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glider would not otherwise have the range to make it to
the spot of intended landing. There are several failure
modes for drogue chutes. If it deploys accidentally or
inadvertently during takeoff roll or during climb, the rate
of climb will be seriously degraded and it must be jettisoned.
During the approach to land, an improperly packed
or damp drogue chute may fail to deploy on command. If
this happens, use the rudder to sideslip for a moment, or
fan the rudder several times to yaw the tail of the glider
back and forth in rapid alternation. Make certain to have
safe flying speed before attempting the slip or fanning the
rudder. Either technique increases the drag on the tailcone
that pulls the parachute out of the compartment.
If neither technique deploys the drogue chute, the
drogue canopy may deploy at a later time during the
approach without further control input from the pilot.
This will result in a considerable increase in drag. If
this happens, be prepared to jettison the drogue chute
immediately if sufficient altitude to glide to the
intended landing spot has not been reached.
Another possible malfunction is when the drogue chute
evacuates the chute compartment, but fails to inflate
fully. If this happens, the canopy will “stream” like a
twisting ribbon of nylon, providing only a fraction of
the drag that would occur if the canopy had fully
inflated. Full inflation is unlikely after streaming
occurs, but if it does occur, drag will increase substantially.
If in doubt regarding the degree of deployment
of the drogue chute, the safest option may be to jettison
the drogue.
SELF-LAUNCH GLIDERS
In addition to the standard flight control systems found
on all gliders, self-launch gliders have multiple systems
to support flight under power. These systems may
include, but are not limited to the following.
• Fuel tanks, lines, and pumps.
• Engine and/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.
The complexity of these systems demands thorough
familiarity with the GFM/POH for the self-launch
glider being flown. Any malfunction of these systems
can make it impossible to resume powered flight.
SELF-LAUNCH GLIDER ENGINE FAILURE
DURING TAKEOFF OR CLIMB
Engine failures are the most obvious source of equipment
malfunction in self-launch gliders. Engine failures
can be subtle (a very slight power loss at full
throttle) or catastrophic and sudden (engine crankshaft
failing during a full power takeoff). High on the list of
possible causes of power problems are fuel contamination
or exhaustion.
To provide adequate power, the engine system must
have fuel and ignition, as well as adequate cooling and
lubrication. Full power operation is compromised if
any of these requirements are not satisfied. Monitor
the engine temperature, oil pressure, fuel pressure, and
RPM carefully to ensure engine performance is not
compromised. Warning signs of impending difficulty
include excess engine temperatures, excess engine oil
temperatures, low oil pressure, low RPM despite high
8-16
throttle settings, low fuel pressure, and engine missing
or backfiring. Abnormal engine performance may be a
precursor to complete engine failure. Even if total
engine failure does not occur, operation with an engine
that cannot produce full power translates into an inability
to climb or perhaps an inability to hold altitude
despite application of full throttle. The best course of
action, if airborne, is to make a precautionary landing
and discover the source of the trouble after safely on
the ground.
Regardless of the type of engine failure, the pilot’s
first responsibility is to maintain flying airspeed and
adequate control of the glider. If power failure
occurs, lower the nose as necessary to maintain adequate
airspeed. Pilots flying self-launch gliders with
a pod-mounted external engine above the fuselage
need to lower the nose much more aggressively in
the event of total power loss than those 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, the nose-down pitching moment disappears and
is replaced by a nose-up pitching moment due to the
substantial parasite drag of the engine pod high
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Glider Flying Handbook(101)
