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.