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board. If the glider is equipped with an ELT and assistance
is needed, turn it on. The ELT broadcasts continuous
emergency signals on 121.5 MHz. Search aircraft
can home in on this signal, reducing the time spent
searching for your exact location. If the two-way radio
is operable and you want to transmit a voice message
on 121.5 MHz, turn the ELT switch to OFF in order for
the voice message to be heard. If cell phone coverage
is available, dial 911 to contact emergency personnel.
If possible, include a clear description of your location.
If the glider is in a precarious position, secure it if possible
but do not risk further personal injury in doing so.
If it is clearly not safe to stay with the glider, move to a
nearby location for shelter but leave clear written
instructions, in a prominent location in the glider,
detailing where to find you.
It is best, if at all possible, to stay with the glider. The
glider bulk is likely to be much easier to locate from
the air than is an individual person. The pilot may be
able to obtain a measure of protection from the elements
by crawling into the fuselage, crawling under a
wing, or using the parachute canopy to rig a makeshift
tent around the glider structure. After attending to
medical needs and contacting rescue personnel, attend
to clothing, food, and water issues. The pilot should
make every attempt to conserve energy.
SYSTEMS AND
EQUIPMENT MALFUNCTIONS
FLIGHT INSTRUMENT MALFUNCTIONS
Instrument failures can result from careless maintenance
practices and from internal or external causes. Removal
and replacement of the airspeed indicator but failure to
connect the instrument correctly to pitot and static lines
is an example of careless maintenance. A clogged pitot
tube due to insect infestation or water ingress is an example
of external cause of instrument failure.
AIRSPEED INDICATOR MALFUNCTIONS
If the airspeed indicator appears to be erratic or inaccurate,
fly the glider by pitch attitude. Keep the nose of
the glider at the proper pitch attitude for best glide or
minimum sink airspeed. Additional cues to airspeed
include control “feel” and wind noise. At very low airspeeds,
control feel is very mushy and wind noise is
generally low. At higher airspeeds, control feel is
crisper and wind noise takes on a more insistent hissing
quality. The sound of the relative wind can be amplified,
and made more useful in airspeed control, by
opening the sliding window installed in the canopy and
by opening the air vent control. During the landing
approach, maintain adequate airspeed using cues other
than the airspeed indicator. Fly the approach with an
adequate margin above stall airspeed. If conditions are
turbulent or the wind is gusty, additional airspeed is
necessary to penetrate the convection and to ensure
adequate control authority. If in doubt, it is better to be
10 knots faster than optimum airspeed than it is to be
10 knots slower.
ALTIMETER MALFUNCTIONS
Altimeter failure may result from internal instrument
failure or from external causes such as water ingress
in the static lines. Regardless of the cause, it is important
to maintain sufficient altitude to allow a safe
glide to a suitable landing area. During the approach
to land without a functioning altimeter, it is necessary
to rely on perception of maintaining a safe gliding
angle to the target landing area. The primary risk to
safety is entering the approach from an altitude that is
lower than normal. It is better to enter the approach
from a normal height, or even from a higher-than-normal
height. During the approach, judge the angle to
the target area frequently. If the angle is too steep,
apply full spoilers/dive breaks to steepen the descent
path. If necessary, apply a forward slip or turning slip
to lose additional altitude. If the approach angle is
beginning to appear shallow, close the spoilers/dive
breaks and, if necessary, modify the approach path to
8-11
shorten the distance necessary to glide to make it to
the target landing area.
Static line contamination affects both the altimeter and
the airspeed indicator. If it is suspected either instrument
is malfunctioning because of static line contamination,
remember that the indications of the other instrument(s)
connected to the static line may also be incorrect. Use the
external cues described above to provide multiple crosschecks
on the indications of all affected instruments. If in
doubt about the accuracy of any instrument, it is best to
believe the external cues and disregard the instrument
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Glider Flying Handbook(95)
