When the required checklists have been completed and both  the glider and towplane are ready for takeoff, the glider pilot  signals the launch crewmember/wing runner to hook the  towline to the glider. helps prevent collisions with obstructions but restricts aileron  usage close to the surface. Control the bank angle of the wings  with the ailerons. Full deflection of the flight controls may  be necessary at low airspeeds, but the flight controls become  more effective as airspeed increases.  [Figure 7-3] The towrope hookup should be done deliberately and correctly,  and the release mechanism should be checked for proper  operation. The launch crewmember/wing runner applies  tension to the towline and signals the glider pilot to activate the  release. The launch crewmember should verify that the release  works properly and signal the glider pilot. When the towline  is hooked up to the glider again, the launch crewmember  repositions to the wing that is down. When the glider pilot  signals “ready for takeoff,” the launch crewmember/wing  runner clears both the takeoff and landing area, and then signals  the tow pilot to “take up slack” in the towline. Once the slack  is out of the towline, the launch crewmember verifies that the  glider pilot is ready for takeoff; this may include a “thumbs  up” by the glider pilot. The crewmember/wing runner does a  final traffic pattern check, and then raises the wings to a level  position. With the wings raised, the crewmember/wing runner  then signals the tow pilot for takeoff. At the same time, the  glider pilot signals the tow pilot by wagging the rudder back  and forth, concurring with the launch crewmember’s/wing  runner’s takeoff signal. If a radio is used, the glider pilot  advises the tow pilot that he or she is ready for takeoff, stating  “Canopy and dive/air brakes closed and locked.” As the launch begins and the glider accelerates, the launch  crewmember/wing runner runs alongside the glider, holding  the wing level. When the glider achieves lift-off speed, the  glider pilot should allow the glider to become just barely  airborne and level behind the towplane’s tail, as it accelerates  to climb speed. The glider pilot must be precise in controlling  the glider at this very low altitude of 2 to 4 feet, more or less  depending on the aircraft involved. Any large excursions  from the position of level directly behind the towplane’s tail  can lead to disaster for the tow pilot and the glider pilot(s).  The glider pilot must not climb above the towplane’s tail,  as this can force the towplane’s propeller into the runway  surface. Lateral glider deviations side to side can drive the  towplane off the runway. The glider pilot should maintain  this altitude by applying forward stick pressure, as necessary,  while the glider is accelerating. Once the towplane lifts off,  it accelerates in ground effect to the desired climb airspeed,  and then the climb begins for both the glider and towplane. In most takeoffs, the glider achieves flying airspeed before  the towplane. However, if the glider is a heavily ballasted  glider, the towplane may be able to achieve liftoff airspeed  before the glider. In such a situation, the towplane should  remain in ground effect until the glider is off the ground.  Climb-out must not begin until the previously determined  climb airspeed has been achieved. One of the most dangerous occurrences during aerotow is  allowing the glider to fly high above and losing sight of the  towplane. The tension on the towline caused by the glider  pulls the towplane tail up, lowering its nose. If the glider  continues to rise, pulling the towplane tail higher, the tow  pilot may not be able to raise the nose. Ultimately, the tow  pilot may run out of up elevator authority. During takeoff while at very low altitudes, it may be necessary  to steer the glider solely with the rudder due to the very long  wings of most gliders. The long wings, combined with very  short landing gear stances, make gliders prone to hitting  runway lights and signage. Keeping the glider’s wings level  Figure 7-3.  Tracking the runway centerline. Normal Assisted Takeoff Crab into the wind to track the runway centerline until clear of  obstacles and terrain features Ground track WIND 7-4