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indications. After landing and prior to the next flight,
have an aviation maintenance professional evaluate the
instrument system.
It is essential that a glider pilot be familiar with the procedures
for making a safe approach without a functioning
airspeed indicator or altimeter. An excellent opportunity
to review these procedures is when accompanied by a
glider flight instructor during the flight review.
VARIOMETER MALFUNCTIONS
Variometer failure can make it difficult for the pilot to
locate and exploit sources of lift. If an airport is nearby,
a precautionary landing should be made so the source of
the problem can be uncovered and repaired. If no airport
is nearby, search for cues to sources of lift. Some cues
may be external, such as a rising smoke column, a
cumulus cloud, a dust devil, or a soaring bird. Other
sources are internal, such as the altimeter. Use the
altimeter to gauge rate of climb or descent in the absence
of a functioning variometer. Tapping the altimeter with
the forefinger often overcomes internal friction in the
altimeter, allowing the hand to move upward or downward.
The direction of the movement gives an idea of
the rate of climb or descent over the last few seconds.
When lift is encountered, stay with it and climb.
COMPASS MALFUNCTIONS
Compass failure is rare but it does occur. If the compass
performs poorly or not at all, cross-check your
position with aeronautical charts and with electronic
methods of navigation, such as GPS, if available. The
position of the sun, combined with knowledge of the
time of day, can help in orientation also. Section lines
and major roads often provide helpful cues to orientation
as well.
GLIDER CANOPY MALFUNCTIONS
Canopy-related emergencies are often the result of
pilot error. The most likely cause is failure to lock the
canopy in the closed position prior to takeoff.
Regardless of the cause, if the canopy opens unexpectedly
during any phase of flight, the first duty is to fly
the glider. It is important to maintain adequate airspeed
while selecting a suitable landing area.
GLIDER CANOPY OPENS UNEXPECTEDLY
If the canopy opens while on aerotow, it is vital to maintain
a normal flying attitude to avoid jeopardizing the
safety of the glider occupants and the safety of the towplane
pilot. Only when the glider pilot is certain that
glider control can be maintained should any attention
be devoted to trying to close the canopy. If flying a twoseat
glider with a companion aboard, concentrate on
flying the glider while the other person attempts to
close and lock the canopy. If the canopy cannot be
closed, the glider may still be controllable. Drag will be
higher than normal, so when flying the approach it is
best to plan a steeper-than-normal descent path. The
best prevention against unexpected opening of the
canopy is proper use of the pre-takeoff checklist.
BROKEN GLIDER CANOPY
If the canopy plexiglas is damaged or breaks during
flight the best response is to land as soon as practicable.
Drag will be increased if the canopy is shattered,
so plan a steeper-than-normal descent path during the
approach.
FROSTED GLIDER CANOPY
Extended flight at high altitude or in low ambient temperatures
may result in obstructed vision as moisture
condenses as frost on the inside of the canopy. Open the
air vents and the side window to ventilate the cabin and
to evacuate moist air before the moisture can condense
on the canopy. Descend to lower altitudes or warmer air
to reduce the frost on the canopy. Flight in direct sunlight
helps diminish the frost on the canopy.
WATER BALLAST MALFUNCTIONS
Water ballast systems are relatively simple and major
failures are not very common. Nevertheless, ballast
system failures can threaten the safety of flight. One
example of ballast failure is asymmetrical tank draining
(one wing tank drains properly but the other wing
tank does not). The result is a wing-heavy glider that
may be very difficult to control during slow flight and
during the latter portion of the landing rollout.
Another example is leakage. Some water ballast systems
drain into a central pipe that empties out through
the landing gear wheel well. If the drain connections
from either wing leak significantly, water from the
tanks can collect in the fuselage. If the water flows far
forward or far aft in the fuselage, pitch control of the
glider may be severely degraded. Pitch control can be
augmented by flying at mid to high airspeeds, giving
the elevator more control authority to correct for the
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Glider Flying Handbook(96)
