tow failure occurs. This downwind drift allows the glider pilot to complete the course reversal without the need of extensive lower altitude turns to line up on the runway, reducing the possibility of dragging a glider wingtip on the ground during a low altitude turn. The tow pilot must initiate this drift. Remember, tow pilots need to know wind direction and plan accordingly to allow the glider pilot maneuverability options. 

If the towplane proceeds straight out, the glider pilot may need to make the last alignment turn at a low altitude. The first turn is the course reversal; a second turn aligns the glider with the landing area. As mentioned, the low altitude turn may be difficult or impossible to complete. Winds may compound the situation if the turn is not planned properly. Pilots under these high-stress conditions sometimes cross- control the glider, compounding the issue. Remember, keep the yaw string or ball centered. 

## Tow Failure With Runway To Land and Stop 

If a tow failure occurs or is inadvertently or deliberately released prior to towplane liftoff, the standard procedure is for the towplane either to continue the takeoff and clear the runway or abort the takeoff and remain on the left side of the runway. If the towplane loses power during the takeoff, the tow pilot should maneuver the towplane to the left side of the runway. If the glider is still on the runway, the glider pilot should pull the release, decelerate using the wheel brake, and be prepared to maneuver to the right side of the runway. If the line breaks, is inadvertently released, or the towplane loses power after the glider is airborne, the glider pilot should pull the towline release, land ahead, and be prepared to maneuver to the right side of the runway. [Figure 8-12, panel 1]  Pulling the towline release in either case ensures that the rope is clear of the glider. Since local procedures vary, both glider pilot and tow pilot must be familiar with the specific gliderport/ airport procedures. 

## Tow Failure Without Runway To Land Below Returning Altitude 

If an inadvertent release, towline break, or a signal to release from the towplane occurs at a point at which the glider has insufficient runway directly ahead and has insufficient altitude (200 feet above ground level AGL) to make a safe turn, the best course of action is to land the glider ahead. [Figure 8-12, panel 2] When flying at higher elevations, a higher altitude return may be necessary to return to the runway due to increased ground speed and air density. After touchdown, use the wheel brake to slow and stop as conditions permit. Attempting to turn at low altitude prior to landing is very risky because of the likelihood of dragging a wingtip on the ground or stalling the glider. Landing ahead and slowing the glider as much as possible prior to touching down and rolling onto unknown terrain is usually the safest 

course of action. Low speed means low impact forces, which reduce both the likelihood of injury and risk of significant damage to the glider. Gliders pilots should always be looking on both sides and ahead trying to plan for the best area to land in the event of a premature landing. The greater amount of altitude the glider pilot has the greater number of options that are open to them during an emergency. Landing under control is always preferable to the “perfect” landing area almost within glide distance. 

## Tow Failure Above Return to Runway Altitude 

A downwind landing on the departure runway may be attempted if an inadvertent release, towline break, or signal to release from the towplane occurs after the towplane and glider are airborne, and the glider possesses sufficient altitude to make a course reversal, which is determined by wind crab angle, wind velocity, and glider groundspeed. [Figure 8-12, panel 3] 

The course reversal and downwind landing option should be used only if the glider is within gliding distance of the airport or landing area. In ideal conditions, a minimum altitude of 200 feet above ground level (AGL) is required to complete this maneuver safely. Such factors as a hot day, weak towplane, strong wind, or other traffic may require a greater altitude to make a return to the airport a viable option. 

The responsibility of the glider pilot is to avoid the towplane, if the tow is terminated due to a towplane emergency; the tow pilot is also dealing with an emergency situation and may maneuver the aircraft abruptly. The glider pilot should never follow the towplane down if the towplane is experiencing engine problems or engine failure. 

After releasing from the towplane at low altitude, if the glider pilot chooses to make a turn of approximately 180° and a downwind landing, the first responsibility is to maintain flying speed. The pilot must immediately lower the nose to achieve the proper pitch attitude necessary to maintain the appropriate approach airspeed. If a rope break occurred in the process, the glider pilot should release the rope portion still attached to the glider to avoid any entanglement on landing with the glider. 

Make the initial turn into the wind. Use a 45° to 60° bank angle as necessary to make the course reversal to the departure. This provides a safe margin above stall speed and allows a course reversal turn to be completed in a timely manner. Using a bank angle that is too shallow may not allow enough time for the glider to align with the landing area. An excessively steep bank angle may result in an accelerated stall or wingtip ground contact. If the turn is made into the wind, only minor course corrections should be necessary to align the glider with the intended landing area 

