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ratio is reduced.
If the spoiler/dive brake asymmetry arises during
launch or climb, the best choice is to abort the launch,
extend the other spoiler/dive brakes to relieve the
asymmetry, and make a precautionary or emergency
landing.
Environmental factors include cold or icing during
long, high altitude flights, such as might occur during
a mountain wave flight. The cold causes contraction
of all glider components. If the contraction is uneven,
the spoilers/dive brakes may bind and be difficult or
impossible to deploy. Icing can also interfere with
operation of the spoilers/dive brakes. High heat, on
the other hand, causes all glider components to
expand. If the expansion is uneven, the spoilers/dive
brakes may bind in the closed position. This is most
likely to occur while the glider is parked on the
ground in direct summer sunlight. The heating can be
very intense, particularly for a glider with wings
painted a color other than reflective white.
Mechanical failures can cause asymmetrical
spoiler/dive brake extension. For example, the
spoiler/dive brake extend normally during the prelanding
checklist but only one spoiler/dive brake
retracts on command. The other spoiler/dive brake
remains extended, due perhaps to a broken weld in the
spoiler/dive brake actuator mechanism, a defective
control connector, or other mechanical failure. If a
decision is made to fly with one spoiler/dive brake
extended and the other retracted, the wing with the
extended spoiler/dive brake creates less lift and more
drag than the other wing. The glider yaws and banks
toward the wing with the extended spoiler/dive brake.
Aileron and rudder are required to counteract these
tendencies. To eliminate any possibility of entering a
stall/spin, maintain a safe margin above stall airspeed.
If the decision to deploy the other spoiler/dive brake is
made to relieve the asymmetry, controlling the glider
will be much easier but gliding range will be reduced
due to the additional drag of the second spoiler/dive
brake. This may be a significant concern if the terrain
is not ideal for landing the glider. Nevertheless, it is
better to make a controlled landing, even in less than
ideal terrain, than it is to stall or spin.
MISCELLANEOUS FLIGHT SYSTEM
MALFUNCTIONS
TOWHOOK MALFUNCTIONS
Towhooks can malfunction just like any other
mechanical device. Failure modes include uncommanded
towline release and failure to release on
command. Pilots must be prepared to abort any
towed launch, whether ground or aerotow launch, at
any time. Uncommanded towline release must be
anticipated prior to every launch. Assess the wind
8-15
and the airport environment, and then form an emergency
plan prior to launch. If the towhook fails to
release on command, try to release the towline again
after removing tension from the line. Pull the release
handle multiple times under varying conditions of
towline tension. If the towrope still cannot release,
alert the towpilot and follow the emergency procedures
described in Chapter 7—Flight Maneuvers and
Traffic Patterns.
OXYGEN SYSTEM MALFUNCTIONS
Oxygen is essential for flight safety at high altitude. If
a suspected or detected failure in any component of the
oxygen system, descend immediately to an altitude
where supplemental oxygen is not essential for continued
safe flight. Remember that the first sign of oxygen
deprivation is a sensation of apparent well being.
Problem-solving capability is diminished. If the pilot
has been deprived of sufficient oxygen, even for a short
interval, critical thinking capability has been compromised.
Do not be lulled into thinking that the flight can
safely continue at high altitude. Descend immediately
and breathe normally at these lower altitudes for a time
to restore critical oxygen to the bloodstream. Try to
avoid hyperventilation, which will prolong the diminished
critical thinking capability. Give enough time to
recover critical thinking capability before attempting
an approach and landing.
DROGUE CHUTE MALFUNCTIONS
Some gliders are equipped with a drogue chute to add
drag during the approach to land. This drag supplements
the drag the spoilers/dive breaks provide. The drogue
chute is packed and stowed in the aft tip of the fuselage or
in a special compartment in the base of the rudder. Drogue
chutes are very effective when deployed properly and
make steep approaches possible. The drogue chute is
deployed and jettisoned on pilot command, such as would
be necessary if the drag of the glider was so great that the
　
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