may quickly put the glider in a position in which the pilot is unable to clear obstacles, such as wires, poles, hangars, or nearby terrain. If a full power takeoff or climb is interrupted by power loss, it is best to make a precautionary landing. The pilot can sort out the power system problems after returning safely to the ground. 

## Inability to Restart a Self-Launching/Sustainer Glider Engine While Airborne 

Power loss during takeoff roll or climb are serious problems, but they are not the only types of problems that may confront the pilot of a self-launching glider. Other engine failures include an engine that refuses to start in response to airborne start attempts. This is a serious problem if the terrain below is unsuitable for a safe off-field landing. 

One of the great advantages of the self-launching glider is having the option to terminate a soaring flight by starting the engine and flying to an airport/gliderport for landing. Nearly all self-launching gliders have a procedure designed to start the engine while airborne. This procedure would be most valuable during a soaring flight with engine off during which the soaring conditions have weakened. The prospect of starting the engine and flying home safely is ideal under such conditions. 

As a precaution, an airborne engine start should be attempted at an altitude high enough that, if a malfunction occurs, there is sufficient time to take corrective action. If the engine fails to start promptly, or fails to start at all, there may be little time to plan for a safe landing. If there is no landable area below, then failure to start the engine results in an emergency off-field landing in unsuitable terrain. Glider damage and personal injury may result. To avoid these dangers, self- launching glider pilots should never allow themselves to get into a situation that can only be resolved by starting the engine and flying up and away. It is best to keep a landable field always within easy gliding range. 

There are many reasons that a self-launching glider engine may fail to start or fail to provide full power in response to efforts to resume full power operations while airborne. These include lack of fuel or ignition, low engine temperature due to cold soak, low battery output due to low temperatures or battery exhaustion, fuel vapor lock, lack of propeller response to blade pitch controls, and other factors. It is important for the pilot to have an emergency plan in the event that full engine power is not available during any phase of flight. 

## Self-Launching Glider Propeller Malfunctions 

Propeller failures include propeller damage and disintegration, propeller drive belt or drive gear failure, or failure of the variable blade pitch control system. To perform an air-driven 

engine restart, for example, many self-launching gliders require that the propeller blades be placed in a particular blade pitch position. If the propeller blades cannot be properly adjusted, then the propeller will not deliver enough torque to start the engine. The result is a failure to obtain an air-driven engine start. 

## Self-Launching Glider Electrical System Malfunctions 

An electrical system failure in a self-launching glider may make it impossible to control the propeller pitch if the propeller is electrically controlled. It may also result in the inability to deploy a pod engine successfully for an air restart attempt. Self-launching gliders that require a functioning electric starter for an air restart are unable to resume flight under power. If an airport is within gliding range, an on- airport precautionary landing can be made. If there is no airport within gliding range and the flight can be safely continued without electrical power, the pilot may be able to soar to the vicinity of an airport and land safely. If no airport is within gliding range and flight cannot be sustained without power, an emergency off-airport landing has to be made. 

Some self-launching gliders are occasionally used for night flight, cruising under power. All night flights must be conducted in accordance with FAA regulation and the glider must have the appropriate aeronautical lighting required for night time operations (14 CFR part 91, section 91.209). If carrying a passenger(s), the pilot must be qualified to operate the glider at night in accordance with 14 CFR part 61, section 61.57(b). 

If an electrical system failure occurs during night operations, pilots of nearby aircraft are not able to see the self-launching glider due to the extinguished position lights. Inside the cockpit, it is difficult or impossible to see the flight instruments or electrical circuit breakers. According to 14 CFR part 135, section 135.159(f), and part 121, section 121.549(b), the FAA requires that commercial and airline pilots have a flashlight “having at least two size D cells or equivalent” for such an emergency. It makes good practical sense for other pilots to follow the same rules. 

If smoke or the smell of smoke is present, make no attempt to reset any circuit breakers. In accordance with CE-10- 11R, Special Airworthiness Information Bulletin, dated January 14, 2010, and available for download at http://rgl. faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/ (LookupSAIBs)/CE-10-11R1?OpenDocument, the best and safest practice is to not reset circuit breakers in the air unless absolutely necessary for safe flight. Resetting a circuit breaker may result in a greater overload and possible fire. [Figure 8-19]  Head directly for the nearest airport and 

