Environmental factors include low temperature or icing during long, high altitude flights. Lower temperatures cause
contraction of all glider components. Uneven contraction may bind the spoilers or dive brakes and make them difficult or
impossible to deploy. Any moisture trapped in the system may freeze and interfere with operation of the spoilers or dive
brakes. On the other hand, a rise in temperature causes all glider components to expand, which could bind the spoilers or
dive brakes in the closed position. This could occur with the glider parked on the ground in direct summer sunlight.
Mechanical failures can cause asymmetrical spoiler or dive brake extension during flight. Causes may include a broken
weld in the spoiler or dive brake actuator mechanism, a defective control connector, or other mechanical failure. The glider
yaws and banks toward the wing with the extended spoiler or dive brake. Aileron and rudder counteract these tendencies.
To eliminate any possibility of a stall or spin entry, the pilot should maintain a safe margin above stall airspeed. While
deploying the other spoiler or dive brake relieves the asymmetry, it reduces gliding range. This may be a significant
concern if over rough terrain. Nevertheless, a controlled landing in rough terrain has much less associated risk than an
asymmetric stall or spin.
Miscellaneous Flight System Malfunctions
Towhook Malfunctions
Failure modes include failure to release and uncommanded release. The pilot should form an emergency plan prior to
launch for either condition. A pilot who cannot release the tow line should alert the tow pilot and follow appropriate
emergency procedures.
Oxygen System Malfunctions
If a suspected or known failure of the oxygen system occurs, the pilot should descend immediately to an altitude that does
not require supplemental oxygen. A pilot deprived of sufficient oxygen, even for a short interval, loses critical thinking
capability and may develop a false sense of wellbeing. After descending, the pilot should avoid hyperventilation and
breathe normally to restore oxygen to the bloodstream.
For high altitude flights, such as a wave flight, the oxygen bailout bottle should be in good condition and within easy reach
if a high-altitude escape becomes necessary. Pilots who make high altitude flights should train for an event requiring glider
abandonment, use of oxygen, and proper use of a parachute.
Drogue Chute Malfunctions
Some gliders have a drogue chute to add drag during the approach to landing and enhance a steep approach. The drogue
chute stows in the aft tip (tail cone) of the fuselage or in a special compartment in the base of the rudder. If the chute
deploys accidentally or inadvertently during the launch, the pilot normally jettisons it.
During an approach, an improperly packed or damp drogue chute may fail to deploy. If this happens, the pilot may use the
rudder to sideslip briefly or use the rudder to yaw the glider to attempt deployment. Either technique can increase the drag
force on the component that pulls the parachute out of the compartment. If neither technique deploys the drogue chute, the
drogue canopy may deploy spontaneously. If this occurs, the pilot has the option to jettison the chute.
Another malfunction involves failure of the drogue chute to inflate. If this happens, the canopy “streams” like a twisting
ribbon of nylon, providing only a fraction of the expected drag. Full inflation, although unlikely after streaming occurs,
would increase drag substantially. Rather than face any sudden increase in drag and if in doubt as to the status of deployment,
the pilot can jettison the chute. Regardless of the malfunction type, the pilot should review approach and landing options
for the drogue chute conditions.
Self-Launching Gliders
Self-launching gliders have multiple systems to support powered flight. The pilot should review the GFM/POH for the
self-launching glider flown, develop an understanding of the glider systems, and work with a glider instructor as necessary
to develop proficiency. Additional systems in a self-launching glider may include the following:
• Fuel tanks, lines, and pumps.
• Engine or propeller extension and retraction systems.
• Electrical system including engine starter system.
• Lubricating oil system.
• Engine cooling system.
• Engine throttle controls.
• Propeller blade pitch controls.
• Engine monitoring instruments and systems.
An engine in a self-launching glider may fail. Failures range from a very slight power loss at full throttle to catastrophic
and sudden failure during a full-power takeoff. Fuel contamination or fuel exhaustion cause a significant number of these
failures.
Full power operation of an internal combustion engine cannot continue without a supply of fuel, source of ignition, internal
cooling, and lubrication. The pilot should monitor the engine temperature, oil pressure, fuel pressure, and revolutions per
minute (rpm) carefully to ensure the desired engine performance. Warning signs of impending difficulty include excessively
high engine temperatures, abnormal engine oil temperatures, low oil pressure, low rpm despite high throttle settings, low
fuel pressure, or abnormal engine operation that includes surging, backfiring, or missing. Abnormal engine performance
may indicate complete engine failure will occur within a short time. Even if total engine failure does not occur, an engine
that cannot produce full power may create an inability to hold altitude or climb. The best course of action, if airborne,
involves landing followed by appropriate maintenance and repair.
Regardless of the type of engine failure, the pilot should maintain flying airspeed and control the glider. Pilots flying
self-launching gliders with a pod-mounted external engine above the fuselage need to lower the nose more aggressively
than pilots flying a glider with an engine mounted in the nose. In the former, the thrust of the engine during full power
operations tends to provide a nose-down pitching moment. If power fails, a nose-up pitching moment occurs due to the
substantial parasite drag of the engine pod high above the longitudinal axis of the glider. At low altitudes, the pilot may not
have time to stow the engine and will land with the engine extended. The GFM/POH contains authoritative information
regarding the correct sequence of pilot actions in the event of power failure.
A power failure during launch or climb may provide limited time to maneuver. The pilot should concentrate on flying the
glider, selecting a suitable landing area, and making a safe landing. Troubleshooting should only occur if safe to do so.
Even if the pilot restores power, full power may not come back. Flight with partial power may result in an inability to clear
obstacles, such as wires, poles, hangars, or nearby terrain.
Inability to Restart a Self-Launching/Sustainer Glider Engine While Airborne
Nearly all self-launching gliders have a procedure designed to start the engine while airborne. This procedure allows the
pilot to fly home safely during a flight where soaring flight conditions deteriorate. However, engines may not start in some
situations. The reasons include lack of fuel, ignition malfunction, low engine temperature due to cold soak, insufficient
battery output, fuel vapor lock, lack of propeller response to blade pitch controls, and other factors. This becomes a serious
problem with unsuitable terrain below for a safe off-field landing.
The pilot should attempt the engine restart at an altitude high enough to complete a safe power-off approach and landing
in case the restart fails. Self-launching glider pilots should not allow themselves to get into a situation at altitude where the
only acceptable resolution involves relying on the engine.
Self-Launching Glider Propeller Malfunctions
Propeller failures include propeller damage or disintegration, propeller drive belt or drive gear failure, or failure of the
variable blade pitch control system. To perform an air-driven engine restart many self-launching gliders require placing
propeller blades in a particular blade pitch position. In the absence of this adjustment, the propeller blades cannot deliver
enough torque to start the engine.
Self-Launching Glider Electrical System Malfunctions
An electrical system failure in a self-launching glider may render electrically controlled propeller pitch inoperative or
prevent deployment of a pod engine for an air restart. Certain electrical failures prevent activation of an electric starter
if used for an air restart. However, if able to maintain a suitable landing spot and with sufficient rising air, the pilot can
continue to fly the glider without electrical power. If the pilot cannot reach an airport or suitable landing field, an off-airport
landing will occur.
Pilots fly some self-launching gliders at night using engine power for cruising. The glider must have the appropriate
aeronautical lighting required for night operations (14 CFR part 91, section 91.209). If carrying passengers, the pilot must
meet the recent flight experience to for night takeoffs and landings in accordance with 14 CFR part 61, section 61.57(b).
Flight at night increases accident risk. If an electrical system failure during night operations extinguishes the position
lights, pilots of nearby aircraft cannot see the self-launching glider and the glider pilot must assume responsibility for
collision avoidance. The glider pilot may also have difficulty seeing the flight instruments or electrical circuit breakers. It
makes good sense to have a working flashlight for such an emergency.
The pilot should not reset any circuit breakers if smoke or the smell of smoke is present as recommended in CE- 10-11R1,
Special Airworthiness Information Bulletin, dated January 14, 2010, available for download on the FAA’s DRS website.
Resetting a circuit breaker in flight may increase the risk of an electrical overload and fire. [Figure 8-13] If electrical smoke
fills the cabin, the pilot should consider ventilating the cabin and head directly for the nearest suitable airport and land. The
aviation transceiver installed in the instrument panel may not function, but the pilot may use a portable battery-operated
aviation two-way radio if available. The pilot can also receive landing instruction through air traffic control (ATC) light-
signals. The pilot should review 14 CFR part 91, section 125, and the Aeronautical Information Manual (AIM) section
4-2-13, Traffic Control Light Signals.
Figure 8-13. Self-launching glider circuit breakers.
Inflight Fire
If a fire ignites, the pilot should do everything possible to reduce the spread of the fire and land as soon as possible. The
self-launching glider GFM/POH is the authoritative source for emergency response to suspected in-flight fire. In general,
the response includes the following steps:
• Reduce throttle to idle.
• Shut off fuel valves.
• Shut off engine ignition.
• Turn off the electrical system or any device contributing to the fire.
• Consider a slip to keep flames away from the fuselage, if applicable.
• Land immediately and stop as quickly as possible.
• Evacuate the self-launching glider.
After landing, the pilot and any passenger should exit the glider, move upwind and away from the glider, and keep
onlookers away. The principal danger after evacuating the glider comes from fuel ignition and explosion, with the potential
for serious injury.
Modern gliders contain composite materials and resins that can produce poisonous fumes when overheated or burned. The
glider pilot should avoid breathing the fumes and may consider jettisoning the canopy while in flight. This same modern
construction also means a fire can spread very quickly. A quick landing or bailing out may save the pilot's life. If the fire
spreads to critical structures, the airframe may fail before the landing.
Emergency Equipment & Survival Gear
Emergency equipment and survival gear enhance safety for all cross-country flights.
Survival Gear Checklists
Checklists help the pilot assemble survival equipment in an orderly manner. The essentials for survival include reliable
and usable supplies of food and water. Equipment including blankets and clothing helps maintain a safe body temperature,
which could become difficult to manage in extreme cold or extreme heat.
Food & Water
During cross-country flight, pilots should carry an adequate supply of water and food (especially high-energy foods such
as energy bars, granolas, and dried fruits). If necessary for survival, pilots may drink water from ballast tanks if accessible
and free of contaminants, such as antifreeze.
Clothing
Pilots should wear clothing appropriate to the local environment, including hat or cap, shirts, sweaters, pants, socks,
walking shoes, space blanket, and gloves or mittens. Layered clothing provides flexibility to meet the demands of the
environment since removal or addition of layers helps to regulate body temperature. A parachute canopy can be used as an
effective layered garment to conserve body heat or to provide relief from excessive sunlight, and sunglasses can protect
eyes from that light. Desert areas may be very hot in the day and very cold at night. Prolonged exposure to either condition
can debilitate a stranded pilot.
Communication
Pilots can use radios, telephones, or cell phones to summon assistance. An aviation transceiver can be tuned to broadcast
and receive on the emergency frequency 121.5 MHz, the frequency used by a tow plane, the glider-to-glider frequency, or
any other usable frequency that elicits a response. Newer ELTs provide a continuous signal on the 406 MHz Search and
Rescue (SAR) system and activate either automatically or manually to transmit a unique digital identification code to the
first satellite that comes into range. The satellite receives the signal and relays it to a ground station. If there is no ground
station in view, the satellite sends it to the first available ground station. The ground station processor measures the Doppler
shift of the ELT signal and calculates its position. This calculation is usually accurate to within 1.5 nautical miles on the
first satellite pass and becomes more accurate with each pass. If the beacon has an integrated GPS or access to one on board
the aircraft, the ELT transmits GPS position with the digital data.
After the ground station has completed processing, it transmits the identification and position to the United States Mission
Control Center (USMCC). The USMCC attaches the information contained in the 406 MHz beacon registration database
for that ELT and generates an alert message. If the location lies within the continental U.S., the alert is sent to the Air Force
Rescue Coordination Center (AFRCC) at Langley Air Force Base, Virginia. The AFRCC then takes the registration data
and attempts to ascertain the aircraft’s disposition. By calling the emergency contact numbers, or by calling flight service
stations with the N-number, they can quickly determine whether the aircraft is safe on the ground and not in need of SAR.
Since most activations result from false alarms, resolution over the phone saves SAR assets for actual emergencies. If the
AFRCC is unable to verify the aircraft is safe on the ground, it launches an SAR mission. This normally involves assigning
the search to the USAF Auxiliary Civil Air Patrol and may include requesting assistance from the local SAR responders
or law enforcement personnel.
The unique digital code of each 406 MHz beacon associates each beacon with a particular aircraft. The beacon registration
contains information such as tail number, home airport, type and color of aircraft, and several emergency points of contact.
This provides rapid access to flight plans and other vital information and speeds the search effort.
Pilots can supplement the use of electronic devices with signal mirrors, smoke, or prominent parachute canopy displays,
which provide a good visual signal during daylight. The pilot can use a parachute canopy and case to lay out a prominent
marker for searching aircraft. Flashlights and light beacons work well at night. Fires and flames from combustible material
appear visible by night and provide smoke that may be seen during daylight. Signal flares can work during day or night. A
whistle provides a good method for making a loud sound, but all audible signals including shouting and other noisemaking
activities have limited range.
Navigation Equipment
Pilots use aviation charts during flight planning and to navigate during flight. Chart data can pinpoint the location when
a pilot makes an off-airport landing. Sectional charts have a useful scale for most cross-country flights. GPS coordinates
also help the ground crew equipped with a GPS receiver and appropriate charts and maps. Commercially available detailed
GPS maps make navigation easier for the ground crew.
Medical Equipment
Medical kits routinely include bandages, medical tape, disinfectants, a tourniquet, matches, a knife or scissors, bug and
snake repellent, and other useful items. Pilots should check that the kit contains medical items suitable for the current
operating environment and replace any used or expired component. Glider occupants should have access to the kit after
any emergency landing.
Stowage
Loose items may shift when encountering inflight turbulence, low-G maneuvers, or during a hard landing. Stowing
equipment properly protects occupants and maintains integrity of all flight controls and glider system controls.
Parachute
Any parachute should be clean, dry, and stored in a cool place when not in use. Contaminants could reduce or destroy
the integrity of the parachute material. The pilot has responsibility to ensure that the parachute meets any required FAA
inspection criteria.
Chapter Summary
This chapter presents a variety of abnormal and emergency scenarios. If an emergency should occur during an aerotow,
each pilot should act in a manner that allows the pilot of the other aircraft to achieve a safe outcome. Emergencies can
also occur during a launch using a winch or vehicle. These emergencies can occur in a matter of seconds, which require
split-second decision making. Various emergencies during a self-launch can happen, and the pilot should know how to
handle the various emergency scenarios discussed in this chapter. Gliders often fly in steep banks and at slow speeds. Pilot
error during these conditions can result in a spiral dive or a spin. Pilots should understand the difference between these two
scenarios and know how to recover from each one. Various system and equipment malfunctions can lead to an off-airport
landing. Pilots prepare for this eventuality by carrying emergency equipment and survival gear for the weather and terrain
they could encounter.