Athletes

Safety Management System

"If anything can go wrong, it will."                                         Edward Murphy

What?

The Safety Management System is a method to have safety taken into account by the whole community, not only its leading frame, in order to create a safety culture and reduce more efficiently the accidents/incidents figures.

Why?

Such a system is standard in civil aviation, and may partly explain their well-known and desserved high reputation: "The International Civil Aviation Organization (ICAO) requires SMS for the management of safety risk in air operations, maintenance, air traffic services and aerodromes. These requirements have been expanded to include flight training and design and production of aircraft." - FAA

How?

A simplified version, especially designed for Hang Gliding and Paragliding, was unanimously adopted at the 2016 CIVL Plenary. To become fully efficient, it needs now to be implemented by the National Federations, which for many of them already have some similar system.

On the same subject: Pilot Safety in Gliding

Safety Officer

	Former Navy commander, Mitchell Shipley was then advanced technology research manager in a university laboratory. He is advanced rated hang glider instructor, lead flight instructor and tug pilot in a main US flying center, and electric tow winches manufacturer. Hang gliding since 1988, he was a national team member in the 2013 worlds and then team leader. He practiced also skydiving, scubadiving and motorcycling. He manages the US incident report database and has been CIVL safety officer since 2017.
	Dennis Pagen has been US delegate, CIVL hang gliding committee member or leader and competition steward for years. He implemented the hang gliding sprog setting policy. He overlooks the CIVL internal forum.
	Raymond Caux was hang gliding technical adviser at the FFVL, team member and then team leader in several world championships from 2003 to 2011. CIVL safety officer from 2012 to 2017, he organized these pages.

Safety Links

Federation & manufacturer safety corners, safety & psychology related websites...

Advance (CH) Aeros (UA) APPI (INT) BHPA (GB) Convergent Performance (USA) DHV (D) Dynamic Flight (AUS) FAA (USA) Flight Safety Foundation (INT) Flight Safety Australia (AUS) Gin (ROK) HGFA (AUS) HGMA (INT) HPAC/ACVL (CDN) ICAO (INT) ISSW (INT) Just Culture Paragliding (GB) LAA (GB)

Mentalpilote (F) Moyes (AUS) Oregon HG (USA) & Airmanship 1 2 3 Ozone (GB/F) P@r@2000 (F) Paragliding Forum (INT) Paramania (GB) PMA (INT) Safetyrisk (USA) Skybrary (EU) Soaring Safety Foundation (USA) Sully (USA) Supair (F) Swing (D) UP (D) USHPA (USA) Wills Wing (USA) WSO (INT)

Safety Handbook

Foreword

Safety Management System is a standard in civil aviation. From the US Federal Aviation Administration (FAA): "The International Civil Aviation Organization (ICAO) requires SMS for the management of safety risk in air operations, maintenance, air traffic services and aerodromes. These requirements have been expanded to include flight training and design and production of aircraft."

The SMS designed for professionals is heavy but fortunately, the Royal Dutch Aeronautical Association (KNVvL) has its own one. Henry Lemmen, paragliding safety officer, wrote a light version adapted to the paragliding and hang gliding sections, later shared by Andre Bizot, EHPU safety representative, and freely translated by Raymond Caux (2015). Thanks to the KNVvL and Henry Lemmen, this Safety Handbook is now available to the national hang gliding and paragliding federations, to download here.

Lastly, regulations applicable to air law, air traffic and control in the respective countries are reserved. They must be observed and, where applicable, take precedence over any sport regulations.

 

SAFETY HANDBOOK

Index

Foreword Index 1  Introduction 2  Definitions 3  Safety Management System 3.1 Objectives 3.2 Contents 4  Structure and Tasks 4.1 Safety Manager's Tasks 4.2 Safety Commission's Tasks 4.3 Members' Tasks

5  SMS in Practice 5.1 Safety Promotion and Training 5.2 Event Management 5.3 Analysis and Registration 5.4 Implementation of Improvement       Measures 5.5 Assessment of Measures 5.6 Communication Tools 6  Annex 1 Risk Identification 7  Annex 2 Event Reporting

1  Introduction

Paragliding (PG) and hang gliding (HG) are sports with lots of pleasure to experience. They are also sports with associated risks. The purpose of this handbook is to keep the risks within acceptable limits and to avoid accidents. It describes the structures, methods and measures used by the PG and HG sections to make their sports as safe as possible. It offers a guide showing how these structures, methods and measures function in practice and should be applied. The objective of this handbook is thus to foster a safety culture, where events are actively and systematically analysed and measures are taken to reduce the risk of recurrence.

For the function of these structures, methods and measures, it is important that everyone involved in PG and HG, like (help) instructors, winch men, launch marshals, school owners, board members and pilots, promote flight safety. Everyone must (want to) face the hazards and consequent risks, and be prepared to take appropriate measures to remove or at least reduce these hazards and risks.

Adverse events and particularly accidents can never be ruled out completely, not even with a handbook. But it is possible to learn from events to avoid recurrence. This requires openness of those directly involved and understanding of the others. It is not here about finding someone guilty or blaming those involved, but well about finding together the reasons and then the solutions to reduce the chance of recurrence. This handbook provides guidance for this purpose.

2  Definitions

Event:  Hazardous  situation:  Incident:  Near-accident:  Accident:

Any situation that deviates from the normal course of actions A situation where the sum of the factors "chance" and "effect" is an unacceptable risk for persons and/or goods A hazardous situation or action that could have led to an accident An adverse event without damage nor injury, but where it could have occurred in slightly different circumstances An adverse event resulting in personal injury or property damage

3  Safety Management System

The Safety Management System (SMS) provides a proactive approach to managing safety within associations (shorter thereafter clubs) and instruction bodies (schools), including the necessary organizational structures, responsibilities, procedures and policies.

3.1 Objectives

The purpose of the sections is to:
- Reduce the risk of accidents
- Increase knowledge about safe operation for their customers and members
- Promote an environment where safety is paramount and a second nature

The aim is thus to create a culture not only made of reporting and analysis of events, but also where pilots can talk to each other about their behaviour regarding flight safety. The SMS is therefore a tool to contribute to the previously mentioned objectives in a systematic way.

3.2 Contents

The components of the SMS are:
- Risk management (hazard identification + event management)
- Assessment of improvement measures
- Safety promotion and training

An important principle of the SMS is to pay attention to incidents. By doing so, risks can be better identified and serious accidents can be avoided. This is the preventive approach to safety. It means that not only accidents or near-accidents must be reported, but also events that could lead to a dangerous situation. In addition, the analysis of all events is necessary. This is the reactive approach to safety, that deviates from the normal course of actions.

4  Structure and Tasks

The PG and HG sections consist in boards and commissions, schools, clubs and individual members. The SMS of the section is therefore arranged as follows:
- Certified pilots are responsible for their own safety, have rights and obligations
  concerning safety, based on the PG and HG rules, and must report the events.
- Each school or club has its Safety Manager (SM), who is responsible for its SMS:
  establishing, performing and monitoring compliance of it.
- The section board supports and coordinates indirectly, through the Safety
  Commission or Committee (SC), the SMs of the clubs or schools.

Level	Tasks	Person
CIVL	Support safety policy of the federations	Board member
Federation	Coordinate safety policy for all sections	Board member
Section SC	Design, implement and monitor  section safety for schools, clubs and  individual members  Coordinate and supervise SMs of  schools and clubs	Options:  · Safety representative of the    section board  · SC president  · SC member  · Combination of representative    and president (representative    becoming SC president, not    board member anymore
School/club SM	Ensure flight operation safety,  establish and check compliance of  safety policy within the school or club

4.1 Safety Manager's Tasks

- Establish a safety culture where event reporting is normal and pilots can talk to
  each other
- Internally analyse events
- Implement improvement measures and ensure compliance
- Ensure that methods and material are used properly
- Ensure compliance of improvement proposals and assess them
- (Monitor) adjustment policies/rules where necessary
- Inform pilots/students/instructors about flight safety improvement measures and
  procedures
- Report events to the SC
- Produce an annual safety report

All events are handled within the school or club and collected in the annual report. Serious incidents, near-accidents and accidents, according to the rules of PG and HG, must be also reported immediately.

4.2 Safety Commission's Tasks

- Educational material for pilots/students/instructors (how to proceed)
- Events/hazards/risks registration material (as part of students' flight registration, for
  instance)
- Support and coordinate SMs of schools and clubs
- Supervize implementation of SMS
- Keep total record of events
- Coordinate research on serious events

4.3 Members' Tasks

Beside members are expected to respect laws and regulations, they are required to:
- Keep up-to-date knowledge about flying technique, meteorology, aviation
  regulations, aerodynamics, PG and HG rules, navigation if relevant, and other
  information affecting flight safety
- Apply that knowledge
- Take note of the safety notices, measures, and procedures
- Report events and issues that may increase the risk of incidents

5  SMS in Practice

The SMS is composed of hazard identification, risk recognition, safety training and promotion, and event management. Upon identification of hazards, an analysis of the biggest dangers and resultant risks in the sport is proactively made. The goal is to get insight into the frequency and impact of an incident. On that basis, areas of attention are determined for the upcoming season.

Safety promotion is aimed at increasing knowledge about safety, procedures and measures, but above all at stimulating a safety culture.

Event management is a reactive process where a continuous process is completed, from event reporting and analysis, implementation of measures to prevent the same event, to reviewing of the effectiveness of measures.

Hazard identification involves a number of operational experts. Therefore, at the initiative of the SC and before the beginning of the flight season, the section holds each year a meeting with the SMs of the clubs and schools and some of the most experienced members and/or (expert) instructors. In a brainstorming session during this meeting, the top three risks are identified, taking into account the probability that an incident may occur, and how serious its consequences are. In annex is a method by which this can be done in a systematic manner.

5.1 Safety Promotion and Training

Safety promotion and training are aimed at knowledge transfer regarding flight safety, both on a technical level and to create a safety culture. On a technical level, pilots should be aware of laws and regulations, flying technique, procedures and other flight technical matters. Aspects like talking to each other about behaviour and readiness to report are covered by the safety culture.

An important aspect here is that not only measures and procedures are applied, but it is also explained why and how they increase flight safety. People who know the reason of certain safety procedures will be more inclined to adhere to them. When people know that their reports result in measures, this leads them to report.

- Safety promotion and training's goal is that everybody (members, students,
  instructors and others) has current knowledge of flying technique, meteorology,
  aviation regulations, aerodynamics, PG and HG rules, navigation if relevant, and
  other information affecting flight safety.
- The above is applied consistently.
- Everyone knows what is expected of her or him regarding the safety policy.
- The improvement measures and other important decisions taken are known, like
  their follow-up.
- The reasons of certain measures taken are known, and everyone knows why
  certain safety procedures are introduced or changed.

5.1.1 Methods

Safety promotion and training takes place both at the clubs and schools level and at the section level. During the instruction period in the schools, through practice and theory among others, a detailed attention is paid to flying technique, legislation and procedures, with the objective that (future) pilots learn responsible use of airspace. However, the SMS is also aimed at keeping on refining flying technique after the licence is achieved, in the clubs.

To pay attention in a structured way to the promotion of flight safety among members and students, an annual day of instructors or schools is organized by the section board. This is to share knowledge and experiences and to create uniformity in the way safety is handled. Another aspect at the section level is the development of policy and instruction material for the theory examinations.

5.2 Event Management

Event management takes mainly place at the level of clubs and schools. Only in case of serious accidents, an investigation is made by the section board. Event management includes the following components:
- Event reporting
- Analysis and registration
- Implementation of improvement measures
- Assessment of improvement measures

5.2.1 Event Reporting

The members are encouraged to report events. The form to use can be found in annex. Some examples of events to report:
- (Near) collision with another aircraft
- Hitting obstacle upon take-off or landing
- Rescue throw due to non flying equipment
- Faintness of pilot during flight
- Damage to material
- Injuries (to oneself/others)
- Unsafe situations, like bystanders at launch, poor launch, landing and flying
  technique

All incidents are reported using the form on the section website. There are roughly two situations in which events take place:
1) In school/federation, whether accompanied by an instructor or not
2) All other incidents where individual pilots are involved

In the first case, the relevant SM presents a factual report on the incident. In addition, the SM interviews as many people involved and witnesses as possible. The factual report is submitted to the SC via the incident reporting system. The SM receives a copy, uses it for internal analysis and submits the possible feedback to the SC.

In the second case, the individual pilot presents a factual report and interviews also any persons involved and witnesses. The report is submitted to the SC via the incident reporting system on the section website.

In both cases, it is advisable to support the reports with available photo and video material, which can be presented separately to the SC.

5.3 Analysis and Registration

The research taking place after each report focuses on the causes of the event and the underlying hazards. The contribution of the organization, procedures, environmental and individual factors are included. Based on that study, the SM determines the findings, adds them to the factual report, and draws improvement measures/proposals.

The event reports are added by the SC in the register, where the files are kept for at least 5 years. The incident register, attached as an annex, makes a trend analysis possible.

5.4 Implementation of Improvement Measures

Working together with the club board or school owner, the SM establishes improvement measures and ensures that they are communicated to the members, students and instructors. Shortly after improvement measures have been implemented, it is necessary to check whether they have lowered the risk level.

5.5 Assessment of Measures

At least once a year are the occurred events discussed within the club or school. Here are also discussed the situations or outcomes of the researches, and which measures have been and/or are being taken to prevent recurrence. In the schools, it can take place during the annual refresher course which they provide for their (help) instructors. In the clubs, it can be an agenda item at their meeting.

The central questions in the review of measures taken are the following:
- Are the measures working as they are supposed to?
- Do they still have the desired effect on the risk?
- Is the risk that these measures limit still at the same level?
- Have the measures introduced new hazards?

5.6 Communication Tools

Communication occurs among others by means of briefings on the flying day, via the website (of the club, school or section), club and members' magazine, and mailing lists/forums within the sections (e-line/chat...). Here can a distinction be made between two types of information, and the mode of communication depends on their type: critical information that must be known before the next flight or as soon as possible, and information where the time factor is less critical.

6  Annex 1 Risk Identification

Hazard identification is as follows:
The experts write, individually, their top three potential hazards and assign to them, in a comprehensive manner, their most serious and most likely effects.
All hazards with their effects are compiled and the corresponding hazards are merged.
The experts examine then all possible effects written down, and from there decide together which effects are actually the most serious, most probable ones.
Then is examined for each hazard how likely it is to happen and how big its effects are. This is again done separately by each of the experts, using the following tables:

Chance	Definition	Value
Often	Several times a season	5
Regularly	A few times a season/probable	4
Sometimes	Once a season or two seasons/possible	3
Rarely	Not known to have happened before, once in five years/small	2
Very rarely	Almost inconceivable that it will ever happen/unlikely	1

Effect	Definition	Value
Very big	Fatality/destroyed material	A
Big	Safety margins hugely affected, major injuries/damage	B
Serious	Safety margins affected, serious injuries/incidents/damage	C
Small	Emergency, aircraft limitations exceeded, minor issues	D
Very small	Few effects	E

Then the values of the results "Chance" and "Effect" are combined and it is examined in a discussion among the experts whether an agreement can be reached between the different results related to the outcome (risk). In case of agreement, this table is used:

Chance \ Effects	Very big	Big	Serious	Small	Very small
Often	5A	5B	5C	5D	5E
Regularly	4A	4B	4C	4D	4E
Sometimes	3A	3B	3C	3D	3E
Rarely	2A	2B	2C	2D	2E
Very rarely	1A	1B	1C	1D	1E

The outcome of the above table is used as input to the next table and it is examined whether measures are needed to reduce the risk:

Outcome combination	Criteria
5A, 5B, 5C, 4A, 4B, 3A	Unacceptable risk under current circumstances,  measures needed to bring the risk down
5D, 5E, 4C, 4D, 4E, 3B, 3C, 3D,  2A, 2B, 2C	Tolerable risk, the board may require measures  still needed, risk growth monitored
3E, 2D, 2E, 1A, 1B, 1C, 1D, 1E	Acceptable risk, risk growth monitored

For the top three threats with the highest points numbers, measures are now formulated.

7  Annex 2 Event Reporting

The federation facilitates the recording of events. For this purpose, an event registration system is set up where anyone can report an event. Events can be reported via the website of the section. Event reports are treated strictly confidentially by the SC.

Risk Assessment

Safety Management System provides tools to improve safety at the organization level (manufacturer, school, club), but the pilots need something more basic for their everyday's pratice. The purpose of the Risk Assessment table is to provide a "safety Swiss knife" to be used while making decision. It can be downloaded here:

                     

Risks can be defined mathematically in a rather simple way, as the likelihood of hazards multiplied by their consequences. To the question "Am I going to hurt myself?", instead of "It should be OK, let's go!", this table is a more structured answer. We are all different at assessing risks, some have a strong preservation instinct, some are self-confident and like thrill. This tool helps taking time, stepping back and watching calmly the situation. It simplifies the hazard identification process of the SMS, making it easy to know by heart and use in an instant, before or during a flight.

Hazards                                   
 ________________________________________________________________ 

Chance  \  Effects	Catastrophic	Manageable	Negligible
Probable	High	High	Serious
Occasional	High	Serious	Low
Improbable	Serious	Low	Low

                                       ___________________________________________
                                                             Risks

The green zone represents where flying looks reasonable, the conservative approach. In the yellow zone, other factors should be assessed: personal worries (divorce, unemployment), "currency" (first flight of season, new equipment), pressure (short on time), fitness (tiredness), weather... One may enter this zone, but staying aware that the odds are higher. The red zone gives access to the statistics. "Is this flight worth my life, the catastrophy for my family, the mourning of my friends and club, the bad impact on my sport?" The decision should be just not to fly. Some examples: aerobatics cannot be green as an adverse outcome is at least possible, cliff or towed launches cannot either as the effects can be catastrophic.

More generally, being a weather expert is considered as normal for pilots. They should have the same expertise in launch and landing skills, psychology and safety knowledge, especially about the human factor. Meanwhile, let us remind the traffic light: "Am I going to fly in the green zone, or in the yellow or red one?" Let us enjoy the green!

                                                                                 Raymond Caux (2015)

CIVL Safety

"Every system is perfectly designed to achieve exactly the results it gets."
                                                                                                   Donald Berwick

Here is the common section. The most important documents or those to start with in all sections or pages are marked in red.

Proposal & Resources

• Run a Safety Management System (cf Handbook)
• Tools: Risk Assessment, Network, Incident Report
  
• Reflection: Articles 1 & 2, Directory > Safety, Links

Former Updates

The 2011 Plenary split Training out to create a Safety Committee and the 2012 Autumn Bureau Meeting replaced it by a Safety Officer.

Safety Articles 1

"The human component is the least reliable component of any system."
                                                                                                  Rollin Fairbanks

Why Can't We Get a Handle on this Safety Thing? Reducing Your Risk Recommendations for Preventing Omission Errors The Long Haul How to Survive Gliding? Fighting Tunnel Vision Some Brain's Biases Self Distrust

Mike Meier (USA) 1998 Greg Hamerton (ZA) 2001 David O'Hare (NZ) 2004 Brian Germain (USA) 2004 Bert Willing (CH) 2008 Vic Napier (USA) 2011 Raymond Caux (F) 2013 Raymond Caux (F) 2013

Safety Articles 2

"If you fail to plan, you are planning to fail."                           Benjamin Franklin

Luck, Longevity and the Limits of Skills Human Factors in Soaring An Alternate View - Risk Management Do Skydivers Care About Safety? Risk Management in Paragliding Human Factors Engineering Pilot Error Happened Recently on an Airfield Glider Accident

John Halle (USA) 1995 Ian Oldaker (CDN) 1999 Bob Weien (USA) 1999 Bill Booth (USA) 2003 Irène Revenko (F) 2006 Rollin Fairbanks (USA) 2007 Ryan Voight (USA) 2009 Martin Feeg (D) 2010 Peter Kelly (USA) 2012

Safety Network

What?

This Network is a list of National Safety Officers plus some professionals. Only the names are published, the email addresses are in a separated mailing list. Please send the updated name and email of your contact person to the CIVL Safety Officer to register and help keeping this list accurate.

Why?

It has happened that people died only because an available equipment failure information had not reached them. The aim of this Network is to avoid that.

Note: Members using explicitly a Safety Management System are marked in green.

National Safety Officers

Argentina Australia Azerbaijan Belgium Brazil Bosnia & Herzegovina Bulgaria Canada China Colombia Croatia Czechia Denmark France Germany Great Britain Greece Guatemala Hong Kong Hungary Iceland India Ireland Israel Italy Japan Liechtenstein Lithuania Macedonia Malaysia Mongolia Morocco Netherlands New Zealand Norway Pakistan Poland Portugal Russia Serbia Slovakia Slovenia South Africa Switzerland Taiwan Ukraine United States of America

Juan Ramon Castillo John Twomey Emin Afandiyev Jean Solon Chico Santos Mirvad Zenuni Michael Yankov & Daniel Dimov Suzanne Francœur & George Martin Zhaofang Han Mayer Zapata Zlatko Vukicevic & Radoslav Ostermann Dan Vyhnalik & Klara Beranova Michael Hasselgaard Claude Bredat Karl Slezak Angus Pinkerton Lillian LeBlanc & Ioannis Myrianthopoulos Alejandro Toralla Trevor Gribble László Szöllösi Robert Bragason Ramakant Sharma Philip Lardner Miki Weiss Rodolfo Saccani Toshiyuki Katsura Siegfried Herzog Justinas Pleikys & Jevgenij Blokha Goran Dimiskovski Nasarudin Baker Shijir Buyandelger Ahmed Lahmidi Araldo van de Kraats & Henry Lemmen (Nicky Hamill) Runar Halling Sajjad Shah & Jabbar Bhatti Zbigniew Gotkiewicz & Mariusz Nowacki Artur Osório Evgeniya Belova Zeljko Ovuka Milan Bohuš Igor Eržen Egmont van Dijk & Hans Fokkens Beni Stocker Elsa Mai Evgeniy Bublik Greg Kelley

Professionals

Hang Glider Manufacturers Association Paraglider Manufacturers Association Cross Country Magazine Oz Report Sport Aviation Publications

Mike Meier Hans Bausenwein & David Humphrey Ed Ewing Davis Straub Dennis Pagen

Not yet in

Albania Algeria Austria Belarus Cyprus Egypt Finland Indonesia Kazakhstan Korea Korea PR Lebanon

Luxemburg Mexico Montenegro Mozambique Philippines Romania Spain Sweden Thailand Turkey United Arab Emirates Venezuela

 

Incidents Types

 

This incidents types list is a synthesis of syntheses of several national overall practice incidents databases, running over several decades. Some sources have been lost, however the synthesis remains. Sorting the categories and especially the solution proposals are subjective (R. Caux). The list is of course open. Fly safe.

 

issues	proposals
physiology hypoxia dehydration hypoglycemia cold sun lack of sleeping, tiredness, jetlag bad physical shape alcohol, cannabis need to pee visual flaw (midair path) white dots on retina airsick wounds on ground scubadiving less than 12h before flight fly down, oxygen set drink, camelback eat weather check, gloves, cothes sunglasses, sunscreen, clothes, drink give up give up give up learn technique red tape, FLARM good sunglasses training (fitness) training give up
psychology lack of experience start of season fear, carelessness, complacency personal worries, feeling "beside" nervous, anger, "testosterone" distraction (camcorder...), speeding up forgetting to hook in forgetting legloops run stop in tandem launch student without guidance risk taking with weather, aerology unavailability, overload, panic training learn human factor learn human factor give up delay delay 1. hook in 2. put on harness close legloops 1st improve pedagogy improve pedagogy learn human factor tuned equipment, simplified pedagogy, training
harness impossible/difficult direct connection forgetting to hook in forgetting legloops, waist strap forgetting chest strap impossible/difficult stand up impossible/difficult lying zipper failure main suspension rope break tilt cord break main riser break backplate break, separation forgotten hook-in impossible wanted reserve opening unwanted reserve opening separation on reserve opening legs injuries spine injuries front opening harness? direct connection & automatic backup Fourment legloops-chest strap link, upper zipper closing from bottom? external chest strap proper rail length, tuned legloops centered rail, tuned riser-footplate cord zipper on velcro sandwich riser sliding on metal rod removable tilt cord, properly routed riser properly sewn & linked to safety frame freefall tested plate linked to safety frame 1. let go 2. turn back onto slope direct pod handle reached by both hands, 2 reserves faired & fitted pod handle bridle connected to harness safety frame ballast suited to pilot deployable airbag
equipment face wounds by glasses loosing helmet "neck breaker" brain rotational wounds snagging cord on launch or glider difficult reserve opening pilot chute break difficult pod opening pod opened before throwing reserve burst in terminal velocity opening injuries upon landing under reserve lockout on tow drogue chute line break, torsion interference drogue chute-keel glasses with round rim tested geometry, strong chin strap minimal fairing behind helmet MIPS helmet technology tethers only by cow hitches or quick links, inner radio wire, no external strings pilot chute on pod freefall tested pilot chute bungees regularly changed (prevent hardening) protected closing loop, lines stowed on pod freefall tested sail size suited to gross weight harness pitch set & 1/3 VG, pull in upon control, "hands on bar" release, dual bridle, fin proper bridle possibly on harness axis short bridle
glider forgetting pin with top closing A-frame A-frame top bolt fatigue failure weak A-frame top bolt through keel cable folding base bar, fatigue base bar break torn cast fittings upon downtube bend/break side wires fatigue break forgetting haulback swan neck pin folded leading edge mylar inserts corrosion hidden by painting forgetting/loosing nose cone forgetting to close sprogs/keel zippers hang loop snagging VG cord rectangular carbon spars break by complex forces keel break weak push-out upon landing tiring, loss of interest rigids control wires/spoilers/flaps disconnected in flight rigids stabiliser lost in flight rigids D-tubes delamination base closing A-frame right quality/size short bolt in craddle under keel articulated folding base bar base bar inner backup wire milled fittings Cheney bottom fittings, right sized wires, eye swage terminals? ring/shackle haulback, backup inserts adjusted in leading edge pockets anodised aluminium tubes nose cone binding by cord or return velcro "remove before flight" tags? easy harness clip-in to dingle dangle/kingpost stowing bungee on downtube base wound spars keel inner backup wire A-frame top behind main riser advertised glider tuning procedure: VG loose 1. symmetry 2. trim, VG tight 3. symmetry 4. pitch pin secured wires/spoilers/flaps pin secured stabiliser, reinforced craddle control during preflight check
environment protruding nail on ramp pitch change on slope change low pitch on cart, tug lifts off 1st high pitch on cart, stall tumble out of cart dragging cart on launch nose AoA velcro limiter steep launch on winch tow, stall upon line break weak link break on launch face injuries on line break snagging tow line impossible release upon lock out midair with winch tow line obstacles on landing unavoidable crash upon landing injuries upon jumping in water drowning upon water landing surfacing start run less than 1m before slope change (except cliff without wind) tunable keel support, 20° (rigids 10°) pitch angle: base bar ~ flight position push while rolling & hold hoses base bar cradles for all bars glider/harness dual bridle restricted tension below 50m, operator's training stronger weak links, regularly replaced simple, light & compact release base bar central part clear of instruments, sheathed line no cord loops imitating metal rings winch towing activity on air maps cut fences, trees let glider absorb energy, wrap around 1 downtube wait touching water before opening buckles 1. exit to trailing edge 2. open harness
control launch with low AoA, glider overtaking launch with high AoA, slow lift off, stall loss of control on cart blown launch, lockout on tow hitting the ridge midair unwanted reserve opening tumble drogue chute thrown over base bar/snagged on wheel/skid spin close to ground loss of control close to ground poor approach, low turn gradient, lee of obstacles obstacles on landing poor landing launch AoA 20° (rigids 10°) progressive acceleration, let fly specific reversed control on cart wings level, active control crabb toward the valley learn rules, continuous 360° watch, anticipate equipment preparation sprogs/twist tuned, VG loose in turbulence throw at trim speed, right away wings level, VG loose/flaps on for final transition to low half of downtubes before final long straight final jugde & anticipate anticipate, watch free zone "listen" to trim
competition overcrowded launch overcrowded start gate midair lost pilots hazardous task line/final glide overcrowded landing low stress setup/launch system (priority set up) adapt lapse beween launch opening and 1st start, ex. 1 to 2h continuous 360° watch, FLARM mobile phone on, live tracker, SPOT flight corridor over landable & in aerologically sane zones daily turn direction for landing
principles mental training: visualise problems & emergency procedures aware of consequences (aviation's hardest = ground) aware of own (changing) limits: adrenalin, visual flaws, no cheating fit & awake ability to renounce: maturity use logic more than lists learned by heart simplify procedures to lower work load anticipate worsening situation, have an alternate rely on anticipation more than luck safety scale (green: fly, yellow: watch ground, red: land) anticipate human mistake, humbleness, listen to critics step in when hazard or incompetence declare incidents for common knowledge putting stress on little mistakes (almost accident)