to level the wings. A ground loop usually results since the  downwind wing is being dragged along the ground. With  the upwind wing on the ground during the early stages of  the takeoff, the glider pilot finds it easier to level the wings  early in the takeoff. As in the unassisted takeoff, the upwind  wing is swung forward at a faster rate than the downwind  wing, aiding the pilot in leveling the wings. The crosswind  strikes the fuselage of the glider, tending to push it downwind,  making it necessary to place the glider on the upwind side  of the runway. Execute a crosswind takeoff from this point  after both wings are level. Prior to the towplane becoming airborne, and after the glider  lifts off, the glider pilot should turn into the wind and establish  a wind correction angle to remain behind the towplane. This is  accomplished by using coordinated control inputs to turn the  glider. Once the towplane becomes airborne and establishes  a wind correction angle, the glider pilot repositions to align  behind the towplane. Just as in the unassisted takeoff with no wind, the unassisted  crosswind takeoff is conducted slightly differently with  regard to wing positioning and glider alignment. The glider  should be placed on the upwind side of the runway or take  area; if unable, the towplane should try to angle into the  wind as best as possible to reduce the crosswind component  for the glider. Most gliders have a crosswind limit up to  approximately 10–12 knots. See the Glider Flight Manual/ Pilot’s Operating Handbook (GFM/POH) for information  specific to your glider. Again, the unassisted launch should  be attempted only by highly experienced pilots. Common errors in aerotow takeoffs include: The glider should be placed with the upwind wing on the  ground and the glider angled approximately 20–30° into the  wind.  [Figure 7-5]  If the upwind wing is permitted to be up  during the takeoff run, the glider pilot finds it very difficult  Once airborne and climbing, the glider can fly one of two tow  positions. High tow is aerotow flight with the glider positioned  slightly above the wake of the towplane. Low tow is aerotow  flight with the glider positioned just below the wake of the  towplane.  [Figure 7-6]  Climbing turns are made with shallow  bank angles and the glider in the high tow position. Pilots  are trained using these positions to learn coordinated towing  procedures and understanding the dynamics of the aerotow. In  training, glider pilots are advised to control vertical position  relative to the towplane using the horizon.  The glider pilot’s sight picture depends on the type of towplane  being used for the launch. The instructor, through flight  experience, can determine the particular towplane’s vertical  wake boundaries and describe the positions. Sometimes,  the glider may use the picture of the towplane’s wings on  the horizon. On another type of towplane, maintaining the  towplane’s rudder centered over the fuselage of the towplane  ensures the glide is directly behind the towplane in straight  flight. Any excessive deviation from the low or high tow  position by the glider requires abnormal control inputs by the  tow pilot, which always generates more drag and degrades  climb performance during the tow.  The towplane’s wake drifts down behind the towing aircraft.  Straight ahead climbs are made with the glider in the level or  Figure 7-5.  When setting up for a crosswind takeoff, the glider  should be placed on the upwind side of the runway. Unassisted Aerotow Climb-Out 7-6 •  Climbing too high after lift-off and causing a  towplane upset. •  Improper alignment with the towplane after becoming  airborne, and •  Failure to maintain alignment behind towplane before  towplane becomes airborne, •  Improper use of visual launch signals, •  Improper alignment of the glider (unassisted takeoff), •  Improper initial positioning of flight controls, •  Improper glider configuration for takeoff, 20°–30° WIND