We have sadly lost another tow pilot.

[Michael Opitz]

On 26 May 2026, a Pawnee was towing a glider out of Saratoga Springs, NY.  Witnesses observed the glider kite up, after which the tow plane nosed over and impacted the runway.  The tow pilot was killed.  

I suggest that the SSA spend some of that money they are looking to give away (for various reasons) on obtaining an STC for getting the tow release handle off the floor, (where it can't be reached by the tow pilot if he/she is under negative G's) and into a location that can easily be reached in an emergency.  

I know this group has banned OBTP Bob Youngblood from Treasure Coast Soaring in FL, but he has modified a number of Pawnees using the original agricultural hopper dump handle to activate the tow release mechanism.  The handle is long and comes up to within easy reach of the throttle quadrant.  I think he just files a Form 337 to make his modification, but I think that someone should be able to make an STC kit to change over from the dangerous short floor mounted handles that seem to be in use all over to longer, safer more accessible handles.  

(Mark Mocho, are you listening??)

https://aviation-safety.net/wikibase/570954

Mike Opitz

RO

[Bill Hill]

😞

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[Mark Mocho]

Sorry to hear of the tragic accident. I will reach out to Bob Youngblood and inquire about his handle modification. FYI, I met Bob at the SSA Convention, and we got along very well. This may come as a surprise to those who followed our exchanges on the old RAS, but it is a reminder that social media and internet communication have serious failings and can often be misinterpreted. Face to face is pretty much always superior when conversations are not masked by anonymity.

I can't really say whether I can come up with a "kit" for Pawnee tow release handles that will fulfill the FAA STC or 337 requirements, but I am willing to take a look at it. Any advice from others who have made similar modifications would be welcome.

[John Noss]

Our Pawnee at Skyline Soaring has the nice hopper handle release, but our Husky has the release on the floor, and that is really difficult to get to, especially with the flaps retracted (on takeoff) and the flap handle in the way.  I would love to find a way to add a 'bus-stop pull cord' arrangement at the top left of the cockpit (running back to the tail to meet the normal release cable), as an additional emergency option to release the cable in a critical situation.  If that could be done without removing the existing approved mechanism on the floor, it might be easier to sell as a 'safety improvement'.

[Larry Ruggiero]

Just find a reasonably talented fabricator to make up a handle that connects to the Tost Bowden cable and mounts at the dump handle location. Do up a 337 and annotate in the logbook. If you don’t have an IA that will go along with this, find another one. These airplanes have gotten to the point where we have to fend for ourselves with “owner supplied” parts and ingenuity. Work up a template out of cardboard or wood to check for clearance with arc swing enough to actuate the release. If you don’t have a resident metal smith, find your local EAA chapter and ask— most are bound to have someone who can fab up something suitable. I’ve attached the only pic I can find, which sorta shows it on the left— it’s the red handle.

Larry Ruggiero, Carolina Soaring Assoc

On Thursday, May 28, 2026 at 5:42:42 PM UTC-4 Mark Mocho wrote:

[Henk de Waard]

Sad to hear that another tow pilot is lost.

Our Husky (PH-BON) flying from Soesterbert, The Netherlands doesn't have the release on the floor, but a "bus-stop pull cord" at the top left hand site of the canopy. We use it for opening and closing the tost tow hook near the tailwheel. I don't know if it is originally built in by Aviat or that it was a later modification.

Henk de Waard

Op 29-5-2026 om 03:18 schreef John Noss:

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[john firth]

A non permanent release could be  a cord between handle and roof , just clipped on. Each tow pilot could install  his own cord.

It would be readily to hand.

John firth

Ottawa

[Cookie Cookie]

Having a good or better release system in the tow plane is a great idea.  But I don't think this addreses the root problem.  If the glider begins to "kite" on take off, the tow pilot will start to apply back stick.  The higher the glider, the more back stick.  It will get to the point of no return where continuing, the tow plane will nose down into the ground....But if the rope is released at either end, or it breaks, the tow plane now has full or almost full up elevator, resulting in a deep stall, and possibly a snap roll /spin sort of deal.  I had the horrifying experience of witnessing  this happen to a glider pilot and tow pilot at my home airport..  Studies   in England, done at altitude,  show that the "stall" resulting from a glider kite, is nothing like a "normal" stall.  It is a deeep stall and takes a more than normal amount of altitude to recover.

From the tow pilots position, he or she needs to release the glider way before reaching the point of no return, when the stick starts coming back.  The FAA manual says glider 20' above the tow plane is too much.  I know that tow pilots feel responsible for the glider and can be reluctant to release.

But !!!   It is the glider pilots responsibility to protect the tow pilot, and the glider pilot must release before it is too late.  If the upward motion of the glider is not corrected imediately, the glider pilot must release.

What about proper training of glider pilots?  Glider pilots must be trained and have the ability to NEVER get above the tow plane.  I train my students to fly slightly BELOW the tow plane, above the wash, but just slightly  below the tow plane.  This give a bit of a buffer if the glider begins to rise, so corrections can be made.

We comonly use the term "high tow", which really bugs me.  I implies "high" or above the tow plane.  It is above the wash  but never above the tow plane.  I used to call this tow "normal" tow as opposed to the low tow position, but I learned that many glider sites use the low tow as the "normal tow".  So I use the term  "level tow"  to avoid the term "high"

BC

[Hank Nixon]

Our revision to the floor mounted Schweizer release is to rework the handle assembly as follows.

Cut the release handle about 2 inches from the pivot point.

Fabricate an insert from 7/16 inch steel hollow bar that plugs into the cut ends.  Diameter is reduced to .400 to fit 1 inch into each side. The insert adds 2 inches to

the working length for leverage. 

When assembling before welding, rotate the knob end of the assembly 180 degrees so it goes up instead of down. This raises the grab point about 5 inches. Instead of being nicely out of the way it is much easier to locate and pull  

This takes about an hour to rework.

My inspector viewed this as a minor modification. 

FWIW

UH

[Michael Opitz]

Thanks, UH.  Do you have a picture?  I looked at ours, and concluded that the handle is sized (for where it is mounted) so that when one

actuates it, there is no interference with the trim assembly above it.

RO

[Mark Mocho]

I will be looking into the possibility of offering a kit, but I hesitate to do anything on a towplane that still incorporates a Schweizer release. I think the Schweizer design is primitive and has serious issues with proper operation while under loads imparted by significant lateral and vertical tow rope deviations. Note that this is a change from my original opinions about Schweizer releases that I posted on the original RAS. That opinion was driven by the FAA authorizations for tow releases as permitted for certain aircraft types. I know that many tow planes have approved Schweizer release installations and others have approved Tost installations. Since I made the original post about dealing with problems with getting FAA approval for changing from Schweizer to Tost, I have reluctantly accepted that the Schweizer release just needs to go away. This will probably require paperwork and substantial amounts of anguish, because changes have to be approved by the FAA. And we all know just how cooperative they are when actually asked to get off their ass and do what they are paid for. I am willing to listen to those that may have more information and educated opinions about the situation, but I would appreciate not getting a bunch of "I saw..." "I think..." and "There I was...." stories. If you operate a tow plane with a Schweizer OR Tost release (or both), I wouldn't mind a cogent and brief communication about the advantages/disadvantages. I would like to hear from commercial and club tow plane operators/maintainers with experience with both systems.

[Mark Mocho]

This is a report on the Saratoga accident. Few details are offered about the actual incident, but there is a video of a similar incident where it looks like the glider pilot performed a launch as if he was getting pulled by a winch instead of receiving an aerotow. This is obviously a big mistake, and should be addressed as a possible failure to comprehend the actions required in the different takeoff methods.

https://www.youtube.com/watch?v=-FkOiAdNQKI

[Hank Nixon]

About 65000 tows in our club and the preceding commercial operation using Schweizer tow hook systems with no bad issues. We use an inverted Schweizer hook on our Pawnee.

We fly low tow as standard procedure which may explain a low incidence of kiting issues.

One data point.

UH

[Greg Arnold]

Just spitballing here:

I wonder if there would be a way to develop a tug towhook assembly that would release the rope the moment there was a significant upward pull on the hook.  

Of course, it would be expensive and you would have to get it by the FAA . . . 

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[Ian Molesworth]

It has been discussed endlessly over decades. It always gets dismissed for the reasons already mentioned, plus the chance of an accidental disconnect.

Safest way outside the remit of the FAA/CAA/EASA?

Idea? -- A small enclosed 'torpedo' housing mounted on the towrope itself perhaps 1 metre from the tailplane ( great on trigear aircraft .... not so sure about taildraggers but .... )

Within the housing, sturdy enough to take the knocks of being dragged over the ground, a wireless, encrypted receiver linked to a matched transmitter in the cockpit. Press button velcroed to the stick or panel. The receiver triggers a small guillotine ( .22 'HILTI' style cartridge powered cutter that severs the rope. ) 

These things exist already and are used in offshore and space applications ....... 

https://psemc.com/products/pyrotechnic-cutter/

It's on the rope, no approvals needed. The by products remain contained within the device. button can be moved to anywhere to suit individual pilots even.

A 'streamlined' one could be built. 

A MEMS Gyro box of tricks could even detect an upset, nose down, stick back, and fire the device.

Worth looking at?

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[Larry Ruggiero]

Mark, I’m guessing issues with change approvals from Schweitzer to Tost would vary from FSDO to FSDO, from IA to IA. When I first changed ours to Tost about 9 years ago, our existing IA wouldn’t approve it due to not having an STC, and made me (just an A&P at the time) take it off. A former instructor I knew had recently opened a 145 shop at the same airport (he wasn’t an IA either). We talked about it, he said to put it back on and bring it over and we’ll figure out the approval. We called our FSDO (something the 1st IA wouldn’t do), and they readily acknowledged that yes tow releases are an “accepted” practice listed in AC43, so go ahead and swap to Tost, do a 337 for record along with logbook entry, and have a nice day. I had made up a handle for the dump release location ahead of the throttle quadrant, and it worked just fine. I’ve been an IA for a few years now, and will shortly swap a Schweizer hook for the Tost on another Pawnee, following the same process. The kit from W&W is nicely constructed and well-documented with plenty of installation information and EASA approval. The Tost only requires a 10lb lever pull, and has what I believe is a 90deg cone of release all around it, due to its design and the mechanics of how the ring pair on the rope engages on the hook itself. Since the cable pull is relatively low, its accompanying Bowden cable is about the size of bicycle cable and sheathing and is easy to route and attach with adel clamps. Yeah it’s a bit pricey but worth it if it saves a life. The remaining issue for mechanics is where/how to rig up a handle. I think just forward of the Pawnee throttle quadrant, painted bright red and marked accordingly, is best IMHO.

Larry Ruggiero

On Saturday, May 30, 2026 at 9:52:01 PM UTC-4 Mark Mocho wrote:

[Mark Mocho]

Larry- I tend to agree, but trying to get all Pawnee operators to change makes cat herding seem simple. Also, the expense of a Tost installation is much higher than the Schweizer release. Then, of course, you have the terms as defined by the Operating Limitations for each aircraft which specify the release allowed. Changing them is another hurdle. And then you get into the FSDO question. As a retired FAA official in our club once commented, "There are 80 FSDOs across the US. Each one is independently owned and operated."

[Doug Tarmichael]

It would be informative to know if this -27 was being towed with a c.g. hook or the appropriate nose/chin location for aerotow.   Everyone is always quick to point at the airplane end of these accidents but ignore the gllider. If the glider was "kiting" on a c.g. hook then it was doing what it was designed to do.

-Doug

[Charles Mampe]

While glider hook placement is valid info, I have hundreds of tows with CG hooks in ASW-20, 24, 27, 28, 29 with and without water ballast on a variety of days. I really give no thought on hitch location when towing.

I DO NOT consider myself a particularly gifted sailplane pilot. I fly 1-26/2-33 and up through mid/high performance glass ships.

Yes, I have flown over 50 years and a few thousand hours in sailplanes.

In this case, I don't see enough info to begin making suggestions. I "sorta heard" low time in type pilot, maybe over their head. again, heard, not fact. 

This always leads me back to aerotow type. High tow vs. low tow. I have heard/had the argument both ways over 50+ years. I prefer low tow, but do both. For every reason to do high, I have a reason to do low.

Ask yourself this, How many deaths have you heard from kiting on high tow, how many deaths have you heard from low tow (of any kind)????

I think it speaks for itself.

[chris behm]

I agree, if the plane being towed had a CG hook, I don't think that should be singled out as the cause of the towplane upset. Literally hundreds of thousands of successful tows take place in this arrangement.

The glider pilot NOT RELEASING as soon as he was out of shape, is the cause of the accident.

A reminder to us all that we need to add that to our preflight checklist: Release if anything seems to be going wrong.

I have two releases in my glider. I'm lucky to have them.

N304DD

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[Tango Eight]

Asw-27s aero tow just fine on cg hooks.  Neutral trim,  thumb and one finger on stick. Compare to our common basic trainer, the 2-33. Not even close. 

These accidents are almost always preceded by loss of attention in the glider cockpit, typically following some sort of distraction or upset.  Loose canopy, water bottle, phone, GoPro, etc. glider pilot attempts to manage his problem instead of tow position, shit happens, fast. The tow hook type isn’t a factor.  

Low tow offers the advantage that if the glider ascends through the wake as a result of loss of attention, the wake turbulence may refocus the glider pilots attention where it needs to be. The difference in position isn’t enough to buy meaningful extra margin by itself. 

Training needs to focus on 1) cockpit checklist, 2) sterile cockpit on tow, 3) strict discipline in event of any anomalies on tow: flying comes first, 4) proper emergency procedures. 

Evan /T8

[Gregg Leslie]

Cg hook is only a small issue on the ground, not once airborne. 

Gregg Leslie

On Jun 1, 2026, at 11:19 AM, chris behm <cbb...@sbcglobal.net> wrote:



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[Charles Mampe]

I will add, to make this clearer, while I have lots of hours as well as "time in type", the last 5 years I have 100+ hours for the season. I hear from local students, "Why do you make it look easy?". I typically have more hours for the season than they have total hours.

Thus total hours is part of it, time in type is another, currency vs. proficiency is a total nother discussion.

I still really don't think about towhook location, I worry about other things and go fly. I, personally, have no issue with a CG hook and aerotow (high or low).

Maybe great training.

Maybe total hours.

Maybe yearly hours.

Maybe hours/tows with CG hook.

Not a particular "pilot skill level".

I still find many accidents a year totally preventable. Maybe telling a pilot they need some dual (sorry they may be butthurt), maybe saying, "no, too sporty today for a tow". Whatever.

[Ryszard Krolikowski]

Charlie,

All this gray noice a side, please point me to the same  tragic event in US with Toast hook.

Best Regards

Ryszard

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[Charles Mampe]

Ryszard, I don't know if accident data (anywhere) listed type of tow hitch on either end of the rope. Frankly, I will guess the range is within 60/40-50/50 either way between Tost or Schweizer.

For my own reasons, I would prefer to see high tow vs. low tow and fatalities on either end.

I know the absolute numbers are against high tow in the US since it's the predominate method of aero tow. Thus, if you mostly do something, you're more likely to have issues.

[Greg Arnold]

Upset fatalities occur at a very low altitude.  Are you already in low tow at that altitude?

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[Hank Nixon]

Our operation uses low tow for almost all flights.

We are in low tow from the beginning. We transition below the wake while still in ground effect and climb as the tug and wake are above us. Ground effect diffuses the wake near the ground so maintaining position is no harder (maybe easier) than "normal"(high?) tow.

The common theme in upsets seems to be distraction from the basics of maintaining position. Open canopies and popped airbrakes seem to be associated with a good number of these events. One recent fatality was associated with adjusting a Go Pro camera while on tow.

Our pilots need to be trained and reinforced that nothing is more important than maintaining proper tow position. Second behind that is situational awareness of options in the

event of a low altitude  tow failure.

UH

[George Haeh]

The ASW-27 on tow is a baby carriage with a CG hook as long as you have the minimum recommended tow speed of 65 kt. It's a handful at 55 and I'll release if the tow pilot insists he knows better than the manual. 

It seems the 27 arrived at the field in April and that it has a nose or chin hook. 

You can have a CG problem if you weigh significantly less than a heavy previous owner who had tail ballast added. 

That said, the ASN webpage on this accident implicates a Grob 103.

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  403-370-9033

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[Greg Arnold]

So you have less altitude in case of a low level rope break.

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[Hank Nixon]

Myth.

The glider is at the same altitude as it would be in high tow because the acceleration to climb profile is better due to ground effect.  Tug slightly higher. The relative height difference to the tug between high tow and low tow is on the order of 15 feet or so.  

This will lead us off the topic of tug crashes.

UH

[Hank Nixon]

Eyewitness described the glider as a '27. One news photo showed a Grob in the area.

UH

[Michael Opitz]

Mark, our club Pawnee has a TOST hitch which was installed due to the large/small ring geometry being considered safer than the single Schweizer ring.  The larger TOST ring riding on the tow hitch ring means that one can pull in almost any direction with the resulting force on the small inner ring always being straight out - so much smaller chances of the mechanism ever jamming at a critical time.

Mike Opitz - RO

[Ian Molesworth]

In Europe we have stopped calling it a 'high tow', rather a 'level' or 'normal' tow. The primacy argument is that 'high' implies that getting above the level position is acceptable. It's not!

It is drummed in to pilots repeatedly, not 'lose sight of the tug, release' but 'if you are high and diverging, release'.

Fly the tow with a hand on the release - you have the tug pilots life in your control.

We tow regularly with aircraft like the Eurofox. 600 kg class aircraft with a fraction of the inertia of Pawnees so have to be aware of the potential.

Ian M

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[Tango Eight]

No, it's simply logic.  If the glider remains in ground effect longer, "it remains in ground effect longer".  The center of mass of the formation would be expected to trace a similar path.  

The advantage of low tow wrt kiting accidents I have stated before: ascending through the wake will likely refocus the distracted pilot on the task at hand.  

Evan / T8

[Tango Eight]

Grasping the release knob for aero tow is a very mixed bag and has been a contributing factor in serious accidents (notably a Discus that met its end in a sycamore tree some years ago at a Northeastern USA gliding club).  The pilot reported a big gust shortly after takeoff, banged head, reflexively pulled the release he was holding as though on winch launch.

Many, perhaps most aero tow operations in Eastern USA have airports that aren't as big as we'd like.  At my little airport, it's typical to count off about 30 seconds between being able to land straight ahead and safe to execute a 180.  In between, it's gonna be exciting (priority being that when any part of your glider touches anything else, you've arrived at the safest available spot with wings level, minimum speed).

Best practices will be type dependent (many popular gliders have flaps, some may benefit from spoilers open at roll time).  I teach that it's desirable to have a hand touching, but not grasping the release, whenever that hand is available.  For gliders with a floor mounted release (eg asw-20) I encourage a loop of paracord secured to the release knob and draped across pilot's left leg.  Please don't get in the habit of hanging on the release knob for aero tow.  Grasping the release for the first seconds of the take off roll is fine, and the best way to deal with a wing drop, but once control authority is established, relax that grip.  

Evan / T8

[Charles Mampe]

Agreed on NOT holding onto the release past maybe 50' of initial roll.

Yes, loop off the release for floor mount type (ASW-20, ASW-19, Duo Discus, etc.) is great. I make them about 10" diameter so there is plenty of length. 

Later ships like the ASW-24 have the handle up by the canopy rail. Much easier to grab quickly.

Again, WHENEVER the glider loses sight of the towplane, get off!

Whenever the towplane is nearing aft elevator limit, dump the rope!

Pretty much any glider can dive any towplane in.

[Brian Nightingale]

I wanted to report that the NTSB spent the day with OBTP , Bob Youngblood at Treasure Coast Soaring going over launch procedures in the ASW-27 and inspecting and testing Bob’s modified tow release handle in the Pawnee . NTSB was highly impressed with Bob’s tow release in the Pawnee . Especially that is readily accessible , is 3’ long and provides tremendous leverage , and is easy to operate in a negative G situation. Bob , as many of you know , is a highly experienced tow pilot and glider pilot . I would suggest that before everyone gets carried away with the high tow , low tow debate , they talk to an expert like Bob who has completed thousands of tows , most of them with students , and has pretty much seen everything . Bob and his son , who is a structural engineer have tested a schweizer  release at 1.5 times tow rope breaking strength at every possible angle , and his modified release handle worked flawlessly and easily . I’m sure there are pros and cons to low tow and high tow . Talk to an expert and find out what is actually safer . 

Sent from my iPhone

On Jun 1, 2026, at 6:56 PM, Hank Nixon <uncl...@earthlink.net> wrote:

Eyewitness described the glider as a '27. One news photo showed a Grob in the area.

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[George Haeh]

I keep my hand on the release. On gliders with Tost hooks, it has to be pulled a considerable distance against significant tension to release. 

Schweizers have a different release mechanism and I agree it takes less force and movement to release. 

How many non Schweizer accidental releases are in the accident record? 

There's a number of situations on winch as well as kiting where you don't have the time to fumble around before you're really in trouble. 

Landing in trees after an accidental release is a lot more survivable than a towplane upset. 

--

  George Haeh

  403-370-9033

  gh...@fastmail.fm

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[Brian Nightingale]

OBTP has offered to give any help that anyone need on his tow release modifications. He also wanted to remind everyone that he wasn’t banned , but in his words told RAS to stick it

Sent from my iPhone

On Jun 3, 2026, at 12:53 AM, George Haeh <gh...@fastmail.fm> wrote:



[John Godfrey]

I remain disappointed that OBTP is banned from this group. Completely inappropriate unless you are a melting snowflake.

[David S]

My understanding is the OBTP is welcome to post here but has shunned this group.

   ...david

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[Brian Nightingale]

Pretty much , I think . 

Sent from my iPhone

On Jun 5, 2026, at 6:23 PM, David S <david.s....@gmail.com> wrote:



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[Jim Lee]

Yesterday on my 20 year old student's second glider flight in our L13 I explained that I was going to give him the controls at 200 feet.  Just as we crossed 150 feet he opened the vent and then I gave him the controls.  After he stabilized the tow and we crossed 500 feet I told him to never do that again or take his hand off of the spoiler handle for any reason such as scratch his nose or turn down the radio, or HE WILL KILL THE TOW PILOT!

I use strong language during training.  I tell students that what we are doing is dangerous.  I am strict and firm.  I may joke around on the ground, but in flight it needs to be all business.  It is the glider pilot's responsibility not to kill the tow pilot.  Everything else is just noise.

We have release handles next to the throttle in our Pawnees. We practice grabbing the handle before the first tow of the day. We tow with our hand next to or touching the handle (but not holding it) for the first 500 feet, and then the hand goes to the throttle.

I will post photos of the release handles.

[Eric Greenwell]

Maybe a teeny bit harsh for a 2nd flight, but I agree with the premise: even something that seems inconsequential can be trouble on tow. A very experienced friend of mine landed out from 150' on tow when he attempted to adjust the pedals, but pulled the release knob instead of the pedal adjust knob. He was fortunate there was no damage, and vowed never to do anything on tow again that wasn't "flying the glider".

I have a similar vow for flying my motorglider: just fly it below 500' AGL - no radio adjustments, no vario volume changes, no landing gear retraction, no talking on the radio unless needed for safety reasons. I normally don't retract the gear until 1000' AGL, so I don't have to fuss with it if there is an engine problem when I'm low. 

Eric

[John Godfrey (QT)]

Law of primacy

 

John Godfrey (QT), CFI-G, SSAI

International Gliding Commission (IGC), Alternate USA Delegate

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[Roderick Read]

I once had a student who I decided that he could not or would not follow instructions on tow procedures, and told him that his training would not continue. He decided to go to Austria for training instead of Switzerland, we I had initially trained him. 

A few months later he retuned to Switzerland with his glider certificate in hand, and asked me to check him out in an ASK-21. We lined up for an aero tow on the paved runway as the grass was too soggy for operations. 

Thirty seconds after starting the take-off roll he pitched up to 10-12 feet above to Robin, before the tow plane had left the ground. I told him my control and corrected the situation before anything could go awry. The tow pilot was also aware of this “Pilot’s” know. issues, and was prepared for a potential issue. We continued the tow, and release at 1000 meters  No additional issues were noted, but spoke with the pilot on the ground to get an understanding about what had happened. He didn’t have a clue, but thought this was proper procedure. He had not had any winch launches in Austria, and had not been present during the monthly winch launches we had in Birrfeld (Switzerland). He seemed to realize that gliding was not for him, and stopped flying. 

My point is that the discussion about this accident and subsequent loss of life seems to be more about the tow hitch - Tost or Schweizer, but unless I missed it, does anyone have feedback from the glider pilot? 

Roderick Read

Sent from my iPhone

On Jun 7, 2026, at 10:35, John Godfrey (QT) <quebec...@gmail.com> wrote:



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[Kirk Stant]

To piggyback on the last post, all this discussion about tow releases seems to miss the point to me - the real problem is what is causing these accidents? Obviously - pilot training is failing often enough to kill people. That ABSOLUTELY needs to be addressed first. Is it a country thing? Or a fundamental universal issue with aerotow? Next, is there a procedural fix that can reduce or eliminate the risk? What are the statistics for countries that use low tow exclusively (Australia, I believe, for one)? Does that simple change solve the tow upset problem? And does it have unintended consequences? Why aren't we all using modern winches now that sustainers are gradually becoming ubiquitous?

By the time you get to the point that the tow pilot has to react immediately or die - the system has failed miserably.

Meanwhile, I'm happy to keep towing in our Pawnees with a nice Tost reel system (with a proper guillotine that is tested and works) while watching the idiots on the end of the string in my big mirrors, waiting for them to do something stupid...

Kirk

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[Ian Molesworth]

Europe and specifically the UK use the level tow position and we have largely transitioned to Eurofox or other 600 kg lightweight tow aircraft.

Touch wood, I have not heard of an upset fatality for quite some time.

Tuggies will dump you very quickly for silly tow digressions.

Out of position is treated very swiftly during training and recency/recurrant tests.

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[Charles Mampe]

I agree that first glider end step is, "Keep an eye on the towplane ALWAYS and release if you lose sight of them!!"

Pretty simple concept.

The first towplane end step is, "Dump the rope if nearing aft elevator limit!!"

Pretty simple concept.

Sorta hard to compare upset numbers of high tow vs. low tow due partly numbers of each. Yes, there will be some meaningful "upset/tow amount". Maybe a number of 1 upset/10,000 tows (just throwing out a number, no basis at all on reality).

Tow type is sorta a regional/country thing.

In the USA, it's like 99.9% high tow. Our club (Valley Soaring in NY) is 1 of 2(?) that predominately uses low tow. I believe there is/was a site on the west coast as well.

Regardless, train the "nut behind the stick" on the glider end as well as getting towpilots to dump the rope when it starts looking bad......NOT when you're staring at the ground. That can be too late.

[Kirk Stant]

Charles, I'm curious about your use of low tow. My club (St Louis Soaring) is a typical US club and teaches high tow exclusively, but I'd like to try the low tow option. Could you tell me what made your club change, and what are your procedures?

Kirk

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[Charles Mampe]

Our location, Randall Airport in Middletown, NY, started using low tow maybe 60 years ago when it was owned by Stene and Ginny Bennis (Steve is in SSA HOF). When his nephew, Joe Bennis, took over the operation early 70's low tow continued. I started flying there mid 70's and it has continued to be the prime method through other groups on the field.

We do teach high tow as it's FAA required and is also normal everywhere else in the US.

I fly high tow when other locations whether it's a contest or fun fly.

Doing it is basic. 

Start your roll down the runway.

Glider lifts off 1st due to better aero.

Glider sits a couple feet off the ground as towplane accelerates.

Towplane finally lifts off and starts to climb, glider is still a couple feet off the ground.

When towplane has risen to about normal position look (Pawnee is horizontal tail just above where wing struts meet fuselage) relax glider stick pressure and follow up.

This is a basic description, not a lesson.

[Kirk Stant]

Charles,

Thanks - that's great info. I'm definitely going to talk to our CFIGs and try it out (from both ends, of course). Sounds like an interesting and useful skill to have regardless of whether it's adopted by our club.

Cheers,

Kirk

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[john firth]

In 1974,  Waikerie,  flying a std/ libelle ,I had a rather different problem;  full water ballast (100lb?) was not a big deal in the Libelle, but

I was assigned a Pawnee, which has quite a low stall speed; the first few hundred feat (in low tow)  was OK  but then he TP slowed down

to not much above my stall speed  and the ailerons became ineffective;  I tried to climb up to pitch the TP  a bit nose down, but the pilot

stubbornly resisted; a radio call produced no improvement in speed so I flew the whole tow using rudder as needed.

At the end of the day, a complaint to the management produced the response that most of the Pawnees were flown by ag duster

pilots, used to flying slowly,  often without an ASI  and they regarded radio as nuisance!

John firth , Ottawa.

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[Kirk Stant]

Hi John,

Slow tows when ballasted are definitely a problem - even in high tow; my LS6 would drop into the towplanes' downwash and feel iffy even with plenty of speed over stall when the towplane got slow. High tow would give you a bit more time, I guess. This situation definitely calls for a serious "debriefing" with the guilty tow pilot afterwards!

When I tow in our Pawnees, I hold down in ground effect after liftoff, until reaching the requested tow speed for the glider (and if I haven't towed hm before, I'll ask what speed he wants if the pilot forgets to tell me). Then I'll gradually rotate into climb attitude. and usually have to slow down a bit to the desired tow speed. I'd rather be a bit too fast than too slow down low - at either end of the string!

Cheers,

Kirk

66

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[Jonathan Audy]

Every time a new response gets posted on this thread, my heart sinks as my first reaction is ,”what? we’ve lost yet another tow pilot?” I am not trying to be humorous about this at all - it is extremely sad. But maybe a new thread title would be less stressful?

- Jonathan.

On Jun 8, 2026, at 12:09 PM, Kirk Stant <kirk....@gmail.com> wrote:



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