2.  Once it has been confirmed that the glider has released  and is clear, the tow pilot should clear the airspace to  the left and start a medium bank, descending left turn. 3.  The glider should turn right after release but may  proceed straight ahead a few moments before turning  right. Always be alert for non-standard maneuvering  by the glider. 1.  Obstructions are cleared by more than the tow line  length (altimeter lag considered). 2.  The field is well turfed. It is simply inviting early  tow line failure from abrasion to land with the tow  line on hard ground or paved runways. Landing with  the tow line should never be attempted unless the  field has clear approaches and is at least 2,500 feet  in length. Landing with the tow line attached is not prohibited by  regulation; however, the following points should be considered: When the tow pilot has positively observed and confirmed  the release of the tow line (assumption of release is not  acceptable), the pilot of the tow plane may begin a left turn  and initiate the descent. In some instances, the glider will  release with slack in the tow line. This soft release may  not be detectable by the tow pilot. If there is any doubt of  the release status in the mind of the tow pilot, the tow pilot  should continue the tow and confirm the release via radio  or visually. Other situations require the tow line to be dropped, normally  in the glider launch area, during short approach to the  runway. If the tow line is to be dropped, the tow pilot must  be constantly aware of the launch area situation. The tow  line drop area must be defined and ground personnel must be  briefed and aware of the drop area. Ground personnel must  stay clear of the drop area, and the presence of an individual  in the drop area requires an immediate go-around by the pilot  of the tow plane without dropping the tow line. During the descent, proper engine management is essential.  Good engine conservation practices require a gradual power  reduction and conservative descent airspeeds. In fact, studies  indicate that airspeed may be more critical than power  reduction. Therefore, every attempt should be made to avoid  airspeed acceleration and power reduction for 3 minutes after  glider release. Full flaps or slipping turns can be used to obtain a  suitable rate of descent. Closing cowl flaps, if available, further  reduces the rate of engine cooling. Realize oil temperature  is not as reliable as cylinder head temperature for managing  temperature change. Each airplane requires slightly different  techniques; however, the goal is to keep the engine as warm  as possible while descending at a reasonable rate. Planning is the key for a successful and safe cross-county  tow.  [Figure 12-15]  Fuel consumption during any tow  operation is high. Plan conservatively, using the maximum  fuel consumption for your particular tow plane and also plan  for the possibility of a diversion along your route of flight.  Study your route of flight on current sectional charts paying  particular attention to airspace, both controlled and special use.  Collision avoidance is always a high priority, since  descending flight attitudes increase the potential of a mid-air  collision. Consider developing and using specific descent  corridors that are void of glider and power traffic. A 200-foot tow line hangs down behind the tow plane at a  30 to 40 degree angle. The altitude of the tow plane must be  adjusted to ensure the tow line does not become entangled  in obstructions at close proximity to the ground. Ensure you are thoroughly briefed and familiar with the  obstructions around the airport, especially obstructions  on the approach end of the runway to be used. Briefings  should include a minimum above ground level (AGL)  obstruction crossing height and any factors that may  influence altitude judgment, such as visual illusions or other  airport distractions. Since a tow line break is a constant possibility, always plan  your route of flight over landable terrain and, while in flight,  strive to keep the glider over landable terrain. Tow and glider  pilot fatigue is a real hazard. Make sure you are properly  rested and in good medical condition prior to the flight. If  the flight is particularly long, plan rest stops along the way,  12-10 Figure 12-15.  Cross-country tow. Approach and Landing Cross-Country Aerotow Descent, Approach and Landing Descent