Signalling - Roy Bourgeois, chief pilot 12 aug 20
Last Sunday I was at the other end of the rope for a change and during my 10
tows, I saw close to 10 different ways of signaling from the wing runners. The
issue is that without a regular full day SFO, the wing runners change from
flight to flight and often with CFIs, new members, and other pilots who haven't
done it for a while. So, let me briefly review some standard procedures and
suggestions:
Our policy is to keep the wing down until the glider pilot signals to pick it up
– after the wing runner checks the pattern and the area ahead of the towplane
for conflicts, and after the wing runner challenges the glider pilot with "Dive
brakes & canopy locked?" We don't signal to take up slack with a wing down.
Use the signal flag waving between the 3 o'clock and 9 o'clock positions to
signal to "take up slack" (making sure no one is standing in front of the
glider). Use shorter strokes as the slack is close to out. The wing runner
should also be looking at the canopy and dive brake edges for signs that either
are unlocked, and glancing at the tail to make sure that there is no tail dolly.
After one more quick check of the pattern and departure area, call "pattern
clear" and wait for the glider pilot to signal (wag of rudder) ready to launch,
then move the signal flag in a series of full 360 degree arcs until the tug
begins to accelerate. (Note: due to mirror vibration and other issues, the tug
pilot cannot see the glider rudder wagging, nor can he see your arm or hand
moving – so, use the flag, that's why it's there.)
It is helpful and safer for the wing runner to have a handheld radio nearby
(turned on and set to 122.9) for quick communication with the tug – but with our
constantly changing wing runners that is difficult to accomplish. I'd love to
see a policy of keeping a radio at the tow rope reel/bucket for emergency use to
contact either the glider or tug after the launch starts – but I am not sure how
long that policy (or the radio) would last.