State of the Sport Aerotow Tips and Tricks - 2009/05

50 MODEL AVIATION
Tips and Tricks
by Lee Estingoy
AEROTOW IS A BLAST! It’s one of
the few team events in RC flying. It
mixes big sailplanes and big powered
models and their pilots on the field.
As such, aerotowing does require a
slight expansion of the standard RC
skill set. The fundamentals are the
same, but the consequences of errors
can be much more expensive, because
the models are generally pricey.
Get in touch
with your highstart
Soaring personality
Models wait for a tow at the JR Aerotow. Multiple tugs make the wait short. Not all
organizers allow attendees to fly tow models. Check with an event coordinator before
you pack, to make sure you will be able to fly yours.
Tim Gastinger’s 110cc Pilatus Turbo Porter (a Michael Brauer kit), in the background, is ready
to tow the Reiher sailplane for its first flight. Patches cleared of sod make a great runway.
State of the Sport
Aerotow
05sig2.QXD 3/25/09 11:03 AM Page 50
May 2009 51
Photos by the author
The sailplane pilot’s goals are to keep the model’s wings level and to keep it above and
behind the tug. Anything else results in potential for wild speed undulations, because the
glider can rocket around on the end of the towline. Passing the tug is considered bad form.
The author’s 1/3-scale Duo Discus was built with flaps, which allow steeper approaches and more precise control of landing speed
and point of touchdown. Those are important considerations for a model spanning 22 feet.
I’m going to share an interview that I
held with my aerotow alter ego, Bud Tuglee,
as a means of introducing those who are
interested in aerotow to some of the day-today
considerations—the ones most pilots
have to learn the hard way.
Bud is a highly skilled builder and pilot;
he’s been to at least two aerotows, and he
usually has one of the biggest models at the
field, so he must know what he’s doing. His
heart is always in the right place, even if his
thumbs aren’t.
So fasten your seatbelts; this is going to
be an adventure!
LE: I hear that you are working on the
definitive treatise on aerotow. How’s it
coming?
BT: Yep, almost done. There’s always
something more to learn—some nuance or
technique I pick up that I need to add as
another chapter. You never quit learning
about Soaring or people, do you?
I’m currently on the third annual bookrelease
tour promoting it; I guess I need to
finish it. I have gotten the title done; it’s
going to be Aerotow for…
LE: No! You didn’t name it Aerotow for
Dummies, did you?
BT: Relax. It’s Aerotow for Sailplane Pilots.
LE: Okay, I guess that isn’t too bad. No two
days at the field are ever the same. Are there
some generalities that can make those days
more enjoyable for all?
BT: I’ve been to quite a few aerotows
through the years, and they can be a lot of
fun and very successful when participants
respect their personal skills, their equipment,
s and each other.
05sig2.QXD 3/25/09 11:45 AM Page 51
52 MODEL AVIATION
This stunning Minimoa shows great form on tow, above and behind the tug. The
glowing fabric on airplanes such as this makes for great visibility.
During launch, the sailplane pilot must get the
model above the tow aircraft as soon and as
safely as possible. Both the sailplane and tug
have cable-release ability.
The Multiplex Cularis fuselage has aftermarket cockpit and
canopy from Keith Sparks at Park Flyer Plastics (http://parkflyer
plastics.com). The Cularis is made from foam, but it looks the
part when you dress it up.
Jack Strother’s Ventus and pilot Gonzo ready for their date with
destiny. Scale Soaring is a biennial (odd years) AMA Nats event.
The hardest part of aerotow for many is getting the models off the ground. Low ground clearance and one wheel often allow the wingtip
cause the sailplane damage in an aborted tow.
05sig2.QXD 3/25/09 11:15 AM Page 52
May 2009 53
TowJob III is the author’s purpose-built tug. Big wheels help with
tall grass, and the removable V-tail offers plenty of room for the
towline and makes transport a cinch. A Desert Aircraft DA-100
engine with canisters provides power.
Dan Troxell pushes his massive sailplane at the 2008 JR
Aerotow. He always has the nicest models at the field. Big
gliders are cool, but they are a way of life; owners must be able
to store and transport their gear.
Beginners and pros alike need practice time
on the sticks to keep up their proficiency.
Consider shooting landings and takeoffs
before you attend an aerotow event.
Consider using a takeoff dolly. It goes a long
way toward ensuring a good takeoff. This little
model spans no more than 36 inches, and it
towed like a champ.
to snag grass and ground-loop the glider. The wheel-retract function and towline release are likely on the same channel, which may
05sig2.QXD 3/25/09 12:03 PM Page 53
54 MODEL AVIATION
Above: Aerotow pilots like to tow high and far away. Visibility is a
major concern; it is much easier to maintain orientation when the
models are closer.
Tugs in Kansas tow quietly and spin big propellers. Tim Gastinger’s
Pilatus Turbo Porter, in the back, uses a BME 105 engine, and the
author’s semiscale, 33% Cessna 150 pulls stumps with a DA-150.
Both have effective canister mufflers installed inside their fuselages.
Left: The extremely high-aspect-ratio wing looks great on Jim
Porter’s Nimbus when it is up close. Narrow-chord wings such as
these may be harder to observe at a distance; there’s not much
there to see.
2009 Aerotow Event Schedule
Event Date Location Information
Annual Scale Sailplane Event April 18-19 Los Banos CA www.sbss.org
Visalia Spring Aero Tow May 15-17 Visalia CA www.cvrcsoaring.com
Scale Aerotow May 30 Brooks OR www.passoaring.us
JR International Aero Tow May 28-June 1 Monticello IL www.jrradios.com
Scale Aerotow August 2 Brooks OR www.passoaring.us
Scale Aerotow October 3 Brooks OR www.passoaring.us
Visalia Fall Aero Tow October 3-4 Visalia CA www.cvrcsoaring.com
Los Banos aerotow Second Saturday Monthly Los Banos CA www.sbss.org
05sig2.QXD 3/25/09 11:18 AM Page 54
Aerotow is more of a team sport than
almost anything else I can think of in RC.
Beginners are welcomed, and most do fine if
they can fly a sailplane or a large powered
model reasonably well.
LE: Where do you go if you want to get
started flying RC aerotow?
BT: Everybody needs to start somewhere. I’m
not going to say that pilots shouldn’t begin
with that gorgeous molded sailplane that costs
more than a kitchen appliance, but I offer that
maybe they should consider working their
way up to that.
A fighter pilot doesn’t jump into an F-16
on the first day; sailplane and tug pilots may
want to follow a similar pattern. Have you
heard the platitude that a fool and his money
are soon flying more airplane than they can
handle?
LE: Any suggestions for a good path to
learning the skills?
BT: The Multiplex Cularis is a great way to
see if you like the flight envelope of scale
sailplanes. It is a relatively low-cost model
that flies similarly to the smaller scale gliders.
Remember that the smaller scale
sailplanes, essentially 1/4 scale or less, are
going to be slightly heavier and require a
different style of flying than the traditional
thermal competition gliders. The Cularis sure
looks the part, especially when you add a clear
canopy and pilot. Heck, the box even shows
its being used as an aerotow glider!
LE: What about the tugs? Those are
generally large models powered by gas
engines. Few sailplane pilots have much
experience with them. How does that work
out?
BT: True, there are skills that need to be
picked up. It’s nothing that a little time with
your gear won’t solve. Pilots need to learn
basic safety skills that are required for
handling large propeller-equipped airplanes.
Always have a helper hold the model;
never become complacent.
Hey, Lee! Remember that time you started
that tug with your wife holding the airplane
for you?
LE: Don’t go there, Bud.
BT: What did you do? You forgot to turn on
the radio in the airplane, didn’t you? I think
that was it. That thing blasted to life at full
throttle. What a hoot! The look on your face
was priceless.
That airplane dragged your wife across the
field on her knees before you figured out that
you needed to hit the kill switch on the fuse.
She was hanging on for dear life. Has she ever
been back out to the field?
LE: Nope. That was her last aerotow. How
many times are you going to tell that story?
BT: A little defensive there, eh? It’s a great
example and it had a happy ending. Lighten
up.
LE: I guess. That was my first day flying that
model, and it still had a few bugs. I wanted to
fly it out there so everybody could see it; I was
extremely proud of it. I’ve done that a couple
of times now. If I could do it over, I would
have worked out the bugs at my home field
and debuted that silly thing when it was ready.
Building these models takes longer than
the time you have before the big event. Start
early or skip flying that airplane until it’s
ready. There’s always another aerotow—
unless you’ve smashed the model. Back to the
questions, please.
Aerotow sounds like a tricky thing. How
do you know whom to ask for advice?
Everybody at the field has an opinion, and
there are tons of pilots online. The signal-tonoise
ratio is not too good.
BT: That’s a tough one. I suggest that you use
common sense. Ask the pilots who are
successful—not the ones who play doctors on
TV, if you know what I mean. The fliers with
the most expensive gear or the embroidered
shirts are not always the ones with the best
aerotow skills.
Be careful of the free advice online.
There’s no telling who’s making some of
those posts or how long they plan to stay in
the country. Find a successful group of fliers
in your area and hang out with them for a few
days.
LE: How do you keep a tow organized? It
seems that glider pilots are often free spirits;
there’s no telling when they might just start
circling in the air.
BT: A bit of organization goes a long way.
At a club event, common sense is really all
you need. At a larger event, there should be
a field marshall—a traffic cop who’s
responsible for watching the activity and
prioritizing the use of the runway.
The sailplanes that need to land must
have priority. They can’t go around for
another try. Once the field is clear, the field
marshall can signal the tug and glider to set
up. Make that as quick as possible.
When the team members are ready to
launch, they should check with the field
marshall and search the sky in the direction
of launch one more time, to make sure that
no sailplanes are in the sky in the direction
of the tow. Then away you go!
Glider pilots must follow the tow pilots’
instructions while on tow. Neither flier
should allow external pressures to force a
decision on any matter of safety. Never
ignore the voice in your head saying that
something isn’t right. Never assume that the
flier with the flashy airplane or the big
attitude knows what he or she is doing.
There’s nothing wrong with a tow pilot’s
declining to pull up a particular sailplane or
vice versa. But be nice about it.
One of the best tow pilots I’ve ever
flown with is Mike Frickey, who is a quiet
cat. Following is the typical tow
conversation for us.
Mike: You ready?
Bud: Let’s go.
Mike: You done yet?
Bud: Yeah, guess so. Off.
Nobody’s going to say that Mike is a
poet, but everything was there. He was in
charge; when he was finished with the
tow, he asked me to get off the line. And I
did. There was no chatter, no whining to
go higher. These are sailplanes; you’re
supposed to use thermals, not the tug, to
go up high!
Keep both models in comfortable
visual range. Sure, you can see them when
they are specks in the sky, but you have
little ability to judge climb angle or speed
way up there. As a tug pilot, the hardest
part is keeping things stable at a huge
distance. There’s no need to go there.
LE: Tell me a little about what you look
for in a tow airplane.
BT: Bigger is better for tugs. Smaller tugs
are more affordable and convenient, but
there is a sweet spot for tow models that
are larger than 25 pounds; something like
that will probably be powered by a
roughly 100cc engine.
I have been part of a team that easily
towed a 50-pound sailplane with a 1/4-
scale Cub running a 50cc engine. The
extra power and mass of larger tugs
provide a margin of safety when things get
exciting, because a more powerful tug can
muscle its way out of a bad situation.
Another consideration is that the takeoff
and climb will be shorter with more
power. Less time on tow means less
chance for an accident.
Keep the tug simple. Make sure you
have easy access to all switches and that
you can easily see the fuel level from
outside the model.
Make it rugged. Tow aircraft generally
incur a ton of takeoffs and landings; a
great deal of stress is involved. Make it
easy to live with. Removable stabilizers
go a long way toward making a model
easy to store and transport.
Consider putting an effective muffler on
the tugs. I’ve been to some aerotows that
sounded like Kansas City the day after an
ice storm—nothing but that obnoxious
chain saw noise all day. Mufflers are readily
available and they work well; they even add
power in many cases. Show some
consideration for the neighbors at the field.
We don’t want to bother them!
LE: What about the sailplane?
BT: Bigger is better for sailplanes too; a
5-meter span is optimum. The number-one
reason for aerotow accidents on launch is
lack of ground clearance for the sailplane
and its wingtips. Bigger wheels and more
ground clearance on the larger gliders
make launching much simpler.
Smaller sailplanes have tiny wheels or
no wheels. They have little ground
clearance for their gear doors and wingtips.
The little models tend to snag in the grass,
often with disastrous consequences. I’ve
also seen gliders snag wingtips because the
wings flexed from minor bounces.
LE: Can a pilot participate if he or she has
a smaller sailplane?
BT: Sure, but I strongly recommend that
those types of models use a launch cart.
They dramatically improve any sailplane’s
launch success.
A well-equipped club tow pilot or
aerotow event should consider such carts to
be a vital part of the necessary equipment.
Many beginners will not have a cart, and a
failed launch at their first aerotow may be
the end of their involvement in the
segment.
There’s nothing manly about a cart, but
it beats the walk of shame with your
sailplane in a body bag.
LE: It sounds like the takeoff can be
exciting. What should the tow pilot be
concentrating on at that time?
BT: Great question! There’s generally 75
feet of line between the tug and the
sailplane. It’s hard to watch them both and
still fly the tug. Do your best with your
peripheral vision, but the focus must be on
the tug.
I keep a finger on the tow-release switch.
I even consciously practice hitting the
switch so I can do it as a matter of reflex.
You don’t want to fumble with switches at
this point. You don’t want to hit the throttle
kill switch either; that doesn’t do much for
your studly tug-pilot image or the front of
your airplane.
This may sound silly, but the tow pilot’s
instinct when things look out of whack is to
cut the tug’s power. That’s not always the
60 MODEL AVIATION
best reaction, especially if the airplanes are
already moving along at a good clip and
the glider catches a wingtip.
It becomes the tow pilot’s judgment call
when to pull back on the elevator and horse
the pair off of the ground with thrust or
dump the sailplane and save the tug by
pulling it up on power alone.
A good event director will set the
ground rules before things get started. That
way, no one feels like one pilot is favored
over another, when the intent is simply to
practice safety.
LE: Tell me about what to do on the
climbout.
BT: Once airborne, things are generally
easy. The tow pilot should keep the tug in
a climb that maintains a comfortable
speed for both the tug and the glider.
The only thing the sailplane flier needs
to do is make sure that he or she keeps the
wings level and the model slightly above
the tug. The glider will inevitably follow
the tug around turns—assuming that the
tow pilot makes gentle turns.
Some of the high-performance
sailplanes are entirely capable of
outrunning the tug. Keep the nose up on
the sailplane and it will stay where it
belongs: above and behind the tug.
Never allow the sailplane to sink
below the tug; the line will likely pull the
tug’s tail down and put the tug into a
steeper climb. The pair will inevitably
slow down and things can get silly.
One thing that I find works well is to put
a little camber or flap in the sailplane before
takeoff. Many of the high-performance
sailplanes have nice flaps—use them! Just
a little, maybe 10º. This provides more lift
to get the sailplane off the ground earlier.
It also makes the sailplane fly higher on
the line, keeping it well above and behind
the tug.
LE: Tell me about the landing pattern and
field considerations.
BT: Landing is the only mandatory part of
a flight, right? It’s relative. It depends on
the number of airplanes in the air and the
amount of free space on the field. Rely on
the field marshall to schedule landings at a
big event.
Tug pilots can orbit in a holding pattern
if there are sailplanes that need to land, and
therefore need the field to be clear.
Similarly, tug pilots need to land after the
tow—not fly around doing aerobatics; those
are distracting to the sailplane pilots. If the
tug pilot wants time on his or her airplane,
do it before the event.
Since there may be people or airplanes
on the field, it is a good idea for the
sailplane pilot to ask for a landing slot
awhile before he or she needs it. Plan ahead
and commit to the landing; don’t goof
around, trying to be a hero with the lowlevel
thermal at the end of the runway.
You’ll likely be in somebody’s way at that
point. You can always get another tow.
All of my sailplanes have flaps, so I can
come in a bit high, saving altitude in case
the field is not clear. Then I can land rather
slowly, but not all gliders have that ability.
Make the best of the situation and keep
safety in mind at all times.
The most important thing to do at this
stage of the flight is to get your gear off the
field as quickly as possible. I swear I’ve
seen some pilots out there combing the hair
on their cute little pilots. Don’t mess
around with your sailplane; get it off the
field.
If the model is too big for you to handle
comfortably, because you have a bad back
or something, don’t be too proud to ask for
help. There are usually a few fliers nearby
who would be happy to help.
LE: That’s a lot of advice. You seem to have
this all sorted out.
BT: Aerotow should be fun. Safety and
consideration for others go a long way in
keeping it enjoyable for everybody. See you
at the field! MA
Lee Estingoy
[email protected]
Sources:
Multiplex
(858) 748-6948
www.multiplexusa.com
International Scale Soaring Association
www.soaringissa.org

50 MODEL AVIATION
Tips and Tricks
by Lee Estingoy
AEROTOW IS A BLAST! It’s one of
the few team events in RC flying. It
mixes big sailplanes and big powered
models and their pilots on the field.
As such, aerotowing does require a
slight expansion of the standard RC
skill set. The fundamentals are the
same, but the consequences of errors
can be much more expensive, because
the models are generally pricey.
Get in touch
with your highstart
Soaring personality
Models wait for a tow at the JR Aerotow. Multiple tugs make the wait short. Not all
organizers allow attendees to fly tow models. Check with an event coordinator before
you pack, to make sure you will be able to fly yours.
Tim Gastinger’s 110cc Pilatus Turbo Porter (a Michael Brauer kit), in the background, is ready
to tow the Reiher sailplane for its first flight. Patches cleared of sod make a great runway.
State of the Sport
Aerotow
05sig2.QXD 3/25/09 11:03 AM Page 50
May 2009 51
Photos by the author
The sailplane pilot’s goals are to keep the model’s wings level and to keep it above and
behind the tug. Anything else results in potential for wild speed undulations, because the
glider can rocket around on the end of the towline. Passing the tug is considered bad form.
The author’s 1/3-scale Duo Discus was built with flaps, which allow steeper approaches and more precise control of landing speed
and point of touchdown. Those are important considerations for a model spanning 22 feet.
I’m going to share an interview that I
held with my aerotow alter ego, Bud Tuglee,
as a means of introducing those who are
interested in aerotow to some of the day-today
considerations—the ones most pilots
have to learn the hard way.
Bud is a highly skilled builder and pilot;
he’s been to at least two aerotows, and he
usually has one of the biggest models at the
field, so he must know what he’s doing. His
heart is always in the right place, even if his
thumbs aren’t.
So fasten your seatbelts; this is going to
be an adventure!
LE: I hear that you are working on the
definitive treatise on aerotow. How’s it
coming?
BT: Yep, almost done. There’s always
something more to learn—some nuance or
technique I pick up that I need to add as
another chapter. You never quit learning
about Soaring or people, do you?
I’m currently on the third annual bookrelease
tour promoting it; I guess I need to
finish it. I have gotten the title done; it’s
going to be Aerotow for…
LE: No! You didn’t name it Aerotow for
Dummies, did you?
BT: Relax. It’s Aerotow for Sailplane Pilots.
LE: Okay, I guess that isn’t too bad. No two
days at the field are ever the same. Are there
some generalities that can make those days
more enjoyable for all?
BT: I’ve been to quite a few aerotows
through the years, and they can be a lot of
fun and very successful when participants
respect their personal skills, their equipment,
s and each other.
05sig2.QXD 3/25/09 11:45 AM Page 51
52 MODEL AVIATION
This stunning Minimoa shows great form on tow, above and behind the tug. The
glowing fabric on airplanes such as this makes for great visibility.
During launch, the sailplane pilot must get the
model above the tow aircraft as soon and as
safely as possible. Both the sailplane and tug
have cable-release ability.
The Multiplex Cularis fuselage has aftermarket cockpit and
canopy from Keith Sparks at Park Flyer Plastics (http://parkflyer
plastics.com). The Cularis is made from foam, but it looks the
part when you dress it up.
Jack Strother’s Ventus and pilot Gonzo ready for their date with
destiny. Scale Soaring is a biennial (odd years) AMA Nats event.
The hardest part of aerotow for many is getting the models off the ground. Low ground clearance and one wheel often allow the wingtip
cause the sailplane damage in an aborted tow.
05sig2.QXD 3/25/09 11:15 AM Page 52
May 2009 53
TowJob III is the author’s purpose-built tug. Big wheels help with
tall grass, and the removable V-tail offers plenty of room for the
towline and makes transport a cinch. A Desert Aircraft DA-100
engine with canisters provides power.
Dan Troxell pushes his massive sailplane at the 2008 JR
Aerotow. He always has the nicest models at the field. Big
gliders are cool, but they are a way of life; owners must be able
to store and transport their gear.
Beginners and pros alike need practice time
on the sticks to keep up their proficiency.
Consider shooting landings and takeoffs
before you attend an aerotow event.
Consider using a takeoff dolly. It goes a long
way toward ensuring a good takeoff. This little
model spans no more than 36 inches, and it
towed like a champ.
to snag grass and ground-loop the glider. The wheel-retract function and towline release are likely on the same channel, which may
05sig2.QXD 3/25/09 12:03 PM Page 53
54 MODEL AVIATION
Above: Aerotow pilots like to tow high and far away. Visibility is a
major concern; it is much easier to maintain orientation when the
models are closer.
Tugs in Kansas tow quietly and spin big propellers. Tim Gastinger’s
Pilatus Turbo Porter, in the back, uses a BME 105 engine, and the
author’s semiscale, 33% Cessna 150 pulls stumps with a DA-150.
Both have effective canister mufflers installed inside their fuselages.
Left: The extremely high-aspect-ratio wing looks great on Jim
Porter’s Nimbus when it is up close. Narrow-chord wings such as
these may be harder to observe at a distance; there’s not much
there to see.
2009 Aerotow Event Schedule
Event Date Location Information
Annual Scale Sailplane Event April 18-19 Los Banos CA www.sbss.org
Visalia Spring Aero Tow May 15-17 Visalia CA www.cvrcsoaring.com
Scale Aerotow May 30 Brooks OR www.passoaring.us
JR International Aero Tow May 28-June 1 Monticello IL www.jrradios.com
Scale Aerotow August 2 Brooks OR www.passoaring.us
Scale Aerotow October 3 Brooks OR www.passoaring.us
Visalia Fall Aero Tow October 3-4 Visalia CA www.cvrcsoaring.com
Los Banos aerotow Second Saturday Monthly Los Banos CA www.sbss.org
05sig2.QXD 3/25/09 11:18 AM Page 54
Aerotow is more of a team sport than
almost anything else I can think of in RC.
Beginners are welcomed, and most do fine if
they can fly a sailplane or a large powered
model reasonably well.
LE: Where do you go if you want to get
started flying RC aerotow?
BT: Everybody needs to start somewhere. I’m
not going to say that pilots shouldn’t begin
with that gorgeous molded sailplane that costs
more than a kitchen appliance, but I offer that
maybe they should consider working their
way up to that.
A fighter pilot doesn’t jump into an F-16
on the first day; sailplane and tug pilots may
want to follow a similar pattern. Have you
heard the platitude that a fool and his money
are soon flying more airplane than they can
handle?
LE: Any suggestions for a good path to
learning the skills?
BT: The Multiplex Cularis is a great way to
see if you like the flight envelope of scale
sailplanes. It is a relatively low-cost model
that flies similarly to the smaller scale gliders.
Remember that the smaller scale
sailplanes, essentially 1/4 scale or less, are
going to be slightly heavier and require a
different style of flying than the traditional
thermal competition gliders. The Cularis sure
looks the part, especially when you add a clear
canopy and pilot. Heck, the box even shows
its being used as an aerotow glider!
LE: What about the tugs? Those are
generally large models powered by gas
engines. Few sailplane pilots have much
experience with them. How does that work
out?
BT: True, there are skills that need to be
picked up. It’s nothing that a little time with
your gear won’t solve. Pilots need to learn
basic safety skills that are required for
handling large propeller-equipped airplanes.
Always have a helper hold the model;
never become complacent.
Hey, Lee! Remember that time you started
that tug with your wife holding the airplane
for you?
LE: Don’t go there, Bud.
BT: What did you do? You forgot to turn on
the radio in the airplane, didn’t you? I think
that was it. That thing blasted to life at full
throttle. What a hoot! The look on your face
was priceless.
That airplane dragged your wife across the
field on her knees before you figured out that
you needed to hit the kill switch on the fuse.
She was hanging on for dear life. Has she ever
been back out to the field?
LE: Nope. That was her last aerotow. How
many times are you going to tell that story?
BT: A little defensive there, eh? It’s a great
example and it had a happy ending. Lighten
up.
LE: I guess. That was my first day flying that
model, and it still had a few bugs. I wanted to
fly it out there so everybody could see it; I was
extremely proud of it. I’ve done that a couple
of times now. If I could do it over, I would
have worked out the bugs at my home field
and debuted that silly thing when it was ready.
Building these models takes longer than
the time you have before the big event. Start
early or skip flying that airplane until it’s
ready. There’s always another aerotow—
unless you’ve smashed the model. Back to the
questions, please.
Aerotow sounds like a tricky thing. How
do you know whom to ask for advice?
Everybody at the field has an opinion, and
there are tons of pilots online. The signal-tonoise
ratio is not too good.
BT: That’s a tough one. I suggest that you use
common sense. Ask the pilots who are
successful—not the ones who play doctors on
TV, if you know what I mean. The fliers with
the most expensive gear or the embroidered
shirts are not always the ones with the best
aerotow skills.
Be careful of the free advice online.
There’s no telling who’s making some of
those posts or how long they plan to stay in
the country. Find a successful group of fliers
in your area and hang out with them for a few
days.
LE: How do you keep a tow organized? It
seems that glider pilots are often free spirits;
there’s no telling when they might just start
circling in the air.
BT: A bit of organization goes a long way.
At a club event, common sense is really all
you need. At a larger event, there should be
a field marshall—a traffic cop who’s
responsible for watching the activity and
prioritizing the use of the runway.
The sailplanes that need to land must
have priority. They can’t go around for
another try. Once the field is clear, the field
marshall can signal the tug and glider to set
up. Make that as quick as possible.
When the team members are ready to
launch, they should check with the field
marshall and search the sky in the direction
of launch one more time, to make sure that
no sailplanes are in the sky in the direction
of the tow. Then away you go!
Glider pilots must follow the tow pilots’
instructions while on tow. Neither flier
should allow external pressures to force a
decision on any matter of safety. Never
ignore the voice in your head saying that
something isn’t right. Never assume that the
flier with the flashy airplane or the big
attitude knows what he or she is doing.
There’s nothing wrong with a tow pilot’s
declining to pull up a particular sailplane or
vice versa. But be nice about it.
One of the best tow pilots I’ve ever
flown with is Mike Frickey, who is a quiet
cat. Following is the typical tow
conversation for us.
Mike: You ready?
Bud: Let’s go.
Mike: You done yet?
Bud: Yeah, guess so. Off.
Nobody’s going to say that Mike is a
poet, but everything was there. He was in
charge; when he was finished with the
tow, he asked me to get off the line. And I
did. There was no chatter, no whining to
go higher. These are sailplanes; you’re
supposed to use thermals, not the tug, to
go up high!
Keep both models in comfortable
visual range. Sure, you can see them when
they are specks in the sky, but you have
little ability to judge climb angle or speed
way up there. As a tug pilot, the hardest
part is keeping things stable at a huge
distance. There’s no need to go there.
LE: Tell me a little about what you look
for in a tow airplane.
BT: Bigger is better for tugs. Smaller tugs
are more affordable and convenient, but
there is a sweet spot for tow models that
are larger than 25 pounds; something like
that will probably be powered by a
roughly 100cc engine.
I have been part of a team that easily
towed a 50-pound sailplane with a 1/4-
scale Cub running a 50cc engine. The
extra power and mass of larger tugs
provide a margin of safety when things get
exciting, because a more powerful tug can
muscle its way out of a bad situation.
Another consideration is that the takeoff
and climb will be shorter with more
power. Less time on tow means less
chance for an accident.
Keep the tug simple. Make sure you
have easy access to all switches and that
you can easily see the fuel level from
outside the model.
Make it rugged. Tow aircraft generally
incur a ton of takeoffs and landings; a
great deal of stress is involved. Make it
easy to live with. Removable stabilizers
go a long way toward making a model
easy to store and transport.
Consider putting an effective muffler on
the tugs. I’ve been to some aerotows that
sounded like Kansas City the day after an
ice storm—nothing but that obnoxious
chain saw noise all day. Mufflers are readily
available and they work well; they even add
power in many cases. Show some
consideration for the neighbors at the field.
We don’t want to bother them!
LE: What about the sailplane?
BT: Bigger is better for sailplanes too; a
5-meter span is optimum. The number-one
reason for aerotow accidents on launch is
lack of ground clearance for the sailplane
and its wingtips. Bigger wheels and more
ground clearance on the larger gliders
make launching much simpler.
Smaller sailplanes have tiny wheels or
no wheels. They have little ground
clearance for their gear doors and wingtips.
The little models tend to snag in the grass,
often with disastrous consequences. I’ve
also seen gliders snag wingtips because the
wings flexed from minor bounces.
LE: Can a pilot participate if he or she has
a smaller sailplane?
BT: Sure, but I strongly recommend that
those types of models use a launch cart.
They dramatically improve any sailplane’s
launch success.
A well-equipped club tow pilot or
aerotow event should consider such carts to
be a vital part of the necessary equipment.
Many beginners will not have a cart, and a
failed launch at their first aerotow may be
the end of their involvement in the
segment.
There’s nothing manly about a cart, but
it beats the walk of shame with your
sailplane in a body bag.
LE: It sounds like the takeoff can be
exciting. What should the tow pilot be
concentrating on at that time?
BT: Great question! There’s generally 75
feet of line between the tug and the
sailplane. It’s hard to watch them both and
still fly the tug. Do your best with your
peripheral vision, but the focus must be on
the tug.
I keep a finger on the tow-release switch.
I even consciously practice hitting the
switch so I can do it as a matter of reflex.
You don’t want to fumble with switches at
this point. You don’t want to hit the throttle
kill switch either; that doesn’t do much for
your studly tug-pilot image or the front of
your airplane.
This may sound silly, but the tow pilot’s
instinct when things look out of whack is to
cut the tug’s power. That’s not always the
60 MODEL AVIATION
best reaction, especially if the airplanes are
already moving along at a good clip and
the glider catches a wingtip.
It becomes the tow pilot’s judgment call
when to pull back on the elevator and horse
the pair off of the ground with thrust or
dump the sailplane and save the tug by
pulling it up on power alone.
A good event director will set the
ground rules before things get started. That
way, no one feels like one pilot is favored
over another, when the intent is simply to
practice safety.
LE: Tell me about what to do on the
climbout.
BT: Once airborne, things are generally
easy. The tow pilot should keep the tug in
a climb that maintains a comfortable
speed for both the tug and the glider.
The only thing the sailplane flier needs
to do is make sure that he or she keeps the
wings level and the model slightly above
the tug. The glider will inevitably follow
the tug around turns—assuming that the
tow pilot makes gentle turns.
Some of the high-performance
sailplanes are entirely capable of
outrunning the tug. Keep the nose up on
the sailplane and it will stay where it
belongs: above and behind the tug.
Never allow the sailplane to sink
below the tug; the line will likely pull the
tug’s tail down and put the tug into a
steeper climb. The pair will inevitably
slow down and things can get silly.
One thing that I find works well is to put
a little camber or flap in the sailplane before
takeoff. Many of the high-performance
sailplanes have nice flaps—use them! Just
a little, maybe 10º. This provides more lift
to get the sailplane off the ground earlier.
It also makes the sailplane fly higher on
the line, keeping it well above and behind
the tug.
LE: Tell me about the landing pattern and
field considerations.
BT: Landing is the only mandatory part of
a flight, right? It’s relative. It depends on
the number of airplanes in the air and the
amount of free space on the field. Rely on
the field marshall to schedule landings at a
big event.
Tug pilots can orbit in a holding pattern
if there are sailplanes that need to land, and
therefore need the field to be clear.
Similarly, tug pilots need to land after the
tow—not fly around doing aerobatics; those
are distracting to the sailplane pilots. If the
tug pilot wants time on his or her airplane,
do it before the event.
Since there may be people or airplanes
on the field, it is a good idea for the
sailplane pilot to ask for a landing slot
awhile before he or she needs it. Plan ahead
and commit to the landing; don’t goof
around, trying to be a hero with the lowlevel
thermal at the end of the runway.
You’ll likely be in somebody’s way at that
point. You can always get another tow.
All of my sailplanes have flaps, so I can
come in a bit high, saving altitude in case
the field is not clear. Then I can land rather
slowly, but not all gliders have that ability.
Make the best of the situation and keep
safety in mind at all times.
The most important thing to do at this
stage of the flight is to get your gear off the
field as quickly as possible. I swear I’ve
seen some pilots out there combing the hair
on their cute little pilots. Don’t mess
around with your sailplane; get it off the
field.
If the model is too big for you to handle
comfortably, because you have a bad back
or something, don’t be too proud to ask for
help. There are usually a few fliers nearby
who would be happy to help.
LE: That’s a lot of advice. You seem to have
this all sorted out.
BT: Aerotow should be fun. Safety and
consideration for others go a long way in
keeping it enjoyable for everybody. See you
at the field! MA
Lee Estingoy
[email protected]
Sources:
Multiplex
(858) 748-6948
www.multiplexusa.com
International Scale Soaring Association
www.soaringissa.org

50 MODEL AVIATION
Tips and Tricks
by Lee Estingoy
AEROTOW IS A BLAST! It’s one of
the few team events in RC flying. It
mixes big sailplanes and big powered
models and their pilots on the field.
As such, aerotowing does require a
slight expansion of the standard RC
skill set. The fundamentals are the
same, but the consequences of errors
can be much more expensive, because
the models are generally pricey.
Get in touch
with your highstart
Soaring personality
Models wait for a tow at the JR Aerotow. Multiple tugs make the wait short. Not all
organizers allow attendees to fly tow models. Check with an event coordinator before
you pack, to make sure you will be able to fly yours.
Tim Gastinger’s 110cc Pilatus Turbo Porter (a Michael Brauer kit), in the background, is ready
to tow the Reiher sailplane for its first flight. Patches cleared of sod make a great runway.
State of the Sport
Aerotow
05sig2.QXD 3/25/09 11:03 AM Page 50
May 2009 51
Photos by the author
The sailplane pilot’s goals are to keep the model’s wings level and to keep it above and
behind the tug. Anything else results in potential for wild speed undulations, because the
glider can rocket around on the end of the towline. Passing the tug is considered bad form.
The author’s 1/3-scale Duo Discus was built with flaps, which allow steeper approaches and more precise control of landing speed
and point of touchdown. Those are important considerations for a model spanning 22 feet.
I’m going to share an interview that I
held with my aerotow alter ego, Bud Tuglee,
as a means of introducing those who are
interested in aerotow to some of the day-today
considerations—the ones most pilots
have to learn the hard way.
Bud is a highly skilled builder and pilot;
he’s been to at least two aerotows, and he
usually has one of the biggest models at the
field, so he must know what he’s doing. His
heart is always in the right place, even if his
thumbs aren’t.
So fasten your seatbelts; this is going to
be an adventure!
LE: I hear that you are working on the
definitive treatise on aerotow. How’s it
coming?
BT: Yep, almost done. There’s always
something more to learn—some nuance or
technique I pick up that I need to add as
another chapter. You never quit learning
about Soaring or people, do you?
I’m currently on the third annual bookrelease
tour promoting it; I guess I need to
finish it. I have gotten the title done; it’s
going to be Aerotow for…
LE: No! You didn’t name it Aerotow for
Dummies, did you?
BT: Relax. It’s Aerotow for Sailplane Pilots.
LE: Okay, I guess that isn’t too bad. No two
days at the field are ever the same. Are there
some generalities that can make those days
more enjoyable for all?
BT: I’ve been to quite a few aerotows
through the years, and they can be a lot of
fun and very successful when participants
respect their personal skills, their equipment,
s and each other.
05sig2.QXD 3/25/09 11:45 AM Page 51
52 MODEL AVIATION
This stunning Minimoa shows great form on tow, above and behind the tug. The
glowing fabric on airplanes such as this makes for great visibility.
During launch, the sailplane pilot must get the
model above the tow aircraft as soon and as
safely as possible. Both the sailplane and tug
have cable-release ability.
The Multiplex Cularis fuselage has aftermarket cockpit and
canopy from Keith Sparks at Park Flyer Plastics (http://parkflyer
plastics.com). The Cularis is made from foam, but it looks the
part when you dress it up.
Jack Strother’s Ventus and pilot Gonzo ready for their date with
destiny. Scale Soaring is a biennial (odd years) AMA Nats event.
The hardest part of aerotow for many is getting the models off the ground. Low ground clearance and one wheel often allow the wingtip
cause the sailplane damage in an aborted tow.
05sig2.QXD 3/25/09 11:15 AM Page 52
May 2009 53
TowJob III is the author’s purpose-built tug. Big wheels help with
tall grass, and the removable V-tail offers plenty of room for the
towline and makes transport a cinch. A Desert Aircraft DA-100
engine with canisters provides power.
Dan Troxell pushes his massive sailplane at the 2008 JR
Aerotow. He always has the nicest models at the field. Big
gliders are cool, but they are a way of life; owners must be able
to store and transport their gear.
Beginners and pros alike need practice time
on the sticks to keep up their proficiency.
Consider shooting landings and takeoffs
before you attend an aerotow event.
Consider using a takeoff dolly. It goes a long
way toward ensuring a good takeoff. This little
model spans no more than 36 inches, and it
towed like a champ.
to snag grass and ground-loop the glider. The wheel-retract function and towline release are likely on the same channel, which may
05sig2.QXD 3/25/09 12:03 PM Page 53
54 MODEL AVIATION
Above: Aerotow pilots like to tow high and far away. Visibility is a
major concern; it is much easier to maintain orientation when the
models are closer.
Tugs in Kansas tow quietly and spin big propellers. Tim Gastinger’s
Pilatus Turbo Porter, in the back, uses a BME 105 engine, and the
author’s semiscale, 33% Cessna 150 pulls stumps with a DA-150.
Both have effective canister mufflers installed inside their fuselages.
Left: The extremely high-aspect-ratio wing looks great on Jim
Porter’s Nimbus when it is up close. Narrow-chord wings such as
these may be harder to observe at a distance; there’s not much
there to see.
2009 Aerotow Event Schedule
Event Date Location Information
Annual Scale Sailplane Event April 18-19 Los Banos CA www.sbss.org
Visalia Spring Aero Tow May 15-17 Visalia CA www.cvrcsoaring.com
Scale Aerotow May 30 Brooks OR www.passoaring.us
JR International Aero Tow May 28-June 1 Monticello IL www.jrradios.com
Scale Aerotow August 2 Brooks OR www.passoaring.us
Scale Aerotow October 3 Brooks OR www.passoaring.us
Visalia Fall Aero Tow October 3-4 Visalia CA www.cvrcsoaring.com
Los Banos aerotow Second Saturday Monthly Los Banos CA www.sbss.org
05sig2.QXD 3/25/09 11:18 AM Page 54
Aerotow is more of a team sport than
almost anything else I can think of in RC.
Beginners are welcomed, and most do fine if
they can fly a sailplane or a large powered
model reasonably well.
LE: Where do you go if you want to get
started flying RC aerotow?
BT: Everybody needs to start somewhere. I’m
not going to say that pilots shouldn’t begin
with that gorgeous molded sailplane that costs
more than a kitchen appliance, but I offer that
maybe they should consider working their
way up to that.
A fighter pilot doesn’t jump into an F-16
on the first day; sailplane and tug pilots may
want to follow a similar pattern. Have you
heard the platitude that a fool and his money
are soon flying more airplane than they can
handle?
LE: Any suggestions for a good path to
learning the skills?
BT: The Multiplex Cularis is a great way to
see if you like the flight envelope of scale
sailplanes. It is a relatively low-cost model
that flies similarly to the smaller scale gliders.
Remember that the smaller scale
sailplanes, essentially 1/4 scale or less, are
going to be slightly heavier and require a
different style of flying than the traditional
thermal competition gliders. The Cularis sure
looks the part, especially when you add a clear
canopy and pilot. Heck, the box even shows
its being used as an aerotow glider!
LE: What about the tugs? Those are
generally large models powered by gas
engines. Few sailplane pilots have much
experience with them. How does that work
out?
BT: True, there are skills that need to be
picked up. It’s nothing that a little time with
your gear won’t solve. Pilots need to learn
basic safety skills that are required for
handling large propeller-equipped airplanes.
Always have a helper hold the model;
never become complacent.
Hey, Lee! Remember that time you started
that tug with your wife holding the airplane
for you?
LE: Don’t go there, Bud.
BT: What did you do? You forgot to turn on
the radio in the airplane, didn’t you? I think
that was it. That thing blasted to life at full
throttle. What a hoot! The look on your face
was priceless.
That airplane dragged your wife across the
field on her knees before you figured out that
you needed to hit the kill switch on the fuse.
She was hanging on for dear life. Has she ever
been back out to the field?
LE: Nope. That was her last aerotow. How
many times are you going to tell that story?
BT: A little defensive there, eh? It’s a great
example and it had a happy ending. Lighten
up.
LE: I guess. That was my first day flying that
model, and it still had a few bugs. I wanted to
fly it out there so everybody could see it; I was
extremely proud of it. I’ve done that a couple
of times now. If I could do it over, I would
have worked out the bugs at my home field
and debuted that silly thing when it was ready.
Building these models takes longer than
the time you have before the big event. Start
early or skip flying that airplane until it’s
ready. There’s always another aerotow—
unless you’ve smashed the model. Back to the
questions, please.
Aerotow sounds like a tricky thing. How
do you know whom to ask for advice?
Everybody at the field has an opinion, and
there are tons of pilots online. The signal-tonoise
ratio is not too good.
BT: That’s a tough one. I suggest that you use
common sense. Ask the pilots who are
successful—not the ones who play doctors on
TV, if you know what I mean. The fliers with
the most expensive gear or the embroidered
shirts are not always the ones with the best
aerotow skills.
Be careful of the free advice online.
There’s no telling who’s making some of
those posts or how long they plan to stay in
the country. Find a successful group of fliers
in your area and hang out with them for a few
days.
LE: How do you keep a tow organized? It
seems that glider pilots are often free spirits;
there’s no telling when they might just start
circling in the air.
BT: A bit of organization goes a long way.
At a club event, common sense is really all
you need. At a larger event, there should be
a field marshall—a traffic cop who’s
responsible for watching the activity and
prioritizing the use of the runway.
The sailplanes that need to land must
have priority. They can’t go around for
another try. Once the field is clear, the field
marshall can signal the tug and glider to set
up. Make that as quick as possible.
When the team members are ready to
launch, they should check with the field
marshall and search the sky in the direction
of launch one more time, to make sure that
no sailplanes are in the sky in the direction
of the tow. Then away you go!
Glider pilots must follow the tow pilots’
instructions while on tow. Neither flier
should allow external pressures to force a
decision on any matter of safety. Never
ignore the voice in your head saying that
something isn’t right. Never assume that the
flier with the flashy airplane or the big
attitude knows what he or she is doing.
There’s nothing wrong with a tow pilot’s
declining to pull up a particular sailplane or
vice versa. But be nice about it.
One of the best tow pilots I’ve ever
flown with is Mike Frickey, who is a quiet
cat. Following is the typical tow
conversation for us.
Mike: You ready?
Bud: Let’s go.
Mike: You done yet?
Bud: Yeah, guess so. Off.
Nobody’s going to say that Mike is a
poet, but everything was there. He was in
charge; when he was finished with the
tow, he asked me to get off the line. And I
did. There was no chatter, no whining to
go higher. These are sailplanes; you’re
supposed to use thermals, not the tug, to
go up high!
Keep both models in comfortable
visual range. Sure, you can see them when
they are specks in the sky, but you have
little ability to judge climb angle or speed
way up there. As a tug pilot, the hardest
part is keeping things stable at a huge
distance. There’s no need to go there.
LE: Tell me a little about what you look
for in a tow airplane.
BT: Bigger is better for tugs. Smaller tugs
are more affordable and convenient, but
there is a sweet spot for tow models that
are larger than 25 pounds; something like
that will probably be powered by a
roughly 100cc engine.
I have been part of a team that easily
towed a 50-pound sailplane with a 1/4-
scale Cub running a 50cc engine. The
extra power and mass of larger tugs
provide a margin of safety when things get
exciting, because a more powerful tug can
muscle its way out of a bad situation.
Another consideration is that the takeoff
and climb will be shorter with more
power. Less time on tow means less
chance for an accident.
Keep the tug simple. Make sure you
have easy access to all switches and that
you can easily see the fuel level from
outside the model.
Make it rugged. Tow aircraft generally
incur a ton of takeoffs and landings; a
great deal of stress is involved. Make it
easy to live with. Removable stabilizers
go a long way toward making a model
easy to store and transport.
Consider putting an effective muffler on
the tugs. I’ve been to some aerotows that
sounded like Kansas City the day after an
ice storm—nothing but that obnoxious
chain saw noise all day. Mufflers are readily
available and they work well; they even add
power in many cases. Show some
consideration for the neighbors at the field.
We don’t want to bother them!
LE: What about the sailplane?
BT: Bigger is better for sailplanes too; a
5-meter span is optimum. The number-one
reason for aerotow accidents on launch is
lack of ground clearance for the sailplane
and its wingtips. Bigger wheels and more
ground clearance on the larger gliders
make launching much simpler.
Smaller sailplanes have tiny wheels or
no wheels. They have little ground
clearance for their gear doors and wingtips.
The little models tend to snag in the grass,
often with disastrous consequences. I’ve
also seen gliders snag wingtips because the
wings flexed from minor bounces.
LE: Can a pilot participate if he or she has
a smaller sailplane?
BT: Sure, but I strongly recommend that
those types of models use a launch cart.
They dramatically improve any sailplane’s
launch success.
A well-equipped club tow pilot or
aerotow event should consider such carts to
be a vital part of the necessary equipment.
Many beginners will not have a cart, and a
failed launch at their first aerotow may be
the end of their involvement in the
segment.
There’s nothing manly about a cart, but
it beats the walk of shame with your
sailplane in a body bag.
LE: It sounds like the takeoff can be
exciting. What should the tow pilot be
concentrating on at that time?
BT: Great question! There’s generally 75
feet of line between the tug and the
sailplane. It’s hard to watch them both and
still fly the tug. Do your best with your
peripheral vision, but the focus must be on
the tug.
I keep a finger on the tow-release switch.
I even consciously practice hitting the
switch so I can do it as a matter of reflex.
You don’t want to fumble with switches at
this point. You don’t want to hit the throttle
kill switch either; that doesn’t do much for
your studly tug-pilot image or the front of
your airplane.
This may sound silly, but the tow pilot’s
instinct when things look out of whack is to
cut the tug’s power. That’s not always the
60 MODEL AVIATION
best reaction, especially if the airplanes are
already moving along at a good clip and
the glider catches a wingtip.
It becomes the tow pilot’s judgment call
when to pull back on the elevator and horse
the pair off of the ground with thrust or
dump the sailplane and save the tug by
pulling it up on power alone.
A good event director will set the
ground rules before things get started. That
way, no one feels like one pilot is favored
over another, when the intent is simply to
practice safety.
LE: Tell me about what to do on the
climbout.
BT: Once airborne, things are generally
easy. The tow pilot should keep the tug in
a climb that maintains a comfortable
speed for both the tug and the glider.
The only thing the sailplane flier needs
to do is make sure that he or she keeps the
wings level and the model slightly above
the tug. The glider will inevitably follow
the tug around turns—assuming that the
tow pilot makes gentle turns.
Some of the high-performance
sailplanes are entirely capable of
outrunning the tug. Keep the nose up on
the sailplane and it will stay where it
belongs: above and behind the tug.
Never allow the sailplane to sink
below the tug; the line will likely pull the
tug’s tail down and put the tug into a
steeper climb. The pair will inevitably
slow down and things can get silly.
One thing that I find works well is to put
a little camber or flap in the sailplane before
takeoff. Many of the high-performance
sailplanes have nice flaps—use them! Just
a little, maybe 10º. This provides more lift
to get the sailplane off the ground earlier.
It also makes the sailplane fly higher on
the line, keeping it well above and behind
the tug.
LE: Tell me about the landing pattern and
field considerations.
BT: Landing is the only mandatory part of
a flight, right? It’s relative. It depends on
the number of airplanes in the air and the
amount of free space on the field. Rely on
the field marshall to schedule landings at a
big event.
Tug pilots can orbit in a holding pattern
if there are sailplanes that need to land, and
therefore need the field to be clear.
Similarly, tug pilots need to land after the
tow—not fly around doing aerobatics; those
are distracting to the sailplane pilots. If the
tug pilot wants time on his or her airplane,
do it before the event.
Since there may be people or airplanes
on the field, it is a good idea for the
sailplane pilot to ask for a landing slot
awhile before he or she needs it. Plan ahead
and commit to the landing; don’t goof
around, trying to be a hero with the lowlevel
thermal at the end of the runway.
You’ll likely be in somebody’s way at that
point. You can always get another tow.
All of my sailplanes have flaps, so I can
come in a bit high, saving altitude in case
the field is not clear. Then I can land rather
slowly, but not all gliders have that ability.
Make the best of the situation and keep
safety in mind at all times.
The most important thing to do at this
stage of the flight is to get your gear off the
field as quickly as possible. I swear I’ve
seen some pilots out there combing the hair
on their cute little pilots. Don’t mess
around with your sailplane; get it off the
field.
If the model is too big for you to handle
comfortably, because you have a bad back
or something, don’t be too proud to ask for
help. There are usually a few fliers nearby
who would be happy to help.
LE: That’s a lot of advice. You seem to have
this all sorted out.
BT: Aerotow should be fun. Safety and
consideration for others go a long way in
keeping it enjoyable for everybody. See you
at the field! MA
Lee Estingoy
[email protected]
Sources:
Multiplex
(858) 748-6948
www.multiplexusa.com
International Scale Soaring Association
www.soaringissa.org

50 MODEL AVIATION
Tips and Tricks
by Lee Estingoy
AEROTOW IS A BLAST! It’s one of
the few team events in RC flying. It
mixes big sailplanes and big powered
models and their pilots on the field.
As such, aerotowing does require a
slight expansion of the standard RC
skill set. The fundamentals are the
same, but the consequences of errors
can be much more expensive, because
the models are generally pricey.
Get in touch
with your highstart
Soaring personality
Models wait for a tow at the JR Aerotow. Multiple tugs make the wait short. Not all
organizers allow attendees to fly tow models. Check with an event coordinator before
you pack, to make sure you will be able to fly yours.
Tim Gastinger’s 110cc Pilatus Turbo Porter (a Michael Brauer kit), in the background, is ready
to tow the Reiher sailplane for its first flight. Patches cleared of sod make a great runway.
State of the Sport
Aerotow
05sig2.QXD 3/25/09 11:03 AM Page 50
May 2009 51
Photos by the author
The sailplane pilot’s goals are to keep the model’s wings level and to keep it above and
behind the tug. Anything else results in potential for wild speed undulations, because the
glider can rocket around on the end of the towline. Passing the tug is considered bad form.
The author’s 1/3-scale Duo Discus was built with flaps, which allow steeper approaches and more precise control of landing speed
and point of touchdown. Those are important considerations for a model spanning 22 feet.
I’m going to share an interview that I
held with my aerotow alter ego, Bud Tuglee,
as a means of introducing those who are
interested in aerotow to some of the day-today
considerations—the ones most pilots
have to learn the hard way.
Bud is a highly skilled builder and pilot;
he’s been to at least two aerotows, and he
usually has one of the biggest models at the
field, so he must know what he’s doing. His
heart is always in the right place, even if his
thumbs aren’t.
So fasten your seatbelts; this is going to
be an adventure!
LE: I hear that you are working on the
definitive treatise on aerotow. How’s it
coming?
BT: Yep, almost done. There’s always
something more to learn—some nuance or
technique I pick up that I need to add as
another chapter. You never quit learning
about Soaring or people, do you?
I’m currently on the third annual bookrelease
tour promoting it; I guess I need to
finish it. I have gotten the title done; it’s
going to be Aerotow for…
LE: No! You didn’t name it Aerotow for
Dummies, did you?
BT: Relax. It’s Aerotow for Sailplane Pilots.
LE: Okay, I guess that isn’t too bad. No two
days at the field are ever the same. Are there
some generalities that can make those days
more enjoyable for all?
BT: I’ve been to quite a few aerotows
through the years, and they can be a lot of
fun and very successful when participants
respect their personal skills, their equipment,
s and each other.
05sig2.QXD 3/25/09 11:45 AM Page 51
52 MODEL AVIATION
This stunning Minimoa shows great form on tow, above and behind the tug. The
glowing fabric on airplanes such as this makes for great visibility.
During launch, the sailplane pilot must get the
model above the tow aircraft as soon and as
safely as possible. Both the sailplane and tug
have cable-release ability.
The Multiplex Cularis fuselage has aftermarket cockpit and
canopy from Keith Sparks at Park Flyer Plastics (http://parkflyer
plastics.com). The Cularis is made from foam, but it looks the
part when you dress it up.
Jack Strother’s Ventus and pilot Gonzo ready for their date with
destiny. Scale Soaring is a biennial (odd years) AMA Nats event.
The hardest part of aerotow for many is getting the models off the ground. Low ground clearance and one wheel often allow the wingtip
cause the sailplane damage in an aborted tow.
05sig2.QXD 3/25/09 11:15 AM Page 52
May 2009 53
TowJob III is the author’s purpose-built tug. Big wheels help with
tall grass, and the removable V-tail offers plenty of room for the
towline and makes transport a cinch. A Desert Aircraft DA-100
engine with canisters provides power.
Dan Troxell pushes his massive sailplane at the 2008 JR
Aerotow. He always has the nicest models at the field. Big
gliders are cool, but they are a way of life; owners must be able
to store and transport their gear.
Beginners and pros alike need practice time
on the sticks to keep up their proficiency.
Consider shooting landings and takeoffs
before you attend an aerotow event.
Consider using a takeoff dolly. It goes a long
way toward ensuring a good takeoff. This little
model spans no more than 36 inches, and it
towed like a champ.
to snag grass and ground-loop the glider. The wheel-retract function and towline release are likely on the same channel, which may
05sig2.QXD 3/25/09 12:03 PM Page 53
54 MODEL AVIATION
Above: Aerotow pilots like to tow high and far away. Visibility is a
major concern; it is much easier to maintain orientation when the
models are closer.
Tugs in Kansas tow quietly and spin big propellers. Tim Gastinger’s
Pilatus Turbo Porter, in the back, uses a BME 105 engine, and the
author’s semiscale, 33% Cessna 150 pulls stumps with a DA-150.
Both have effective canister mufflers installed inside their fuselages.
Left: The extremely high-aspect-ratio wing looks great on Jim
Porter’s Nimbus when it is up close. Narrow-chord wings such as
these may be harder to observe at a distance; there’s not much
there to see.
2009 Aerotow Event Schedule
Event Date Location Information
Annual Scale Sailplane Event April 18-19 Los Banos CA www.sbss.org
Visalia Spring Aero Tow May 15-17 Visalia CA www.cvrcsoaring.com
Scale Aerotow May 30 Brooks OR www.passoaring.us
JR International Aero Tow May 28-June 1 Monticello IL www.jrradios.com
Scale Aerotow August 2 Brooks OR www.passoaring.us
Scale Aerotow October 3 Brooks OR www.passoaring.us
Visalia Fall Aero Tow October 3-4 Visalia CA www.cvrcsoaring.com
Los Banos aerotow Second Saturday Monthly Los Banos CA www.sbss.org
05sig2.QXD 3/25/09 11:18 AM Page 54
Aerotow is more of a team sport than
almost anything else I can think of in RC.
Beginners are welcomed, and most do fine if
they can fly a sailplane or a large powered
model reasonably well.
LE: Where do you go if you want to get
started flying RC aerotow?
BT: Everybody needs to start somewhere. I’m
not going to say that pilots shouldn’t begin
with that gorgeous molded sailplane that costs
more than a kitchen appliance, but I offer that
maybe they should consider working their
way up to that.
A fighter pilot doesn’t jump into an F-16
on the first day; sailplane and tug pilots may
want to follow a similar pattern. Have you
heard the platitude that a fool and his money
are soon flying more airplane than they can
handle?
LE: Any suggestions for a good path to
learning the skills?
BT: The Multiplex Cularis is a great way to
see if you like the flight envelope of scale
sailplanes. It is a relatively low-cost model
that flies similarly to the smaller scale gliders.
Remember that the smaller scale
sailplanes, essentially 1/4 scale or less, are
going to be slightly heavier and require a
different style of flying than the traditional
thermal competition gliders. The Cularis sure
looks the part, especially when you add a clear
canopy and pilot. Heck, the box even shows
its being used as an aerotow glider!
LE: What about the tugs? Those are
generally large models powered by gas
engines. Few sailplane pilots have much
experience with them. How does that work
out?
BT: True, there are skills that need to be
picked up. It’s nothing that a little time with
your gear won’t solve. Pilots need to learn
basic safety skills that are required for
handling large propeller-equipped airplanes.
Always have a helper hold the model;
never become complacent.
Hey, Lee! Remember that time you started
that tug with your wife holding the airplane
for you?
LE: Don’t go there, Bud.
BT: What did you do? You forgot to turn on
the radio in the airplane, didn’t you? I think
that was it. That thing blasted to life at full
throttle. What a hoot! The look on your face
was priceless.
That airplane dragged your wife across the
field on her knees before you figured out that
you needed to hit the kill switch on the fuse.
She was hanging on for dear life. Has she ever
been back out to the field?
LE: Nope. That was her last aerotow. How
many times are you going to tell that story?
BT: A little defensive there, eh? It’s a great
example and it had a happy ending. Lighten
up.
LE: I guess. That was my first day flying that
model, and it still had a few bugs. I wanted to
fly it out there so everybody could see it; I was
extremely proud of it. I’ve done that a couple
of times now. If I could do it over, I would
have worked out the bugs at my home field
and debuted that silly thing when it was ready.
Building these models takes longer than
the time you have before the big event. Start
early or skip flying that airplane until it’s
ready. There’s always another aerotow—
unless you’ve smashed the model. Back to the
questions, please.
Aerotow sounds like a tricky thing. How
do you know whom to ask for advice?
Everybody at the field has an opinion, and
there are tons of pilots online. The signal-tonoise
ratio is not too good.
BT: That’s a tough one. I suggest that you use
common sense. Ask the pilots who are
successful—not the ones who play doctors on
TV, if you know what I mean. The fliers with
the most expensive gear or the embroidered
shirts are not always the ones with the best
aerotow skills.
Be careful of the free advice online.
There’s no telling who’s making some of
those posts or how long they plan to stay in
the country. Find a successful group of fliers
in your area and hang out with them for a few
days.
LE: How do you keep a tow organized? It
seems that glider pilots are often free spirits;
there’s no telling when they might just start
circling in the air.
BT: A bit of organization goes a long way.
At a club event, common sense is really all
you need. At a larger event, there should be
a field marshall—a traffic cop who’s
responsible for watching the activity and
prioritizing the use of the runway.
The sailplanes that need to land must
have priority. They can’t go around for
another try. Once the field is clear, the field
marshall can signal the tug and glider to set
up. Make that as quick as possible.
When the team members are ready to
launch, they should check with the field
marshall and search the sky in the direction
of launch one more time, to make sure that
no sailplanes are in the sky in the direction
of the tow. Then away you go!
Glider pilots must follow the tow pilots’
instructions while on tow. Neither flier
should allow external pressures to force a
decision on any matter of safety. Never
ignore the voice in your head saying that
something isn’t right. Never assume that the
flier with the flashy airplane or the big
attitude knows what he or she is doing.
There’s nothing wrong with a tow pilot’s
declining to pull up a particular sailplane or
vice versa. But be nice about it.
One of the best tow pilots I’ve ever
flown with is Mike Frickey, who is a quiet
cat. Following is the typical tow
conversation for us.
Mike: You ready?
Bud: Let’s go.
Mike: You done yet?
Bud: Yeah, guess so. Off.
Nobody’s going to say that Mike is a
poet, but everything was there. He was in
charge; when he was finished with the
tow, he asked me to get off the line. And I
did. There was no chatter, no whining to
go higher. These are sailplanes; you’re
supposed to use thermals, not the tug, to
go up high!
Keep both models in comfortable
visual range. Sure, you can see them when
they are specks in the sky, but you have
little ability to judge climb angle or speed
way up there. As a tug pilot, the hardest
part is keeping things stable at a huge
distance. There’s no need to go there.
LE: Tell me a little about what you look
for in a tow airplane.
BT: Bigger is better for tugs. Smaller tugs
are more affordable and convenient, but
there is a sweet spot for tow models that
are larger than 25 pounds; something like
that will probably be powered by a
roughly 100cc engine.
I have been part of a team that easily
towed a 50-pound sailplane with a 1/4-
scale Cub running a 50cc engine. The
extra power and mass of larger tugs
provide a margin of safety when things get
exciting, because a more powerful tug can
muscle its way out of a bad situation.
Another consideration is that the takeoff
and climb will be shorter with more
power. Less time on tow means less
chance for an accident.
Keep the tug simple. Make sure you
have easy access to all switches and that
you can easily see the fuel level from
outside the model.
Make it rugged. Tow aircraft generally
incur a ton of takeoffs and landings; a
great deal of stress is involved. Make it
easy to live with. Removable stabilizers
go a long way toward making a model
easy to store and transport.
Consider putting an effective muffler on
the tugs. I’ve been to some aerotows that
sounded like Kansas City the day after an
ice storm—nothing but that obnoxious
chain saw noise all day. Mufflers are readily
available and they work well; they even add
power in many cases. Show some
consideration for the neighbors at the field.
We don’t want to bother them!
LE: What about the sailplane?
BT: Bigger is better for sailplanes too; a
5-meter span is optimum. The number-one
reason for aerotow accidents on launch is
lack of ground clearance for the sailplane
and its wingtips. Bigger wheels and more
ground clearance on the larger gliders
make launching much simpler.
Smaller sailplanes have tiny wheels or
no wheels. They have little ground
clearance for their gear doors and wingtips.
The little models tend to snag in the grass,
often with disastrous consequences. I’ve
also seen gliders snag wingtips because the
wings flexed from minor bounces.
LE: Can a pilot participate if he or she has
a smaller sailplane?
BT: Sure, but I strongly recommend that
those types of models use a launch cart.
They dramatically improve any sailplane’s
launch success.
A well-equipped club tow pilot or
aerotow event should consider such carts to
be a vital part of the necessary equipment.
Many beginners will not have a cart, and a
failed launch at their first aerotow may be
the end of their involvement in the
segment.
There’s nothing manly about a cart, but
it beats the walk of shame with your
sailplane in a body bag.
LE: It sounds like the takeoff can be
exciting. What should the tow pilot be
concentrating on at that time?
BT: Great question! There’s generally 75
feet of line between the tug and the
sailplane. It’s hard to watch them both and
still fly the tug. Do your best with your
peripheral vision, but the focus must be on
the tug.
I keep a finger on the tow-release switch.
I even consciously practice hitting the
switch so I can do it as a matter of reflex.
You don’t want to fumble with switches at
this point. You don’t want to hit the throttle
kill switch either; that doesn’t do much for
your studly tug-pilot image or the front of
your airplane.
This may sound silly, but the tow pilot’s
instinct when things look out of whack is to
cut the tug’s power. That’s not always the
60 MODEL AVIATION
best reaction, especially if the airplanes are
already moving along at a good clip and
the glider catches a wingtip.
It becomes the tow pilot’s judgment call
when to pull back on the elevator and horse
the pair off of the ground with thrust or
dump the sailplane and save the tug by
pulling it up on power alone.
A good event director will set the
ground rules before things get started. That
way, no one feels like one pilot is favored
over another, when the intent is simply to
practice safety.
LE: Tell me about what to do on the
climbout.
BT: Once airborne, things are generally
easy. The tow pilot should keep the tug in
a climb that maintains a comfortable
speed for both the tug and the glider.
The only thing the sailplane flier needs
to do is make sure that he or she keeps the
wings level and the model slightly above
the tug. The glider will inevitably follow
the tug around turns—assuming that the
tow pilot makes gentle turns.
Some of the high-performance
sailplanes are entirely capable of
outrunning the tug. Keep the nose up on
the sailplane and it will stay where it
belongs: above and behind the tug.
Never allow the sailplane to sink
below the tug; the line will likely pull the
tug’s tail down and put the tug into a
steeper climb. The pair will inevitably
slow down and things can get silly.
One thing that I find works well is to put
a little camber or flap in the sailplane before
takeoff. Many of the high-performance
sailplanes have nice flaps—use them! Just
a little, maybe 10º. This provides more lift
to get the sailplane off the ground earlier.
It also makes the sailplane fly higher on
the line, keeping it well above and behind
the tug.
LE: Tell me about the landing pattern and
field considerations.
BT: Landing is the only mandatory part of
a flight, right? It’s relative. It depends on
the number of airplanes in the air and the
amount of free space on the field. Rely on
the field marshall to schedule landings at a
big event.
Tug pilots can orbit in a holding pattern
if there are sailplanes that need to land, and
therefore need the field to be clear.
Similarly, tug pilots need to land after the
tow—not fly around doing aerobatics; those
are distracting to the sailplane pilots. If the
tug pilot wants time on his or her airplane,
do it before the event.
Since there may be people or airplanes
on the field, it is a good idea for the
sailplane pilot to ask for a landing slot
awhile before he or she needs it. Plan ahead
and commit to the landing; don’t goof
around, trying to be a hero with the lowlevel
thermal at the end of the runway.
You’ll likely be in somebody’s way at that
point. You can always get another tow.
All of my sailplanes have flaps, so I can
come in a bit high, saving altitude in case
the field is not clear. Then I can land rather
slowly, but not all gliders have that ability.
Make the best of the situation and keep
safety in mind at all times.
The most important thing to do at this
stage of the flight is to get your gear off the
field as quickly as possible. I swear I’ve
seen some pilots out there combing the hair
on their cute little pilots. Don’t mess
around with your sailplane; get it off the
field.
If the model is too big for you to handle
comfortably, because you have a bad back
or something, don’t be too proud to ask for
help. There are usually a few fliers nearby
who would be happy to help.
LE: That’s a lot of advice. You seem to have
this all sorted out.
BT: Aerotow should be fun. Safety and
consideration for others go a long way in
keeping it enjoyable for everybody. See you
at the field! MA
Lee Estingoy
[email protected]
Sources:
Multiplex
(858) 748-6948
www.multiplexusa.com
International Scale Soaring Association
www.soaringissa.org