physical point in lieu of computed takeoff data. Pay particular attention to your altitude over the departure end of the runway and the clearance of any barriers.

Using the computed takeoff data or actual takeoff point, choose a physical abort point on the runway. Thoroughly brief the glider pilot on the abort point and abort procedures. If the towplane is not off the ground by the chosen abort point, the glider should release, or be released, allowing the towplane to accomplish a normal takeoff.

Since density altitude (DA) is perhaps the single most important factor affecting airplane performance, a review of the effects of density altitude is in order. An increase in air temperature and/or humidity significantly decreases power output and propeller efficiency.

The engine produces power in proportion to the weight or density of the air. Therefore, as air density decreases (high DA) the power output of the engine decreases. Also, the propeller produces thrust in proportion to the mass of air being accelerated through the rotating blades. If the air is less dense, propeller efficiency is decreased.

The problem of high-density altitude operation is compounded by the fact that when the air is less dense, more engine power and increased propeller efficiency are needed to overcome the decreased lift efficiency of the tow plane’s wing. This additional power and propeller efficiency are not available under high-density altitude conditions; consequently, tow plane performance decreases considerably.

2. Evaluate winds aloft and determine a glider release area. Always attempt to release the glider upwind of the airport.

3. FAR 91.309 (a)(5), Towing: Gliders, states: “The pilot of the towing aircraft and the glider have agreed upon a general course of action, including takeoff and release signals, airspeeds, and emergency procedures for each pilot.” If there is any doubt that this rule has not been complied with through briefings or published and agreed upon standard operating procedures, ensure both you as the tow pilot and the glider pilot are absolutely clear on all aspects of the upcoming tow.

The Tow pilot must develop an awareness of the direction of the tow plane’s prop blast. Blasting launch personnel and glider canopies with all sorts of debris is undesirable and potentially dangerous. Whenever possible, turn away from ground operations.

Prior to taking the active runway for tow line hook-up and takeoff, if available monitor and announce your intentions on the Common Traffic Advisory Frequency.

Once the glider has been checked to ensure that it is airworthy (see Assisting the Pilot with Pre-Flight Preparations) and has been positioned for takeoff (see Positioning the Glider for Takeoff), the pilot and passenger(s) must enter the glider, make any necessary cockpit preparations and carry out the pre-takeoff checks before the towline is attached. The wing runner may be required to assist the pilot in some or all of these tasks. The following sections discuss typical tasks that may require help from the wing runner.

The wing runner should ask the pilot what assistance he or she requires. If unfamiliar with the task, ask the pilot and get whatever information is required before assisting.

If a parachute is to be used, the pilot normally puts it on before getting in the glider. This substantially reduces the risk of getting the parachute straps tangled with the seat belts. The pilot will usually stand well clear of the glider when donning the parachute to prevent the parachute strap buckles from inadvertently hitting the glider. The wing runner may be asked to assist the pilot in donning the parachute.

The parachute container (with canopy inside) is normally put on much like a sleeveless coat with the arms going through the harness armholes. The top of the harness goes over the pilot’s shoulders. The wing runner may be required to help the pilot ‘get into’ the harness, usually by holding it up so that the pilot’s arms can be placed through the armholes.

Once the pilot has put on the harness, the parachute straps will need to be secured and adjusted. Different models of parachutes may have multiple straps that are required to be attached. Almost without exception, these include two straps attached to the lower back of the harness, which require to be passed through between the pilot’s legs and attached around the thighs or elsewhere to the front of the harness. The wing runner may be required to locate these straps, pass them to the pilot, or attach them for the pilot. It may also be necessary to assist in adjusting the straps so the harness fits snugly.

To enable the pilot to be properly seated in the glider, the seating area needs to be free of objects (e.g., maps) that the pilot would sit on if not removed. In particular, the seat belts should be moved clear of the seat pan. The wing runner can assist the pilot in these tasks and, if necessary, hold the seat belts clear while the pilot enters the cockpit.

Some models of glider (usually those which have a nose wheel or skid resting on the ground when the pilot is aboard but rest with the tail on the ground when unoccupied) may tip forward as the pilot enters the cockpit. In these cases it is customary to lower the nose until it rests on the ground before the pilot gets in, thus preventing the nose from striking the ground and possibly damaging the airframe. The wing runner may be asked to assist by holding down on the nose of the glider or at some other point on the airframe (if safe to do so) until the pilot has entered the cockpit. The two-place Schweizer 2-33 has a telescopic metal handle fitted in the extreme nose. This can be extended and used as a lever to push and hold the nose down. If unfamiliar with the specific model of glider, it is important to determine the proper places to push on the airframe. The pilot-in-command will be able to provide this information.

Once the pilot is seated in the glider, the wing runner can assist by positioning seat belts and shoulder harness. Assistance may also be provided in helping the pilot get organized in the cockpit – positioning and securing maps, water bottles, oxygen masks and other items. Once the pilot and passengers have their seat belts attached and adjusted and the cockpit is properly organized, the pre-takeoff checklist will be initiated.

It is important that the pilot is not distracted or interrupted while conducting the pre-takeoff checklist. The wing runner should not talk, nor be talking to the pilot while the checklist is being conducted. However, the pilot may require assistance to conduct these checks properly. The wing runner may be asked to assist in checking the following items:

The pilot will check the glider’s controls for proper operation (i.e. ensuring that the control surfaces move in the correct direction in response to control movements in the cockpit). If the pilot cannot see the control surface being checked from his or her position in the cockpit, the wing runner may be asked to report to the pilot the position of the control surface. For example, if the pilot cannot see the ailerons at the wingtips, he or she will move the control stick to one side and state the proper positions of the control surfaces. The wing runner should look at the control surface and verify its position. This will be repeated for each control surface: the ailerons, rudder, and elevator. Additional checks may be required for the secondary controls surfaces including the trim, spoilers, and flaps if installed.

The pilot is relying on the wing runner to observe and report any abnormalities. Should the control surface not move, or if it moves in an unusual or improper way, the wing runner should immediately report this observation this to the pilot.

When checking the flaps, it is important to check that the surfaces on each side move together and with the same amount of travel. Airbrakes/spoilers should also move in a uniform manner. In the case of spoilers (which are hinged at and pivot around their front edge) the wing runner may need to look from the side, along the wing, to see that the surfaces remain in line. Once the airbrake/spoiler check has been completed (unless the pilot indicates differently) they should also be checked to ensure they are closed and flush with the wing surface. Every year, glider incidents and accidents occur because the pilot has failed to lock the airbrakes closed prior to flight. You can help prevent this by making this check.

One important item of the pre-takeoff checklist is the canopy. If the canopy is detached from the glider, the wing runner will need to pick it up (carefully, only handling the frame) and, with the pilot’s assistance, correctly place it over the cockpit. In every case the canopy needs to be locked in position by the pilot. It may be necessary for some pressure to be applied to the canopy frame while the pilot secures it.

Some gliders have locking handles/levers that are visible from outside the canopy. It is important to be familiar with these to be able to make a visual check to ensure the canopy is locked once it has been closed. Gliders have been destroyed and the occupants fatally injured as a result of the pilot failing to properly secure the canopy before flight. The wing runner can be instrumental in helping to prevent accidents by making this visual check and advising the pilot if the canopy is not locked.

The wing runner will be responsible for attaching the towline to the glider (see Connecting the Towline). The towline should not be attached, nor offered to the pilot for attachment, until the pre-takeoff checks have been completed.

• Ask the pilot what assistance is required.
• If unfamiliar with a particular glider or procedure, always ask the pilot in command before assisting.
• Be able to identify each of the glider’s control surfaces and know its correct movement/position.
• Handle the canopy with care using the frame, not the Plexiglas®.
• Allow the pilot to control the pace of the operation, particularly by waiting for the pre-takeoff checks to be completed before attaching the towline.

Normally, the Standard American Soaring Signals will be used to communicate between the launch crew and tow plane. In some cases, specific local procedures may be in effect. The tow pilot should be thoroughly briefed on any specific local procedures. The tow pilot may be required to observe these signals through the mirror or through an additional signal relay person, positioned safely on the side of the runway adjacent to the tow plane. The ground signals are:

When the glider pilot is ready for takeoff, a thumbs up signal is given and the wing runner will level the wing to the takeoff position.

The glider pilot waggles the rudder with the wings level and the wing runner signals with a circular motion of the arm.

When ready for takeoff, the tow pilot should broadcast on the CTAF that a glider launch is about to be initiated. Example “Tallasee traffic, N12345 taking off runway 33, glider in tow, Tallasee.”

Remember, FAR 91.309 requires that before conducting towing operations within Class B, C, D, or E airspace designated for an airport, or before making each towing flight within such controlled airspace if required by ATC, the PIC must notify the control tower. If a control tower does not exist or is not in operation, the PIC must notify the FAA flight service station serving that controlled airspace before conducting any towing operations.

This signal is given by moving a hand back and forth across the throat.

Prior to take off carefully look at the glider to ensure the glider dive brakes are closed and no one is standing in front of the wings or so close to the launch path to create a hazard.

(Note: Some high performance gliders may make their initial takeoff roll with spoilers open. Know your gliders and if in doubt don’t be ashamed to question the glider pilot. Better to be a bit embarrassed than to end up in the trees at the end of the runway.)

Additionally, the tow pilot should ensure that the traffic pattern is clear of aircraft. Once assured that the glider is ready and the departure path is clear, the ready for takeoff signal may be given with a waggle of the towplane rudder.

Once again, there are two ways to signal “Stop Operation” or “Emergency”. The Soaring Flight Manual shows the signal as “the waggling of arms back and forth above the head swiftly.” While the FAA’s Figure 56 shows a more waving motion of arms above the head. Again, so similar that when you see them you should have no trouble getting the stop or emergency message. Also note that the glider’s wing is on the ground, another signal that the glider is not ready to launch.

Connecting the towline is one of the most important tasks that the wing runner will be required to accomplish. If this task is completed in a careless or incorrect manner, it could cause the glider to experience a premature release from the tow plane or prevent a release of the towline. Either of these abnormal occurrences will result in a potential emergency for the pilots of the glider and the tow aircraft. The following sections review the requirements for, and potential problems associated, with attaching the towline.

The wing runner may be required to check the towline before aero tow operations begin. The correct procedure for completing this task is included in Assisting the Pilot with Pre-Flight Preparations – Checking the Towline.

A typical sequence of events involves the following steps: The tow pilot will taxi the tow plane into position in front of the glider. The towline will be positioned close to the glider but with enough slack to permit it to be attached. It is a common practice to hold the towrope and assist the positioning while the tow plane is still taxiing forward. This should only be done using a rope hook. Once the tow plane has stopped and when requested by the glider pilot, the tow ring can be attached to the glider tow hitch.

This sequence of events occurs during a period of time in which a number of potential hazards exist. For example, the tow plane is being taxied in close proximity to the glider as the wing runner approaches the tow plane to pick up the towline. It is vital for the wing runner to be aware of these potential hazards and to maintain a safe distance from moving aircraft, especially the area around the propeller. Stay behind the wing of the towplane.

As the tow plane approaches with engine running, the nose of the tow plane partially obscures the forward view of the tow pilot. It is vitally important to keep well clear of the tow plane while it is moving. Only approach it from behind the wings. If it is necessary to go to the cockpit, wait for the tow plane to stop.

Picking up the towline while it is moving risks rope burn if the rope slides through the hands. This type of injury can be prevented by always using a rope hook to hold the rope. Additionally, entanglement is always a possibility with a moving towline. Stand well clear of the towline as the tow plane taxies forward to prevent legs and arms from being caught in a tangled towline. Do not let the towline run through the hands or around the body. Always hold the towline or rope hook in a manner in which it can be easily released if the rope snatches.

At the glider end of the towline are the attachment ring(s). The type of tow hitch fitted to the glider determines the proper type of ring(s). The wing runner needs to be familiar with the requirements of the glider to ensure that the correct ring(s) are used. Using the wrong type of ring(s) may result in the towline hanging up and failing to release from the glider.

Generally, there are two different types of tow hitch and tow ring(s) in use. The Schweizer tow hitch is an “L” shaped hook and is primarily fitted on gliders produced by the Schweizer Aircraft Corporation. These hitches use a single round tow ring. Nearly all other gliders are fitted with a Tost tow hitch. The Tost hitch is a hook mounted inside a round metal ring. Tost tow hitches use tow rings that are specially designed for the Tost hitch. The Tost unit is comprised of an oblong ring and a round ring looped through each other. The round ring is attached to the tow hitch.

A few gliders use other systems requiring a special tow ring. Because these rings may not be commonly available, pilots normally carry the tow rings in their gliders and provide them for use by the launch crew.

The Schweizer ring is too large to fit the Tost hitch, but Tost rings can be fitted to the Schweizer hitch. Because the Tost ring is not compatible with the Schweizer hitch, the tow hitch may jam. Consequently, Tost rings should not be attached to the Schweizer hook. If unsure of the correct tow ring(s), ask the glider pilot.

A typical glider operation will have some gliders that use the Schweizer tow hitches and others using Tost hitches. This means that a system for changing over between the different types of rings will need to be established. There are many different methods for doing this at different glider operations. The wing runner will need to be familiar with the system in use at the local operation and to know how to change over the rings.

As previously stated, different gliders have different tow hitches that require different tow rings. Additionally, the tow hitches on different gliders may be fitted in different locations. The wing runner must know where the tow hitch is located.

To complicate matters further, some gliders have two tow hitches, typically one located in the nose, used for aero towing, and the other on the belly close to the center of gravity (CG), just forward of the main wheel, used for ground launching with a winch or tow car. It is vitally important that the towline be attached to the correct hitch. If any doubt exists as to which tow hitch should be used, be sure to ask the pilot of the glider.

Tow planes are normally fitted with a variant of the Tost or Schweizer glider tow hitch. The hitch is usually located at the extreme end of the rear fuselage below the rudder. The wing runner must be familiar with the correct method of attachment. As always, if in doubt, ask. If the tow plane has the Schweizer tow hitch, it is possible for the tow ring to rotate forward so that it traps the sleeve that locks the tow hitch in place. This may prevent the tow pilot from releasing the towline.

It is vital that prior to each tow, the tow ring is checked to ensure that it is in the correct position, and the release not jammed. The safety of the tow pilot may depend on being able to release the towline in an emergency.

When the tow plane taxies up, or is otherwise ready to start a tow, the wing runner must connect the towline. If it is not already attached, it should be attached to the tow plane; if already attached and the tow plane has the Schweizer tow hitch, the attachment should be checked in accordance with the preceding section.

In the process of picking up the towline and taking it to the glider, it is important to ensure that it is undamaged.

• Tow ring(s) should be securely attached to the rope and not distorted.
• Ensure that there are no signs of distress or fraying of the rope – particularly where there are splices and where it goes around the rings.
• Confirm that there are no knots in the towline.
• Check for broken strands in the towline.
• Verify that there is no obvious damage to the towline-frays, kinks, oil stains or other abnormalities.
• Pay particular attention to areas protected by tape, thimbles, tennis balls or other protective devices.

If any doubt exists regarding the integrity of the towline, show the affected area to the glider pilot.

Remember to Exercise Care!
Do not hold on to a moving towline except with a rope hook – avoid rope burn!
Do not stand near a moving towline – avoid entanglement and dragging!

Take the glider tow ring end of the towline and show the ring(s) and the weak link to the glider pilot for his inspection and approval. Do not attempt to connect the tow ring before the glider pilot requests that it be attached. Wait for the glider pilot to do this! After receiving a request to “Connect Towline” the “Open Tow Hitch” hand signal should be given. If necessary, this signal may be supplemented by a verbal request. Present the tow ring to the tow hitch and, once properly located, give the glider pilot the “Close Tow Hitch” hand signal. Again, the signal may be supplemented by a verbal request.

Once the towline has been attached, it is essential to check that the towline is secure on the tow hitch. This is accomplished by pulling the rope firmly forward to ensure that it does not release under tension. In the case of a Tost tow hitch, this must be supplemented by shaking the towline close to the tow hitch – if the rings rattle in the hitch, they are properly attached; if they are not free to rattle, the connecting ring has not been correctly located and the rings need to be released and the attachment sequence started over again.

As part of the towline attachment procedure, the glider pilot may request a tow hitch release check. This is a functional check to ensure the tow hitch is operating correctly. Once the towline has been attached, the wing runner may pull the rope firmly forward. The glider pilot will release the rope while it remains under tension. The pilot may also check for ‘free drop’, when the hitch is operated while the rope is not under tension. The pilot may also request a check for a ‘back release’ if a ground launch is being conducted. In this case, the towline must be pulled downwards and backwards from the tow hitch to ensure that the back release device on the tow hitch operates correctly.

• Only approach the tow plane from behind the wings
• Don’t handle a moving rope except with a rope hook
• Don’t let the towrope run around the body
• Know how to distinguish Schweizer tow hitches and tow rings from Tost tow hitches and tow rings
• Know the location of the correct tow hitch
• Don’t attach the towline until the glider pilot requests it
• Always check to ensure the towline is undamaged before attaching it