WIND
Figure 7-23. Wind correction angle for winch procedures.
After lift-off, the glider pilot should establish a wind correction angle and fly toward the upwind side of the runway as
shown in Figure 7-24. After release, the tow line tends to drift back toward the centerline of the launch runway. This helps
keep the tow line from fouling or damaging any wires, poles, fences, aircraft, and other obstacles off to the side of the
runway.
Crab into crosswind during
ground tow climb-out.
Towline drifts toward runway
centerline after release.
WIND
Figure 7-24. Ground launch crosswind drift correction.
Normal Into-the-Wind Launch
Prior to launch, the glider pilot, ground crew, and launch equipment operator brief launch signals and procedures. After
completing checklists for the glider and ground launch equipment, the glider pilot should signal the ground crewmember
to hook the tow line to the glider. For the release mechanism check, the ground crewmember applies tension to the tow line
and signals the glider pilot to activate the release. The ground crewmember verifies that the release works properly and
signals the glider pilot. After reconnecting the tow line, the ground crewmember takes a position at the wingtip of the down
wing. When the glider pilot signals “ready for takeoff,” the ground crewmember clears both takeoff and landing areas.
After the ground crewmember ensures a clear traffic pattern, the ground crewmember then signals the launch equipment
operator to “take up slack” in the tow line. With the slack removed from the tow line, the ground crewmember again
verifies that the glider pilot is ready for takeoff. Then, the ground crewmember raises the wings to a level position, does a
final traffic pattern check, and signals to the launch equipment operator to begin the takeoff.
The ground crewmember should never connect a glider to a tow line without the pilot onboard and ready for flight. If the
pilot exits the glider for any reason, the pilot or ground crewmember should disconnect the tow line. Glider pilots should
expect a takeoff anytime the tow line connects a glider to the source of the tow. If the launch begins before the pilot gives
the launch signal, the glider pilot should promptly pull the tow line release handle.
The length, elasticity, and mass of the tow line used for a ground launch have several effects. First, a taut tow line often
causes the glider to move forward. For this reason, the tow line should display a small amount of slack prior to beginning
the launch. As the launch begins and for a few seconds, the glider pilot should hold the stick forward to avoid kiting. During
the launch, the glider pilot should track the runway centerline and monitor the airspeed. [Figure 7-25, position A]
200 feet AGL
DLaunch nearing maximum prudent height—release imminent
A Start
BRotation
C Deck angle fully established
Figure 7-25. Ground launch takeoff profile.
When the glider accelerates and attains lift-off speed, the glider pilot eases the glider off the ground. The time interval
from standing start to lift-off may be as short as 3 to 5 seconds. After the initial lift-off, the pilot should smoothly raise the
nose to the proper pitch attitude, watching for an increase in airspeed. If the pilot raises the nose too soon or too steeply,
the pitch attitude could become excessive while at low altitude. If the tow line breaks or the launching mechanism loses
power, the pilot may find recovery from such a high pitch attitude difficult or impossible. Conversely, if the nose comes up
too slowly, the glider may exceed the maximum ground launch tow speed. In addition, a shallow climb may result in the
glider not reaching the planned release altitude. If this situation occurs, the pilot should pull the release and land straight
ahead, avoiding any obstacles or equipment.
As the launch progresses, the pilot should ease the nose up gradually [ Figure 7-25, position B] while monitoring the
airspeed. The optimum pitch attitude for climb occurs, [ Figure 7-25, position C] with the glider approximately 200 feet
AGL. The pilot should monitor the airspeed during this phase of the climb-out to ensure an airspeed sufficient to provide
a safe margin above stall speed but below the maximum ground launch airspeed. If the tow line breaks, or if the launching
mechanism loses power at or above this altitude, the pilot should have sufficient altitude to release the tow line, lower the
nose from the climb attitude to an approach attitude, and land straight ahead.
As the glider nears its maximum altitude [ Figure 7-25, position D], the pilot should begin to level off above the launch
winch or tow vehicle and reduce the rate of climb. In this final phase of the ground launch, the tow line pulls down on
the glider. The pilot should gently lower the nose of the glider to reduce tension on the tow line and then pull the release
handle two to three times to ensure tow line release. The pilot should feel the release of the tow line as it departs the glider
and enter a turn to visually confirm the fall of the tow line. A broken tow line with a portion still attached to the glider may
explain seeing only a portion of the tow line fall to the ground.
If pulling the release handle fails to release the tow line, the back-release mechanism of the tow hook should automatically
release the tow line as the glider overtakes and passes the launch vehicle or winch.
Common Errors
Common errors in ground launching include:
• Improper glider configuration for takeoff.
• Improper initial positioning of flight controls.
• Improper use of visual launch signals.
• Improper crosswind procedure.
• Improper climb profile.
• Faulty corrective action for adjustment of airspeed and pitch.
• Exceeding maximum launch airspeed.
• Improper tow line release procedure.
Self-Launch Procedures
Preparation & Engine Start
A self-launching glider [ Figure 7-26] has more systems than a nonmotorized glider, and manufacturers supply a more
extensive preflight inspection checklist. Additional systems may include the fuel system, electrical system, engine,
propeller, cooling system, and mechanisms that extend or retract the engine or propulsion system.
Whenever the engine runs, the pilot should consider the noise level and the need for hearing protection.
Figure 7-26. Types of self-launching gliders.
After preflighting a self-launching glider and clearing the area, the pilot starts the engine in accordance with the
manufacturer’s instructions. Typical items on a self-launching glider engine-start checklist include fuel mixture control,
fuel tank selection, fuel pump switch, engine priming, propeller pitch setting, throttle setting, magneto or ignition switch
setting, and electric starter activation. After starting and running through an after-start checklist and if the engine and
propulsion systems appear within normal limits, the pilot may begin taxi operations.
Common Errors
Common errors in preparation and engine start include:
• Failure to use or improper use of checklist.
• Improper or unsafe starting procedures.
• Excessively high revolutions per minutes (rpm) after starting.
• Failure to ensure proper clearance of propeller.
Taxiing
Self-launching glider designs use different landing gear systems. Some designs use tricycle or tailwheel landing gear
configurations commonly found on airplanes. Other types of self-launching gliders rest on a main landing gear wheel in the
center of the fuselage and use outrigger wheels or skids on the wings to prevent the wingtips from contacting the ground.
Due to the long wingspan and low wingtip ground clearance of gliders, the self-launching glider pilot should consider
airport layout and runway configuration. Some taxiways and airport ramps may not accommodate the long wingspan
of the glider or limit maneuvering. Additionally, the pilot should consider the glider’s crosswind capability during taxi
operations. The pilot should manipulate the flight controls to prevent any crosswind from lifting a wing or causing the tail
to rise. A general rule with a quartering headwind is to position the controls so as to climb into the wind while a quartering
tailwind requires positioning the controls so as to dive away from the wind. Taxiing on soft ground requires additional
power. Self-launching gliders with outrigger wingtip wheels may lose directional control if a wingtip wheel bogs down,
and wing walkers can hold the wings level during low-speed taxi operations on soft ground.
Common Errors
Common errors in taxiing a self-launching glider include:
• Improper use of brakes.
• Failure to comply with airport markings, signals, and clearances.
• Taxiing too fast for conditions.
• Improper control positioning for wind conditions.
• Failure to consider wingspan and space required to maneuver during taxiing.
Pretakeoff Check
The manufacturer provides a before takeoff checklist. As shown in Figure 7-27, the complexity of many self- launching
gliders makes a written takeoff checklist an essential safety item. Pretakeoff items on a self-launching glider may include
checking fuel quantity and pressure, oil temperature and pressure, and other aircraft systems as applicable, conducting an
engine runup, and setting throttle/rpm, propeller pitch, and cowl flaps. The pilot should also ensure seat belts and shoulder
harnesses secure, doors and windows closed and locked, canopies closed and locked, air brakes closed and locked, altimeter
set, communication radio set to the proper frequency for traffic advisory, and flight instruments adjusted for takeoff.
Complexity of the self-launching glider requires a complex instrument panel and a lengthy pre-takeoff checklist.
Figure 7-27. Self-launching glider instrument panels.
Common Errors
Common errors in the before takeoff check include:
• Improper positioning of the self-launching glider for runup.
• Failure to use or improper use of checklist.
• Improper check of flight controls.
• Failure to review takeoff emergency procedures.
• Improper radio and communications procedures.
Normal Takeoff
After completing the pretakeoff checklist, the pilot should check for traffic and prepare for takeoff. The pilot should make a
final check for conflicting traffic, then taxi out onto the active runway and align the glider with the centerline. If operating
from an airport with an operating control tower, the pilot must request and receive an air traffic control (ATC) clearance
prior to taxi and before using any runway for takeoff.
The pilot should apply full throttle smoothly, begin the takeoff roll while tracking the centerline of the runway, fly the
self-launching glider off the runway at the recommended lift-off airspeed, and allow the glider to accelerate in ground
effect (IGE) until reaching the appropriate climb airspeed. If the runway has an obstacle ahead, the pilot should climb at
the best angle of climb airspeed (VX) until the obstacle is cleared. If no obstacle is present, the pilot should use either best
rate of climb airspeed (VY) or the airspeed for best engine cooling during climb. The pilot should monitor the engine and
instrument systems during climb-out. If the self-launching glider has a time limitation on full throttle operation, the pilot
should adjust the throttle as necessary during the climb.
PIOs in Self-Launching Gliders
Power changes affect the glider’s pitch attitude in some self-launching gliders equipped with an engine above the CG.
Power changes can also cause variations in elevator effectiveness. [Figure 7-28] In most self-launching gliders, the effect
becomes more noticeable when flying at or near minimum controllable airspeed (V MCA). For this reason, self-launching
glider pilots should avoid slow flight when flying at low altitude under power.
The pod-mounted engine thrust line is high above the
longitudinal axis of the motorglider. Moment arm of the
engine pod affects pitch attitude. Power increase applies
nose-down moment.
Propeller wash flows over elevator. Power increase
provides higher propwash velocity and increases elevator
authority. Power decrease produces lower propwash velocity
and reduces elevator authority. Study the motorglider flight
manual to learn the intricacies of the pitch-power
relationship.
Center of mass
Longitudinal axis
Figure 7-28. Pitch attitude power setting relationships for self-launching glider with engine pod.
The likelihood of PIOs around the lateral axis of self-launching gliders increases during the takeoff roll or landing with
power because of power changes. The GFM/POH may contain information describing how to deal with these effects. In
general, good pilot technique involves moving the throttle control smoothly, gradually, and in coordination with pitch
control input.
Crosswind Takeoff
The long wingspan and low wingtip clearance of the typical self-launching glider make it vulnerable to striking a wingtip
on runway signs or runway lights. In a glider with a single main wheel and no wing runner, the takeoff roll should start
with the upwind wing on the ground with the aileron and rudder controls set for the current wind situation. For example,
with a crosswind from the right, the right wing should be down, the control stick should be held to the right, and the
rudder should be held to the left. The aileron input keeps the crosswind from lifting the upwind wing, and the downwind
rudder minimizes the tendency of the self-launching glider to weathervane in a crosswind. As airspeed increases, control
effectiveness improves, and the pilot can gradually decrease the crosswind control setting while maintaining the upwind
wing slightly low. The self-launching glider should lift off at the appropriate lift-off airspeed and accelerate to climb
airspeed. During the climb, the pilot should establish a wind correction angle and level the wings so that the self-launching
glider tracks the extended centerline of the takeoff runway. [Figure 7-29]
Liftoff
Crab into wind to hold runway centerline
WIND
Figure 7-29. Self-launching gliders—crosswind takeoff.
Common Errors
Common errors in crosswind takeoff include:
• Improper initial positioning of flight controls.
• Improper power application.
• Inappropriate removal of hand from throttle.
• Poor directional control
• Improper use of flight controls.
• Improper pitch attitude during takeoff.
• Failure to establish and maintain proper climb attitude and airspeed.
• Maintaining takeoff slip instead of transitioning to crab after takeoff.
Climb-Out & Engine Shutdown Procedures
The GFM or POH provides useful information about recommended power settings and target airspeeds for best angle
of climb, best rate of climb, best cooling performance climb, and cruise performance while in powered flight. Powered
gliders may have additional limits that include maximum permitted airspeed with engine extended and maximum airspeed
at which to extend or retract the engine. Many self-launching gliders have a time limitation on full throttle operation to
prevent overheating and premature engine wear.