Glider Towing
After spending the last several years accumulating flight time and experience in gliders I began wondering about flying at the other end of the tow rope. In the U.S. the vast majority of glider flights are launched by aero tow, that is they are towed to altitude by a powered airplane. At first glance it looks pretty simple. Hook up one end of a 200 foot rope to the glider, the other end to the tow plane, and away you go. OK, it's really not that easy. Following a tow plane in a glider is a skill that most power pilots pick up in about a dozen flights, more or less. Flying at the other end of the rope turns out to be more complicated and challenging than it first appears.
Here we explore how a pilot qualifies to tow gliders, where you can find training, and where you might find a towing gig once you are qualified. The first stop on the way to qualifying as a tow pilot is FAR 61.69 which sets out initial and currency requirements for glider towing. Towing requires a logbook endorsement rather than a rating. The pilot seeking the endorsement must hold at least a private pilot license with 100 hours as pilot in command in the category and class used to tow, most probably single engine land. Towing for compensation requires a commercial license.
Unlike other endorsements there are several steps to the glider towing qualification. First, if you are not a licensed glider pilot you will need at least three glider flights under the direction of a glider instructor (CFI-G). Once that is tucked away in your logbook you can move on to the towing portion of the endorsement.
Under the regulation you could meet the minimum qualifications by simply performing three simulated tows under the direction of a qualified tow pilot. I have not been able to find anyone in the glider community who believes this is adequate training to actually tow gliders. It is unlikely that anyone would allow you to tow based on purely simulated tow training.
The better practice is to train in a two place plane with an experienced tow pilot and a veteran glider pilot in the sailplane behind you. Simulated tows do not come close to the actual experience of having a thousand pounds at the end of a rope tied to the tail of your aircraft. This is where it can get difficult to obtain the endorsement, unless you are a member of a glider club which owns a two place tow plane. The Super Cub, Scout or Husky are good candidates. Some clubs use 150 h.p, Citabrias, provided the field is long and the temperatures are not too high.
There is no requirement that you hold a tailwheel endorsement for towing unless you are towing in a tailwheel aircraft. As a practical matter you should have a tailwheel endorsement in your book and significant tailwheel time if you want to tow gliders. Many clubs and commercial operations tow with tailwheel airplanes. Experience requirements vary but it is not unusual to find insurance companies requiring 100 hours of tailwheel time before towing. Now, here is where difficulties can arise. Many glider operations now tow with airplanes retired from Ag service. The Piper Pawnee is one of the most popular tow planes, and except for two that were built with a second seat, all are single place airplane, making dual impossible.
If you cannot find a club set up to do tow pilot training the most practical solution is to contact a commercial operator who uses a two place tow plane and spend a day or two obtaining the endorsement. The Soaring Society of America is a good place to start the search for operators currently offering training.
So far, let's assume that you have a glider rating or have accomplished your three glider flights with a CFI-G leading the way, and you have a tailwheel endorsement, and have located a suitable plane, tow pilot, glider and glider pilot, along with some good weather, and you are ready for your first tow. Not so fast. First it's time for ground school. There are lots of topics to be covered before you start the engine on the tow plane. This list is by no means a complete syllabus, but you will cover at least the following topics:
Ground and air signals; safety precautions; standard and emergency procedures; tow plane operation; communications; each of these topics will have numerous sub topics which bear complete discussion with your towing instructor. Plan on about three hours of ground work to cover the relevant topics. Once all of the above comes together you will accomplish enough practice tows to meet the requirements of FAR 61.69, and to convince the instructor/towpilot that you are competent and safe. Most operations will still require a number of additional supervised tows before you are turned loose for solo tows, but you are on your way.
Flying the tow plane is just another aspect of GA flying that presents unique challenges and opportunities. The glider community in the U.S. is a fairly small subset of general aviation, but they are a dedicated group who love the sport and are great fun to work with, as a glider pilot or in the tow plane. If you are looking for new challenges and flying opportunities, consider adding this qualification to your logbook.
Fly safe
Mike Likavec, CFI-G