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COMMON ERRORS
• Poor judgment of approach path.
• Improper use of flaps, spoilers, and/or dive
brakes.
• Improper approach and landing speed.
• Improper crosswind correction.
• Improper technique during roundout and
touchdown.
• Poor directional control after landing.
• Improper use of brakes.
• Failure to use the appropriate checklist.
EMERGENCY PROCEDURES
SELF-LAUNCHING GLIDER
The pilot of a self-launching glider should formulate
emergency plans for any type of failure that might
occur. Thorough knowledge of aircraft performance
data, normal takeoff/landing procedures, and emergency
procedures, as outlined in the GFM/POH, is
essential to the successful management of any emergency
situation. Mismanagement of the aircraft systems
through lack of knowledge may cause serious
difficulty. For instance, if the spoilers/dive brakes are
allowed to open during takeoff and climbout, the selflaunch
glider may be incapable of generating sufficient
power to continue climbing. Other emergency situations
may include in-flight fire, structural failure,
encounters with severe turbulence/wind shear, canopy
failure, and inadvertent encounter with instrument
meteorological conditions.
Possible options for handling emergencies are influenced
by the altitude above the terrain, wind, weather
conditions, density altitude, glider performance, takeoff
runway length, landing areas near the gliderport,
and other air traffic. Emergency options may include
landing straight ahead on the remaining runway, landing
off-field, or returning to the gliderport to land on
an available runway. The appropriate emergency procedures
may be found in the GFM/POH for the specific
self-launch glider.
PERFORMANCE MANEUVERS
STRAIGHT GLIDES
To perform a straight glide the glider pilot must hold a
constant heading and airspeed. The heading reference
should be some prominent point in front of the glider
on the Earth’s surface. The pilot will also note that during
a straight glide each wingtip should be an equal
distance above the earth surface. With the wings level,
the pitch attitude is established with reference to a
point on or below the horizon to establish a specified
airspeed. Any change in pitch attitude will result in a
change in airspeed. There will be a pitch attitude reference
for best glide speed, another for the minimum
sink speed, and another for slow flight. The pitch attitude
is adjusted with the elevator to hold the specific
airspeed. The glider elevator trim control allows the
pilot to trim the glider to hold a constant pitch attitude,
therefore a constant airspeed. Straight glides should be
coordinated as indicated by a centered yaw string or
slip-skid ball.
The glider pilot should also stay alert to airflow noise
changes. At a constant airspeed in coordinated flight,
wind noise should be constant. Any changes in airspeed
or coordination cause a change in the wind
noise. Gusts that cause the airspeed to change momentarily
can be ignored. Holding a constant pitch attitude
results in maintaining the desired airspeed.
The glider pilot should learn to fly throughout a wide
range of airspeeds; from minimum controllable airspeed
to maximum allowable airspeed. This enables the pilot
to learn the feel of the controls of the glider throughout
its speed range. If the glider is equipped with
spoilers/dive brakes and/or flaps, the glider pilot should
become familiar with the changes that occur in pitch
attitude and airspeed when these controls are used.
COMMON ERRORS
1. Rough or erratic pitch attitude and airspeed
control.
2. Rough, uncoordinated, or inappropriate control
applications.
3. Failure to use the trim or improper use of trim.
4. Improper use of controls when using spoilers,
dive breaks and/or flaps.
TURNS
The performance of turns involves coordination of all
three flight controls: ailerons, rudder, and elevator. For
purposes of this discussion, turns are divided into the
following three classes as shown in Figure 7-25.
• Shallow turns are those in which the bank
(less than approximately 20°) is so shallow
that the inherent lateral stability of the glider
is acting to level the wings unless some
aileron is applied to maintain the bank.
• Medium turns are those resulting from a
degree of bank (approximately 20° to 45°) at
which the lateral stability is overcome by the
7-23
overbanking tendency, resulting in no control
inputs (other than elevator) being required to
　
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