Introduction
Safe operation of a glider depends on careful assembly and preflight. Proper assembly techniques, followed by a close
inspection of the glider using checklists contained in the Glider Flight Manual/Pilot’s Operating Handbook (GFM/POH),
provide for that safety. Pilots should conduct launch procedures systematically and consistently for each flight using
appropriate methods and teamwork. Students and pilots unfamiliar with glider assembly should seek instruction from a
glider flight instructor.
Assembly & Storage
Personnel preparing to assemble a glider should consider the following elements: location, number of helpers, tools, parts,
and checklists that detail the appropriate assembly procedures. The GFM/POH should contain checklists for assembling
and preflighting a glider. If not, personnel should develop one and follow it. Glider pilots should avoid distractions that
may occur during assembly and check for required documents on board the glider.
During assembly of the glider, pilots normally check for documents carried on board, which include:
1. Airworthiness certificate displayed in the aircraft
2. Registration
3. Required placards
4. GFM/POH
Proper tools and accessories support glider assembly. [ Figure 6-1] Some individuals place all the necessary hardware on
a shelf or canvas with a spot for each item. An inventory of the hardware after assembly reduces the risk of a misplaced
tool in the glider structure that could restrict or jam a flight control. Since detached tape could also cause control issues in
flight, any person applying tape should use care when taping the wing roots, turtle deck (cover where the flight controls
are attached), elevator, or other areas.
Figure 6-1. Wing stands and wing dollies may assist assembling the glider.
Chapter 6: Preflight & Ground Operations
Depending on the type of glider, assembly may involve two or more people. After assembly, a thorough inspection of all
attach points ensures proper installation and security of bolts and pins.
On many gliders, the wings routinely detach from the fuselage for storage. On some motor gliders, the wings fold. After
folding or detaching the wings, persons can move the glider in and around the hangar area. [ Figure 6-2] This allows
assembly, disassembly, and storage in a normal size hangar. Hangars usually range between 35 and 45 feet in width.
Because most glider wings span a minimum of 40 feet (12 meters) total length, a large hangar may save time and effort.
Figure 6-2. Folding the wings of the glider reduces storage space.
Once a glider has been completely assembled and before flight, the pilot inspects all critical areas to ensure completion of
all flight control attachments. Many manufacturers provide a critical assembly checklist (CAC) for use after assembly. A
positive control check (PCC) provides an additional means of verification that should occur even if appropriate personnel
complete a CAC. The pilot should refer to a written checklist provided by the manufacturer or a commercial source that
accurately reproduces glider checklists.
Trailering
Glider transport, storage, or retrieval uses specially designed trailers [ Figure 6-3], and the glider components should fit
snugly in the space provided, without being forced, and in a manner that prevents chafing. Glider trailers may also have
storage areas to secure parts.
Figure 6-3. Components of a glider stored and transported in a trailer.
When towing a trailer, standard motor vehicle towing precautions and experience apply.
Tiedown & Securing
When tying down at airports shared by powered aircraft, propeller blast may cause damage to an improperly secured glider.
Personnel should tie down a glider with the canopy closed and latched before leaving it unattended. If possible, the tie-
down spot should face into the wind. Permanent tie-downs often use straps, ropes, or chains for the wings and tail and do
not adjust for variations in wind. Pilots should carry a proper tie down kit for a cross-country trip if no permanent tie-down
exists at the destination. Pilots should consult the GFH/POH for specific tie-down procedures.
If expecting strong winds, pilots can tie the spoilers open with seat belts, or place a padded stand under the tail to reduce
the angle of attack of the wings. When securing the glider for an extended period, gust locks on the control surfaces
prevent them from banging against their stops. Pitot tube and total energy probe covers prevent entry of insects or debris.
[Figure 6-4]
Figure 6-4. Protecting the pitot tube and total energy probe.
Glider canopy covers provide additional protection from damage while shielding the interior of the flight deck from
ultraviolet (UV) rays. [Figure 6-5]
Figure 6-5. Protecting the canopy.
Water Ballast
If transporting a glider or parking a glider in cold weather, personnel should check for and drain any remaining water
ballast. If unable to drain water ballast, adding antifreeze prevents freezing.
Ground Handling
Moving a glider on the ground requires special handling procedures, especially during high winds. When moving a glider,
all personnel should receive a briefing on procedures and signals.
When using a vehicle to move a glider, personnel should use a tow line more than half the wingspan of the glider. If one
wingtip stops moving for any reason, this tow line length prevents the glider from pivoting and striking the tow vehicle
with the opposite wingtip. Since any wind or air currents from another aircraft can cause the glider canopy to close
abruptly, a closed and latched canopy can prevent damage to the canopy frame or glass.
When starting to move the tow vehicle, the driver should slowly take up slack in the line to prevent jerking the glider. The
towing speed should not exceed that of a brisk walk. The driver should use at least one wing walker. The wing walker(s)
and the driver of the tow vehicle function as a team, alert for obstacles, wind, and any other factor that may affect the safety
of the glider. The driver should stay alert for any signals from the wing walker(s). [Figure 6-6]
Figure 6-6. Positioning the glider for the tow vehicle.
Strong winds and gusts can damage the glider during ground handling. During ground movement in high winds, two or
more crewmembers normally hold the wingtips and a pilot sits at the controls to deploy spoilers and hold the controls
appropriately.
Another method of towing uses specially designed towing gear like a trailer tow bar that attaches directly to the vehicle
towing a trailer. The tow bar and other equipment make guiding the glider much easier and allow the wing walkers to focus
on wingtip clearances. [Figure 6-7]
Figure 6-7. A wing dolly (left) ready for attachment and a tail dolly (right) being used for glider ground movement.
Launch Equipment Inspection
While a glider pilot may inspect the tow rope, 14 CFR part 91, section 91.309(a) gives the person operating a civil aircraft
towing a glider responsibility for the tow rope strength. [ Figure 6-8] Since a weak spot could develop at any time, tow
ropes should undergo inspection prior to every flight. The tow line should be free from excess wear; all strands should be
intact, and the line should be free from knots. A knot in the tow line reduces its strength by up to 50 percent and creates
a thick spot in the tow line more susceptible to wear. The ring to which the glider attaches may create a high-wear area.
Operators may replace the tow rope periodically due to ultraviolet (UV) exposure from the sun or after a specific number
of tows.
Figure 6-8. Inspecting the tow line.
Tow ropes and cables are made of materials such as nylon, step-index fiber from Red Polyester, Hollow Braid POLYPRO,
Dacron, steel, and Polyethylene. [Figure 6-9]
Step-index fiber from Red Polyester
Hollow Braid PolyPro
Dacron
Polyethylene Braids
Figure 6-9. Tow rope materials.