This approach procedure provides the opportunity to see the intended landing area from all sides. Pilots should use
every opportunity while flying an off-field approach to inspect the landing area and look for obstacles or other hazards.
[Figure 8-12]
This off-field landing approach offers a good
view of the landing area from all sides.
Figure 8-12. Off-field landing approach.
The pilot should also consider how obstacles affect the length of landing area available for touchdown, roll out, and
stopping the glider. Flying over an obstacle 50 feet high means the glider will overfly the first 500 feet or so of the landing
area during the descent to flare and landing. If the selected field has obstacles on the final approach path, the field should
also allow for the descent, flare, and landing roll after clearing the obstacle.
Aerodynamic drag works better than wheel brakes at flying speeds. Pilots who hold the glider off during the flare and touch
down at the lowest safe speed will land within a shorter distance. After touchdown, using the wheel brake immediately will
stop the glider and help prevent collision with any unseen obstacles.
Afterlanding Off Field
Off-Field Landing without Injury
A pilot should tend to personal needs first, secure the glider, and then contact the retrieval crew. If cell service exists, the
pilot can use a cell phone to call the retrieval crew. To help identify position, the pilot should relay the GPS coordinates.
Pilots should write down the coordinates in case the GPS loses power. If able, calling other glider pilots in the area on the
glider-to-glider radio frequency or calling the tow plane can assist with retrieval.
Once contact has been made to arrange for retrieval, the pilot may collect any special tools needed for glider de-rigging or
installing gust locks on the glider’s flight controls. Since a normal retrieval depends on location, weather and time of day,
the pilot may need to set up equipment to handle the current or expected environmental conditions.
Off-Field Landing with Injury or Emergency
A pilot should address any critical injuries and contact emergency response personnel, other aircraft, or any other source of
identifiable assistance. If cell coverage exists, the pilot can dial 911, speak to an operator, and provide a clear description
of the location. If cell service does not work, a pilot may use the glider radio, if operable, to broadcast a Mayday distress
call on emergency frequency 121.5 MHz. Many aircraft, including civil airliners, routinely monitor this frequency. Their
altitude gives the line-of-sight aviation transceiver enhanced range when transmitting or receiving. The pilot may try any
other frequency likely to elicit a response such as glider air-to-air frequency or the tow plane frequency. Some gliders
have an Emergency Locator Transmitter (ELT) on board. A pilot needing emergency assistance should activate the ELT, if
available. While 14 CFR, part 91, section 91.207 does not pertain to gliders, an ELT or EPIRB adds safety when flying a
glider on a cross-country. Personal locator devices offered by several companies use the 406 MHz satellite signal, and GPS
technology to accurately track and relay the pilot’s location in the event of an off-field landing that requires emergency
assistance. Additionally, pilots may elect to carry satellite communications and tracking devices that allow communication
even outside of cell coverage.
If the glider comes to rest in a precarious position, the pilot should secure the aircraft if able. An injured pilot should stay
with the glider. Rescue personnel can locate the glider more easily from the air than locate an individual. The pilot might
obtain protection from the elements by crawling into the fuselage, crawling under a wing, or using any parachute canopy
to rig a makeshift tent around the glider structure. After attending to medical needs and contacting rescue personnel, the
pilot should attend to clothing, food, and water issues. The pilot should make every attempt to conserve energy. If unsafe to
stay with the glider, the pilot should move to a nearby location for shelter but leave clear written instructions in a prominent
location in the glider detailing the shelter location.
System & Equipment Malfunctions
Flight Instrument Malfunctions
Instrument failures can result from improper maintenance practices, internal instrument failure, or an external cause.
Improper airspeed indicator maintenance might involve failure to connect the instrument correctly to pitot and static lines.
External failures include clogging from insects or ice.
Pilots should practice setting normal attitudes for all flight regimes using outside cues including the skills needed to make a
safe approach without a functioning airspeed indicator or altimeter. In fact, many older and vintage gliders do not require an
operational altimeter. A flight review or periodic instruction provides an excellent opportunity to review these procedures.
Static line contamination affects both the altimeter and the airspeed indicator. If either instrument malfunctions because
of static line contamination, the indications of the other instrument may also be incorrect. The pilot should use external
cues and evaluate the indications of any instrument connected to the static port. If in doubt about the accuracy of the
instruments, the pilot should not rely on the instrument indications. After landing and prior to the next flight, an aviation
maintenance professional should evaluate the instrument system.
Altimeter Malfunctions
During the approach to land without a functioning altimeter, the pilot should assess the angle to the target area frequently.
Entering the approach from an apparent normal height, or even from a higher-than-normal height provides a margin of
safety. If the current descent angle would overfly the target, the pilot applies spoilers or dive brakes to steepen the descent
angle. If necessary, a forward slip or turning slip dissipates excess altitude. If the approach angle will result in a landing
short of the target, the pilot should close the spoilers or dive brakes and can modify the approach path to shorten the
distance to the targeted landing area as needed.
Airspeed Indicator Malfunctions
If the airspeed indicator appears to be erratic or inaccurate, the pilot should fly the glider by pitch attitude for best glide or
minimum sink airspeed. Additional airspeed cues include control response and wind noise. At very low airspeeds, controls
feel mushy and wind noise is generally low. At higher airspeeds, control becomes crisper and wind noise takes on a more
insistent hissing quality. The pilot may amplify the sound of the relative wind by opening the sliding window installed in
the canopy and by opening the air vent control. Turbulent or gusty wind conditions generally require additional airspeed to
ensure adequate control authority. If in doubt, flying slightly faster than optimum airspeed provides a safety margin above
stall speed. However, a speed higher than best glide airspeed increases the rate of descent and decreases range.
Variometer Malfunctions
Variometer failure makes it difficult for the pilot to locate and exploit sources of lift. If near an airport, the pilot may elect
to make a precautionary landing so troubleshooting and repair can take place. Without a nearby airport, the pilot can look
for clues to sources of lift. The pilot can use the altimeter to gauge rate of climb or descent in the absence of a functioning
variometer. Tapping the altimeter with a finger 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.
Compass Malfunctions
If the compass performs poorly or not at all, the pilot should cross-check current 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 also help with orientation. Section lines, major roads, and prominent landmarks often provide helpful cues for
orientation and the direction of flight.
Glider Canopy Malfunctions
Glider Canopy Opens Unexpectedly
Canopy-related emergencies often result from pilot failure to lock the canopy in the closed position prior to takeoff. If
the canopy opens in flight, the pilot should focus on flying the glider. The pilot should maintain adequate airspeed while
selecting a suitable landing area. An open canopy causes higher than normal drag, and the pilot should plan a steeper-than-
normal descent path.
If the canopy opens while on aerotow, the pilot should maintain a normal flying attitude and tow position. The glider pilot
should not attempt to close the canopy or release prematurely. After continuing to climb with the tow plane to several
thousand feet above the ground and releasing the tow rope, the pilot may try to close the canopy only if able to maintain
glider control. If flying with a passenger on board and conditions allow, the pilot can direct the passenger to close and lock
the canopy.
Broken Glider Canopy
If the canopy breaks during flight, the best response involves landing as soon as practicable. If the canopy shatters, drag
increases and the pilot should plan a steeper-than-normal descent path during the approach.
Frosted Glider Canopy
During flight at high altitude or in low ambient temperatures, frost formation or frozen condensation on the inside surface
of the canopy can obstruct vision. The pilot should open the air vents and the side window to ventilate the cabin and to
evacuate moist air before this occurs. Descending to lower altitudes for warmer air or flying in direct sunlight may help
defrost the canopy.
Water Ballast Malfunctions
One example of ballast failure involves asymmetrical wing tank draining. With one wing heavier than the other, the glider
may become difficult to control at low airspeeds and during the landing rollout. Another failure involves wing tanks that
drain using a central pipe that passes through the fuselage. A leak in this system may trap water in the fuselage. The pilot
should determine if a means exists to evacuate the water from the fuselage. If the water collects far enough forward or aft,
it may cause an out of CG condition and degrade pitch control. Pilots can regain elevator effectiveness by flying at mid-
to-high airspeeds. If pitch control degrades significantly, the pilot with sufficient altitude and a parachute might consider
a bailout as the safest choice.
Retractable Landing Gear Malfunctions
During flight, the pilot cannot generally resolve landing gear failures related to mechanical malfunctions. The pilot should
fly the approach at normal airspeed and may need to use more spoiler or dive brake than normal during the approach due to
the reduced drag. The pilot should land on the smoothest surface available, preferably an area that has good turf to reduce
damage to the glider. A full stall, hard, or tailwheel first landing increases the chances of injury and damage, and the pilot
should make a soft touchdown slightly above stall speed.
In a gear-up landing, the glider makes considerable noise as it slides along the runway, and the wingtips travel closer to the
ground. The pilot should keep the wings level while possible and keep the glider path as straight as possible while using
the rudder to avoid collisions with objects on the ground or along the runway border. The pilot should focus on personal
safety since no method exists to prevent glider skin damage during a gear-up landing.
Primary Flight Control Systems
Failure of any primary flight control system presents a serious threat to safety. Incomplete preflight assembly represents the
most frequent cause of control system failure. The crew should use a written checklist to verify each assembly operation
and avoid interruptions during assembly. If interruptions occur, the crew should rerun the checklist from the beginning.
A critical assembly check aids in confirming the glider has been assembled correctly and a positive control check prior to
flight verifies control system continuity.
Elevator Malfunctions
The most serious control system malfunction involves a failure of the elevator. Causes of elevator failure include the
following:
• An improper connection of the elevator actuators during assembly.
• An elevator control lock that was not removed before flight.
• Separation of the elevator gap seal tape.
• Interference with free and full travel of the control stick or system caused by a foreign object such as a water bottle,
camera, or unsecured rear-seat cushion.
• A control stick secured by a lap belt or shoulder harness in the back seat.
• A structural failure of the glider due to overstressing or flutter.
If the pilot detects elevator irregularity or failure early in the takeoff roll, release of the tow line (or power reduction to
idle in a self-launching glider), may allow obstacle avoidance. The pilot should use the brakes firmly to stop the glider as
soon as possible.
In an aerotow launch, the glider pilot should consider the effect the glider has on the safety of the tow pilot and if the glider
pilot has a parachute. If the elevator control irregularity becomes apparent after takeoff and if close to the ground with
a flat or slightly nose-low pitch attitude, the pilot should release the tow line. If sufficient elevator control exists during
climb, staying attached and achieving a high altitude gives the pilot time to abandon the glider and deploy a parachute, if
available.
If continuing the climb, the pilot can 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 or dive brakes, elevator trim system, and raising or lowering
the landing gear. If flying a self-launching glider, the pilot can also experiment with the effect of power settings on pitch
attitude.
If aileron control functions, the pilot can bank the glider and use the rudder to moderate the attitude of the nose relative to
the horizon. When approaching the desired pitch attitude, adjusting the bank angle can 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 allows some control of pitch attitude. Although difficult to use, these techniques allow some control.
Achieving an altitude sufficient to permit bailing out usually ends in survival as parachutes rarely fail.
Elevator gap seal tape, if in poor condition, can degrade elevator responsiveness. If the adhesive that bonds the gap seal
leading edge to the horizontal stabilizer begins to fail, the airflow may lift the leading edge of the gap seal. This provides,
in effect, a small spoiler that disturbs the airflow over the elevator just aft of the lifted seal. In extreme cases, this effect
can remove all elevator authority.
Aileron Malfunctions
Aileron failures can cause serious control problems. Causes of aileron failure include:
• Improper connection of the aileron control actuators during assembly.
• Aileron control lock not removed before flight.
• Separation of the aileron gap seal tape.
• Interference of a foreign object with free and full travel of the control stick or aileron circuit.
• A control stick secured by a lap belt or shoulder harness in the back seat.
• Structural failure and/or aileron flutter.
The pilot might counteract this failure successfully because each wing has an aileron. If one aileron becomes disconnected
or locked by an external control lock, the degree of motion still available in the other aileron may exert some influence
on bank control. A glider with limited aileron movement may control more easily at high airspeeds than at low airspeeds.
If both ailerons malfunction and compromise roll control, the pilot may use the secondary effect of the rudder to make
gentle bank adjustments while maintaining a safe margin above stall speed. If the pilot applies left rudder in wings-level
flight, the nose yaws to the left. If the pressure is held, the wings begin a gentle bank to the left. If the pilot applies and holds
right rudder pressure, the glider yaws to the right, then begins to bank to the right. The pilot can use this secondary banking
effect of the rudder for limited roll control. However, if the bank angle becomes excessive, recovery to wings-level flight
using the rudder alone may become impossible. If the bank becomes too steep, the pilot should use any aileron influence
available, as well as all available rudder to level the wings. 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 from a safe altitude.
Rudder Malfunctions
An actual rudder failure rarely occurs because removing and installing the vertical fin/rudder combination does not occur
as part of the sequence of rigging and de-rigging the glider. The pilot should recognize any obvious directional control
issue caused by a rudder malfunction at the very beginning of a launch and abort immediately.
Rudder malfunctions may occur if the pilot forgets to remove the rudder control lock or when an unsecured object interferes
with the free and full travel of the rudder pedals. Preflight preparation should include safe stowage of all items on board
and removal of all flight control locks. The pretakeoff checklist encompasses all primary flight controls for correct and full
travel prior to launch.
During flight, if an object interferes with or jams the rudder pedals, the pilot should attempt to remove it. If removal fails,
the pilot can attempt to deform, crush, or dislodge the object by applying force on the rudder pedals. Varying the load
factor may dislodge the object but could also result in moving the object and jamming the elevator or aileron controls. If
the object cannot be retrieved and stowed, the pilot should consider a precautionary landing.
In the air, the pilot may obtain some degree of directional control by using adverse yaw. During rollout from an aborted
launch or during landing rollout without rudder control, the pilot can deliberately ground the wingtip toward the direction
of desired yaw. Putting the wingtip on the ground for a fraction of a second causes a slight yaw in that direction; however,
holding the wingtip firmly on the ground may cause a ground loop in the direction of the grounded wingtip.
Commonly misplaced objects that can cause rudder control interference include:
• Water bottles.
• Cameras.
• Electronic computers.
• Containers of food and similar items.
• Clothing.
• Sunglasses.
Secondary Flight Controls Systems
Secondary flight control systems include the elevator trim system, wing flaps, and spoilers or dive brakes. Malfunction of
these systems may present a serious challenge.
Elevator Trim Malfunctions
When compensating for a malfunctioning elevator trim system, the pilot should apply pressure on the control stick to
maintain the desired pitch attitude, and then bring the flight to safe conclusion.
Spoiler/Dive Brake Malfunctions
Spoiler or dive brake system failures arise from rigging errors or omissions, environmental factors, and mechanical
failures. Without proper connection, one or both spoilers or one or both dive brakes could deploy without the possibility
of retraction. Spoiler or dive brake deployment during the launch or the climb may cause a launch emergency and possible
tow failure. Spoilers or dive brakes that deploy asymmetrically, result in yaw and roll tendencies.
If an asymmetric spoiler or dive brake extension occurs and the pilot cannot retract the extended spoiler or dive brake, the
pilot may attempt to deploy the other spoiler or dive brake to restore the symmetry, which protects against stalling or a spin.
If this condition arises during launch or climb, the pilot should abort the launch, extend the other spoiler or dive brake to
restore symmetry, and land.