This lesson describes what to do when you can clearly land ahead.
This lesson shows the glider well established in the climb before suffering a cable break. Following the BGA guidelines:
Recover to the appropriate recovery attitude, while checking the airspeed.
The immediate action is to reach an appropriate recovery attitude. In general, the ‘appropriate’ attitude would be the mirror image of the attitude at the time of the failure. A steep climb justifies a recovery attitude just as steeply nose-down. This requires an immediate and significant shove forward of the stick to pitch over, without being over-done. It must be done immediately to avoid losing energy whilst still nose high. Use the energy the winch gave you to get the nose down.
Wait to regain the approach speed
It is easily possible to spin violently at this point. You must wait until you have recovery speed before manoeuvring. The image above shows the situation after achieving the nose down recovery attitude. It looks safe doesn’t it? Closer inspection shows the varios indicating the glider is still rising, while the ASI shows the airspeed is well below the recovery speed. In the demo it can be seen to drop to below 35kts whilst still in this attitude, before it builds again. Moving the controls to turn in this configuration is asking for trouble. So Wait, Wait, Wait.
Assess the situation
Whilst waiting, look ahead. Judge if you can land ahead, using full airbrakes if necessary. Take into account the availability of an overshoot field or area ahead. There appears to be one in this case, although the winch is in it, to one side. Local knowledge and your preparation for ‘Eventualities’ should mean these thoughts are fresh in your mind. The judgement in this demonstration is that it is possible to land ahead safely. We may end up at the far end of the field, blocking launches and taking a while to retrieve the glider – but these issues do not matter and must be disregarded. Note that at small airfields, the land ahead option my vanish quite early in the launch. At larger airfields you will be able to land ahead from a considerable height, in which case you should do so. Without knowing the cause of the launch failure, you must take the safest option. Better to land ahead if you are trailing several hundred feet of cable behind you!
Plan a safe approach and landing
We are going to land ahead. When speed builds, we will deploy airbrakes to descend steeply, and treat it like any other landing.
Release the wire
Now you have a plan, release the wire, with two pulls.
Check the airspeed again
Execute the plan, and monitor airspeed.
Continue to monitor it
Airspeed is important after all.
Fly the approach and landing or a circuit variation to it
The initial half airbrakes appears insufficient, so open them further and land ahead. We will fit in the field ahead and there is no need to overshoot.
Scenario and Demonstration
This demonstration takes place with a ten knot headwind, at a relatively small airfield.
The video is best viewed in YouTube in Full Screen mode, to easily see the on-screen messages during the demonstration. Use view, pause and rewind as needed to grasp the content and timing of the messages displayed, then focus on the action.
Performing the Exercise
The exercise is set up so that when you Try Lesson, the launch failure can occur at any point. You may therefore want to read all these winch launch failure lessons before trying them. The process is the same every time – you just have to get into the appropriate recovery attitude, wait, achieve the recovery speed, and make and execute a plan. Simples!
Condor shows the pilot pulling the cable release in the demonstrations, whereas in fact that was the point where the winch had failed (cable break). Your first action in any winch failure is to get into the appropriate recovery attitude, and only then deal with the cable release.
Condor is generous towards gliders in ground effect – they will float for miles. Seek instruction on whether you should use airbrakes in the eventuality of a very low level break. Condor requires it, but in the real world, airbrakes must be used with enormous caution at low level.
Further Reading and References
Gliding From Passenger to Pilot, 2nd Edition: Page 102-105
BGA Instructors’ Manual, 4th Edition: Section 4, Chapter 16, Page 7-9
BGA Instructors’ Reference Cards: Ex 11c