Another possible malfunction is failure of the drogue chute to inflate fully. If this happens, the canopy “streams” like a twisting ribbon of nylon, providing only a fraction of the drag that would occur if the canopy had fully inflated. Full inflation is unlikely after streaming occurs, but if it does occur, drag increases substantially. It is much better to fly with a known drag configuration and adjust for it rather than be faced with a substantially increased drag coefficient at a place and time where a safe landing is no longer possible. If in doubt regarding the degree of deployment of the drogue chute, the safest option may be to jettison the drogue. Regardless of the malfunction type, the pilot should review approach and landing options for the drogue chute conditions. 

## Self-Launching Gliders 

In addition to the standard flight control systems found on all gliders, self-launching gliders have multiple systems to support flight under power. These systems may include but are not limited to the following: 

• Fuel tanks, lines, and pumps 

• Engine and/or propeller extension and retraction systems 

• Electrical system including engine starter system 

• Lubricating oil system 

• Engine cooling system 

• Engine throttle controls 

• Propeller blade pitch controls 

• Engine monitoring instruments and systems 

The complexity of these systems demands thorough familiarity with the GFM/POH for the self-launching glider being flown. Any malfunction of these systems can make it impossible to resume powered flight. 

## Self-Launching/Sustainer Glider Engine Failure During Takeoff or Climb 

Engine failures are the most obvious source of equipment malfunction in self-launching gliders. Engine failures can be subtle (a very slight power loss at full throttle) or catastrophic and sudden (engine crankshaft failing during a full-power takeoff). High on the list of possible causes of power problems are fuel contamination and exhaustion. 

To provide adequate power, the engine system must have fuel and ignition, as well as adequate cooling and lubrication. Full power operation is compromised if any of these requirements is not satisfied. Monitor the engine temperature, oil pressure, fuel pressure, and revolutions per minute (rpm) carefully to ensure engine performance is not compromised. Warning 

signs of impending difficulty include excessively high engine temperatures, abnormal engine oil temperatures, low oil pressure, low rpm despite high throttle settings, low fuel pressure, and erratic engine operation (surging, backfiring, and missing). Abnormal engine performance may be a precursor to complete engine failure. Even if total engine failure does not occur, operation with an engine that cannot produce full power translates into an inability to climb or perhaps an inability to hold altitude despite application of full throttle. The best course of action, if airborne, is to make a precautionary landing first and then discover the source of the trouble. 

Regardless of the type of engine failure, the pilot’s first responsibility is to maintain flying airspeed and adequate control of the glider. If power failure occurs, lower the nose as necessary to maintain adequate airspeed. Pilots flying self-launching gliders with a pod-mounted external engine above the fuselage need to lower the nose much more aggressively in the event of total power loss than those with an engine mounted in the nose. In the former, the thrust of the engine during full power operations tends to provide a nose-down pitching moment. If power fails, the nose-down pitching moment disappears and is replaced by a nose-up pitching moment due to the substantial parasite drag of the engine pod high above the longitudinal axis of the fuselage. Considerable forward motion on the control stick may be required to maintain flying airspeed. If altitude is low, there is not enough time to stow the engine and reduce the drag that it creates. Land the glider with the engine extended. Glide ratio in this configuration is poor due to the drag of the extended engine and propeller. The authoritative source for information regarding the correct sequence of pilot actions in the event of power failure is contained in the GFM/POH. The pilot must be thoroughly familiar with its contents to operate a self-launching glider safely. 

If the power failure occurs during launch or climb, time to maneuver may be limited. Concentrate on flying the glider and selecting a suitable landing area. Remember that the high drag configuration of the glider may limit the distance of the glide without power. Keep turns to a minimum and land the glider as safely as possible. Do not try to restart the engine while at very low altitude because it distracts from the primary task of maintaining flying airspeed and making a safe precautionary landing. Even if power in the engine system were restored, chances are that full power is not available. The problem that caused the power interruption in the first place is not likely to solve itself while trying to maneuver from low altitude and climb out under full power. If the problem recurs, as it is likely to do, the pilot may place the glider low over unlandable terrain with limited gliding range and little or no engine power to continue the flight. Even if the engine continues to provide limited power, flight with partial power 

