Site Operations Manual - Southdown Gliding Club€¦ · Site Operations Manual Southdown Gliding...

Southdown Gliding Club Ltd Parham Airfield Pulborough Road Cootham near Pulborough West Sussex RH20 4HP Telephone: 01903 742137 Email: [email protected]

Site Operations Manual

Southdown Gliding Club

Revision 7 - March 2010

Steve Williams C.F.I. Southdown Gliding Club Roger Coote BGA Development Office

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Contents 1.0 Introduction 2.0 Airfield Operations 2.1 Delegation of responsibilities 2.2 Duty Instructor 2.3 Before flying 2.4 After flying 2.5 Hangar packing and unpacking 2.6 Daily inspections 2.7 Parachutes 2.8 Glider towing and handling 2.9 General glider handling 2.10 Towing 2.11 Parking gliders 2.12 The launch-point: general hazards and safety precautions 2.13 Launch-point procedures 2.14 Cable launch procedures 2.15 Aerotow procedures 2.16 Procedures for concurrent cable launching and aerotowing 3.0 Flying records 3.1 Operational records 3.2 Other records 4.0 Communications 4.1 General information 4.2 Pre-flying briefing 4.3 Letters of Agreement 4.4 Airfield communications and signals 5.0 Emergency Procedures 5.1 Accident and Incident Reporting 5.2 Investigation of Serious Accidents 5.3 Confidential Incident Reporting 5.4 Examples of emergency actions 5.5 Emergency equipment 5.6 Mass-landing procedures 6.0 Alternative Launch Methods (Not Applicable / Removed) 7.0 Supervision and Control of Visitors 7.1 Guests and invitees 7.2 Members of the public having right of way 7.3 HSE approved signs for directing visitors and the public 8 Appendices Appendix 1 Aircraft Accident Procedure Appendix 2 Health and Safety Statement Appendix 3 Tow car driving at Aston Down (Not Applicable – Removed) Appendix 4 BGA Code of Practice for gliding lessons




Appendix 5 Guidance Issued by Health & Safety Commission Appendix 6 SGC Pilots’ Cards Appendix 7 SGC Pilot qualifications for solo gliders Appendix 8 SGC Pilot qualifications for mutual flying Appendix 9 SGC Requirements for non-rostered days Appendix 10 SGC Member’s Declaration Form




1.0 INTRODUCTION SOUTHDOWN GLIDING CLUB - SITE OPERATIONS MANUAL The purpose of this manual is to provide advice, information and guidance to all those responsible for the safe operation of Southdown Gliding Club’s site at Parham Airfield. The manual serves as a guide to help clubs to meet their obligations both to their members and to the general public. The BGA has felt it necessary to produce this publication in order to provide guidance upon which to enable clubs to develop procedures for their own protection. A wide range of disciplines and responsibilities are involved and a great deal of information has already been published. However, this manual is designed to cover those areas, both operational and administrative, which have not already been the subject of a BGA publication, e.g. • Laws and Rules for Glider Pilots

• Instructors’ Manual

• Tug Pilots’ Manual

• C.F.I.s’ Handbook

• Club Management Handbook

• Winch Operators’ Manual

• Ground School Manual • Medical Guidance Notes The Manual contains a distillation of best practices from advice and guidance provided by member clubs in their own published operating procedures and we are indebted to many for their co-operation and permission to use their material for the wider benefit. It deals primarily with airfield operations and as a natural progression from the BGA Tug Pilots’ Manual and the BGA Winch Operators’ Manual, there is a section on alternative methods of launching, including bungey launching and autotowing by reverse pulley. The wider responsibilities of running the field are covered in a section on the supervision and control of visitors which includes extracts from the Health and Safety (Safety Signs and Signals) Regulations, 1996. These are of particular relevance to clubs with rights of way across their sites. Practical guidance on dealing with airfield accidents and emergencies is also provided. We wish to emphasise, however, that some of the quoted material is site-specific and that every club is responsible for producing clear instructions for the safe conduct of operations at its own site. These must be available, in writing, as required by BGA Operational Regulation 1.6, which states that... “All Club Local Regulations, in addition to the BGA Regulations but not in place or contrary to them, must be posted in a visible place in the Club premises”. Throughout the text, we have endeavoured to refer to the appropriate legislation and associated publications and to explain the principles upon which advice is given and recommendations are made. However, none of those recommendations is a BGA Operational Regulation unless approved at a BGA AGM and specifically referred to by number in this manual. It is expected that this manual will require revision from time to time, based on experience at club level, revised BGA policies and changes to external regulations. Publication in loose-leaf form is intended to facilitate any updating of the contents, as necessary. Any proposals for amendments are welcomed and should be sent to the BGA Secretary. The BGA reserves the right to amend, supplement and/or discontinue at its absolute discretion, for whatever reason, any or all of the guidelines set out in this publication.




2.0 AIRFIELD OPERATIONS

The smooth running of the airfield, the efficient use of aircraft and equipment and above all, the avoidance of accidents depend upon an efficient organisation on every flying day.

Organisation and operational requirements are governed by: - • The Law.

• BGA Operational Regulations.

• Club Operational Regulations (see Introduction).

• Health and Safety Executive.

• Insurance and duty of care - to which references are made in the text.

2.1 Delegation Of Responsibilities

The Law : Air Navigation Order, 1995

BGA Op. Reg 7.2 states:-

The CFI shall have overall responsibility for all matters concerning gliding operations from the club site and no flying shall take place without his authority. His decision in flying matters is final. He may appoint Rated deputies to carry out his instructions in his absence, but he remains responsible for all flying matters.

A diagrammatic representation of a typical airfield management chain is shown in the diagram below. 2.2 Duty Instructor Whenever training takes place, an Fully-rated instructor approved by the CFI to take charge of operations must be present. Basic instructors may only operate under the supervision of an assistant or higher rated instructor. The Duty Instructor is in charge and will delegate responsibilities to Full, Assistant and Basic instructors, winch and / or tug pilots and the launch point controller (LPC) or duty pilot (DP) who will further allocate the remaining duties, as listed.

2.3 Before Flying

The Duty Instructor / Nominated responsible person should ensure that the following tasks are undertaken before flying begins:- • Check suitability of weather for safe flying

• Checking NOTAMS, Temporary Navigation Warnings (TNWs) and Aeronautical Information Circulars (AICs) for relevant information.

• Inspection of airfield for condition, obstructions and to identify any operational problems for the day.

• Undertaking communications, eg. to inform local airfields or Air Traffic Controllers, as required by Letters of Agreement.

CFI

Duty Instructor

Assistant InstructorsBasic InstructorsTug PilotWinch DriverLaunch Point Controller(duty pilot, ground instructor)

Log KeeperSignals OperatorCable Retrieve DriverGlider Retrieve DriverGuests MarshalCare & Supervision of New Members




• Unpacking the hangar(s).

• Rigging, de-rigging club aircraft as required.

• Daily Inspection of all aircraft and equipment.

• Obtaining a weather forecast.

• Setting up the launchpoint and launch equipment

• Checking and setting up any emergency equipment.

• Provide clear instructions to LPC on minimum criteria for launching for the day’s conditions at that airfield ( aircraft in circuit, ground obstructions etc.).

A formal briefing may be required and should involve all pilots up to and including yellow-card status.

2.4 After Flying

At the end of the day’s flying, the duty instructor is responsible for checking to ensure that every glider is accounted for. If not, then emergency procedures should be initiated (see Case C, Section 5.1). He should also take responsibility for putting away and checking aircraft and equipment. 2.5 Hangar Packing / Unpacking

Many clubs have a rule to ensure that the supervision of packing or unpacking the hangar(s) is restricted to club approved persons. The penalties of allowing mistakes to happen, inflicting “hangar rash” or worse, on aircraft and equipment, justify the need for care.

Only one person should be in charge and that person should be both responsible and accountable to the club. A wide variety of techniques is employed at different clubs but all require the exercise of skill and care. All too frequently, aircraft are damaged when these principles are disregarded. 2.6 Daily Inspections

All aircraft, winches, ground and emergency equipment require daily inspection by a suitably trained and qualified person, approved by the club. Details of these requirements are provided in the BGA Instructors’ Manual, the BGA Winch Operators’ Manual, the BGA Glider Daily Inspection Record and the flight manuals for each aircraft.

All defects or problems should be reported. 2.7 Parachutes

Under BGA Operational Regulations (O.R.6.12) parachutes are only mandatory for cloud flying. The parachute is a vital piece of emergency equipment and should always be kept in full working condition. To ensure that parachutes can be relied upon to work in an emergency, the following precautions should be observed:- • Parachutes should be checked and repacked periodically according to the manufacturer’s recommendation.

• The parachute should be kept dry and clean at all times.

• Never put a parachute down on the ground. • Never allow a parachute to become contaminated with fuel, oil or acid.

• Always store in a dry, clean place. A heated cupboard is advisable, especially during the winter months.

• Parachutes should be checked as part of the glider’s D.I.

• If the parachute has become damp or contaminated, or if the release pins under the flap are bent or have been partly withdrawn, the parachute should be declared unserviceable and sent for servicing and re-packing, straightaway. See R.P. 16.

2.8 Glider Towing and Handling

Members need to learn the necessary skills to enable them safely to handle gliders on the ground. Teamwork and clear communication are required, together with a clear understanding of the risks involved.




Unlike powered aircraft, gliders are incapable of moving themselves on the ground. Manoeuvring, parking and positioning gliders on the airfield or in the hangar is accomplished either by manhandling or by towing behind a vehicle.

Whichever method is used, there are a number of principles that need to be observed, both for the safety of the glider and for those moving it. 2.9 General Glider Handling

A number of general points should be observed at all times:- • Whenever the glider is being moved, someone must hold on to one wingtip, unless appropriate reverse

towing gear is used.

• When changing the holding of wings from one person to another, the person handing over calls “YOUR WING” and the receiver of the other wing replies “MY WING”. This is a clear, concise handover and must be used whether on the field or in the hangar.

• Glider canopies are easily damaged and are expensive to repair. Never leave the canopy open when the glider is unattended. Always close and lock the canopy.

• Avoid reaching through the clear vision panel of the canopy to close airbrakes or to release the cable.

• Never reach through the clear vision panel of the canopy when the glider is moving.

• Never lift the canopy by the edge of the clear vision panel. • If the canopy is stuck or will not open, summon qualified assistance.

• Manhandling the glider is the preferred method for short distances or downhill. The correct method for handling the glider is as follows:-

• It is always preferable to move the glider backwards.

• If a glider has a tail-skid, it must be lifted clear of the ground, using the handle provided (NOT the tailplane or the elevator!). If the glider has a tail dolly or removable tail wheel, it should be attached.

• Always push on the strongest part of the wing which is the leading edge. (No glider should be pulled or pushed by the trailing edge of the wing, rudder or canopy).

• Whenever the glider is being moved by hand, someone must always hold on to one wingtip. This is : -

(i) to control the direction by steering the glider.

(ii) to ensure that the glider cannot be blown over by a gust of wind.

• In strong winds, someone should be seated in the glider to prevent it from lifting off and to hold the controls steady.

• When moving a glider downwind, always ensure that the ailerons and rudder are held, either by placing restricting locks in place or by someone seated securely in the cockpit holding the controls or by someone walking behind the control surface and holding it firmly to prevent it from slamming against stops or hinges when caught by the wind.

2.10 Towing

Towing is the preferred method when the glider needs to be moved quickly or for greater distances than can easily be accomplished by manhandling. Towing involves hooking the glider to a vehicle and pulling it in a forward direction while being stabilised and steered by hand. Safe towing requires the following points to be observed:- • The rope used should not be less than one wing’s length and should preferably be a wingspan in length. This

is to ensure that if the glider is turned unintentionally while on tow, the wing will not hit the towing vehicle.

• Always attach the rope to the belly hook of the glider. This will ensure that if the glider is groundlooped, the back release will operate detaching the glider from the towrope and avoiding further damage. It also makes the glider easier to steer by the wingtip holder.

• A third member of the crew should always walk in front of the glider especially where there is a downslope or a tailwind. He can stop the glider from over-running the tow vehicle, release the towrope if necessary and can communicate between the wingtip holder and the tow driver.

• The driver of the tow vehicle and the wing holder must be in constant communication with each other so that in an emergency, the driver can stop immediately if required. It is not always possible to be in verbal communication, but visual communication is essential. The tow driver should keep a constant watch on the wingtip holder and respond to previously agreed signals.

• If the tow vehicle is a car, the windows should be open and the radio turned off, so that the driver is aware and able to hear commands such as STOP!




2.11 Parking Gliders

Gliders should always be parked so that they are secure and stable and cannot be blown over and damaged by a strong gust of wind. The built-in stability of a glider will cause it always to weathercock into wind. Once facing into wind, the wings will generate lift and if the wind is strong enough, the glider will take off on its own or will simply blow over. To avoid that happening, take the following precautions:- • Gliders should always be parked with one wing into wind, with the airflow from slightly behind the trailing

edge.

• The into-wind wing should be held firmly on the ground by using pickets, tyres or some form of ballast that cannot damage the wingtip.

• Always place tyres or moveable ballast so that it moves with the wing. Do not place tyres partly on the ground and partly on the wing. If the wingtip moves, the tyres will be displaced, the wing will rise and the glider may blow over.

• Prevent the glider from weathercocking by placing tyre or chock under the nose skid and by placing tyres or chocks on the downwind side of the tailskid or by picketing the tail.

• Remove tail dollies or detachable tailwheels.

• Lock airbrakes in the “Closed” position to prevent ingress of water and to reduce drag.

• Prevent the rudder from slamming against its stops or hinges, either by placing a “rudder lock” in position or by moving the rudder to its full travel on the downwind side and carefully placing a tyre or ballast against the rudder on the upwind side.

• Close and lock canopies.

• To provide additional stability when parking in strong winds or when strong gusts are anticipated, place a tall trestle or park a vehicle (suitably cushioned and protected) under the high wing.

Note. Some glassfibre gliders are very tail-heavy and will not weathercock. Those gliders may be parked safely by placing the downwind wing on the ground and leaving the into wind wing up. That parking configuration has the added benefit of avoiding the need to place tyres or ballast on highly polished, expensive gel coat. But parking “wing up into wind” is not recommended for all glassfibre gliders, since many (e.g. Puchacz, Ka21) are not tail-heavy and need to be parked in the standard manner, i.e. in the same way as wooden gliders. If in doubt or if threatened by sudden gusts or by squally weather conditions either stay with the glider or allocate someone to stay with each aircraft.

2.12 The Launch Point: General Hazards and Safety Precautions

The launch point is the most hazardous area of the gliding field with a number of risks. Safety precautions are of paramount importance and the following should be observed at all times:- • Always follow the instructions of the Launch Point Controller (LPC).

• Stay behind the glider to be launched unless specifically authorised to go forward by the LPC.

• Do not obstruct the LPC’s line of sight and signals communication.

• Do not walk in front of a glider once a cable or rope has been attached.

• Be aware when handling ropes or cables. They might move unexpectedly. Never touch the second cable when a glider is being launched on the first cable. There is always a risk of the second cable becoming entangled with the first and becoming “live”. (See Winch Operators’ manual).

• Noise should be kept to a minimum at the launch point to stop interference with the launch signalling process. 2.13 Launch Point Procedures

The requirements for cable launching (winch, auto-tow and reverse pulley systems) and aerotowing are considered separately and the special procedures for operating aerotowing and cable launching concurrently are dealt with as a separate section. 2.14 Cable Launch Procedures

Launching is a team operation and the following tasks should be allocated:- • Launch point controller or launch marshal in control of launching.

• Log keeper recording details of all launches and landings.




• Wingtip holder.

• Signals operator relaying instructions to the winch or car driver.

• The winch or car driver operating under control from the launch point. • Cable retrieve vehicle driver. The Winch Launch Sequence

The tasks involved are illustrated by a typical sequence of events, as follows:- • The Launch Point Controller (LPC) or someone delegated by the LPC removes the cables from the retrieve

vehicle when it arrives. He must make sure that the second cable is well clear of the first and that the parachute attached to the second cable is well clear of aircraft, people or ground obstructions. The down-wind cable is normally used first. (See BGA Winch Operators’ Manual, page 8). The cable retrieve driver then returns to the winch when the route is clear and waits in a safe area until the next launches are completed.

• The LPC selects the appropriate strop and weak link for the glider to be launched. A chart giving the appropriate weak links for each glider should be available at the launch point. Alternatively, each glider should carry a sticker in the vicinity of the belly hook and on the instrument panel, indicating the correct weak-link strength and colour coding. Finally, it is the pilot’s responsibility to know the appropriate weak link and to check that the correct link has been attached.

• The pilot must be in position, with his glider suitably lined up at the head of the launch queue, forward of any launch point control vehicles, with his pre-flight checks completed and ready to launch.

• The LPC (or someone delegated by the LPC) takes the cable to the glider and waits for the pilot’s instruction to attach the cable. By accepting the cable, the pilot indicates that he is ready to be launched.

• The pilot indicates that he is ready to launch by asking for the cable.

Note. When individual launch strops are used for different glider types, these should not be attached to the glider before they have been connected to the cable. It is important that the pilot is always in control of the connection to the winch and that may not be possible if the strop is already attached to the glider. There is serious risk of an inadvertent launch if the glider is connected to the winch without the pilot’s instructions.

• The LPC asks the pilot to open the cable release hook with the word “Open” and when the ring is in place, he asks the pilot to close the release hook with the word “Close”. The pilot will repeat the instructions to affirm.

• The LPC checks the security of the cable attachment by pulling on the strop, forward of the weak link assembly. This checks the ring in the release mechanism and also checks the security of the intervening linkages. He then lets go of the cable, calls “Cable on and secure” and stands clear.

• The LPC then checks for any potential conflicts with the launch. Note. Once the cable is attached, it must be assumed that the glider could move forward at any time. Nobody should be allowed to walk or stand in front of the glider. Should this area be violated, then the Pilot in charge of the glider MUST release the cable at once

• On receiving the “Take up slack” signal, the winch operator initiates the launch procedure.

Note. If any potential problem is identified, then the launch should be stopped. Whoever spots the problem should shout “STOP” and hold one hand above the head as a visual signal. The Signaller will then relay the STOP signal to the winch, using the prime signalling system, backed up by a verbal “STOP” command. It is the responsibility of everyone at the launch point to call for a STOP if a potential threat to the safety of the launch is identified.

• If a STOP signal is given, or the pilot wishes to abort the launch, the pilot should release the cable immediately.

Note. At some clubs, local custom may involve variations to the above sequence of actions. Pilots visiting other clubs should check on local procedures.

2.15 Aerotow Launch Procedures

The following tasks must be allocated:- • Launch point controller or launch marshal in control of launching.

• Log keeper recording details of all launches and landings.

• Wingtip holder.

• Signals operator passing instructions direct to the tug pilot, either by manual signals or by radio.

• The tug pilot.

Note. If necessary, the first four of these tasks may be undertaken by the same person.




The Aerotow Launch Sequence

The tasks involved are illustrated by a typical sequence of events, as follows:- • The gliders are arranged in a launch queue or in parallel launch queues, adequately separated. The next

glider to be launched is moved to a forward position with the pilot ready to launch, having completed his pre-flight checks.

• The tug pilot lands with towrope attached and taxis into position at the head of the launch queue. NB. Where the manoeuvring area is restricted, the tug pilot will need to turn after landing and taxi downwind to the launch point. In certain circumstances it may be necessary to drop the towrope before landing and to re-attach it for each launch.

• The Launch Point Controller (LPC) or a member of the launch crew collects the glider end of the towrope, checks the towrope for knots and condition generally, then takes the towrope to the glider to be launched. (If knots or damage are discovered and cannot immediately be removed, the towrope is detached from the tug and replaced with a serviceable towrope).

• The LPC (or helper) waits for the pilot’s instruction to attach the towrope.

• The wingtip holder lifts the appropriate wing (preferably the downwind wing) of the glider. The LPC (or helper) asks the pilot to open the cable release hook with the word “Open” and when the ring is in place, he asks the pilot to close the release hook with the word “Close”. The pilot will repeat the instructions to affirm.

• The LPC (or helper) checks the security of the tow rope attachment by pulling on the towrope. He then calls “On and secure” to the pilot, lets go of the towrope and stands clear.

• The LPC then checks for any potential conflicts with the launch.

• The LPC then signals to the tug to take up slack at the same time calling out to the pilot “Taking up slack”.

• The tug pilot moves steadily forward. When the slack is removed from the towrope, the LPC signals “All-Out” to the tug pilot.

• The wingtip holder runs with the wingtip, keeping the wings level and the glider straight until the pilot establishes sufficient aileron control to hold the wings level. If there is any degree of crosswind, it is usual for the upwind wing to be held. However, for some gliders (those with poor directional control and liable to weathercock into wind), it is preferable to hold the downwind wing. The pilot may specify which wing he prefers to be held.

Note. During the “Take up Slack” phase the LPC will constantly be checking for problems on the ground or in the air and will STOP the launch if a problem is identified or if anyone else at the launchpoint gives a “STOP” signal. If a STOP signal is given, the glider pilot will release the towrope immediately. At some clubs, local custom may involve variations to the above sequence of actions. Pilots visiting other clubs should check on local procedures.

2.16 Procedure for Concurrent Cable Launching and Aerotowing.

A mixed launch operation is only feasible if there is sufficient space available to enable each system to operate on a separate area of the airfield and where an operating system can be developed to avoid any conflict between the two launch systems. Vital factors necessary to avoid confliction are: - • There must be no confusion between the aerotow and the winch launch signals.

• The two launchpoints should be within view of one another




3.0 FLYING RECORDS

A record of all flights made by gliders, motor gliders, tugs and other powered aircraft is necessary, both for the Club and for the individual pilot, in order to meet with requirements for pilot licensing, aircraft maintenance, aircraft insurance, accident investigation, BGA statistics, meeting planning conditions and as a basic verification both for badge claims and for allocating costs or for charging flights to members. 3.1 Operational Records

Operational records to be kept at the launchpoint and by the tug pilots, together with the underlying legislation or BGA Operational Regulations are summarised as shown in the table below. The log keeper is required to record details of the pilot(s), (name(s) and account number(s), the glider (type and identification markings) and the tug aircraft (if appropriate).

An aircraft is defined as being in flight from the time when it first moves in order to take off until it next comes to rest, after landing. (ANO 1995, Article 118). 3.2 Other Records

Gliding clubs have a legal obligation to maintain other records regarding safety of operations, eg:- • COSHH ( Control of Substances Harmful to Health - HSE)

• RIDDOR (Reporting of Injuries, Diseases and Dangerous Occurrences Regulations- HSE)

See Section 8 on Health and Safety at Work Act, 1974.




Record

Purpose

Legal Requirement

Glider flight log sheets with details of launches and landing times and of launch heights for aerotows

Debtor control and members flying accounts Accounting for all aircraft at end of day Accident Investigation Glider maintenance and C of A

Op Reg. 1.7 S.I. 1989 no. 2062 Op Reg. 3.2

Temporary membership forms

Membership records

BGA annual return

Tug flight sheets

Pilots log book records Motor glider pilots log book records Planning conditions Letters of agreement Glider maintenance and C of A Tug maintenance and C of A Light aircraft maintenance schedules (LAMS)

Op. Reg. 7.9 Op. Reg. 8.3, ANO ’95 Art. 26 Town & County planning Act 1990 Op. Reg. 3.2 ANO ’95 Art. 46 ANO ’95 Art. 17




4.0 COMMUNICATIONS

Effective communications, both on and off the airfield, are an essential aspect of safe and efficient operations and also of good team management.

It is the pilot’s responsibility to be properly informed but it is the CFI’s responsibility to ensure that information is available and properly promulgated to club members. The communication and updating of essential information is a continuous task and can be achieved by the following means: -

4.1 General Information Notice Boards

CFI’s Notices CAA Safety Board

Club Matters NOTAMS GASILS Safety Flashes

Reference Material

Weather Forecasts UK Air Pilot Aeronautical Information Circulars Aeronautical Charts Safety Bulletins Club Flying Orders Temporary Navigation Warnings (TNWs)

Club Newsletters

BGA Newsletters

Personal Letters to Members

4.2 Pre-Flying Briefing

A formal briefing before the commencement of flying is a necessary aspect of the day’s operations. It provides the Duty Instructor with the opportunity to communicate, discuss and explain the essential features and anticipated problems of the day’s flying. Provision can be made for self-briefing if pilots miss the formal session.The following points should be covered: - The Duty Team and Allocation of Responsibilities • Duty Instructor.

• Assistant Instructors.

• Basic Instructors.

• Duty Pilots or Launch Point Controllers.

• Tug pilots.

• Winch drivers.

• “Club host” responsible for trial lessons and guests. Equipment • Gliders and ground equipment in use and unserviceable.

• Feedback from Daily Inspections, problems etc.

• Special requirements, operating restrictions etc. Weather forecast • Opportunities and hazards for the day.

NOTAMS • Appraisal of relevant Temporary Navigation Warnings (TNWs) and Air Information Circulars (AICs)

information.




Hazards • Field condition, obstructions and anticipated problems.

• Anticipated weather hazards, turbulence etc.

Operations for the day • Launch point direction and orientation.

• Tug pilot tow-out and recovery routes.

• Circuit and approach.

• Special limitations.

• Special requirements eg. radio calls, oxygen etc.

• Radio operating frequencies.

• Mass landing procedures.

• Recovery of gliders experiencing launch failures.

Special requests • Check flights (to be given priority, if possible).

Task setting (if appropriate) • Cross country briefing (to separate group, if required).

• Retrieve crew arrangements.

• Accounting for any missing gliders at the end of the day

Visitors and Trial Lessons • Nominate host / hostess and hand over for separate briefing and escort to launch point.

Any Other Safety Matters 4.3 Letters of Agreement

Before flying commences, it is sometimes necessary, in order to comply with undertakings made under formal Letters of Agreement, to inform Air Traffic Controllers of local airfields of the proposed runways in use, circuit patterns, and aerotowing climb-out patterns. If airspace clearances are likely to be required (eg. Class B or Class D airspace) then early communication by telephone is advisable, if not mandatory. 4.4 Field Communications and Signals

Standard signalling procedures are published in “Laws & Rules for Glider Pilots” as follows:- Op. Reg. 5.5 An adequate method of communication must exist between the person in charge of launching

and the winch or tow car driver or tug pilot”. Op. Reg. 5.6 Procedures for

One bat method. Two bat method.

Lights signals. Op. Reg. 5.7 “When telephonic or radio signalling is used, means must exist for an emergency stop signal

which can be received notwithstanding the noise of the engine”. Telephone Signals

A preference has already been stated for use of a field telephone system operated by landline, for passing verbal messages from the launch point to the winch driver. Insulated cable can be buried (trencher, mole plough or plough) with connecting sockets at appropriate points around the airfield perimeter. Use of telephone provides an independent means of communication which is desirable when operating two launch methods concurrently and minimises the use of dedicated VHF frequencies.




Radio Signals

VHF Frequencies

Dedicated VHF frequencies for gliding are published at para. 10.3 and at R.P. 31 in “Laws & Rules for Glider Pilots”. • 129.9 MHz Ground to ground only, retrieve recovery, winch signals.

• 129.975 MHz Control frequency within 10 nautical miles and up to a height of 3,000 feet at approved airfields.

Citizens’ Band (CB)

Radio frequencies are approved at some sites for ground to ground communication.

Short Range Business Radio

A new development, using cheap handsets and giving coverage of about one mile radius with a wide range of operating channels. No licence is now required. Warning Beacons

The use of flashing beacons is advisable to indicate when a winch launch is in progress. One should be at the launch point prime signals station and operated automatically when the lights signal for “Take up Slack” is given. The other is located on the roof of the winch itself and operated automatically when the cable drum drive is put into gear.

The beacon serves as a warning to keep clear of the winch cable and to avoid confusion with the aerotow launch Aerodrome Signals

Details of visual signal displays for ground to air communication or to people on the ground (S.I. 1991,No 2437, Section IX) are published on the front and back covers of “Laws & Rules for Glider Pilots”.




5.0 EMERGENCY PROCEDURES

Each club should have a clearly defined set of procedures to be followed in the event of an emergency. All members should be familiar with their club’s accident and emergency procedures, which should be posted in a prominent place, and also by the telephone available for members’ use.

Full site details, eg. Access road number. Map reference (Grid reference and latitude and longitude), correct address including postcode should be available by the telephone, together with all the emergency telephone numbers. (See specimen at Appendix 1). 5.1 Accident and Incident Reporting

“The purpose of accident reporting and investigation is to ascertain facts and to prevent reoccurrence and not to apportion blame”.

Any occurrence involving an aircraft or launching equipment, during which:- • A person is injured.

• An aircraft is damaged.

• Property is damaged.

• A hazardous incident without injury or damage occurs.

must be reported as soon as practical by forwarding a completed BGA Accident or Incident report form to the BGA office. 5.2 Investigation of Serious Accidents

In the U.K., responsibility for the investigation of serious aircraft accidents rests with the Air Accident Investigation Branch (AAIB) of the Department of the Environment, Transport and the Regions (DETR). Usually, the AAIB delegates the investigation of accidents involving gliders to the BGA, but they can retain the task themselves if they so wish.

When a gliding accident is reported to the AAIB, their Duty Officer contacts the BGA Chief Accident Investigator (CAI), and together they agree who should carry out the investigation. In the case of fatal accidents, it will almost invariably be one of the BGA’s trained investigators. In the case of other accidents, the CAI may elect to investigate any accident involving a BGA aircraft when, in his opinion, additional lessons may be learned from doing so. 5.3 Confidential Human Factors Incident Reporting Pilots and aircraft maintainers are encouraged to report any potentially hazardous incident, regardless of whether damage or injury occurred. CHIRP, the Confidential Human Factors Incident Reporting Programme is a voluntary reporting system that aims to reduce the number of accidents that have human factor causes in all disciplines of aviation. Depersonalised data from reports by pilots and engineers are recorded in a secure database for analysis of key topics and trends. A newsletter, ‘Feedback GA’, containing current topics is circulated to clubs via the ‘Flight Safety Bulletin’, four times a year. Gliding clubs are recommended to obtain blank copies of the Chirp reporting forms direct form the Chirp Charitable Trust - telephone 01252 370768. Please note that completion of a Chirp report does not remove the need to follow the normal accident reporting procedure as determined in “Laws and Rules”. 5.4 Emergency Procedure Examples.

Essential features of each emergency procedure are as follows: - Case A - In the event of an accident on or near the airfield, resulting in fatality or serious injury or serious damage to an aircraft.




• Dial 999 and request the following Emergency Services :-

Ambulance Fire brigade Police

• Direct First Aiders and emergency equipment straight to the scene of the accident

• Ensure the Instructor in charge is aware of the accident. Someone must take charge and direct proceedings until the Instructor in charge can assume responsibility.

• Start a log of proceedings.

• Set up internal communications.

• Station someone at the telephone.

• Station a marshal at the main entrance to direct emergency services to the scene of the accident without hazarding landing aircraft and to deter sightseers, etc.

• Stop further launching and ensure that a landing area is kept clear for aircraft already airborne. • Inform DETR Air Accident Investigation Branch (AAIB). Telephone 01252 512299

Note. Generally, AAIB will contact the BGA themselves. However, it is also recommended to contact the BGA Accident Investigators. During normal office hours, contact them via the BGA office at Leicester. If out of hours, contact one of the BGA investigators direct.

• Contact CFI, Deputy CFI and Club Chairman.

• Do not move injured people unless there is further danger eg. fire. Wait for medical care.

• Ensure that it is safe to approach any injured persons before attempting to remove them from danger.

• Inform club’s press officer or appoint a spokesman.

• Brief all club members not to provide details to Press, TV or Radio. State that a press release will be prepared by a club official.

• Station a responsible person at the wreckage and do not permit anything to be removed until authorised by the AAIB or by the BGA accident investigator.

• Start gathering information, ultimately to complete a BGA Accident Report Form.

• Assist the Emergency Services and the AAIB as they request. Case B - Glider / Aircraft reported crashed

When a report is received from a reliable source (ie. Police, Emergency Services) collect as much information as possible from the reporting authority in order to identify the aircraft or its pilot(s). Questions should include:-

• Is it a glider or an aeroplane?

• Registration, Competition No. or Tail Letters ?

• Colour scheme?

• Aircraft type?

• What action has been taken so far eg. Ambulance etc?

• Pilot’s identification?

• Location of accident to include O.S. Grid ref. or Lat / Long.

• Access to accident location.

• Contact names and telephone numbers of local police.

• Names and addresses of additional eye witnesses.

• Name of police officer in charge of the incident.

Note. If the aircraft is positively identified as belonging to the Club or having taken off from the home site, then the procedures identified at Case (a) should be followed as far as practicable. If the aircraft is clearly identified as not from the home site, then advice should be given as to the best direction for the Emergency Services to proceed in order to ascertain the base airfield of the crashed machine, based on the information available. Case C - Aircraft missing

Ensure the aircraft is genuinely missing. Check log sheets, search hangar and trailer park and make enquiries.




If aircraft still missing: - • Inform Duty Instructor.

• Telephone the Watch Supervisor at London Air Traffic Control Centre (LATCC) Telephone 01895 445566. Explain the problem, ask if they have received any reports, seek and follow the supervisor’s advice.

• If the aircraft returns or a report is received that explains its whereabouts, inform the Watch Supervisor at LATCC immediately.

• Overdue action must be taken by sunset.

• If a crash is reported and the aircraft identified, proceed as for Case B. Case D - Personal injury or illness with no associated aircraft damage • If medical treatment is required, call Ambulance 999.

• If the injury is serious, notify the CFI, the Chairman and the Safety Officer.

• If the injured person is taken to hospital, ensure next of kin are notified, either by requesting a friend to make contact or by asking the police to notify them.

• Ensure accident is properly reported using the HSE’s RIDDOR procedure.( Reporting of Injuries, Diseases and Dangerous Occurrences Regulations, 1995) See Health and Safety at Work Act, 1974 (Section 8).

5.5 Emergency Equipment

A formal risk assessment needs to be carried out in order to determine the worst case of emergency that could occur at the airfield. Emergency equipment should be designed to enable club members to cope with and contain the emergency until professional emergency services (Fire Brigade, Ambulance and Police) arrive on the scene.

The risk assessment (para. 8.10) shows the worst risk is likely to be a crashed aircraft (glider, motor glider or tug) with attendant fire risk in the latter cases and seriously injured occupants.

For the first 10-15 minutes, management of the accident and care of the injured rests with those already at the scene. Emergency equipment available at the airfield should consist of the following: - • First Aid Box.

• Fire extinguishers.

• Cutting equipment. This equipment should always be at the launch point and should always be in a readily mobile form. It should be on a separate trailer or vehicle, preferably used for no other purpose and always ready with keys in the ignition and unencumbered so that First Aid, Firefighting and cutting equipment can reach any part of the airfield within seconds of a crash.

A list of qualified First Aiders and medically qualified club members should be available at the launchpoint.

All emergency equipment should be checked and serviced or replaced at regular intervals to ensure that, should an emergency occur, everything is present and in working order. An inventory and checklist of emergency items as follows: - First Aid Box

Unless medically qualified personnel are available, contents should be kept as basic as possible, eg. • First Aid Guidelines leaflet (HSE) See R.P. 32, Laws & Rules.

• Wound dressings of assorted sizes to staunch bleeding and prevent (medium, large and extra-large) infection.

• Assorted adhesive dressings (plasters) for minor wounds.

• Melonin non stick dressings for sticky wounds or burns.

• Micropore tape for sensitive skin / allergy to plasters.

• Triangular bandages to secure dressings, form slings, secure and pad splints etc.




• Crepe bandages support for sprains or sprains.

• Safety pins to fix bandages, slings etc.

• Scissors to remove clothing, expose injuries.

• Eyepads to protect eye injuries.

• Sterile water / eyewash bottle(s) to irrigate eyes or cool burns.

• Antiseptic wipes to clean minor wounds.

• Plastic gloves to minimise infection risk.

• Plastic bags to dispose of dressings.

• Blankets (stored in plastic bag) to keep casualty warm.

If medically qualified personnel are likely to be available, a separate box containing plastic airways of assorted sizes is worth including but it must be clearly labelled “For the use of medically qualified personnel only”.

The First Aid Box should be checked and replenished periodically, by an appointed person. Fire Extinguishers

Minimum requirements are:-

See R.P.33 - Laws & Rules • One Carbon Dioxide extinguisher for use on flammable liquids and fuel fires.

• One Halon (BCF) for use on flammable liquids and safe on high voltages.

Note. Fire extinguishers should be replenished after use and serviced periodically, according to manufacturers’ recommendations

Cutting Equipment

If casualties are trapped in an aircraft, it may be necessary to release them before the arrival of the Fire Brigade. The following equipment should be available:- • Heavy Bolt-Croppers for cutting metal or tubular structures.

• Rip Saw For cutting through fuselage of wooden or GRP structures.

• Metal Shears For cutting through skin of metal structures.

• Axe where all else fails and in case of fire.

• Crowbar for forcing an entry into damaged aircraft.

Note. Whenever possible, unless there is a risk of fire, if the casualty is breathing and conscious and not bleeding seriously, it is better to leave him in the aircraft until the Emergency Services arrive. Hasty and unskilled removal could lead to spinal or other injuries.

5.6 Mass-Landing Procedures

On days when a number of gliders are likely to be airborne at any one time, it is prudent to agree a mass-landing procedure in case soaring conditions and / or visibility should rapidly deteriorate and they all need to land in a hurry. Such conditions might occur with a change of wind eg. a sea-breeze front or with the development of squalls or more particularly, snow showers.

It is important that every pilot is familiar with the set procedure for each landing direction and clearly, the matter should be discussed at the pre-flight briefing.

The objective is to get everyone down safely within the confines of the airfield and in a short space of time. The principle is to continue to land in an area that can be cleared quickly. Once that primary landing area is blocked, gliders should land at the far upwind end of the field and subsequent landings should stack in behind, leaving as much of the field unencumbered as possible. Actual procedures are, of necessity, site specific.




Operation on Runway 22 Operation on Runway 04




7.0 SUPERVISION & CONTROL OF VISITORS

Under the Occupier’s Liability Acts of 1957 & 1984, gliding clubs have a duty of care to members of the public on their premises, whether they visit the site for gliding lessons or not.

Visitors to gliding sites may be considered in two broad categories:- • Guests and invitees.

• Members of the public having right of way. 7.1 Guests and Invitees

Whenever the airfield is in use, guests and invitees should be kept away from active areas of the field and from aircraft, moving equipment and machinery, unless personally escorted by a responsible club member.

Suitable signs are required at the site entrance(s), directing visitors to the clubhouse, office or a suitable reporting place from which escorts (and suitable car parking, if required) can be provided.

If the visitor wishes to take a gliding lesson, then a suitable briefing must be provided, in accordance with the BGA Code of Practice for Gliding Lessons (Appendix 4). Whenever possible, guests and invitees should be invited to attend the morning briefing, when a club member will be delegated to act as “Club Host” or “Guest Marshall” to accompany and escort the visitors when on the airfield.

Visitors should be allowed to watch the launching of gliders from a safe position, well back from the launch point itself. Some clubs have a visitors’ enclosure for the safe containment and supervision of visitors, from which those taking lessons are escorted to the launch point and to which they are returned, after completing their flights. 7.2 Members of the Public Having Right of Way

Where footpaths or public rights of way cross or follow the boundary of an airfield, persons using the designated routes have right of way. Club operating rules or flying orders must require launching to be stopped when there are people using the right of way who might be endangered, either by a normal launch or by a failed launch or by falling cables.

Danger warnings should be placed at either end of the right of way and users should be advised to keep moving, whilst exercising their right of way.

There are numerous examples of BGA member clubs who have safely co-existed for many years with the public, exercising their rights of way over gliding sites. 7.3 H.S.E. Approved Signs for Directing Visitors and the Public.

The Health & Safety Executive’s booklet No. L64 “Safety Signs and Signals” sets out guidelines as to the legal requirements for signs and notices for the direction of the public and to warn them about hazards and danger.

The Health and Safety (Safety Signs and Signals) Regulations 1996 implement European Council Directive 92 / 58 / EEC on minimum requirements for the provision of safety signs at work and where members of the public have access to premises. Although a period of grace was allowed to enable existing signs to be brought into line with the requirements of the Regulations, from Christmas 1998, all signs have to comply with the Safety Signs Regulations.

The table on the next page summarises the intrinsic features of signboards, as required by the Safety Signs Regulations. HSE Safety Signs and Signals Regulations, 1996




Purpose

Colour

Shape

Example

Instruction and Information

Prohibitory or Danger alarm.

Black pictogram on white background Red edging and diagonal line.

Round.

A sign prohibiting behaviour likely to increase or cause danger (eg. No smoking).

Warning.

Black pictogram on yellow background with black edging.

Triangular.

A sign giving warning of a hazard or danger (eg. Gliders landing).

Mandatory.

White pictogram on blue background.

Round.

A sign prescribing specific behaviours or action (e.g. Wear protective equipment).

Emergency Escape First Aid.

Green.

Rectangular or square.

A sign giving information on emergency exits, escape routes, equipment and facilities.

Fire Fighting.

White pictogram on a red background.

Rectangular or square.

A sign giving information as to the direction and location of fire-fighting equipment.




Appendix 1 Example from Southdown Gliding Club Aircraft Accident Procedure – IMMEDIATE ACTIONS 1. THINK!!!! 2.

ASSESS THE SITUATION, IF POSSIBLE

How many people are seriously injured? Is anyone trapped? What kind of help is needed?

Ambulance-emergency? 4 wheel drive? Fire- Cutting gear

ACTION RESPONSE ASSESSMENT REPLY 3

DIAL 999

What service required? Serious injury? Trapped people? Powered aircraft? Any doubt?

Ambulance Ambulance and Fire Ambulance and Fire Ambulance and Fire

Telephone number 01903 746706 01903 746706 You will be transferred to

the fire and/or ambulance controller

What is the emergency? How many people affected? Where?

On airfield (RH0 4HP)

Describe the accident State number of casualties Parham Airfield RH20 4HP, 1 mile west of Storrington centre, on north side of A283

Not on airfield Give accurate location Could helicopter land? Tell them – you might not

be asked Four-wheel drive

ambulance required? Tell them – you might not be asked

Aircraft Emergency Procedure – SECONDARY ACTIONS (FOR DUTY INSTRUCTOR) ACTION INFORMATION

4 STOP ALL FLYING Until situation is under control and field is clear and safe to resume operation

5 START LOG OF EVENTS Record time of accident, details of aircraft, pilots, weather details and events following the accident as they occur

6 If accident is on the airfield – APPOINT MARSHALS: At club entrance from main road At bend in drive by fuel store (to act as guide for emergency vehicles) At clubhouse telephone If accident is off the airfield – APPOINT MARSHALS: Two on main road nearest accident site, to act as guides for emergency vehicles One at clubhouse telephone

Instruct marshals to refuse entry to all except emergency vehicles and club members. (The purpose being to keep the (very persistent) media and sight-seers away). Arrange relief marshals if necessary To all enquires from media, make no comment and refer to club safety officer

7 INFORM CLUB SAFETY OFFICER AND C.F.I. 8 OBTAIN WITNESS NAMES AND ADDRESSES AND

STATEMENTS IF POSSIBLE

For further information, refer to Aircraft Accident Procedure folder (by clubhouse telephone)

If a glider is missing or reported crashed, follow guidance in Aircraft Accident Procedure folder




Appendix 2

HEALTH AND SAFETY AT THE SOUTHDOWN GLIDING CLUB

General Policy Statement

This statement is made in response to obligations under the 1974 Health and Safety at Work Act and Rules and Regulations for Glider Pilots, which places responsibilities on the employer to provide a safe working environment.

The Southdown Gliding Club Ltd. regards health and safety as a matter of prime importance and all reasonable and practicable measures will be taken in order to provide for the health and safety of employees and Members and for visitors to the site.

The Club has developed suitable arrangements, including established rules, procedures and guidelines, which are designed to ensure the observance of the relevant legislation and established safe operational practices. Such arrangements include the identification of potential hazards and the assessment of associated risks together with the application of suitable precautionary and control measures.

The effectiveness of the arrangements depends on the co-operation and active support of all Members and staff and accordingly provisions are made for consultation and training in matters which affect safety and health.

The Southdown Gliding Club Ltd. requires all persons to take reasonable steps to protect the health and safety of themselves and all others who may be affected by their acts or omissions.

Every person becoming aware of an unsafe operational condition must report it to the Senior Duty Instructor or any member of the Committee of Management.

The primary responsibility for all day-to-day operations lies with the Members who shall ensure that safe practices are adopted and maintained.

Statutory Notices and other instructions or advice relevant to the compliance with the general policy on health and safety will be displayed on the notice boards or in other locations. In addition the Chief Flying Instructor will arrange for the Club's Safety Officer to brief the Instructor and Tug Pilot community on relevant aspects of health and safety at the formal lnstructor's Meetings.

The Southdown Gliding Club recognises and accepts that during the course of its operations members of the public will be on the premises and the airfield.

In order that the policy be effective, the compliance and co-operation with health and safety procedures is required by all persons when on the site and that all reasonable instructions given by a member of the Duty Team or member of the Committee are followed.

The Southdown Gliding Club Ltd. recognises the importance of information on incidents being collected and analysed as an effective means of maintaining and improving the culture of safety and to this end requires all persons to co-operate in reporting any known or suspected incidents or breaches of safe practice.

Craig Lowrie , CHAIRMAN March 2006




SAFETY ORGANISATION CHART

CHAIRMAN AND COMMITTEE OF THE SOUTHDOWN GC

CFI

GENERAL MANAGER

DCFI SAFETY OFFICER TUG MASTER

TEAM LEADER

INSTRUCTORS WINCH MASTER DUTY PILOTS TUG PILOTS

MANAGEMENT RESPONSIBILITIES The Chairman and the CFI will hold periodic meetings with the Safety Officer to discuss safety related issues relevant to their individual spheres of responsibility. Namely, the management of staff, buildings and infrastructure being the responsibility of the Chairman and flying matters the responsibility of the CFI. The minutes of the meeting together with any recommendations necessary for improvement of safe operational practices shall be sent to the Secretary for the consideration of the Committee.




DISCIPLINARY PROCEDURES Should the event occur, whereby a member or visitor to the club refuses to obey the instructions or directions to ensure effectiveness of the Safety Management System, this shall be regarded as misconduct and shall be reported to and dealt with by the Disciplinary Committee under the chairmanship of the C.F.I. As a general policy for ‘minor’ lapses to procedures, which do not constitute significant risk, “corrective coaching” shall be employed. SAFETY MANAGEMENT TRAINING Periodic training will be given to club members in the following areas:- 1. Fire awareness and training in the use of fire fighting equipment. 2. Safety awareness talks in aviation and ground operations. 3. Operation of equipment. 4. Safety reminders/posters will be issued periodically.




EMERGENCY PROCEDURES FIRE HAZARDS ACCIDENT/INCIDENT SITUATIONS

FIRE HAZARDS Fire In the kitchen, procedure appended. Fire in the hanger, procedure appended. Fire on the airfield, procedure appended. Control of flammable materials/petroleum spirit, procedure appended.

FIRE FIGHTING

Portable equipment for aircraft fire shall be sited appropriate to the start up areas at the launch point and shall comprise. Fire extinguishers at the fuel points with portable foam and fire extinguishers available for use on the airfield.

Fire fighting equipment in the kitchen shall comprise. Dry powder fire extinguisher and fire blankets. Fire points in the clubhouse, office and bar shall comprise. Fire extinguisher suitable for use in these environments.

ACCIDENT/INCIDENT SITUATION

A procedure is appended. This shall be instigated by the person contacting the emergency services and shall be permanently located adjacent to the public telephone in the clubhouse.

HAZARDOUS SUBSTANCES

All Hazardous substances shall be stored in accordance with the manufacturers and statutory requirements. Details shall be made available to the Fire Officer in charge in the event of an emergency attendance.

FIRST AID PROVISION

A notice identifying trained medical members shall be posted on the club notice board.

FIRST AID EQUIPMENT

First aid equipment shall be maintained at locations within the club buildings and hangars. These locations will be clearly marked.




ACCIDENT INVESTIGATION

Serious flying accidents shall be investigated as laid down by the CAA who may delegate their powers to the BGA.

The Club Safety officer shall investigate all minor accidents and report his findings to the C.F.I and/or Manager as appropriate. Coupled with this report shall be a recommendation for actions to prevent or minimise the risk of re-occurrence. A copy of the flying accident notification is available adjacent to the public telephone.




Appendix 4

BRITISH GLIDING ASSOCIATION

CODE OF PRACTICE For

GLIDING LESSONS Introduction This code of practice sets out the legal position for flying training at BGA affiliated gliding clubs in the UK. It is the only means by which payment can be made by a member of the public for the privilege of flying in a glider. It is intended to ensure that there is a complete understanding of the legal position. The individual receiving the lesson is considered to be a member of the flight crew and not a passenger and therefore the flight is not public transport as defined in Article 119(2)(a) of the Air Navigation (No 2) Order 1995, which provides that a flight shall be for the purpose of public transport if valuable consideration is given or promised for the carriage of passenger(s) on that flight. A passenger is defined at Article 118(1) of the Order as being a person other than a member of the flight crew. Therefore flights which fall outside those covered by this Code, and for which valuable consideration is given or promised, may be deemed to be “Public Transport”, and as such may be illegal. The Code 1. The instructor must clearly explain the purpose of the flight to the student. The primary

intention of the instructor in carrying out the flight is to give flying instruction, and the primary intention of the student is to receive flying instruction, and as such the student is a member of the flight crew.

2. The student, instructor and if applicable, the pilot of the aeroplane towing the glider, shall be

members of the club operating the flight. 3. The instructor carrying out the flight shall hold a valid British Gliding Association instructor

rating, and be current in flying practice. 4. The flight shall be conducted in accordance with the instructional procedures laid down within

the British Gliding Association Instructors Manual. 5. New trainees will generally have little knowledge of how gliders (and powered aircraft)

operate, and must be supervised when on an operational part of the airfield. A safety brief shall be given regarding the general operation of gliding sites and the specific hazards which may be encountered.

6. A thorough pre-flight briefing shall be given, not necessarily by the instructor undertaking the

flight, indicating the purpose of the flight, and how the flight is to be conducted. The student must be made aware that on an instructional flight the gliding club is not required to comply with public transport requirements applicable to passenger carrying flights.

7. Clubs wishing to advertise the availability of flying instruction to potential members must

clearly indicate that any such flights are “LESSONS”. 8. Sign by both parties.

aeicode.04 6 October 1998




Appendix 5 Guidance issued by Health & Safety Commission

Guidance issued by the Health and Safety Commissionunder s18 of the Health and Safety at Work etc Act1974 to local authorities as enforcing authorities. It isthe duty of local authorities to act in accordance withthis guidance.

Reference no:

Commissiondate:

HSC(G)1

11/1/1995

HEALTH AND SAFETY AT WORK ETC ACT 1974:APPLICATION TO PRIVATE CLUBS

Introduction

Application of the Act

Role of Governing Bodies

1 This guidance gives advice on the application of the Health and Safety at Work etc Act 1974 (HSWA) to private clubs; and sets out the view of the Health and Safety Commission on the approach which should be taken to enforcement.

2 There is no statutory definition of a private club. This guidance applies to private clubs, such as sailing clubs, where there is activity or recreation by subscribing members making regular use of the facilities.

3 It will usually be possible to draw a distinction between a private club and an activity centre for the public, run on commercial lines. This guidance applies only to the former.

4 Many private clubs provide employment, either in connection with their main activities or as a sideline. Others are run by members, on a voluntary basis. Where there is employment, Sections 2 and 3 of the HSWA place duties on the employer to ensure, so far as is reasonably practicable, the health and safety of his employees and other persons who may be affected by the undertaking.

5 Section 4 protects those who are not employees in certain specified circumstances. It places duties on persons in control of non-domestic premises where those premises are made available to people as a place of work or where people may use plant or substances provided there for their use. Reasonable measures must be taken by those in control to ensure, so far as is reasonably practicable, that the premises and any plant or substance in the premises, or provided for use there, are safe and without risks to health.

6 Sporting activities recognised as potentially dangerous- eg diving, sailing, horse-riding - are often subject to governing bodies which regulate safety in the sport. The Commission recognises the important role these bodies play in self-regulation. HSE often works with them at national level to develop guidance on the approach to risks likely to affect employees or members of the public, including club members.

However, since it is the governing bodies which issue the guidance, in some cases it may go beyond what is required to comply with the law.

7 Enforcing authorities should take account of any advice and guidance available from the governing body responsible for a sport before deciding on enforcement action in connection with risks to health and safety which arise from participation in that sport.

8 The Health and Safety at Work etc Act 1974 (HSWA)should not be used to cut across the freedom of individuals voluntarily to take risks outside their working environment. Where there is no employment, there should be no intervention by an enforcing authority in the sporting or other activities of private clubs as described in paragraph 2 above, except in reaction to serious incidents or follow-up of complaints.

9 Where there are known to be employed or self-employed persons working in a private club, plans for any preventive inspection should be based solely on the risks arising from the. employment activities, eg in the restaurant of a sailing club’s premises or work undertaken by instructors; and should not take account of other risks club members or their invited guests choose to take, eg in racing dinghies on the open sea.

10 The general principles set out above need to be qualified where members of the public who are not club members (as described in paragraph 21, or their invited guests, are put at risk by the club’s activities. For example, some ostensibly private clubs offer their facilities for use by non-members under short-term membership arrangements. Some have ‘open days’ where large numbers of the public are admitted to view the facilities or as spectators of club competitions, etc. In considering whether preventive inspection under the HSWA is appropriate in the circumstances, an enforcing authority should take account of the nature and extent of the risks and the degree of control which the club can be expected to exercise, and whether there is any other legislation which offers a more appropriate basis for enforcement.

11 Enquiries on this guidance may be raised with The Local Authority Unit, HSE (0171 717 6442).

Approach to Enforcement

Enquiries




APPENDIX 6

SOUTHDOWN GLIDING CLUB

PILOT QUALIFICATIONS

COLOURED CARDS SYSTEM Solo pilots qualify for coloured cards, which signify their training, experience and level of proficiency. Each card has a different level of requirements, which in some cases are discretionary, and confers privileges on the holder, as follows: RED CARD Privileges

May fly solo, without a check flight, but only after receiving permission to fly from the Duty Instructor.

Requirements for Initial Award 1. a minimum of 10 solo flights 2. have completed all further stalling and spinning exercises on the pre-

solo progress card 3. pass an oral test on local airspace

YELLOW CARD Privileges

May fly cross-country but only with the permission of the Duty Instructor and after receiving a briefing from an Instructor or authorised senior pilot.

Requirements for Initial Award 1. be signed-off for all exercises on Post-Solo Progress Card 2. hold a Bronze Badge and Cross-County Endorsement (or a Silver

Badge) 3. 20 hours solo gliding 4. One solo flight of at least 2 hours duration

5. 2 off-field landings (in addition to the Bronze Badge test) or a field landing exercise in the Motor Glider

6. be signed off for a successful field selection exercise in the Motor Glider

7. be approved for Daily Inspection, rigging and de-rigging of Club solo gliders

8. have a record of consistent, incident-free flying




GREEN CARD Privileges

May fly cross-country at own discretion but only after receiving permission to fly from the Duty Instructor

Requirements for Initial Award

1. hold a current Yellow Card 2. hold a Silver Badge 3. have a minimum of 100 hours P1 in gliders 4. have flown at least 3 cross-countries of 50km or more 5. have successfully completed 3 solo field landings 6. have completed at least 6 flights in the Club LS4 or equivalent glider 7. have a record of consistent, incident-free flying

Note: In order to renew a Green Card, a pilot must have flown at least 3 cross-country flights of 50km or more in the past 12 months. Pilots who do not achieve this minimum level of cross-country flying will be eligible for a Yellow Card subject to meeting all other renewal requirements.




APPENDIX 7

SOUTHDOWN GLIDING CLUB

PILOT QUALIFICATIONS FOR CLUB SOLO GLIDERS Progress from First Solo to LS4 Notes:

1. Pilots are required to study and be conversant with the Flight Manuals for each solo aircraft they intend to fly.

2. A Type Conversion briefing must be given by a BGA Full Rated Instructor

First Solo – in K21. Astir – A minimum of 5 solo flights in K21

LS4 – (i) Current Red Card

(ii) Bronze Badge (iii) A minimum of 5 hours solo (iv) Check flight in DG505




APPENDIX 8 SOUTHDOWN GLIDING CLUB Pilot Qualifications for mutual flying in club two-seater gliders. P1

(i) Holder of current Green Card

(ii) Be in current flying practice

(iii) Have a record of consistent, incident-free flying P2

(i) Holder of a current Red Card or higher Southdown Gliding Club pilot qualification

(ii) Be in current flying practice

(iii) Have a record of consistent, incident-free flying P1 and P2 must both receive authorisation from the Duty Instructor to conduct the flight as a Mutual. The P1 must be clearly identified and his responsibilities agreed before the commencement of the flight.




APPENDIX 9 SOUTHDOWN GLIDING CLUB Supervision of Parham Airfield on non-rostered days. It is desirable to make the airfield available for members’ use on as many days as possible, particularly on soarable days. The following requirements, however, must be observed:-

(i) All club safety procedures must be adhered to without exception

(ii) The airfield can only be opened by an Instructor or other responsible person agreed and approved by the Chief Flying Instructor.

(iii) Instruction, Trial Lesson flying and solo flying by pilots holding Red Cards or less may only take place when a fully rated instructor is present and in charge.

(iv) Solo and cross-country flying by pilots holding a Green card or a higher qualification may take place.

(v) The Instructor or Approved responsible person must ensure that adequate provision has been made for retrieving pilots who land away from the home airfield and for dealing with any emergencies that might arise during the day, until all pilots have either returned to Parham or have been satisfactorily accounted for.




Appendix 10

MEMBER’S DECLARATION

This declaration should be completed:

• Before a Member goes solo at the Club I have read Southdown Gliding Club’s Site Operations Manual. I understand the Club’s operating procedures and agree to abide by them and keep up to date with any subsequent revisions. Signed Date




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