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. 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. 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  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  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. 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. 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. 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] 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 Tow Failure With Runway To Land and Stop Tow Failure Without Runway To Land Below  Returning Altitude 8-11