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7-17
glider pilot must pull the release handle and immediately
lower the nose of the glider to achieve and maintain
a safe airspeed. The distinguishing features of the
ground launch are nose-high pitch attitude and a relatively
low altitude for a significant portion of the
launch and climb. If a towline break occurs and the
glider pilot fails to respond promptly, the nose-high attitude
of the glider may result in a stall. Altitude may be
insufficient for recovery unless the pilot recognizes and
responds to the towline break by lowering the nose.
If the glider tow release mechanism fails, the pilot
should fly at an airspeed no slower than best lift/drag
(L/D) airspeed over and away from the ground launch
Wind 20 Knots
Wind 10 Knots
Wind Gradient
60 Kts.
70 Kts.
Effect of wind gradient on airspeed during ground launch.
Pilot must monitor airspeed indicator carefully. Goal is to fly fast
enough to maintain safe margin above stall speed, but slower than
maximum permitted ground launch airspeed.
Figure 7-20. Ground launch wind gradient.
Figure 7-21. Ground launch towline break.
Very early break! Land straight ahead. Tow vehicles, if used, should clear runway to make way for the glider.
Airborne break! Lower nose, land straight ahead promptly.
If towline is parachute equipped, avoid parachute when lowering nose after towline break or normal release.
BANG
BANG
7-18
equipment, allowing the back release to activate or the
weak link to fail. The ground launch equipment is also
equipped with an emergency release mechanism in the
event the glider tow release fails. If a winch is used, it
will be equipped with a guillotine to cut the towline.
An automobile used for ground launch is normally
equipped with some form of backup release mechanism.
SELF-LAUNCH TAKEOFF PROCEDURES
PREPARATION AND ENGINE START
The self-launching glider has many more systems than
a non-motorized glider, so the preflight inspection is
more complex. A positive control check is just as critical
as it is in any other glider. Ailerons, elevator, rudder,
elevator trim tab, flaps, and spoiler/dive breaks
must all be checked. In addition, numerous other systems
must be inspected and readied for flight. These
include the fuel system, the electrical system, the
engine, the propeller, the cooling system, and any
mechanisms and controls associated with extending or
retracting the engine or propulsion system. Instruments,
gauges, and all engine and propulsion system controls
must be inspected for proper operation.
After preflighting the self-launching glider and clearing
the area, start the engine in accordance with the
manufacturer’s instructions. Typical items on a selflaunching
glider engine-start checklist include fuel
mixture control, fuel tank selection, fuel pump switch,
engine priming, propeller pitch setting, cowl flap setting
(if cowl flaps are fitted), throttle setting, magneto
or ignition switch setting, and electric starter activation.
After starting the oil pressure, oil temp, alternator/
generator charging, and suction instruments should
be checked. If the engine and propulsion systems are
operating within normal limits, taxi operations can
begin.
COMMON ERRORS
• Failure to use or improper use of checklist.
• Improper or unsafe starting procedures.
• Excessively high RPM after starting.
• Failure to ensure proper clearance of propeller.
TAXIING THE SELF-LAUNCHING GLIDER
Self-launching gliders are designed with a variety of
landing gear configurations. These include tricyclelanding
gear and tailwheel-landing gear. Other types of
self-launch gliders rest primarily on the main landing
gear wheel in the center of the fuselage and depend on
outrigger wheels or skids to prevent the wingtips from
contacting the ground. These types of gliders often feature
a retractable powerplant for drag reduction. After
the launch, the powerplant is retracted into the fuselage
and stowed.
Due to the long wingspan and low wingtip ground
clearance, many airport taxiways, and some runways,
may not be wide enough to accommodate a
self-launch glider. Additionally, limited crosswind
capability may lead to directional control difficulties
during taxi operations.
Taxiing on soft ground requires additional power. Selflaunch
gliders with outrigger wingtip wheels may lose
directional control if a wingtip wheel bogs down.
Well-briefed wing walkers should hold the wings level
during low-speed taxi operations on soft ground.
COMMON ERRORS
　
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