3 Seconds to Crash: Glider Aerotow Launch Gone Wrong

Tow Upsets happen very quickly, here we talk about them, what causes them, and how to prevent them to keep you and your tow pilot safe.

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00:00 Tow Upsets
00:30 Theory behind the tow upsets
02:05 Example Tow Upset Crash
03:02 How to avoid a tow upset
04:35 Handy Resources

[PureGlide]

A few points I didn't cover in the video:
- The tow plane does have a release at it's end too. But it's difficult for the tow pilot to see the glider, and if there is too much tension on the release, it might not work.
- For glider pilots, ensure your trim is correct for takeoff. It depends on the glider, but it's safer to trim a bit more forward than needed, than back. This should reduce the chances of a both leaping off the ground too quickly, and a vertical upset above the tow plane. Also don't forget to trim correctly once you're flying.
- Consider hand on the release during the critical low part of the launch.
Cheers!

[clairemcgrannachan]

Thank you so much for sharing this video. I just recently lost my Dad (tow pilot) in NZ due to an accident of this nature. My Dad was incredibly safety conscious and also a gliding instructor so having him be a victim of an accident like this is hard to take. The results of a crash like this are absolutely heart breaking for those left behind.

[fly_neil]

As Club Safety Officer for a UK Gliding club, I've shared this with all to reinforce previous similar messages. The content is very clear, and very sad. it's key that before every flight, the pilot reminds himself of this in Eventualities, and also the signals the tug itself may give. The one thing I disagree with is that for me as an Instructor, and the BGA here too, the teaching is that the pilots hand should be ON the release mechanism, not near it. They'd lose precious time potentially locating and gripping it otherwise. I've seen accident reports where the pilot has pulled the canopy release mechanism instead, or found the rope release was stuck under a leg (in gliders where the mechanism is more central and low. I've heard some argue that doing so can cause inadvertant release, and yes it might if ones grip is too firm with no 'flex' in the arm, but whats the worst that can happen if so? Not a tug upset for sure.

[steveasher]

As a former tow and glider pilot I've had several severe upsets; two towing and two as the glider pilot. I ran a glider operation in Taos, NM USA. Of course I practiced releasing every time before towing during the release check and that saved my life once. The glider on tow and still on the runway hit a severe gust and literally blew upwards into knife edge and slack line. When he reached line tight it yanked him back into level flight and yanked me 90 degrees to the left. And I'm now "galloping" off the runway into a ditch/ravine. I never was conscious of it but I released immediately. Practice practice practice. As I'm headed for an imminent ground collision (I saw nothing but a dirt wall in my windshield) I put the stick in my stomach and somehow flew out clipping sage brush all the way. Went back around and picked up the next glider. Later he came into my office and said "well, I nearly killed us both". He was a 35, 000 hour Pan Am pilot who flew the original South American routes. No newbie. One time towing it was my fault as the tow pilot. I didn't release thinking the glider pilot had released during his excursion way off the runway. Again nearly killed us both. There's always more but that's enough for now. Tow pilots need to release unless you know you'll kill the glider pilot. If it's you or them, release anyway. (yes, I know that's harsh). Actually having recounted these I can think of a couple of more but they were non-life -threatening but still pretty dicey.

[oliverpolden]

I vividly remember when I was training, the small air vent on the DV panel opened while I was on tow. I closed it and immediately my instructor shouted: “STOP! I have control.” Such a small thing in my mind at the time but the instructor explained later about maintaining complete focus on the tow and not getting distracted.

[Fractalite]

Flying in low tow like we do in Australia, really gives the glider pilot and the tuggie a lot more time to deal with a situation if it develops or starts to develop.

[christopherrobinson]

I am retired now, but still teaching; I was a professional gliding instructor for 20 years (5, 000+ hrs and 25, 000+ launces). I had a hot shot EasyJet captain as a tug pilot who upset himself. He had a habit of turning sharply (thermal turns +) and dropping the nose in the turn, resulting in him loosing sight of the glider behind. Making it difficult for new pilots under training to follow. On this occasion he thought we had released and dived away, while we had stayed level, the rope went slack and then became tight and we began to kite upwards. I quickly released, but the Eurofox was in a vertical dive. We flew on. The pilot recovered and saved the useful tug, the less than useful tug pilot also survived. He mouthed-off about us for dangerous flying, but the video from cameras in the front and rear cockpits, told a different story, the X-rated movies were impounded by the CFI and Tug Master. That particular tug pilot no longer flys our tug.

Next time you fly EasyJet, don't worry he has retired.

[daveandrew]

Great video. One thing that greatly surprises me is that in 2022, gliders are towed the same way they were 50+ years ago. From an engineering perspective, it would appear that connecting the tow very near the rear control surfaces is an invitation to disaster. One commenter has mentioned the split bridle, which at least on paper appears to be a much safer solution. It could be that Gliders are such a small part of the aviation world that no one has really devoted much attention or resources to it. I recently saw a comment from a tow pilot on another channel that all he has is a small mirror to keep track of the glider. Another thing that amazes me is that in both General and Commercial aviation, there is little to no use of digital cameras. Several high-profile accidents covered on the Mentour Pilot channel have shown that use of video cameras in strategic locations could have saved hundreds of lives. In 2022, cameras are dirt cheap. Even a crappy doorbell camera pointed back at the towed glider and displayed on a phone or a tablet could save the life of a tow pilot. For that matter, how hard would it be to tweak Flarm or a Flarm-like device to go off if the towed glider shows a sudden rate of climb or an elevation well above that of the tow plane? The most revealing statistic (if it were available) would be not the number of deaths, but the number of near misses, which is likely a much larger number. Lastly, from the accident video: At least two lives were ruined in this accident, to say nothing of the families and friends. If I were that glider pilot, I would not be able to live with that. That thought alone should be more than enough motivation for all of us.

[ebdz]

In my gliding club ( in France) we remind this using such videos at every single opening season briefing, attendance to this briefing being compulsory for all...
We also make clear that the release should also come from the tow plane pilot if he decides so
The hand ON (not close to) the release handle is a MUST DO here in France
Thanks for keeping us aware and vigilant

[cemx]

ABSOLUTELY CRITICAL TO SHARE THIS VIDEO WITH ALL OF YOUR CLUB MEMBERS. I see far too often a wing touching the ground at an early stage of an aero tow and pilots not releasing even with an instructor on board. Nose hooks will pull you back straight while a CG hook WILL NOT and things can go very wrong in an instant. This needs to be taught from the very first flight. The RULE OF PRIMACY rules! My $0.02.

[hb]

I flew at one club where both tow aircraft and all the gliders were fitted with public band radios. They were full duplex (both ends can speak at the same time) and VOX (voice activation) so it was possible for the pilots to talk to one another without having to push any buttons. At about GBP 30 per set, they are invaluable safety aids.

[turntighter]

Hi Tim. One thing that you missed out, is the need to exactly in trim when on tow. In our pretakeoff checks we put the trim where we think it ourght to be for the aerotow. However once you are established on tow at a steady speed, if the trim is not right, then fix it, If you are exactly in trim there is much less chance of diverging if you are momentarily distracted.

[astro_manta]

I believe a guy in the uk presented an idea to the BGA for a tow hook for the tug end that lets go if it experiences too much upward tension. I don’t think they were interested originally but it should probably be reconsidered .

[JohannesFBS]

This video is part of the official compendium for the subject “operational procedures” in Denmark 😊

[Sara_PY]

Tim, thank you. As a new glider pilot, I find the time on tow to be the most challenging aspect of any flight I've taken to date. Trying to keep the glider where I want it to be behind the tow plane requires a high level of concentration and some fairly drastic control movements, especially in turbulence. I am aware of consequences if I don't, and your latest video illustrates that perfectly. I really think that clubs should make your safety and instructional videos "required viewing". Your reasoned, deliberate approach, and calm presentation manner drive home the point in a very cohesive way. Again, thank you!

[WConn]

As a former tow pilot with 7000 tows under my seat belt I have experienced two kiting incidents, one at altitude and one at just above 350 feet. The low one almost cost me my life. When you examine the last two fatal tow plane accidents in the US, Front Royal VA and Byron, both times the glider was being flown by an INSTRUCTOR PILOT. How can we expect a 15 year old kid to do things properly when flight instructors don't? I could NOT release, the rope broke fortunately and I recovered at or below tree top level. I have had much to say on different web sites regarding this, my views are well known if not shared across the board.

Walt

[gentlemanner]

Thanks for this video! I think it's important to share this. The more often people hear it the more likely they react correctly in the moment. I think a culture in which people remind each other from time to time about such dangers is a healthy one. I don't like communities who don't like to talk about it outside of training, because "it's too depressing" or something like that. So thanks!

[richardcooper]

I lost a friend to one of the early tug-upsets at Dunstable. I wrote a computer program to simulate snatch-pickups, and incidentally found it would imitate tug upsets very well. The principle danger - not covered here - occurs when a bunt develops in the towrope, and when it pulls out it delivers many times the normal load to the tug, which promptly upsets.
The lesson is that if a bunt develops in any situation, then the glider MUST be in line with the tug when the rope tightens.

[thomasaltruda]

As a former glider tow pilot, I was always spring loaded to pull the tow plane release.. if the glider got out of shape, or out of view from my mirror, I would pull the release. Also our nylon ropes weren’t very strong and would break if the glider loaded them too much.

[mikevermey]

Very important to share this info, thanks! The obvious problem indeed is the release of the cable as soon as you lifted up the tug plane; it's virtually impossible to unhook that cable when the tug is literally hanging on it. So you're right... being concentrated all the way to the release is keyword here. Cheers Tim!