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Standardization in Slack Rope Recovery?
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LongJourney
Jan 31, 2016, 9:29:23 AM1/31/16
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Most of us have had the inevitable frustration of being told to do something one way with one instructor, only to be told to do it differently when flying with another instructor. There are, of course, multiple ways of performing certain maneuvers, and slack rope recovery is one of those. I would like to hear feedback from the instructors here about which method they use, and why?
My personal experience of flying ASK-21s with instructors is that holding yaw until the slack comes out and continuing to hold yaw until the glider is back behind the tow plane works best for me. The air cushions the shock of the rope coming taut as the nose of the glider is pulled sideways through it. Holding yaw prevents a secondary loop of slack occurring. This method also worked well in my Libelle.
The other typical method of slack rope recovery is to yaw away until just before the slack is out and then diving toward the rope in an effort to more closely match the tow plane's speed. In my experience, this method is difficult to do well consistently, and often results in a secondary loop of slack.
Any comments?
Thanks,
Jeff
My personal experience of flying ASK-21s with instructors is that holding yaw until the slack comes out and continuing to hold yaw until the glider is back behind the tow plane works best for me. The air cushions the shock of the rope coming taut as the nose of the glider is pulled sideways through it. Holding yaw prevents a secondary loop of slack occurring. This method also worked well in my Libelle.
The other typical method of slack rope recovery is to yaw away until just before the slack is out and then diving toward the rope in an effort to more closely match the tow plane's speed. In my experience, this method is difficult to do well consistently, and often results in a secondary loop of slack.
Any comments?
Thanks,
Jeff
Bob Pasker
Jan 31, 2016, 10:28:58 AM1/31/16
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As a non-owner pilot, I have had my share of critiques from checkout instructors when asked to perform PTS-style maneuvers. my goal now is not to perform the maneuver correctly, but to please the CFI and make him feel like he's the most excellent CFI in the world. so before performing the maneuver, I ask how he wants it to be performed, and do it how he wants it. sad but true, its the best way to get through a checkout. --bob
uncl...@ix.netcom.com
Jan 31, 2016, 11:52:38 AM1/31/16
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On Sunday, January 31, 2016 at 9:29:23 AM UTC-5, LongJourney wrote:
UH
K m
Jan 31, 2016, 12:36:02 PM1/31/16
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On Sunday, January 31, 2016 at 8:28:58 AM UTC-7, Bob Pasker wrote:
Bob Pasker,
I think you are missing the point the original poster was asking about. Each instructor may have a point they are trying to get across. We can probably all say that we have learned something from just about every CFIG we have flown with. I would also say that I have seen tow pilots do some interesting things and my recovery will depend on what the towplane is doing, whether I am high or low, what type of ship I am in, etc.. Why would you "Not perform the maneuver correctly" during a checkout? Please post and tell us some of the "Incorrect" slack recoveries you have been taught.
Thanks
Bob Pasker,
I think you are missing the point the original poster was asking about. Each instructor may have a point they are trying to get across. We can probably all say that we have learned something from just about every CFIG we have flown with. I would also say that I have seen tow pilots do some interesting things and my recovery will depend on what the towplane is doing, whether I am high or low, what type of ship I am in, etc.. Why would you "Not perform the maneuver correctly" during a checkout? Please post and tell us some of the "Incorrect" slack recoveries you have been taught.
Thanks
Bill T
Jan 31, 2016, 7:35:59 PM1/31/16
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Slack line needs to be controlled by the glider pilot, varying methods apply. Match tow direction, match tow speed, use drag devices (yaw, spoilers) as needed. Do not over run the tow plane and do not get entangled in the rope. If you chose to release make sure you are not in a position to get smacked by the tow ring.
The idea is a slow reduction of the slack loop, need to match the tow plane speed and he is now accelerating without the glider drag, adding to the problem.
Not all gliders have nose tow or tost connections. Can't always rely on the rope pulling the nose sideways to buffer the tension in the rope.
Why put a side load on a Schweizer style hook. Slack coming out slow, ok. Line coming out fast, not so good. That tension and shock of the line becoming taught should go down the longitudinal axis of the glider, plus the tension has a bungee effect with most ropes. Schweizer gliders with the hook on the chin will pull the nose up.
CG hooks and additional issues. Most pilots will graduate to single seat gliders with no instructor to help. Train for the single seat glass. First learned is what is remembered in a panic. Large slack loops on CG, it could back release from the rope drag, are you in a position to not get smacked by the ring?
Nose pointed away from the tow plane when it comes tight, you can't match tow speed and direction that way, and when the line comes tight the rope has to move the whole glider sideways "through the yaw", not just nose tension. Greater chance of a rope break, and with increased tension the glider will accelerate in the direction it is pointing. Not pointing towards tow? You're headed off accelerating on a tangent to the direction of tow.
Big problem I have with students and a slack line, normally the glider is out of position off to the side and they want to get back behind the tow plane. Now the big loop is below the nose where they cannot see it or judge how quickly the loop is shrinking if at all. How are you to manage that?
I had one student get us into a bad situation in a hurry with a naturally created slack line in turbulence in a turn. Not instructor induced.
My recovery was "MY GLIDER!", turned inside the turn, got a wing up over the loop, with a big loop I could see going horizontal back to the tow plane.
Pull the release and tighten the turn away from tow. The line and ring goes away from us and does not snap back towards us.
Bottom line, I vote for controlling the loop and slow recovery, don't rush it. Match the direction and speed of tow as it comes out. Cannot always rely on yaw, nose hooks, to control the bungee effect. Can't match speed if you are pointed away from tow. Keep the rope where you can see it. If it goes bad in a hurry, control when you decide to release so you don't get smacked by the ring.
BillT
The idea is a slow reduction of the slack loop, need to match the tow plane speed and he is now accelerating without the glider drag, adding to the problem.
Not all gliders have nose tow or tost connections. Can't always rely on the rope pulling the nose sideways to buffer the tension in the rope.
Why put a side load on a Schweizer style hook. Slack coming out slow, ok. Line coming out fast, not so good. That tension and shock of the line becoming taught should go down the longitudinal axis of the glider, plus the tension has a bungee effect with most ropes. Schweizer gliders with the hook on the chin will pull the nose up.
CG hooks and additional issues. Most pilots will graduate to single seat gliders with no instructor to help. Train for the single seat glass. First learned is what is remembered in a panic. Large slack loops on CG, it could back release from the rope drag, are you in a position to not get smacked by the ring?
Nose pointed away from the tow plane when it comes tight, you can't match tow speed and direction that way, and when the line comes tight the rope has to move the whole glider sideways "through the yaw", not just nose tension. Greater chance of a rope break, and with increased tension the glider will accelerate in the direction it is pointing. Not pointing towards tow? You're headed off accelerating on a tangent to the direction of tow.
Big problem I have with students and a slack line, normally the glider is out of position off to the side and they want to get back behind the tow plane. Now the big loop is below the nose where they cannot see it or judge how quickly the loop is shrinking if at all. How are you to manage that?
I had one student get us into a bad situation in a hurry with a naturally created slack line in turbulence in a turn. Not instructor induced.
My recovery was "MY GLIDER!", turned inside the turn, got a wing up over the loop, with a big loop I could see going horizontal back to the tow plane.
Pull the release and tighten the turn away from tow. The line and ring goes away from us and does not snap back towards us.
Bottom line, I vote for controlling the loop and slow recovery, don't rush it. Match the direction and speed of tow as it comes out. Cannot always rely on yaw, nose hooks, to control the bungee effect. Can't match speed if you are pointed away from tow. Keep the rope where you can see it. If it goes bad in a hurry, control when you decide to release so you don't get smacked by the ring.
BillT
Giaco
Jan 31, 2016, 7:55:56 PM1/31/16
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As far as "right" is concerned.. from the Commercial PTS:
D. TASK: AEROTOW - SLACK LINE
REFERENCE: FAA-H-8083-13.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to the causes, hazards, and corrections related to slack line.
2. Recognizes slack line and applies immediate, positive, and smooth corrective action to eliminate slack line in various situations.
A few years back I had this same discussion with a highly respected Master CFI out in colorado, and we came up with at least 7 different methods that people had quotes as the "right" way. IMHO, the answer is that it really does depend on the tow speed, glider (configuration, performance and hook position), and environment. The four methods I have used and teach are:
1. USAFA Method - Freeze it, Face it, Fix it. Essentially stop the towplane picture from getting any worse, point your nose directly at the towplane tail hook, and slightly lower the nose to maintain speed while the tow takes up the slack. If performed incorrectly, this can lead to secondary slack lines. Also cannot easily be performed while in a turn.
2. 2-33 or Draggy trainer method - Wait. Just keep flying nice and level behind the tow, and the drag on the ship will naturally catch up. N/A for rotor or moderate to severe turbulence or if unable to follow the tow.
3. Yaw away method - Maintain the same altitude as the tow, and sustain an off-center yaw angle until the slackline starts to come out. As the line becomes taught, reduce the rudder input to allow the nose to be corrected by the towplane. It is certainly the sloppiest way to get the job done, but is effective in cushioning the slackline out.
4. Drag Devices - Tactical use of spoilers in egregious slacklines can be very effective in turning a glass ship into the situation of #2. Again, however, over-use of the spoilers can cause too high of a speed differential and cause secondary slack lines or break the rope. If i use this method, it is generally in order to more effectively set up one of the other methods. With flapped ships, adding positive flap can help increase drag to serve this purpose, but can complicate your altitude alignment due to the additional lift.
For what it's worth.
Chris
D. TASK: AEROTOW - SLACK LINE
REFERENCE: FAA-H-8083-13.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to the causes, hazards, and corrections related to slack line.
2. Recognizes slack line and applies immediate, positive, and smooth corrective action to eliminate slack line in various situations.
A few years back I had this same discussion with a highly respected Master CFI out in colorado, and we came up with at least 7 different methods that people had quotes as the "right" way. IMHO, the answer is that it really does depend on the tow speed, glider (configuration, performance and hook position), and environment. The four methods I have used and teach are:
1. USAFA Method - Freeze it, Face it, Fix it. Essentially stop the towplane picture from getting any worse, point your nose directly at the towplane tail hook, and slightly lower the nose to maintain speed while the tow takes up the slack. If performed incorrectly, this can lead to secondary slack lines. Also cannot easily be performed while in a turn.
2. 2-33 or Draggy trainer method - Wait. Just keep flying nice and level behind the tow, and the drag on the ship will naturally catch up. N/A for rotor or moderate to severe turbulence or if unable to follow the tow.
3. Yaw away method - Maintain the same altitude as the tow, and sustain an off-center yaw angle until the slackline starts to come out. As the line becomes taught, reduce the rudder input to allow the nose to be corrected by the towplane. It is certainly the sloppiest way to get the job done, but is effective in cushioning the slackline out.
4. Drag Devices - Tactical use of spoilers in egregious slacklines can be very effective in turning a glass ship into the situation of #2. Again, however, over-use of the spoilers can cause too high of a speed differential and cause secondary slack lines or break the rope. If i use this method, it is generally in order to more effectively set up one of the other methods. With flapped ships, adding positive flap can help increase drag to serve this purpose, but can complicate your altitude alignment due to the additional lift.
For what it's worth.
Chris
LongJourney
Feb 1, 2016, 9:30:10 AM2/1/16
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I flew with an instructor a few months ago who asked me to use the "point the nose at the tow plane" method of slack line recovery. The result was a large jolt and a secondary loop of slack. I said, "Let's try it my way." I yawed away and held it until we had been pulled back behind the tow plane. The result was a gentle jolt when the line came taut, and no secondary loop of slack. The instructor was quiet for a moment, then said, "Okay, we'll do it your way."
Charlie M. (UH & 002 owner/pilot)
Feb 1, 2016, 9:48:54 AM2/1/16
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Granted, a 2-33 has a lot more side area to help soften the shock when the slack comes out (compared to a single seat glass ship), but remember the TOWPLANE also has significant side area.
Thus, when the slack comes out, you have two aircraft pivoting sideways to remove the shock, not just one.
When the rope is taut (slack has come out), both aircraft are basically aligned and the rudder correction can be removed on the glider end.
While it may be helpful to understand what the examiner/instructor wants to see (as mentioned earlier), I think a "gentle nudge" using the yaw method would be worthwhile if they're looking for something else.
PS, as with anything, even doing the correct "method" can go wrong if over-done or done incorrectly.
Giaco
Feb 1, 2016, 9:59:29 AM2/1/16
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> One argument that I really don't understand is why would there be less chance of breaking the tow line when ALL of the force is applied to the tow line, which is the case when pointing the nose at the tow plane's tail, than when the blow is cushioned by the air when the nose is pulled through it?
I don't think that that is a valid argument at all... If properly executed, pointing at the tow plane will be a cleaner, smoother recovery.
I would put it akin to British automobiles (my first car was a '78 spitfire). When everything is going correctly, it is smooth and elegant. When something in the process breaks, the whole thing can get wonky in a hurry.
Chris
Message has been deleted
Bob Pasker
Feb 1, 2016, 10:08:52 AM2/1/16
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good catch
I should have said that I was "less interested in performing the maneuver the way I was taught and the way I did it on my checkride, than I am in pleasing the CFI"
and as you can read from further posts, there are many (correct) methods for eliminating slack. they key is to figure out which one the CFI wants on the checkout.
On Sunday, January 31, 2016 at 12:36:02 PM UTC-5, K m wrote:
> On Sunday, January 31, 2016 at 8:28:58 AM UTC-7, Bob Pasker wrote:
> Bob Pasker,
I should have said that I was "less interested in performing the maneuver the way I was taught and the way I did it on my checkride, than I am in pleasing the CFI"
and as you can read from further posts, there are many (correct) methods for eliminating slack. they key is to figure out which one the CFI wants on the checkout.
On Sunday, January 31, 2016 at 12:36:02 PM UTC-5, K m wrote:
> On Sunday, January 31, 2016 at 8:28:58 AM UTC-7, Bob Pasker wrote:
> Bob Pasker,
son_of_flubber
Feb 1, 2016, 11:43:07 AM2/1/16
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On Monday, February 1, 2016 at 10:08:52 AM UTC-5, Bob Pasker wrote:
> good catch
>
> I should have said that I was "less interested in performing the maneuver the way I was taught and the way I did it on my checkride, than I am in pleasing the CFI"
I question your deference to the CFI.
> good catch
>
> I should have said that I was "less interested in performing the maneuver the way I was taught and the way I did it on my checkride, than I am in pleasing the CFI"
I'd be much more interested in practicing the maneuver the way I always practiced the maneuver (yaw slightly away from the slack). Removing slack is something that I do without thinking about it and if I had the opportunity to practice with 'deliberate slack rope', I'd profit by reinforcing my 'muscle memory'.
Learning the CFI's unfamiliar way of removing slack is counter-productive, especially if it means risking the possibility of a second loop from doing something improperly. What is the point?
So it seems best to resolve on the ground what techniques I'm going to use in the air. If the CFI wants me to do it differently, then he'd have to convince me that the way I was taught to do something was dangerous. If he were inflexible and insisted on doing things his way, I might opt out of getting in the glider with him. If we can't get along on the ground, then I should not fly with him.
I've flown with many CFIs. I'm grateful to all of them. Only one was rigid, inflexible, and unable to carry on a conversation that deviated from his shop worn script. In retrospect, I should have opted out of flying with him.
George Haeh
Feb 1, 2016, 5:15:04 PM2/1/16
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After we've been flying on our own for a
while, slack rope situations become very
rare (except on Condor with which I am
getting through a problematic
introduction).
Instructors of course encounter slack rope
situations more frequently with
magnitudes where many of us would have
yanked long before. Flying a CG hook my
hand is always on the release during tow.
My bigger concern is instructors that want
to see a fully developed spin before
recovery. That builds a muscle memory
that will have you smacking the ground if
you get an incipient in the circuit.
I have a thankfully very short list of
instructors I will not fly with.
The latest addition said some years ago
there was some unidentifiable concern he
"could not put [his] finger on".
while, slack rope situations become very
rare (except on Condor with which I am
getting through a problematic
introduction).
Instructors of course encounter slack rope
situations more frequently with
magnitudes where many of us would have
yanked long before. Flying a CG hook my
hand is always on the release during tow.
My bigger concern is instructors that want
to see a fully developed spin before
recovery. That builds a muscle memory
that will have you smacking the ground if
you get an incipient in the circuit.
I have a thankfully very short list of
instructors I will not fly with.
The latest addition said some years ago
there was some unidentifiable concern he
"could not put [his] finger on".
Bob Pasker
Feb 1, 2016, 8:25:30 PM2/1/16
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there are two kinds of CFIs: one kind evaluates your overall skill and safety, and the other kind thinks they can make you into a new pilot in an hour's flight. the first kind are not a problem. the second kind need to be appeased.
Tango Eight
Feb 1, 2016, 8:33:08 PM2/1/16
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On Monday, February 1, 2016 at 5:15:04 PM UTC-5, George Haeh wrote:
> Flying a CG hook my
> hand is always on the release during tow.
One of my hot button issues cockpit management issues...
> Flying a CG hook my
> hand is always on the release during tow.
Touching release, okay. Grasping release... not so much. Big gust, pilot bumps head, flinches, releases inadvertently. http://tinyurl.com/gm7mwms
For gliders like Ventus a/b and ASW-19&20 with release behind stick, make a loop of parachute cord, tie to release knob, lay across left leg. Easy to get to, less likely to cause problems.
best,
Evan Ludeman
Brian
Feb 2, 2016, 11:29:05 AM2/2/16
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Bill T " Not all gliders have nose tow or tost connections. Can't always rely on the rope pulling the nose sideways to buffer the tension in the rope. "
While True, moving off too the side (top left or right of boxing the wake) it will yaw the tow plane to help buffer the tension.
Brian
While True, moving off too the side (top left or right of boxing the wake) it will yaw the tow plane to help buffer the tension.
Brian
LongJourney
Feb 2, 2016, 6:08:13 PM2/2/16
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chip.b...@gmail.com
Feb 2, 2016, 7:16:41 PM2/2/16
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A long, long time ago I did some instructing for a club at a major university in the Boston area. Part of the checkout flight with them included a slack rope demo.
The check pilot described it and then performed it: climb up above normal high tow position, then dive on the towplane and move out to one side until a big loop of slack forms (in this case, it disappeared behind and under the wing, although we were well out to the side by then). To recover, hold position out to the side and allow the speed to bleed off; watch for the loop to reappear; and then dive slightly and turn in behind the towplane to match the speed as the slack comes out.
The check pilot's attempt was "OK", although eye opening when I watched the amount of loose rope go back behind the glider and the reappear some seconds later.
"Now you try it." So I did. With about the same modest success. It wasn't a smooth synchronization of speed with the towplane but we didn't break the rope. "OK, uh, that's good enough."
It turned out that the local designated examiner, an experienced glider pilot, required this maneuver, which I never encountered again. Years later I recall reading about a fatal training accident in the area, the details about which were sketchy but that seemed to resonate unhappily with that day.
It remains one of those experiences that I'm sort of glad I had but which I would never intentionally repeat or ask anyone else to.
Chip Bearden
The check pilot described it and then performed it: climb up above normal high tow position, then dive on the towplane and move out to one side until a big loop of slack forms (in this case, it disappeared behind and under the wing, although we were well out to the side by then). To recover, hold position out to the side and allow the speed to bleed off; watch for the loop to reappear; and then dive slightly and turn in behind the towplane to match the speed as the slack comes out.
The check pilot's attempt was "OK", although eye opening when I watched the amount of loose rope go back behind the glider and the reappear some seconds later.
"Now you try it." So I did. With about the same modest success. It wasn't a smooth synchronization of speed with the towplane but we didn't break the rope. "OK, uh, that's good enough."
It turned out that the local designated examiner, an experienced glider pilot, required this maneuver, which I never encountered again. Years later I recall reading about a fatal training accident in the area, the details about which were sketchy but that seemed to resonate unhappily with that day.
It remains one of those experiences that I'm sort of glad I had but which I would never intentionally repeat or ask anyone else to.
Chip Bearden
BobW
Feb 2, 2016, 10:30:50 PM2/2/16
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To the point of "doing it the way the instructor requests," once
(U.S.-centric) BFRs became mandated, my approach was to ask the CFIG what
removal technique they wanted, before actually practicing slack removal, and -
if it was different from what I'd been initially taught - tried to do it as
they requested, rationalizing learning was learning.
That approach generally worked to our mutual satisfaction, though my two
ugliest and alarming-to-me instructional scenarios came on BFRs - yup, slack rope!
The first occurred when I was near the top of my game, and the "I'll demo-bow"
put into the rope by the instructor was H-U-G-E, below and well behind the
Twin Grob wing's trailing edge as seen by me from the front seat. I was
thoroughly and alarmingly impressed! From the rear seat, the instructor lost
sight of the loop and sensibly requested verbal "Howzitgoin'?" input from me
until he once again had the rope entirely in sight. Since it was his demo, it
was a no-brainer to let him undo what he had wrought, though - years before
"scenario based training" became popular in USA training-land - I'll admit to
quickly imagining, "How best to quickly and unequivocally obtain PIC handoff
if this starts to go *really* bad?" Happily, intervention wasn't necessary,
though I think we were both amazed the rope didn't break. After a short period
of reverential silence, to his credit the CFIG admitted, "(shaky laugh)I may
have overdone that."
The other came one early spring when I wasn't so on top of my game, then
soaring mostly at summer camps rather than year 'round. Another
instructor-created big bow, which he wanted me to remove via the "dive and
match speeds" method - performed-by-me only on BFRs - and my speed matching,
didn't. You really can permanently lose a 200' rope within a half-mile of the
airport; it broke simultaneously at both ends; the retained Tost ring set in
the nose proved it to the peanut gallery...likely an interesting
internal-to-the-rope shock effect. He signed off on the BFR on the (honest)
grounds I "never got slack in the rope, and was obviously out of practice."
I'd hope the "never get slack in the rope" becomes a universal truism for
everyone with increasing stick time, but in fact the more I flew, the more
difficult for me it was to demonstrate slack removal skills, simply because "I
never had any to deal with." Unused skills tend to diminish...
Sometimes the things we learn exceed those we set out to!
Bob W.
Burt Compton - Marfa Gliders, west Texas
Feb 2, 2016, 10:59:57 PM2/2/16
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As announced in SOARING magazine . . .
The Soaring Safety Foundation (SSF), the training and safety arm of the SSA, is producing short training videos based on the required tasks in the FAA Practical Test Standards (PTS) at the Commercial level, available by links at www.soaringsafety.org
The FAA Practical Test Standards (PTS) for Private, Commercial and CFI glider pilots require that "slack line" recoveries be performed on the FAA Practical Test ("checkride.") Other videos in SSF series include boxing the wake and slips to landing without the use of air brakes or spoilers, as required in the FAA PTS.
Additional videos to be released soon include accuracy landings, downwind and crosswind landings. Student pilots and Flight Instructors should consider that the SSF is not suggesting these videos are the ONLY way to accomplish the maneuvers in the PTS.
The videos include the FAA criteria for the task in the PTS then demonstrations of some suggested methods that may help you pass the checkride. Common errors are discussed in these short videos filmed at Marfa Gliders in southwest Texas (in January), home of my "Free Checkrides" offer as posted on this newsgroup.
Burt Compton, FAA Designated Pilot Examiner, Trustee of the Soaring Safety Foundation.
P.S. Come to the SSA Convention in Greenville, SC, FEB 17-20.
Attend the SSF Seminar on Wednesday FEB 17 at 6 PM in the Hilton-Greenville, Anderson ballroom. Free and qualifies for FAA "Wings" credit.
Then visit us in the SSF booth FEB 18-20 in the nearby TD Convention Hall, Greenville, SC.
I'll see you there!
The Soaring Safety Foundation (SSF), the training and safety arm of the SSA, is producing short training videos based on the required tasks in the FAA Practical Test Standards (PTS) at the Commercial level, available by links at www.soaringsafety.org
The FAA Practical Test Standards (PTS) for Private, Commercial and CFI glider pilots require that "slack line" recoveries be performed on the FAA Practical Test ("checkride.") Other videos in SSF series include boxing the wake and slips to landing without the use of air brakes or spoilers, as required in the FAA PTS.
Additional videos to be released soon include accuracy landings, downwind and crosswind landings. Student pilots and Flight Instructors should consider that the SSF is not suggesting these videos are the ONLY way to accomplish the maneuvers in the PTS.
The videos include the FAA criteria for the task in the PTS then demonstrations of some suggested methods that may help you pass the checkride. Common errors are discussed in these short videos filmed at Marfa Gliders in southwest Texas (in January), home of my "Free Checkrides" offer as posted on this newsgroup.
Burt Compton, FAA Designated Pilot Examiner, Trustee of the Soaring Safety Foundation.
P.S. Come to the SSA Convention in Greenville, SC, FEB 17-20.
Attend the SSF Seminar on Wednesday FEB 17 at 6 PM in the Hilton-Greenville, Anderson ballroom. Free and qualifies for FAA "Wings" credit.
Then visit us in the SSF booth FEB 18-20 in the nearby TD Convention Hall, Greenville, SC.
I'll see you there!
Surge
Feb 2, 2016, 11:31:22 PM2/2/16
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Where I fly only low position aerotows are performed and even in turbulent conditions with glass gliders, rope slack doesn't seem to be much of a problem.
Are high position aerotows more prone to developing rope slack?
Are high position aerotows more prone to developing rope slack?
Mike the Strike
Feb 2, 2016, 11:48:19 PM2/2/16
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On Tuesday, February 2, 2016 at 9:31:22 PM UTC-7, Surge wrote:
> Where I fly only low position aerotows are performed and even in turbulent conditions with glass gliders, rope slack doesn't seem to be much of a problem.
>
> Are high position aerotows more prone to developing rope slack?
I flew in low tow in South Africa for many years and clearly remember a few instances of very slack rope. One time the tow plane flew into a strong thermal and slowed so fast that the tow rope snaked back over my canopy and far down the fuselage. This was in a Jantar-1 that had the hook under the front belly.
> Where I fly only low position aerotows are performed and even in turbulent conditions with glass gliders, rope slack doesn't seem to be much of a problem.
>
> Are high position aerotows more prone to developing rope slack?
I was taught the offset and yaw recovery method rather than the dive and hope-for-the-best method and I use it fairly often in our strong summer conditions. I am much more scared of simulated rope breaks below 200-feet!
Mike
Charlie M. (UH & 002 owner/pilot)
Feb 3, 2016, 12:31:41 AM2/3/16
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On Tuesday, February 2, 2016 at 11:31:22 PM UTC-5, Surge wrote:
> Where I fly only low position aerotows are performed and even in turbulent conditions with glass gliders, rope slack doesn't seem to be much of a problem.
>
> Are high position aerotows more prone to developing rope slack?
I would say yes, it's a lot easier to let the nose drop and accelerate, thus causing slack.
> Where I fly only low position aerotows are performed and even in turbulent conditions with glass gliders, rope slack doesn't seem to be much of a problem.
>
> Are high position aerotows more prone to developing rope slack?
In low tow, an easy way to get slack is to turn inside the towplane.
At our field, almost all our tows are low tow. I mostly do high tow at contests, training and checkrides.
Bob Pasker
Feb 3, 2016, 8:21:06 AM2/3/16
to
maybe the question is not why there are different techniques for required tasks.
rather, why do CFIs, who are giving checkouts and BFRs to experienced pilots (as opposed to primary instruction), demand one specific method?
Shouldn't they use the "Satisfactory Performance" criteria as outlined in the PTS, which says:
Satisfactory performance to meet the requirements for certification is
based on the applicant's ability to safely:
1. perform the TASKs specified in the AREAS OF OPERATION for
the certificate or rating sought within the approved standards;
2. demonstrate mastery of the aircraft with the successful outcome of
each TASK performed never seriously in doubt;
3. demonstrate satisfactory proficiency and competency within the
approved standards; and
4. demonstrate sound judgment and ADM.
--bob
rather, why do CFIs, who are giving checkouts and BFRs to experienced pilots (as opposed to primary instruction), demand one specific method?
Shouldn't they use the "Satisfactory Performance" criteria as outlined in the PTS, which says:
Satisfactory performance to meet the requirements for certification is
based on the applicant's ability to safely:
1. perform the TASKs specified in the AREAS OF OPERATION for
the certificate or rating sought within the approved standards;
2. demonstrate mastery of the aircraft with the successful outcome of
each TASK performed never seriously in doubt;
3. demonstrate satisfactory proficiency and competency within the
approved standards; and
4. demonstrate sound judgment and ADM.
--bob
uncl...@ix.netcom.com
Feb 3, 2016, 8:41:21 AM2/3/16
to
On Tuesday, February 2, 2016 at 11:31:22 PM UTC-5, Surge wrote:
> Where I fly only low position aerotows are performed and even in turbulent conditions with glass gliders, rope slack doesn't seem to be much of a problem.
>
> Are high position aerotows more prone to developing rope slack?
Where we fly low tow is the standard procedure. We rarely, if ever, get significant slack during tow, even in early training. We have to go out of our way to teach slack rope procedures.
>
> Are high position aerotows more prone to developing rope slack?
To get slack you most commonly are coming down from a somewhat too high position that is not likely in low tow.
UH
son_of_flubber
Feb 3, 2016, 1:36:31 PM2/3/16
to
The best way to demonstrate slack rope recovery is to take your BFR on a wave day with rotor in the pattern. Scenario based BFR.
John Cochrane
Feb 6, 2016, 11:57:42 AM2/6/16
to
I once took a very instructive BFR with Marty Eiler at Cal City. Needless to say, with lots of wave/rotor flying, Marty had plenty of experience in what actually works in real slack rope situations. He chuckled at the yaw the nose at the last moment stuff, encouraging me to try it and see how it made matters worse.
His technique is to stay a bit off to one side, high if possible, and make sure the glider is banked toward to towplane with nose low and pointing towards the towplane as the slack comes out.
The key is to avoid a kiting attitutde. This makes absolute sense. Think about rope coming taut with the glider nose up and banked away in a kite attitude, vs. nose down and banked toward the tug. The kite is going to be a lot rougher.
When the rope pulls the glider, you don't want that to raise the glider's angle of attack, so the lift force fights the rope. Ideally, the rope pull should lower the glider's angle of attack, and the lift force should be somewhat in the direction of the rope. The key point is the glider's attitude when rope comes out, not relative motion.
The yaw at the last minute idea, beyond being very hard to do (especially bouncing around in rotor), will typically leave the glider slightly banked away from the towplane, unless you're very very good and also banking the other way at the same time. It also points the glider away from the tug. Trying to speed up at the last minute means you get lower and lower. Any amount of last minute maneuvering is going to be very hard to do in the real situation of extreme turbulence. Holding a good attitude is easier.
After a lot of subsequent experimentation I haven't found a better technique, at least one that I can perform reliably.
John Cochrane BB
His technique is to stay a bit off to one side, high if possible, and make sure the glider is banked toward to towplane with nose low and pointing towards the towplane as the slack comes out.
The key is to avoid a kiting attitutde. This makes absolute sense. Think about rope coming taut with the glider nose up and banked away in a kite attitude, vs. nose down and banked toward the tug. The kite is going to be a lot rougher.
When the rope pulls the glider, you don't want that to raise the glider's angle of attack, so the lift force fights the rope. Ideally, the rope pull should lower the glider's angle of attack, and the lift force should be somewhat in the direction of the rope. The key point is the glider's attitude when rope comes out, not relative motion.
The yaw at the last minute idea, beyond being very hard to do (especially bouncing around in rotor), will typically leave the glider slightly banked away from the towplane, unless you're very very good and also banking the other way at the same time. It also points the glider away from the tug. Trying to speed up at the last minute means you get lower and lower. Any amount of last minute maneuvering is going to be very hard to do in the real situation of extreme turbulence. Holding a good attitude is easier.
After a lot of subsequent experimentation I haven't found a better technique, at least one that I can perform reliably.
John Cochrane BB
Giaco
Feb 6, 2016, 7:07:56 PM2/6/16
to
> When the rope pulls the glider, you don't want that to raise the glider's angle of attack, so the lift force fights the rope. Ideally, the rope pull should lower the glider's angle of attack, and the lift force should be somewhat in the direction of the rope. The key point is the glider's attitude when rope comes out, not relative motion.
Interesting technique John, this does sound a little familiar to the "Freeze it, fix it, face it method," perhaps just explained a bit better. The one thing i don't understand is the line above...Wouldn't a nose-low situation with towplane-induced pulling the nose up cause an increase in AOA, not a decrease? I can, however, see that configuration helping from a total energy perspective, but not sure that attributing the additional "cushion" to an AOA change, as much as preventing a dive on the towplane.
Not trying to argue or disprove, just clarify... Thanks for the technique, i will have to try it out this spring.
Chris
Bruce Hoult
Feb 7, 2016, 5:16:52 AM2/7/16
to
On Saturday, February 6, 2016 at 7:57:42 PM UTC+3, John Cochrane wrote:
> His technique is to stay a bit off to one side, high if possible, and make sure the glider is banked toward to towplane with nose low and pointing towards the towplane as the slack comes out.
That's largely what I do.
> His technique is to stay a bit off to one side, high if possible, and make sure the glider is banked toward to towplane with nose low and pointing towards the towplane as the slack comes out.
I think the key is that if you're getting slack rope developing it's because you're going faster than the towplane.
The amount of slack that develops is the integral (sorry) of your excess speed and the amount of time you have the excess speed.
I don't like to throw away energy by slipping or using the brakes. It should be a very rare thing indeed.
Much better to store the energy by climbing. You can then get most of the speed back by descending, lessening the jolt as the rope comes tight.
The sooner you start to climb the less slack accumulates.
It doesn't matter how high you are above the tow plane as long as the rope is slack. So you've got 150 ft of altitude above the towplane and 150 ft below the towplane to play with. That's a lot.
Also 150 feet to the side. Most people seem to forget this. You can bring out the slack when *you* want to by flying out to the side, and turning back as it's about to come tight. And with no risk whatsoever of a tug upset. If you get the slack out while you're out to the side, turning back into the middle gives you more more rope. It means that you can have no jolt even if you're going considerably slower than the towplane at that point.
So, yes, a combination of higher (to store energy that you can turn back into speed) and to one side (for visibility, to take out the slack early, and to "put back" a controlled amount of slack as needed to eliminate the jolt.
Both descending and coming back from the side help you to match speeds.
The big big key is to concentrate on controlling the amount of bowing in the rope and the trend in the amount of bowing, not at the actual speeds and positions.
In the same way that you don't try to calculate the distance to a ridge you want to cross and your height above it, but just look at how the angle is changing and if you can see more or less stuff beyond the ridge as you get closer.
Bruce Hoult
Feb 7, 2016, 5:24:37 AM2/7/16
to
http://www.stuff.co.nz/national/71317212/Pilot-should-have-released-glider-before-fatal-crash-report
Charlie M. (UH & 002 owner/pilot)
Feb 7, 2016, 10:44:44 AM2/7/16
to
It's more of, "Get the nose started to the side (using rudder)" so you:
-avoid the loop
-slow the glider
-sorta maintain relative altitude to the towplane
-maintain sight of the towplane
It should be obvious that yawing inside the turn (if the towplane is turning) does not help at all. So, rudder away from the turn. It does not take much.
When the rope comes tight, it's not a huge swing in either ship, it's just a realignment and a lessening of rope shock.
If all else fails, drop the rope (especially if you lose sight of the towplane).
Charlie M. (UH & 002 owner/pilot)
Feb 7, 2016, 11:18:06 AM2/7/16
to
John Cochrane
Feb 7, 2016, 12:02:53 PM2/7/16
to
The trouble I've found with attempts to slow down with slip or spoilers is that it's very hard to get timing right. You want to slow down while the slack is getting bigger. You don't want to be slowing down once the slack is big, or as the rope is coming out. A second delay, and you're making things worse.
A steady slip or spoilers in very rough air can be quite helpful for keeping slack from starting. Some times on long retrieve tows I put a few degrees of slip in and leave it there, which smooths things out nicely.
John Cochrane BB
A steady slip or spoilers in very rough air can be quite helpful for keeping slack from starting. Some times on long retrieve tows I put a few degrees of slip in and leave it there, which smooths things out nicely.
John Cochrane BB
chip.b...@gmail.com
Feb 7, 2016, 3:32:32 PM2/7/16
to
On Sunday, February 7, 2016 at 12:02:53 PM UTC-5, John Cochrane wrote:
> Some times on long retrieve tows I put a few degrees of slip in and leave it there, which smooths things out nicely.
I haven't done many retrieve tows of sufficient distance to obviate the tow pilot's typical advice that "I'll keep climbing until you release". But when I have, I've been reminded of how much easier it is to get slack in the rope once the tow combination has leveled off.
> Some times on long retrieve tows I put a few degrees of slip in and leave it there, which smooths things out nicely.
A little slip works. But I like to move into low tow position, assuming I've briefed (or radioed) the tow pilot ahead of time. There's very little tendency to get slack in the rope. Low tow can be discomforting visually if you've never done it (a different angle) so it's worth practicing. Or fly with an operation like Valley Soaring Club (NY) that uses low tow almost exclusively.
Chip Bearden
Charlie M. (UH & 002 owner/pilot)
Feb 7, 2016, 4:01:54 PM2/7/16
to
Yes, Middletown, NY is almost exclusive low tow (except for some training and what a transient pilot likes).
BobW
Feb 7, 2016, 9:16:12 PM2/7/16
to
On 2/3/2016 11:36 AM, son_of_flubber wrote:
> The best way to demonstrate slack rope recovery is to take your BFR on a
> wave day with rotor in the pattern. Scenario based BFR.
>
Chortle! Writ with tongue near cheek, I'll guess...
> The best way to demonstrate slack rope recovery is to take your BFR on a
> wave day with rotor in the pattern. Scenario based BFR.
>
But seriously, this may in fact be as realistic a scenario as Joe Instructor
and Joe Experienced-near-mountains Soaring pilot can devise. In my case I
expect it woulda helped demonstrate the validity of my post-BFR claim, "I
never get slack in the rope!" FWIW, upon the presence of "significant slack"
on gnarly days (gnarly being common in the foothills of the Rockies), I
maintained a slight out-of-turn (if any) heading, yawed "slightly away" from
the tug angle, matching as best as possible the tug's deck angle (slightly
less than his, if I'm higher - the usual case), and wait. Never had a back
release while so doing, & only rarely any appreciable yanks or subsequent
"sympathetic loops" as noticeable in the glider.
Bob W.
son_of_flubber
Feb 8, 2016, 8:18:33 PM2/8/16
to
On Sunday, February 7, 2016 at 9:16:12 PM UTC-5, BobW wrote:
> On 2/3/2016 11:36 AM, son_of_flubber wrote:
> > The best way to demonstrate slack rope recovery is to take your BFR on a
> > wave day with rotor in the pattern. Scenario based BFR.
> >
>
> Chortle! Writ with tongue near cheek, I'll guess...
At my last BFR, we did slack rope recovery in rotor, spin recovery, dove through a closing foehn hole, and flew V-approach of 75 K. Plan to do it again in 2016.
> On 2/3/2016 11:36 AM, son_of_flubber wrote:
> > The best way to demonstrate slack rope recovery is to take your BFR on a
> > wave day with rotor in the pattern. Scenario based BFR.
> >
>
> Chortle! Writ with tongue near cheek, I'll guess...
CindyB
Feb 12, 2016, 3:01:07 PM2/12/16
to
On Sunday, January 31, 2016 at 6:29:23 AM UTC-8, LongJourney wrote:
> I would like to hear feedback from the instructors here about which method they use, and why?
>
> Any comments?
>
> Thanks,
>
> Jeff
There are many ways of effecting a maneuver or result. Always strive to learn (for the 'applicant'), and always strive to be respectful and open (for the 'teacher'). There is a lot to be said for the 'cooperate and graduate' methodology in a field checkout, but these thread stories reveal more opportunities for learning.
Apologies to the international readers-- the following is a mostly US and mostly high-tow(above the wake) level with the tug scenario.
The yaw-away-from-the-tug method was documented in the Joy of Soaring (in the US) when tugs were lucky to have 150 hp and trainers were mostly 20:1 drag bricks. There really wasn't much option for differential in speed and lots of slack, due to that combination. And in the early 1960's in the US, there wasn't as much wave flying/rotor exposure commonly done.
Training publications have lagged behind the changes of equipment, and developed techniques.
In this century, with tugs believed to be minimal-performance with 180 h.p. and typically 230-235 h.p., and training occurring in (and under 50 hr. pilots buying) 30 and 40:1 or greater sailplanes, it is not uncommon to hear of towing moments gone awry. Minor glider pitch changes make abrupt speed changes. Towing speeds have changed from 55 - 65 mph to glider pilots requesting 70-75 knots.
Trainers might have nose, chin or c.g. hooks. New solos in single-place might have a new tow-mount and no or minimal instruction in the new potential for different glider behavior (ie., no longitudinal stabilization).
I find the most likely scenario for pilots to develop inadvertent slack line to be 1) a distraction when the tug turns (delaying their glider's heading change) or 2) turbulence. The glider pilot then typically makes a move that creates slack.
In a delayed turn, the glider flies a differing arc than the tug, with a resultant increase in speed and a climb from increased lift. The increased glider attitude increases rope tension and reduces the excess thrust of the tug, which usually makes climb rate. The tug pilot changes his stick pressure aft to counteract the trim change of his lifting tail (mostly subconsciously).
When the glider pilot notices the deviation they abruptly bank to "return to center" and drop the nose to level the path to the tug. At that moment, the glider releases line tension. The nose-up trim in the tug and gain in excess-thrust means he gets 'extra' rate of climb while trying to maintain normal tow speed. The glider and tug are differing in intention, closing separation, and creating increasing slack line.
It is now up to the glider pilot to 'do something' to remove slack.
Yet, if he achieved centerline position, the slack is under his nose and not visible. Yawing could allow sight of more of the rope, the changing of the bow. Yawing decelerates the glider relative to the tug and 'removes slack'. Yawing/slipping on tow is the only technique discussed in (US) training literature.
Meanwhile, the tug continues climbing, marching away from the glider. The bigger the bow, the more differential speed at the moment of tensioning and greater likelihood of a rope break or a grumpy tow pilot. If the glider pilot notices the tugs climb, he also climbs -- increasing drag, AoA, differential speed, being more draggy to accel, adding a yaw .... and making for a big yank at the tensioning.
Thank you to John Cochrane and Bill Tisdale for continuing to cross-pollinate the techniques we taught at Cal City for two decades. Perhaps this more simple recipe will clarify the teaching of position recovery and slack line management.
When faced with slack line:
1) parallel the tug, 2) stay a smidge above the tug, 3) watch the rope and bow (below and alongside you) for tensioning, 4) match speed.
As the rope tightens - gently lower the nose and yaw toward the tug -- to make the acceleration moment as easy as possible, and you will have minimal/no secondary slack. When tension is normal, return to position. Repeat as necessary. Recall from the boxing-the-wake exercise that a slight bow is normal for an off-centerline towing position.
The same technique works in low tow position, yet the bow is above the glider ( yikes - my least favorite place). To not break a rope, the critical point is to match the speed of the tug, by accelerating the glider to slow the disappearance of the bow as it is coming tight.
Yes, even students can be taught to do this smoothly, with knowledge and confidence -- even from bows of slack that have made high-time pilots 'wet their pants'.
Why not just release, you ask? Usually, I see the distracted out-of-position kite occur on the first turn on departure to cross-wind leg. I don't really want the customer/renter releasing here in a PT3.
Maybe this slack occurred from some punch-you-around rotor, and you'd like to get to the laminar lift. Maybe this slack happened during a long aero-retrieve and you aren't in range of the destination. Maybe if you just bail-off, you'll be at the back of the launch queue. I'd like to tow until I choose to release.
Please note - none of this says to stay attached if you lost sight of the tug. All of this works when you are managing your position relative to the tug that you can see.
Turbulence and Big Lift:
When the tug punches up in lift - go up THEN. Don't wait. Take some of his energy/climb rate by tensioning the line with higher pitch attitude in the glider. He won't get quite so much higher than you. If he falls in a hole of sink, ease a little forward stick. By accelerating the glider, you make it easier for him to transition the hole and have less differential in climb rates.
Yawing:
Yes, you can/should yaw on tow to maintain enough tension to not allow a rope to back-release from a c.g. hook. Yawing/slipping is easier and a smaller scale correction than opening and closing spoilers (which the tug pilot doesn't appreciate).
I write this not to "have you do it my way", but to share with more detail the technique I teach and have found to be effective in romping big conditions or for pilot whoopsies. Not every CFIG has same the range of experience or site social tolerances. Have a touch of empathy for their situations, too.
If you are a CFIG -- do NOT surprise your tug driver by trying to teach this without a preflight detailed briefing. The time of slack line flight by the glider might be interpreted as a release by the tug driver. Ask your tugpilot to maintain normal speed and steady heading while practicing slack recoveries. Begin with only small deviations. The awkward phase of learning smooth recoveries includes a few yo-yo practices. A proper rope will break before hurting a sound towplane. (Be in reach of home.) A smooth slack recovery is imperceptible to the tug. Towpilots perform a huge service to soaring. Don't scare them or disrespect them.
And Tisdale's comments about awareness of the rings and their potential path, if you choose to release are very pertinent. A bowed, released line will stream AFT of your glider, with potential to tangle/touch or damage the sailplane.
Private questions always welcomed.
Soar safely,
Cindy B
> I would like to hear feedback from the instructors here about which method they use, and why?
>
> Any comments?
>
> Thanks,
>
> Jeff
There are many ways of effecting a maneuver or result. Always strive to learn (for the 'applicant'), and always strive to be respectful and open (for the 'teacher'). There is a lot to be said for the 'cooperate and graduate' methodology in a field checkout, but these thread stories reveal more opportunities for learning.
Apologies to the international readers-- the following is a mostly US and mostly high-tow(above the wake) level with the tug scenario.
The yaw-away-from-the-tug method was documented in the Joy of Soaring (in the US) when tugs were lucky to have 150 hp and trainers were mostly 20:1 drag bricks. There really wasn't much option for differential in speed and lots of slack, due to that combination. And in the early 1960's in the US, there wasn't as much wave flying/rotor exposure commonly done.
Training publications have lagged behind the changes of equipment, and developed techniques.
In this century, with tugs believed to be minimal-performance with 180 h.p. and typically 230-235 h.p., and training occurring in (and under 50 hr. pilots buying) 30 and 40:1 or greater sailplanes, it is not uncommon to hear of towing moments gone awry. Minor glider pitch changes make abrupt speed changes. Towing speeds have changed from 55 - 65 mph to glider pilots requesting 70-75 knots.
Trainers might have nose, chin or c.g. hooks. New solos in single-place might have a new tow-mount and no or minimal instruction in the new potential for different glider behavior (ie., no longitudinal stabilization).
I find the most likely scenario for pilots to develop inadvertent slack line to be 1) a distraction when the tug turns (delaying their glider's heading change) or 2) turbulence. The glider pilot then typically makes a move that creates slack.
In a delayed turn, the glider flies a differing arc than the tug, with a resultant increase in speed and a climb from increased lift. The increased glider attitude increases rope tension and reduces the excess thrust of the tug, which usually makes climb rate. The tug pilot changes his stick pressure aft to counteract the trim change of his lifting tail (mostly subconsciously).
When the glider pilot notices the deviation they abruptly bank to "return to center" and drop the nose to level the path to the tug. At that moment, the glider releases line tension. The nose-up trim in the tug and gain in excess-thrust means he gets 'extra' rate of climb while trying to maintain normal tow speed. The glider and tug are differing in intention, closing separation, and creating increasing slack line.
It is now up to the glider pilot to 'do something' to remove slack.
Yet, if he achieved centerline position, the slack is under his nose and not visible. Yawing could allow sight of more of the rope, the changing of the bow. Yawing decelerates the glider relative to the tug and 'removes slack'. Yawing/slipping on tow is the only technique discussed in (US) training literature.
Meanwhile, the tug continues climbing, marching away from the glider. The bigger the bow, the more differential speed at the moment of tensioning and greater likelihood of a rope break or a grumpy tow pilot. If the glider pilot notices the tugs climb, he also climbs -- increasing drag, AoA, differential speed, being more draggy to accel, adding a yaw .... and making for a big yank at the tensioning.
Thank you to John Cochrane and Bill Tisdale for continuing to cross-pollinate the techniques we taught at Cal City for two decades. Perhaps this more simple recipe will clarify the teaching of position recovery and slack line management.
When faced with slack line:
1) parallel the tug, 2) stay a smidge above the tug, 3) watch the rope and bow (below and alongside you) for tensioning, 4) match speed.
As the rope tightens - gently lower the nose and yaw toward the tug -- to make the acceleration moment as easy as possible, and you will have minimal/no secondary slack. When tension is normal, return to position. Repeat as necessary. Recall from the boxing-the-wake exercise that a slight bow is normal for an off-centerline towing position.
The same technique works in low tow position, yet the bow is above the glider ( yikes - my least favorite place). To not break a rope, the critical point is to match the speed of the tug, by accelerating the glider to slow the disappearance of the bow as it is coming tight.
Yes, even students can be taught to do this smoothly, with knowledge and confidence -- even from bows of slack that have made high-time pilots 'wet their pants'.
Why not just release, you ask? Usually, I see the distracted out-of-position kite occur on the first turn on departure to cross-wind leg. I don't really want the customer/renter releasing here in a PT3.
Maybe this slack occurred from some punch-you-around rotor, and you'd like to get to the laminar lift. Maybe this slack happened during a long aero-retrieve and you aren't in range of the destination. Maybe if you just bail-off, you'll be at the back of the launch queue. I'd like to tow until I choose to release.
Please note - none of this says to stay attached if you lost sight of the tug. All of this works when you are managing your position relative to the tug that you can see.
Turbulence and Big Lift:
When the tug punches up in lift - go up THEN. Don't wait. Take some of his energy/climb rate by tensioning the line with higher pitch attitude in the glider. He won't get quite so much higher than you. If he falls in a hole of sink, ease a little forward stick. By accelerating the glider, you make it easier for him to transition the hole and have less differential in climb rates.
Yawing:
Yes, you can/should yaw on tow to maintain enough tension to not allow a rope to back-release from a c.g. hook. Yawing/slipping is easier and a smaller scale correction than opening and closing spoilers (which the tug pilot doesn't appreciate).
I write this not to "have you do it my way", but to share with more detail the technique I teach and have found to be effective in romping big conditions or for pilot whoopsies. Not every CFIG has same the range of experience or site social tolerances. Have a touch of empathy for their situations, too.
If you are a CFIG -- do NOT surprise your tug driver by trying to teach this without a preflight detailed briefing. The time of slack line flight by the glider might be interpreted as a release by the tug driver. Ask your tugpilot to maintain normal speed and steady heading while practicing slack recoveries. Begin with only small deviations. The awkward phase of learning smooth recoveries includes a few yo-yo practices. A proper rope will break before hurting a sound towplane. (Be in reach of home.) A smooth slack recovery is imperceptible to the tug. Towpilots perform a huge service to soaring. Don't scare them or disrespect them.
And Tisdale's comments about awareness of the rings and their potential path, if you choose to release are very pertinent. A bowed, released line will stream AFT of your glider, with potential to tangle/touch or damage the sailplane.
Private questions always welcomed.
Soar safely,
Cindy B
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