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the climb, experiment with the effect of other flight
controls on the pitch attitude of the glider. These
include the effects of various wing flap settings, spoilers/
dive breaks, elevator trim system, and raising or
lowering the landing gear. If flying a self-launch
glider, experiment with the effect of power settings on
pitch attitude.
If aileron control is functioning, bank the glider and
use the rudder to moderate the attitude of the nose relative
to the horizon. When the desired pitch attitude is
approached, adjust the bank angle to maintain the
desired pitch attitude. Forward slips may have a predictable
effect on pitch attitude and can be used to
moderate it. Usually, a combination of these techniques
is necessary to regain some control of pitch attitude.
While these techniques may be a poor substitute
for the glider elevator itself, they are better than nothing.
If an altitude sufficient to permit bailing out and
using a parachute is achieved, chances of survival are
good because parachute failures are exceedingly rare.
Elevator gap seal tape, if in poor condition, can
degrade elevator responsiveness. If the adhesive that
8-13
bonds the gap seal leading edge to the horizontal stabilizer
begins to fail, the leading edge of the gap seal may
be lifted up by the relative wind. This will provide, in
effect, a small spoiler that disturbs the airflow over the
elevator just aft of the lifted seal. Elevator blanking
occurring across a substantial portion of the span of the
elevator seriously degrades pitch attitude control. In
extreme cases, elevator authority may be compromised
so drastically that the glider elevator will be useless.
The pilot may be forced to resort to alternate methods
to control pitch attitude as described above. Bailing out
may be the safest alternative. Inspection of the gap seal
bonds for all flight control surfaces prior to flight is the
best prevention.
AILERON MALFUNCTIONS
Aileron failures can cause serious control problems.
Causes of aileron failures include the following.
• An improper connection of the aileron control
circuit during assembly.
• An aileron control lock that was not removed
before flight.
• A separation of the aileron gap seal tape.
• An interference of a foreign object with free and
full travel of the control stick or aileron circuit.
• A seat belt or shoulder harness in the back seat
that was used to secure the control stick and not
removed prior to flight.
• A structural failure and/or aileron flutter.
These failures can sometimes be counteracted successfully.
Part of the reason for this is that there are two
ailerons. If one aileron is disconnected or locked by an
external control lock, the degree of motion still available
in the other aileron may exert some influence on
bank angle control. Use whatever degree of aileron
available to maintain control of the glider. The glider
may be less difficult to control at medium to high airspeeds
than at low airspeeds.
If the ailerons are not functioning adequately and roll
control is compromised, the secondary effect of the
rudder can be used to make gentle adjustments in the
bank angle so long as a safe margin above stall speed is
maintained. The primary effect of the rudder is to yaw
the glider. The secondary effect of the rudder is subtler
and takes longer to assert itself. In wings-level flight, if
left rudder is applied, the nose yaws to the left. If the
pressure is held, the wings begin a gentle bank to the
left. If right rudder pressure is held and applied, the
glider yaws to the right, then begins to bank to the
right. This bank effect is a secondary effect of the rudder.
If the pilot must resort to using the rudder to bank
the glider wings, keep all banks shallow. The secondary
effect of the rudder works best when the wings are
level or held in a very shallow bank, and is enhanced at
medium to high airspeeds. Try to keep all banks very
shallow. If the bank angle becomes excessive, it will be
difficult or impossible to recover to wings-level flight
using the rudder alone. If the bank is becoming too
steep, use any aileron influence available, as well as all
available rudder to bring the wings back to level. If a
parachute is available and the glider becomes uncontrollable
at low airspeed, the best chance to escape serious
injury may be to bail out of the glider from a safe
altitude.
RUDDER MALFUNCTIONS
Rudder failure is extremely rare because removing and
installing the vertical fin/rudder combination is not part
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Glider Flying Handbook(98)
