This IHPA Operations Manual is substantially the same as the BHPA Technical Manual. Where it deviates from the BHPA Technical Manual is in how the various systems are overseen and administered. The UK has a large number of pilots (several thousand) from which the BHPA is able to draw willing volunteers with the necessary expertise and experience to populate the numerous Panels and sub-committees within the BHPA. We don't have that luxury here in Ireland, and all the work of running and overseeing the various systems must be carried out by the Committee and a much smaller number of appointments.

The current BHPA Technical Manual can be downloaded >>here.<< Please download a copy and refer to it when reviewing the IHPA Operations Manual.

Your job as a Proof Reader

As you read through this Ops Manual (making note of any grammatical or spelling errors!) please consider whether the requirements and systems described are appropriate and/or sufficient to the task in hand or whether you think they are too restrictive. Think about how the various systems are to be administered and overseen (and by whom.)

In the BHPA Technical Manual the Flying and Safety Committee is multi-layered and comprises many sub-panels specialising in specific areas of expertise and inquiry.  In an effort to simplify matters and to make them more practical to our circumstances (vastly fewer members) I have moved the work and responsibility of all of these sub-panels onto the main Flying and Safety Committee.

Remember that any alternative proposals must be practical, workable and appropriate for the number of pilots in this country. I have omitted some sections of the BHPA Tech Manual (largely the details of Administration) which I felt were not entirely appropriate to such a small organisation as the IHPA - if I have gone too far... say so!

The IHPA Operations Manual is intended to be a living document that will develop with the sport and as circumstances and pilot numbers change with time. It is not intended to be a static document written in stone that cannot be changed.

Operator Endorsements - re: valuable consideration - the current requirements comply with UK law. The IAA have yet to specify what the requirements will be here.

Operator Endorsements - re: coaches - the BHPA coaching system is multi-layered, with Senior Coaches, Club Coaches and various other degrees of coaches. I think this is overkill for our needs and circumstances at the moment, and I propose to reduce this simply to:

• Club Coach - to assist and progress new hill-launch pilots
• Power Coach - to assist existing IPPI-3 pilots to gain a PPG and PHG skill endorsement (subject to IAA approval of this system.)
• Tow Coach - to assist existing IPPI-3 pilots to gain a tow (winch launch) skill endorsement.

Sections of this Ops Manual that require specific review / approval by the IAA

• Introduction - legislation
• Introduction - regulation
• Operator endorsing - tandem (for valuable consideration) / passenger membership conditions
• Operator endorsing - aerotow
• Safety requirements and practices - alcohol / drugs (specific wording from Irish Air Navigation Order required)
• Accident-reporting-and-investigation - investigating and reporting / reportable accidents
• FLPA (flying with a motor / power unit.)

[Purpose: to show a clear chain of authority for the regulation of HG/PG in Ireland.]

Summary of Legislation

• The European Aviation Safety Agency (EASA) is responsible for aviation safety within the European Union (EU).
• EASA Basic Regulation Annex II states: "Article 4(1), (2) and (3) [of the Basic Regulation] do not apply to"... "(g) gliders with a maximum empty mass, of no more than 80 kg when singleseater or 100 kg when two-seater, including those which are foot launched". This includes single and tandem hang gliders and paragliders as well as powered hang gliders and paramotors.
• Quote the EASA Annex delegating regulatory for HG/PG to individual member states - I can't find this!
• The Irish Aviation Authority (IAA) is responsible for overseeing the regulation of hang gliding and paragliding within the Republic of Ireland (the State.)
• IAA Air Navigation Order (ANO) #1234 has recognised the Irish Hang Gliding & Paragliding Association Ltd. (IHPA) as a Qualified Entity and has delegated regulatory authority for the sport to the Association.
• Scope: The regulation applies to the operation of, and the training to operate all classes of unpowered hang gliders and paragliders as defined by the Federation Aeronautique Internationale (FAI) Sporting Code Section 7A - 1.5, and powered hang gliders and paramotors when the pilot acquires the appropriate Skill Endorsement to an existing Pilot Rating. The regulation is applicable both to residents within the State and to pilots visiting from outside the State.
• The IAA has reviewed and approved the IHPA Operations Manual.
• [BHPA] Under European Union legislation (Directive 94/56 EC) the BHPA is authorised and empowered, under delegated powers afforded by the Department of Transport (Air Accident Investigation Branch) to record, investigate and report all hang gliding and paragliding incidents.
• The Gardai should be advised that the IHPA is the national governing body of the sport and should be encouraged to make contact with the Association regarding any accidents or incidents.
• The IHPA is recognised by the IAA, the National Aero Club of Ireland (NACI), the Irish Sports Council (ISC) and the Federation Aeronautique International (FAI) Commission International de Vol Libre (CIVL) as the National Governing Body for the sports of Hang Gliding (HG) and Paragliding (PG) within the State.
• The IHPA is a member of NACI, through which it gains both membership and recognition by the Federation Aeronautique Internationale (FAI), the FAI's Commission Internationale de Vol Libre (CIVL), the European Hang Gliding and Paragliding Union (EHPU) and Europe Airsports.
• The IHPA is a founding member of the General Aviation Safety Council of Ireland (GASCI).

[NB: The following is for contextual purposes only and will be removed from the final Ops Manual.]

The IAA state: “Currently, the IAA still retains responsibility for hang gliders and paragliders and they are allowed to operate under a General Exemption. We have not delegated this oversight to any outside organisation. This situation is under review as part of the implementation of EASA regulations, however, any body or organisation applying to take over such responsibility may have to meet the requirements for ‘Qualified Entity’ status as set out by EASA in EC Basic Regulation 216/2008." [AAIU Report 2013-005 - State File No.IRL00912028]

EASA (EC) Basic Regulation 216/2008 - Annex V - Criteria for qualified entity referred to in Article 13 states:

1. The entity, its Director and the staff responsible for carrying out the checks, may not become involved, either directly or as authorised representatives, in the design, manufacture, marketing or maintenance of the products, parts, appliances, constituents or systems or in their operations, service provision or use. This does not exclude the possibility of an exchange of technical information between the involved organisations and the qualified entity.

• The Officers, Directors and Trustees of the IHPA already fully comply with this requirement.

2. The entity and the staff responsible for the certification tasks must carry out their duties with the greatest possible professional integrity and the greatest possible technical competence and must be free of any pressure and incentive, in particular of a financial type, which could affect their judgment or the results of their investigations, in particular from persons or groups of persons affected by the results of the certification tasks.

• Officers, Directors and Trustees of the IHPA are all unpaid volunteers, elected to their posts by the membership.
• The IHPA requires verifyable documentary evidence (from a training school or foreign licencing authority) before it will issue or confer pilot ratings or skill endorsements.
• The Training & Flight Safety Officer (tasked with the verification and issuing of Pilot Ratings) is required to keep a physical paper trail of all rating applications from newly trained and foreign trained pilots.

3. The entity must employ staff and possess the means required to perform adequately the technical and administrative tasks linked with the certification process; it should also have access to the equipment needed for exceptional checks.

• The IHPA, in common with the majority of HG/PG NGBs worldwide, does not certify paragliding or hang gliding equipment directly, but requires pilots to fly with equipment that has been certified by one of the international certification bodies (DHV, EN, BHPA, others?)
• Annual equipment checks are normally carried out by externally licenced businesses in the UK or Europe.

4. The staff responsible for investigation must have:

· sound technical and vocational training,
· satisfactory knowledge of the requirements of the certification tasks they carry out and adequate experience of such processes,
· the ability required to draw up the declarations, records and reports to demonstrate that the investigations have been carried out.

• The IHPA Training & Flight Safety Officer is required to investigate and report on all accidents and potentially serious incidents.
• In the event of a serious accident the Training and Flight Safety Officer will convene a panel of senior pilots with the appropriate expertise to investigate, report and make appropriate safety recommendations.
• All accident investigation reports are already published on the IHPA website so that all pilots can learn and hopefully avoid making the same mistakes.

5. The impartiality of the investigation staff must be guaranteed. Their remuneration must not depend on the number of investigations carried out or on the results of such investigations.

• IHPA Officers, Directors and Trustees are all unpaid volunteers and have nothing to gain personally (or for the Association) by not acting impartially.
• The sole purpose of IHPA accident investigations is to help its members understand the circumstances of an accident and to learn from it.

6. The entity must take out liability insurance unless its liability is assumed by one Member State in accordance with its national law.

• The IHPA is a Registered Company, Limited by Guarantee. All members and officers of the Association are required to hold Personal Liability Insurance to a minimum value of €2,500,000.

7. The staff of the entity must observe professional secrecy with regard to all information acquired in carrying out their tasks under this Regulation.

• As part of the Membership Registration process the IHPA gives the assurance that it will never share or impart the personal records of its members with any outside entity or organisation without the written permission of the member. It is a policy of the IHPA to anonymise all accident reports unless released by the parties concerned.

Details of the Regulation (and ANO)

• The National Pilot Rating System in Ireland is the FAI / CIVL's Safe Pro (hang gliding) and Para Pro (paragliding) pilot rating system.
• All pilots are required to complete or have completed a structured course of theoretical and practical tuition at a school endorsed by the IHPA or, if training is undertaken outside the State, at a school regulated or licenced by the appropriate National Governing Body of that country.
• All HG and PG pilots are required to hold and maintain a validated FAI International Pilot Proficiency Identiry (IPPI) card with a minimum Pilot Rating of IPPI 3 before they may free-fly without the supervision of an instructor or coach within the State (see Pilot Rating System.)
• All pilots and operators are required to provide the IHPA with verifyable evidence of their current pilot rating or licence.
• All Operators (any activity involving a third party) are required to hold a annual Operator Endorsement appropriate to the activity (see Operator Endorsements.)
• The IHPA may award a 'Grandfather' Pilot Rating in certain special cases.

• Scope: Classes of glider to be covered by the regulation - glider definitions as per the FAI / CIVL Sporting Code Section 7A - 1.5 
• The proposed regulation to be based on the regulatory model used in the UK by the BHPA / CAA.
  • The CAA have delegated full regulatory authority for the sport to the BHPA.
  • The CAA maintain general oversight of BHPA activities through an annual safety review, though alternatively this could be done through GASCI.
• The IHPA to become a Registered Training Facility (RTF) with authority to endorse Operators (see below.)
• The IHPA be required to maintain an accurate record of all National Pilot Ratings issued and Foreign Pilot Ratings verified with the issuing Authority.
• The IHPA be required to maintain an accurate record of all annual Operator Endorsements issued.
• All pilots be required to hold a validated IPPI card issued either by the IHPA or another FAI accredited National Governing Body before they may fly within the State.
  • IPPI = FAI / CIVL International Pilot Proficiency Identity Card
  • http://www.fai.org/civl-our-sport/ippi-card
• All pilots be required to maintain a logbook of all flights.
• All pilots be required to hold a suitable level of 3rd party insurance cover.
• New / Student pilots be required to complete a structured course of theory and practical instruction at an IHPA endorsed school to a level equivalent to IPPI 3
  • Requirement for new student pilots to be members of the Association before practical training commences.
  • Requirement for new student pilots to maintain an accurate record of their training progress - log all flights and exercises.
  • All training (practical exercises and initial flights) must be under the direction and direct supervision of an endorsed instructor.
  • Student pilots, having completed their initial training to a level equivalent to IPPI 2 may, at the discretion of the instructor, be signed over to an IHPA endorsed Coach to continue their training (logging air time) before completing a final assessment and examination by their instructor.
• Any pilots not in possession of a valid IPPI 3 card be required to pass a practical assessment and examination of knowledge to IPPI 3 level or a full course of instruction as appropriate.
• All activities involving a third party require the Operator to hold a skill specific Operator Endorsement, renewed annually. (see Operator Endorsements.)
  • Instructors
    • Requirement to hold an appropriate qualification from an FAI accredited NGB
    • Requirement to use a structured training programme
    • Requirement to use suitable equipment
    • Requirement to keep appropriate records of training
    • Requirement to cooperate in periodic school inspection and review
    • Requirement to file accident and incident reports with the IHPA Training & Flight Safety Officer.
  • Coaches
    • Requirement to hold an appropriate qualification from an FAI accredited NGB
    • Requirement to use a structured coaching method
    • Requirement to keep appropriate records of coaching
    • Requirement to cooperate in periodic reviews
    • Prohibited from giving basic (pre-IPPI 2) instruction
    • Requirement to file accident and incident reports with the IHPA Training & Flight Safety Officer.
  • Air Experience Instructors
    • Requirement to hold an appropriate qualification from an FAI accredited NGB
    • Defined limits to scope of instruction
    • Requirement to use suitable equipment
    • Requirement to keep appropriate records of training
    • Requirement to cooperate in periodic reviews
    • Requirement for passengers to be 'Day Members' of the Association
    • Requirement to file accident and incident reports with the IHPA Training & Flight Safety Officer.
  • Tandem Pilots
    • Requirement to hold an appropriate qualification from an FAI accredited NGB
    • Requirement to use suitable equipment
    • Requirement to cooperate in periodic reviews
    • Requirement for passengers to be 'Day Members' of the Association
    • Requirement to file accident and incident reports with the IHPA Training & Flight Safety Officer.
  • Winch Operators
  • Requirement to hold an appropriate qualification from an FAI accredited NGB
  • • Requirement to use suitable equipment
    • Requirement to cooperate in periodic reviews
    • Requirement to file accident and incident reports with the IHPA Training & Flight Safety Officer.
  • Tow Pilots
  • Requirement to hold an appropriate qualification from an FAI accredited NGB
  • • Requirement to use suitable equipment
    • Requirement to cooperate in periodic reviews 
    • Requirement to file accident and incident reports with the IHPA Training & Flight Safety Officer.

• It should be understood that the IHPA Operations Manual will not be a static document but is intended to be a 'living document' that will evolve with the sport so that the latest changes and innovations can be covered. Evolution of the IHPA Operations Manual will take its primary lead from the BHPA, which continuously revise and update their operating procedures to ensure the highest level of safety and the development of a safety culture within the sport.

• [COMPLETED] Outline Regulatory Proposal and Roadmap.
• [COMPLETED] IHPA Training & Flight Safety Officer to draft full Operations Manual - by the end of 2013.
• [IN PROGRESS] IHPA convenes a working group (comprising the Executive Committee, Instructors and senior pilots from both hang gliding and paragliding) to review and finalise the details of the regulatory method and Operations Manual.
• IHPA submits Operations Manual and other documents to the IAA for approval. 
• [Further IHPA/IAA discussion of the regulatory plan if necessary.]
• Publication and Implementation of the regulation.
  
  • Alert all pilots to their obligations
  • [NB - a period of grace should be agreed to allow all pilots to comply with the requirements of the regulation before any further action should be taken for non-compliance. A clear path of action should be discussed and agreed with the IAA as to how to deal with non-compliance - suggest: Letter/Email Reminder - followed by Formal Letter of Warning - followed by Referral to IAA.]

Organisational Outline

The Irish Hang Gliding and Paragliding Association (IHPA) is recognised by the appropriate government bodies as the Irish National Governing Body of the sports of hang gliding (HG), paragliding (PG), powered hang gliding (PHG) and powered paragliding (PPG). The objectives of the IHPA include promoting high standards of safety within the Sport through pilot and Instructor training and qualification schemes, airworthiness standards, the dissemination of safety information and the promotion of a safety culture amongst all pilots.

The Flying and Safety Committee (FSC)

The Executive Committee of the IHPA delegate these tasks to the Flying and Safety Committee (FSC). Safety and training at school and club level are normally the responsibility of the Chief Flying Instructor or Coaches respectively: at the National level the IHPA’s Flying and Safety Committee (FSC) set the standards, monitor activities and ensure that the Association’s aims are being met.

Purpose of the FSC

• To monitor safety and to provide advice, assistance and training.
• To re–assess, improve and update the IHPA Operations Manual and relevant publications.
• To consider incident reports with the objective of learning from the occurrences and avoiding further injury or damage through similar causes.
• To stimulate and guide the development of equipment, training and operating techniques for use in the sport.
• To approve or classify operational equipment according to its suitability for purpose.
• To approve the syllabi and course instructors for all ‘IHPA Approved’ potential Instructor and Coach courses.
• To liaise with specialists on various subjects to keep abreast of modern developments and seek advice on particular problems.
• To liaise with safety and training organisations of related sports to the benefit of hang gliding and paragliding.
• To maintain an Examiners’ Panel for the independent examination of candidates for Endorsements.
• To carry out regular periodic inspections of registered training establishments and operators.
• To monitor the annual renewal of Endorsements.

Structure and membership of the FSC

The FSC is led by a Chairman who is appointed by the IHPA Executive Committee. The other members of the FSC are selected from amongst the hang gliding and paragliding members of the Association based on the depth of their knowledge, experience and their good sense as instructors, operators and pilots. While FSC members remain active in the sport and can contribute to the work of the FSC their appointments are open–ended. At the discretion of the FSC Chairman the Committee reviews and adjusts its own membership, although appointments are subject to Executive Committee approval. The names of those members currently serving on the FSC are to be published on the IHPA website.

Release of FSC minutes

The minutes of the FSC are confidential. They are normally circulated only to members of the FSC and members of the Executive Committee. The reason for confidentiality is that sometimes sensitive issues concerning individuals are discussed and it may not be in the best interests of the people concerned to have these made public. A summary of the FSC’s discussions is reported to the Executive and included in their minutes, and conclusions and decisions reached are published in the IHPA Forum, including those relating to disciplinary cases.

Dissemination of Safety Information

Safety notices, reports and other documents released by the FSC are published on the IHPA website and Free Flight Magazine, and also copied to the IHPA Forum so as to reach as wide an audience as possible.

Conventions

As members progress their flying expertise they gain awards through the Pilot Rating Scheme; instructors progress in a similar manner. All such awards are 'qualifications', but to differentiate between the schemes the FSC has decided that any member who 'does something to another' (eg trains directly) needs to hold a skill specific OPERATOR ENDORSEMENT accordingly; whereas those who wish to progress on a personal basis do so by achieving RATINGS. Hence all Instructors, Coaches, Operators and Dual Pilots must have their operator endorsements renewed annually, and it is to those members that this Manual is directed.

In becoming an Operator Endorsed Member one must be aware of the legal obligation of 'duty of care' towards their students, passengers, pilots-under-supervision and the public.

The School

Schools concentrate on providing instruction for the ab-initio enthusiast and also provide continuation training for qualified pilots. Such instruction or training is for remuneration or other consideration. Under the close supervision of qualified Instructors the student is provided with the necessary tuition to become a competent, responsible and safe pilot of a flying craft.

The Club

Clubs, being non-profit entities, cater for the needs of qualified pilots by securing flying sites, producing site guides and regular newsletters, organising social and informative evenings and events, etc. Clubs are encouraged to offer a level of continuation training for qualified pilots through the medium of Coaches. With so few active pilots around the country the IHPA acts as a nation wide 'club' to provide these services to all its members.

Instructors
The Chief Flying Instructor and his team of Senior Instructors and Instructors provide tuition within registered schools for ab-initio and qualified members. Instructors may also hold any coaching endorsement but all training activities carried out in an activity (Hang gliding, Paragliding, Powered Hang Gliding or Powered Paragliding) in which he is an endorsed Instructor are subject to the Instructor level of Indemnity cover.

Coaches
Coaches provide continuation training within the Association and within local Clubs for qualified pilots on a voluntary basis without remuneration or other consideration. Coaches may also hold any Instructors Endorsement but all training activities carried out in an activity (Hang gliding, Paragliding, Powered Hang Gliding or Powered Paragliding) in which he is an endorsed Instructor are subject to the Instructor level of Indemnity cover.

Federation Aeronautique International (FAI) / Commission Internationale de Vol Libre (CIVL) proficiency badges have been in place for many years. They are standards of achievement intended to provide a graduated scale of difficulty to measure and encourage the development of a pilot’s flying skill, particularly in cross-country flying.

The Bronze badge should be achievable by most pilots within the first year of active flying, with the Silver following in the next year or two. The Gold badge should be achievable for most pilots within the first five years of cross country flying. The Diamond badge should be achievable by perhaps half of all pilots within ten years of flying.

Badges are ONLY issued to the IHPA by the National Aero Club of Ireland (NACI), which validate the flights and order the badges.

Badges cannot be ordered by individual pilots as long as CIVL / FAI has no contractual agreement with an online flight verification provider. Pilots should contact the IHPA Training & Flight Safety Officer if they wish to apply for an FAI proficiency badge.

Introduction
Operator Endorsements are issued to IHPA members who have been authorised by the Training & Flight Safety Officer to carry out activities that involve taking on some responsibility for another member. Instructing, Coaching, Operating a tow device and Tandem Piloting are all activities where the person concerned has a greater or lesser degree of responsibility for a second person, so these are all activities that must only be undertaken by those holding the particular Operator Endorsement.

The relationship between the Instructor and the Coach can be set out in simple terms as follows:

• Instructors teach ab-initio members (below Safe Pro / Para Pro 3 (Novice) level.) In other words Instructors are the ab-initio specialists. However, it is perfectly normal for Instructors (operating in registered schools and subject to the approval of the CFI) to also conduct post-ab-initio pilot development training.

• Coaches coach existing, qualified pilots (i.e. from Safe Pro / Para Pro 3 (Novice) upwards.) i.e. coaches assist the qualified pilot with improving, developing or fixing skills. (In the case of the Senior Coach this remit is expanded in specific instances to include teaching, coaching and training specific new skills.) It is not permitted for Coaches to become involved in pre-Safe Pro / Para Pro 3 (Novice) training. (The only exception to this is in HG hill where coaches may teach Phase 9: See Student Training Record HG for details.)

Trainee Instructor Registration
Potential Instructors must be duly registered with the IHPA before the relevant training can commence. Applications for registration should be made by the CFI on the correct form (See the Documents section.) Registration will be signified by a replacement membership card duly endorsed - "Trainee Instructor HG [or] PG".

Progression
An Instructor or Coach should be encouraged to progress to the next higher level providing the pre-requisites are held, and the Procedures for Examination and Assessment given below are followed.

Procedures for Examination and Assessment
One of the final stages in a candidate’s progression to becoming an endorsement holder is a thorough evaluation of his abilities. There are two forms of evaluation. For some endorsements this evaluation stage is termed an ‘Assessment’, which means that it is conducted within the home club, by a club member who has been appointed as an Assessor, under the auspices of the CFI/Chief Coach. For other endorsements the evaluation required is an ‘Examination’, which means that an independent outside examiner is appointed to put the candidate through his paces.

Examination
On completion of training and following a successful pre-examination by the CFI, an Application for Examination (see the Documents section) is submitted by the CFI to the IHPA Training & Flight Safety Officer (the form for which is available in the Documents Download section of this Operations Manual.) Arrangements will then be made by the IHPA Training & Flight Safety Officer to provide a qualified Examiner at the earliest opportunity. Candidates can only be examined in one discipline at a time. Successful candidates will be issued with a temporary endorsement on the day of the examination, and a replacement membership card showing the new qualifications will be issued as soon as possible thereafter.

Assessment
Assessments are conducted internally under the authority of the CFI or Chief Coach. Assessors are appointed by the CFI or Chief Coach and must be duly qualified in the relevant discipline. When appointed as an Assessor this must be recorded in their Instructor/ Flight Log Book (as appropriate) by the CFI.
In the case of assessments for the Tandem Pilot endorsement, besides being duly qualified in the relevant discipline and appointed, the Assessor must hold an Instructor (or Senior Coach) Endorsement.

On completion of an assessment, if the candidate is successful the assessor must enter the details in the candidate’s Flight Log Book and return the completed Assessment proforma for processing by the IHPA Training & Flight Safety Officer.

Endorsement Validity and Annual Renewal
All Coach, Operator and Instructor Endorsements must be renewed / revalidated annually, at the time of IHPA membership renewal. The annual revalidation of endorsements pays a key role in ensuring that standards are maintained. Chief Coaches and CFIs must take this responsibility very seriously. Endorsements are only valid if the pilot is also a current member of the IHPA. A lapsed IHPA membership automatically invalidates any endorsements held by the pilot, who must reapply for the endorsements at the same time as renewing their IHPA membership.

Club Coaches and Senior Coaches (non discipline specific)
Each year, at IHPA membership renewal time (March 31st), every club Chief Coach is sent a list of Club Coaches and Senior Coaches who have identified that club as being their main club. He amends this list as necessary to indicate exactly those Coaches who's endorsement renewal he supports on the basis of them being active, valued members of the club's coaching team. Those supported Club Coaches will have their Club Coach endorsement renewed automatically when they next renew their membership.

Club Coaches who are not on the list of supported coaches supplied by their main club will be sent a note with their membership renewal notice (6 weeks before expiry) explaining this and a Declaration of Support form: they will then be able to get the Chief Coach of whichever club they are actively coaching at to sign this off for them to get their Coach endorsement renewed. If this Declaration of Support is not completed and returned with the completed renewal notice the Coach endorsement will lapse.

Every Club Coach and Senior Coach has to attend a Club Coach course at least once every five years. This is to ensure that nothing gets forgotten and that they are fully up to date with current thinking.

Instructors and all discipline specific Coaches / Senior Coaches
Renewal / revalidation requires the submission of a Declaration of Support, completed and signed by the endorsement holder's CFI (in the case of Instructor's) or Chief Coach (in the case of Coaches).

The following details must be checked before completing the Declaration of Support:

• The endorsement holder's Flight Log Book entries to prove flying currency.
• The endorsement holder's Instructor Log Book (where relevant) to prove instructional / operational currency.
• The endorsement holder's relevant First Aid Certificate.

In the case of Instructors, the CFI must also ensure that a formal 'Instructor Competence Assessment' has been carried out within the last twelve months. The 'Instructor Competence Report' form details the areas to be assessed, and the accompanying 'Instructor Objective Skills Levels' form gives details of the scoring method to be used. A copy of the completed 'Instructor Competence Report' must accompany the Membership Renewal form and Declaration of Support. The CFI should keep a file copy of the 'Instructor Competence Report'.

First Aid Certificates
The following is a summary of minimum First Aid Certificate requirements:

• Operator: recommended to have completed a basic First Aid Course.
• All Coaches other than Club Coach: must have completed a one day First Aid Course.
• Air Experience Instructor: must have completed a one day First Aid Course.
• Instructor: There is such a profusion of suitable certificates that it is not possible to list all those that are considered appropriate. Any Certificate will be considered as suitable providing the course provider is approved by the Health & Safety Authority (HSA) and the course:
  • Was of at least 16 hours duration.
  • Was of a Pass/Fail nature.
  • Included the standard Elementary First Aid elements.
  • Contained the diagnosis and management of spinal injuries - ideally this will involve 'Remote Location' issues.
  • Contained an Incident Management element - ideally this will involve 'Remote Location' issues.
  • Contained a Casualty Management element.

Obtaining an Endorsement in All Disciplines
A summary explaining how any IHPA Endorsement can be obtained - and who can do what during the process.

Assessments

Assessors must be endorsed in the appropriate discipline, appointed by the CFI or CTC and have it entered in their Log Book.
* = Initial training must be done by a Senior XX where shown, but subsequent supervision may be at discretion of CFI/CTC

Examinations

Examiners are appointed by the IHPA Flying and Safety Committee

[NB - The BHPA Coach system is over complicated with Chief Coaches supervising Senior Coaches supervising Club Coaches. I propose to simplify the system by removing the positions of Chief Coach and Senior Coach, and simply have Club Coaches in specific disciplines. If the need arises some time in the future, we can always add these layers back.]

Club Coach

The Club Coach

Role and responsibilities

• Provide information, guidance and help in a safe, proven manner to club pilots qualified for the activity undertaken.
• Support and assist the Senior Coach(es) by sharing coaching duties.
• Improve their own flying and coaching skills and knowledge in various ways, including studying the BHPA Pilot Handbook, articles in Skywings (especially the Safety Matters Page) and Incident Summaries and Safety Notices.
• Operate safely within their known skills and personal endorsements in accordance with the recognised procedures and regulations.
• Promote the use of the Incident Reporting scheme within the club.
• Maintain and promote a positive attitude to the sport, the IHPA Training & Flight Safety Officer and the IHPA.
• Uphold their duty of care to other members and members of the public.

Becoming a Club Coach

Pre-requisites: A potential Club Coach must first:

• Be an IHPA Member.
• Hold a Safe Pro / Para Pro 3 (Novice) rating with 10 hours (hill) or 50 flights (tow) logged since achieving Safe Pro / Para Pro 3 (Novice).
• Successfully attend a Club Coach course.
• Be recommended by their club.

Appointment / Endorsement issue
After the candidate has attended the Club Coach course, and has met the other pre-requisites, they should sign the form issued to the candidate on the course and return it to the IHPA Training & Flight Safety Officer for issue of the endorsement.

Tow (Winch) Coach

Aerotow Coach

FLPA Coach

Original BHPA Coach Documentation

Extending the Operator Endorsement
For any Operator endorsement extension the pre-requisites must be met, and the supervising Senior Tow Instructor or Senior Tow Coach must ensure that the appropriate new or altered elements of the Training Programme are completed. The operator must then pass an Assessment.

• The Air Experience Instructor
• The Senior Air Experience Instructor
• The Instructor (& Trainee Instructor)
  
• The Senior Instructor
• The Chief Flying Instructor
  
• Maximum Supervision Ratios

• ‘Assist’ means helping the Instructor/SI teach the Instructors/SI’s group of students.
• ‘Close Supervision’ means that the SI is in direct audio/visual contact with the TI – within a few metres and paying close attention to the TI’s training.
• ‘Supervise’ means generally overseeing the activity of the TI. The supervising SI would need to be in easy visual contact (few hundred metres maximum) and would periodically during a training day make direct audio/visual contact (within a few metres and paying close attention). The supervising SI would know what the TI intends, would have assessed it as reasonable, and would keep fully aware of the general progress of the day.

Subsequent Endorsements applied for within the hang gliding main discipline:

• Additional HG launch categories may be added to an existing HG instructor endorsement by meeting all pre-requisites, completing the training, and successfully passing an assessment.

Subsequent Endorsements applied for within the paragliding main discipline:

• Additional PG launch categories may be added to an existing PG instructor endorsement by meeting all pre-requisites, completing the training, and successfully passing an assessment.

Standardised European Rules of the Air

[IHPA NOTE: This document was prepared in 2018 by Phil Lardner (IHPA Training & Flight Safety Officer 2000 - 2023) at the request of John Murray (IAA). This document is a work in porogress. This edited version of the SERA rules (i.e. those relevant to IHPA / HG / PG pilots) has yet to be approved by the IAA]

SERA 2018 – VFR and Special VFR Rules

• https://www.easa.europa.eu/document-library/general-publications/easy-access-rules-standardised-european-rules-air-sera
• [VFR Rules: pages 52 - 57] 

Phases of flight for HG/PG (not an exhaustive list!)

NOTE: we need to go through each phase of flight and decide which parts of SERA apply

• Launching / Take-off from a hill side (privately owned land or commonage.)
• Top Landing (at or near the Take-off site) on a hill side (privately owned land or commonage.)
• Launching or landing near vertical structures (power lines / transmitter masts etc.)
• Bottom Landing in a privately owned field.
• Ridge / Hill Soaring.
• Flying Cross Country.
• Landing Out after a cross country flight.
• Flying over or near built up areas, vertical structures (antennae) or water.
• Launching / Flying / Landing within a controlled airspace (Killiney / Kinsale) - Special VFR.

QUESTION: What is the altitude limit (ceiling) for Class G airspace in Ireland?

• [Page 11] IAA guide-to-air-traffic-operations.pdf [2025: document is no longer available on IAA website!]
• Surface to 7500ft amsl
• Above 7500ft is Class C airspace.

NOTE: Only Class C and Class G airspaces are physically accessible to HG/PG pilots.

QUESTION: Do we need to issue a permanent NOTAM for HG/PG activities at Killiney / Kinsale? John Murray (IAA) raised this item during the meeting 21Mar2019.

NOTE: HG/PG flights from Killiney and Kinsale are conducted under Special VFR rules, as these sites are inside Class C airspace. Local ATC will dictate the terms of the Special VFR rules. All other flights are in Class G airspace and are covered by normal VFR rules.

ACTION: Find the email from Simon Curthoys / ATC (c2013?) detailing the protocol for contacting ATC and the conditions for flying Killiney / Kinsale (and Sligo.) Do we need a formal Letter of Agreement?

ACTION: Provide a list of all our flying sites to John Murray... and the shortened list of the most popular flying sites for the AIP. This is (I think) so that the IAA can grant permission for us to operate from agreed sites and be covered by the SERA rules... possibly!

NOTE: In the following SERA.5000 headings:

• GM1 stands for Guidance Material
• AMC1 stands for Acceptable Means of Communication.

NOTE: The term 'competent authority' means the Irish Aviation Authority (IAA)

NOTE: HG/PG flights from Killiney or Kinsale, which are inside Class C airspace, are conducted under Special VFR rules as agreed with the local ATC Service Provider.

NOTE: The text below is copied directly from the 2018 SERA.5000 document on the EASA website (link at the top of this page)

• Text in red appears to be not relevant to HG/PG pilots and could/should be removed if we put this document up on the IHPA website – our pilots only need to see what is directly relevant to them.
• Text in black appears to be directly relevant to HG/PG pilots... except where noted in blue, where I'm not 100% sure if it applies to us!

SERA.5001 VMC visibility and distance from cloud minima

(*) [IHPA Note - Not relevant to HG/PG] When the height of the transition altitude is lower than 3050m (10,000ft) AMSL, FL100 shall be used in lieu of 10,000ft.

(**) [IHPA Note - Not relevant to HG/PG] The VMC minima in Class A airspace are included for guidance to pilots and do not imply acceptance of VFR flights in Class A airspace.

(***)When so prescribed by the competent authority:

(a) flight visibilities reduced to not less than 1500m may be permitted for flights operating:

(1) at speeds of 140kts IAS or less to give adequate opportunity to observe other traffic or any obstacles in time to avoid collision; or

(2) in circumstances in which the probability of encounters with other traffic would normally below, e.g. In areas of low volume traffic and for aerial work at low levels;

(b) [IHPA Note - Not relevant to HG/PG] helicopters may be permitted to operate in less than 1500m but not less than 800m flight visibility, if manoeuvred at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision.

SERA.5005 Visual Flight Rules

(a) Except when operating as a special VFR flight, VFR flights shall be conducted so that the aircraft is flown in conditions of visibility and distance from clouds equal to or greater than those specified in Table S5-1.

(b) Except when a special VFR clearance is obtained from an air traffic control unit, VFR flights shall not take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the reported meteorological conditions at that aerodrome are below the following minima:

(1) the ceiling is less than 450m (1500ft); or

(2) the ground visibility is less than 5 km.

(c) [IHPA Note - Not relevant to HG/PG] When so prescribed by the competent authority, VFR flights at night may be permitted under the following conditions:

(1) if leaving the vicinity of an aerodrome, a flight plan shall be submitted in accordance with SERA.4001(b)(6);

(2) flights shall establish and maintain two-way radio communication on the appropriate ATS communication channel, when available;

(3) the VMC visibility and distance from cloud minima as specified in Table S5-1 shall apply except that:

(i) the ceiling shall not be less than 450 m (1500 ft);

(ii) the reduced flight visibility provisions specified in Table S5-1(a) and (b) shall not apply;

(iii) in airspace classes B, C, D, E, F and G, at and below 900m (3000ft) AMSL or 300m (1000ft) above terrain, whichever is the higher, the pilot shall maintain continuous sight of the surface; and

(5) except when necessary for take-off or landing, or except when specifically authorised by the competent authority, a VFR flight at night shall be flown at a level which is not below the minimum flight altitude established by the State whose territory is overflown, or, where no such minimum flight altitude has been established:

(i) over high terrain or in mountainous areas, at a level which is at least 600m (2000ft) above the highest obstacle located within 8km of the estimated position of the aircraft;

(ii) elsewhere than as specified in i), at a level which is at least 300m (1000ft) above the highest obstacle located within 8km of the estimated position of the aircraft.

(d) [IHPA Note - Not relevant to HG/PG] VFR flights shall not be operated:

(1) at transonic and supersonic speeds unless authorised by the competent authority;

(2) above FL195. Exceptions to this requirement are the following:

(i) an airspace reservation has been established, where practical, by the Member States, in which VFR flights may be allowed; or

(ii) airspace up to and including FL285, when VFR traffic in that airspace has been authorised by the responsible ATS unit in accordance with the authorisation procedures established by the Member States and published in the relevant aeronautical information publication.

(e) [IHPA Note - Not relevant to HG/PG] Authorisation for VFR flights to operate above FL285 shall not be granted where a vertical separation minimum of 300m (1000ft) is applied above FL290.

(f) Except when necessary for take-off or landing, or except by permission from the competent authority, a VFR flight shall not be flown:

(1) over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a height less than 300m (1000ft) above the highest obstacle within a radius of 600m from the aircraft;

(2) elsewhere than as specified in (1), at a height less than 150m (500ft) above the ground or water, or 150m (500ft) above the highest obstacle within a radius of 150m (500ft) from the aircraft.

[IHPA NOTE: Following a meeting (21/3/2019) with the Irish Aviation Authority to discuss this point, the IAA feel that there is no need for an exemption for our sport. The IAA considers unpowered gliding aircraft descending below 150m to be in a landing phase of flight ("you'd be mad not to have a landing field picked out if you're that low") and therefore covered by paragraph (f) "except when necessary for take-off or landing..." If a glider subsequently hooks a thermal (below 150m) and starts climbing then they consider us to be in a take-off phase of flight.]

(g) [IHPA Note - Not relevant to HG/PG] Except where otherwise indicated in air traffic control clearances or specified by the competent authority, VFR flights in level cruising flight when operated above 900m (3000ft) from the ground or water, or a higher datum as specified by the competent authority, shall be conducted at a cruising level appropriate to the track as specified in the table of cruising levels in Appendix 3.

(h) VFR flights shall comply with the provisions of Section 8:

[IHPA Note – I 'think' this is relevant to us... but I'm not sure! Section 8 deals with Communications and Separation Minima.]

(1) when operated within Classes B, C and D airspace;

(2) [IHPA Note - Not relevant to HG/PG] when forming part of aerodrome traffic at controlled aerodromes; or

(3) when operated as special VFR flights.

(i) [IHPA Note - Not relevant to HG/PG] A VFR flight operating within or into areas or along routes designated by the competent authority, in accordance with SERA.4001(b)(3) or (4), shall maintain continuous air-ground voice communication watch on the appropriate communication channel of, and report its position as necessary to, the air traffic services unit providing flight information service.

(j) [IHPA Note - Not relevant to HG/PG] An aircraft operated in accordance with the visual flight rules which wishes to change to compliance with the instrument flight rules shall:

(1) if a flight plan was submitted, communicate the necessary changes to be effected to its current flight plan; or

(2)as required by SERA.4001(b), submit a flight plan to the appropriate air traffic services unit as soon as practicable and obtain a clearance prior to proceeding IFR when in controlled airspace.

[IHPA Note - Not relevant to HG/PG]

GM1 SERA.5005(c)(3)(iii)Visual flight rules _{ED Decision 2016/023/R}

NIGHT VFR ON TOP

AMC1 SERA.5005(f) Visual flight rules _{ED Decision 2013/013/R}

VFR MINIMUM HEIGHTS - PERMISSION FROM THE COMPETENT AUTHORITY

The competent authority should specify the conditions under which the permission is or may be granted, including the minimum heights above the terrain, water or the highest obstacle within a radius of 150m (500ft) from an aircraft practising forced landings, a balloon or an aircraft executing ridge or hill soaring.

[IHPA Note – The IAA have stated that they will grant permission to hill soar any site at any altitude on condition that we provide them with a list of all our flying sites and as long as we have permission from the landowner (or any of the landowners in the case of commonly owned land.) The IAA are happy to add new flying sites to the list of agreed flying sites on request.]

GM1 SERA.5005(f) Visual flight rules _{ED Decision 2013/013/R}

VFR MINIMUM HEIGHTS - PERMISSION FROM THE COMPETENT AUTHORITY

Subject to an appropriate safety assessment, permission from the competent authority may also be granted for cases like: [IHPA NOTE: I'm not sure how this is relevant to HG/PG... but I'm leaving it in for now!]

(a) aircraft operating in accordance with the procedure promulgated for the notified route being flown;

(b) [IHPA Note - Not relevant to HG/PG] helicopters operating at a height that will permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface;

(c) [IHPA Note - Not relevant to HG/PG] aircraft picking up or dropping tow ropes, banners or similar articles at an aerodrome;

(d) any other flights not specified above, where specific exemption is required to accomplish a specific task.

SERA.5010 Special VFR in control zones _{Regulation (EU) 2016/1185}

Special VFR flights may be authorised to operate within a control zone, subject to an ATC clearance. [IHPA Note - Not relevant to HG/PG] Except when permitted by the competent authority for helicopters in special cases such as, but not limited to, police, medical, search and rescue operations and fire-fighting flights, the following additional conditions shall be applied:

(a) such special VFR flights may be conducted during day only, unless otherwise permitted by the competent authority;

(b) by the pilot:

(1) clear of cloud and with the surface in sight;

(2) the flight visibility is not less than 1500m [IHPA Note - Not relevant to HG/PG] or, for helicopters, not less than 800m;

(3) fly at a speed of 140kts IAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision; and

(c) an air traffic control unit shall not issue a special VFR clearance to aircraft to take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the reported meteorological conditions at that aerodrome are below the following minima:

(1) the ground visibility is less than 1500m [IHPA Note - Not relevant to HG/PG] or, for helicopters, less than 800m;

(2) the ceiling is less than 180m (600ft).

[IHPA Note - Not relevant to HG/PG]

GM1 SERA.5010 Special VFR in control zones _{ED Decision 2016/023/R}

The list of type of operations subject to permit by the competent authority to deviate from the requirements for special visual flight rules (VFR) flights is not exhaustive. The competent authority may grant a permit for other kind of helicopter operations such as power line inspections, helicopter hoist operations, etc.

[IHPA Note - Not relevant to HG/PG]

AMC1 SERA.5010(a)(3) Special VFR in control zones _{ED Decision 2013/013/R}

SPEED LIMIT TO BE APPLIED BY HELICOPTER PILOTS

The 140kt speed should not be used by helicopters operating at a visibility below 1500m. In such case, a lower speed appropriate to the actual conditions should be applied by the pilot.

[IHPA Note - Not relevant to HG/PG]

GM1 SERA.5010(a)(3) Special VFR in control zones _{ED Decision 2013/013/R}

SPEED LIMIT TO BE APPLIED BY HELICOPTER PILOTS

The 140kt speed is to be considered as an absolute maximum acceptable speed in order to maintain an acceptable level of safety when the visibility is 1500m or more. Lower speeds should be applied according to elements such as local conditions, number and experience of pilots on board, using the guidance of the table below:Visibility (m)Advisory speed (kt)8005015001002000120

GM1 SERA.5010(b)(2) Special VFR in control zones _{ED Decision 2016/023/R}

When assessing the prevailing flight visibility, the pilots should use their best judgement. The assessment should be based, for example, on the pilot’s overall flight experience, knowledge of local conditions and procedures, visible landmarks, etc. Furthermore, the pilot should possess the latest weather observations and forecasts.

[IHPA Note - Not relevant to HG/PG]

AMC1 SERA.5010(b)(3) Special VFR in control zones _{ED Decision 2016/023/R}

SPEED LIMIT TO BE APPLIED BY HELICOPTER PILOTS

The 140kt-speed should not be used by helicopters operating at a visibility below 1500m. In such case, a lower speed appropriate to the actual conditions should be applied by the pilot.

GM1 SERA.5010(c) Special VFR in control zones _{ED Decision 2016/023/R}

When the reported ground visibility at the aerodrome is less than 1500m, ATC may issue a special VFR clearance for a flight crossing the control zone and not intending to take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the flight visibility reported by the pilot is not less than 1500m, [IHPA Note - Not relevant to HG/PG] or, for helicopters, not less than 800m.

Index:

• The Site
• Site Control
• Equipment
• Signals
• Instruction in Schools
• Training Facilities in Schools

The Site

The choice of site will be affected by several factors :

• If it is in regulated air space the relevant authorisation must be obtained.
• The Site Sovereignty Code guidelines must be followed prior to registering the site with the Association.
• Local Bye-laws may control certain activities (eg the use of power boats on specific waters, or anti-noise constraints).
• Site sharing requires effective and constant liaison with other users.
• Every site (including landing areas) should be surveyed for potential hazards - ground and air obstacles (eg trees, walls, rocks, significant areas of water; power lines, localised turbulence, proximity of other airborne craft).
• Where the public have access to a tow launch site a board "WARNING - TOW CABLES" should be displayed prominently.

The launch point should be chosen with the following points in mind:

• There should be sufficient clear ground in the immediate vicinity to:
  • Allow the glider to get safely airborne, and
  • Minimise the danger in the event of an emergency on or shortly after take-off. This includes an abort space to the front, sufficient 'blow-back' space, and clearance to either side in case of side-slip or rotation.
  • Allow other pilots to make their gliders ready for flight.
• The ground surface should be soft; grass or sand is better than concrete or tarmac if anyone falls over during the launch.
• In tow operations the launch point must be visible from the tow unit so that all signals can be seen and the tow unit operator can observe the glider in the early stages especially.
• The "park" for members' and visitors' cars and equipment should be situated at a safedistance from the launch point.
• The proximity and the effect of the sport upon other users of the site and passers by (eg cars on a nearby road; horse riders) should be considered.
• The direction of launch should be as near as possible into wind.
• It should be appropriate to the level of training or competency of the student or the pilot.

The landing area should be chosen with the following points in mind:

• It should be of suitable size; both for the level of student or pilot competency and the intended exercise.
• It should be clearly defined; where an alternative landing area is available it, too, should be clearly marked.
• It should be suitable for the identified wind directions, and the approaches should be hazard free.
• It should not be prone to turbulent effects.
• Where appropriate it should be clearly visible to a tow unit driver practising controlled descents.
• To avoid congestion pilots should be able to clear the landing area quickly and easily.

Site Control

In a school situation a Duty Instructor is appointed on a daily basis by the CFI and is responsible for taking the lead, allocating duties to other Instructors, and maintaining overall control (especially of the operations and the site). This is necessary to anticipate and prevent confusion, thus minimising the possibility of unsafe procedures which might lead to incidents or accidents. The Duty Instructor should be identified to students and pilots, who will gain confidence from, and respond to the presence of this authoritative source.

Equipment

WARNING: The dangers attached to moving machinery and tow lines must be made clear to all participants at regular and frequent intervals. Hands and feet, in particular, must be kept well clear. In a commercial situation proprietors are reminded of their duties under the current Health and Safety at Work Act which requires that all moving machinery must be guarded in such a way as to effectively protect operators and bystanders.

The regular and careful inspection of equipment is essential for the continuing safety of students and pilots alike.

In addition to regular periodic checks on an annual or seasonal basis, all equipment should be given a thoroughly detailed Daily Inspection at the start of the flying day. This should not be confused with the Pre-Flight Check which is carried out by the student or pilot just prior to take-off and which is described in the Operating Procedures section of this manual.

Checking all equipment brought on to the site avoids the danger of overlooking a glider which, although not immediately required, might be brought into service later in the day. In a training situation it is the Duty Instructor's responsibility to ensure that these inspections are carried out although experienced pilots are expected to be responsible for their personal equipment and perform daily inspection and pre-flight checks themselves. Unserviceable gliders should be marked with the red tag to ensure they are not used until they have been repaired. These tags are not to be removed by any other person than a CFI or qualified rigger.

Gliders

IHPA members must fly only certificated hang gliders or paragliders.

‘Certificated’ means tested to an approved standard by a body acceptable to the IHPA - currently BHPA / DHV / CEN / AFNOR / USHGMA.

School gliders

• All hang gliders and paragliders used in schools must be certified and carry a sail badge, label or keel sticker confirming this.
  • In the case of hang gliders, acceptable certification bodies are BHPA, DHV or (US)HGMA.
  • For paragliders BHPA, DHV or CEN/AFNOR are recognised.
• All gliders used in schools must be clearly marked with the weight limits (‘clip-in’ for hang gliders; ‘total weight in flight’ for paragliders and parascending canopies). These limits must be complied with.
• Instructors must ensure that the glider in use is suitable for the training exercise being attempted.
• All gliders in use must be maintained in an airworthy condition. Any damage that occurs must be rectified before further use. (The practice of straightening hang glider uprights in front of students is prohibited.)
• Modifications to gliders, however slight, must have the written approval of the manufacturer or IHPA. (Temporary removal of hang glider tip struts is a modification and is not permitted, irrespective of the type of flight being undertaken or technique used.)
• A student may use his own glider within a school providing all the above criteria are met. The CFI is responsible for checking this compliance.

Wheels on Training Hang Gliders

Wheels of at least 9" diameter must be firmly attached on to the control frame of hang gliders flown by students prior to gaining the Safe Pro 3 (Novice) rating.

Protective Head and Foot Wear

The School should ensure that suitable and properly fitting protective headgear and suitable footwear is worn. As of January 1st 2004 helmets used by student must conform to CE EN966.

A simple way to check for fit (which all students should be taught) is to don and fasten the chin strap; look over the shoulder and check the helmet doesn't impede the movement. Looking forward, shake the head from side to side and make sure the helmet stays firm. Finally tilt the head forward, place a hand under the back of the helmet and push up - the helmet should remain firmly in place.

Footwear should provide firm sole and ankle protection; lacing hooks should be avoided or taped over to prevent the danger of entanglement.

When paragliding dual flying is intended, there is a possible danger that the pilot-in-charge could suffer facial injury when, after an awkward landing, the face comes into contact with the co-pilot's helmet. It is therefore strongly recommendation that the pilot-in-charge wears a suitable full face helmet to afford better protection.

Harnesses (hang glider)

• From the Accident Statistics collected over the years it is officially recognised that seated training has many draw backs, some of these only reveal themselves later in the pilot's flying career. As a result of this schools may only teach in a semi-prone position.
• Initial training must be carried out with the stirrup removed completely
• The stirrup should be introduced only if the student is ready and weather conditions are suitable.
• All harnesses must be constructed in an approved manner and made from suitable material. Harnesses in use must be in good repair and properly adjusted to suit the pilot and glider.
• Only "screw gate" or "twist lock" karabiners carrying the UIAA approved mark should be used in the pilot's main line of suspension.

Note: It is believed that aluminium 'karabiners' are far less durable and more susceptible to blows than their steel counterparts.

Harnesses (paraglider)

There are, usually, two sets of straps to secure on a paragliding harness - the chest strap and the leg straps. There have been instances of the canopy inflating in the period (however, short) between fastening each set and of injuries being sustained. The choice rests between :

• Fastening chest straps first - in which case, if the canopy then inflates the chest strap can be pulled up and under the pilot's throat, and he is pulled over on to his back with considerable force. In the worst case, that of high performance paragliders, the pilot might become airborne in a strangulated position and unable to reach the controls.
• On the other hand, if the leg straps are fastened and an inflation occurs then the force acting on the thighs will jack-knife the pilot backwards; he will however, be in a better position to reach the controls.

On balance the risk is less in the second case and so the recommendation is that the leg straps should be secured first - conversely, they should be unfastened last when taking the harness off.

Harness - Paraglider tandem type

There is a particular danger when fitting both pilots into a dual harness when 'spreader' bars are used and a reverse launch is used. As both rigging and spreaders must be crossed it is essential that both are crossed the same way, so to reduce the risk of confusion the following sequence is strongly recommended:

• Harnesses on.
• Spreaders fitted to student (if not already attached.)
• Spreaders fitted to pilot-in-charge.
• Canopy fitted to spreaders - ensuring that both pilots are facing forwards.

First Aid

The School is responsible for the provision of adequate First Aid arrangements at each site used. An Incident Book should be kept and all accidents to students recorded - in addition to submitting an IHPA Incident Report form to the IHPA Training & Flight Safety Officer.

Simulators

A good hang gliding simulator is recommended for tuition purposes. Suspended harness systems for paragliding tuition are recommended.

Wind Meter

A suitable wind speed measuring device should be introduced to students and used whenever appropriate to measure wind speed.

Wind-socks and Streamers

One or more wind socks or streamers should be available especially during early training. For hill training a wind sock must be positioned in the landing area, identified to the students, and its purpose explained.

Signals

The Duty Instructor is to ensure that all those involved in the operation are fully conversant with these signals which are to be regarded as standard.

Ground to ground signals: The Duty Instructor appoints a Launch Marshal or Signaller who is then responsible for signals made from the launch point to the tow unit. Whatever method of signalling is used (bats, radio, lights or other) there must be no possibility of mistaking the STOP signal - in fact the absence of a positive signal to proceed should be taken by the tow unit operator that there is a potential problem and the tow should be abandoned. There are four basic signals for launching a glider:

1)"Take up slack" is a positive, repeated signal meaning all is clear at the launch point and the tow unit can take up the slack in the tow line, stopping short of launching the glider.

2) "All out" signal indicates to the tow unit that he can proceed to launch the glider.
Note: The signal used at international events is ‘Drive.’

3) "Stand by" (bat held out to the side) indicates that there is a problem at the launch point which needs correcting before the launch can proceed.

4) "STOP" is a warning to the tow unit operator that there is a problem at the launch point and the launch should not proceed; the action required of the operator depends upon the stage of the launch, the tension in the tow line, and any indications which the tow unit operator may have as to the cause.

In order to avoid confusion the signals must be distinctly different - see Operating Procedures - Signals.

When using radio communications the commands may be shortened for clarity - reference should be made to the specific chapter which deals with each discipline and which defines these and other signals. Words like 'No' or 'Go' should be avoided for obvious reasons.

The tow vehicle may signal "I am ready to proceed" to the Launch Marshal by switching on its hazard warning lights, which also indicates to other airfield users that this is a moving vehicle. Alternatively, and for similar reasons, a flashing strobe light may be mounted on the tow unit to indicate that a launch is proceeding.

Air to ground signals: A pilot may signal a 'request to release' by opening wide his legs and keeping them open. The tow unit operator should normally respond to this signal by removing the tension from the tow line thus allowing the pilot to release; at this point the pilot may close his legs. However, particularly with students, the driver may decide to continue the tow until the glider is more safely positioned. Proficient paraglider pilots under tow may indicate to the driver/winchman the following requests:

• • "Please increase the tow tension" - both arms out to the side and waved up and down (for round canopies only).
  • "Please decrease the tow tension" - both legs opened and closed repeatedly.

Ground to air signals: Where parascending students, in particular, are being introduced to self release it can be useful for the tow unit driver to wave a signal bat as an indication that it is safe to release.

Radio communications: All forms of radio communications used in hang gliding and paragliding must comply with the current legal requirements. Particular attention must be paid to such regulations when using air-to-air or ground-to-air communications, with pilots trained to understand the proper procedures.

It is recommended that schools should use an approved ground to air radio for the longer solo flights. This is a requirement when only one instructor is present for the student's high solos.

Instruction in schools

Training is carried out in strict accordance with the specific Student Training Programme. Instructors should also take note of the following points:

Supervision - Students should at all times be under qualified supervision; this will range from the Day 1 situation of ‘very close supervision’ through to near-Novice (Safe / Para Pro 3) award of ‘watchful attention’. Very close supervision means that the instructor is in direct audio/visual contact with the student - they are close enough for there to be no misunderstanding as to what is intended and, in case of problems, the necessary corrective actions can be taken. Watchful attention means the instructor knows what the student intends, has assessed it as reasonable, and is observing the task so as to be able to debrief effectively and, where appropriate, sign off the task.

 Explanation by the Instructor 

Demonstration by the Instructor

Practice by the student 

Feedback

This is the most effective tool in the Instructor's armoury

As a general guide for practical tasks the student should complete at least three consecutively satisfactory flights to demonstrate competency in a particular skill (controlled 90° turns for instance).

Dress - should be suitable for the planned exercise, bearing in mind the environment and weather; good footwear with firm soles and ankle protection; well fitting safety helmets offering effective protection; gloves may also be needed, and bare limbs should be avoided.

Fitness - Instructors have a duty of care which includes assessing the student for fitness to undertake any part of the training. They should continually assess students for fatigue, particularly in the early stages when bottom landings are likely or when weather extremes may accelerate the effects.

Duty Instructors should also bear in mind that fatigue can also affect Tandem Pilots.

Communications - students must receive a thorough briefing on the method of communications which will be used during the exercises. Whether verbal, radio or semaphore instructions or directions must be simple and not capable of being misunderstood. In the early stages, when direct briefings or instructions are usual, the student should always be asked to repeat them back to the Instructor. As students become more proficient the briefings should become increasingly discussive (eg "What do you think you should be doing next?"). The student should always be debriefed after landing, in the manner of "What did we agree you would do?" - "What did you actually do?"  and, if there is an error "Why do you think you did (or did not do) that?"

Sequential checks

There are numerous instances of incidents occurring after a sequence has been interrupted, then continued but with a point missed out. Students (and instructors) should be constantly reminded that once a sequence has started it should be completed without interruption. If necessary it should be repeated from the beginning.

Balanced Instruction

Students attend schools with one view. They wish to be taught how to fly gliders. But in addition to the practical skills involved a student must have a sound theoretical knowledge if they are to achieve a full understanding.

Some schools tend to lecture new students for the first half of their first day - which can involve 2 to 3 hours of theory (classroom) work. Other schools initiate their students with basic practical training as early as possible, and then introduce them to theory on an 'as required' basis. The latter approach gives the students something to which they can relate and is by far:

• the most practical and effective (weather permitting).
• the most interesting and rewarding for the student.
• the more constructive method of teaching.

The structure of the first day depends upon the type of discipline but in any event should be flexible.

• If weather conditions are suitable, students should be introduced to the gliders and start ground handling, as quickly as possible. A short 30 minute basic theory session could be appropriate, if not too much time has been absorbed with administration and introductions. Theory thereafter should be carefully controlled to ensure that it is introduced at the most appropriate time - this could save schools having to cancel part of their courses due to inclement weather.
• If the weather on the first morning is unsuitable for practical work then an introduction to theory can be made providing it is kept within reasonable bounds and not laboured.

Bad Weather Programme

Schools are encouraged to compile a programme of attractive activities for students to take advantage of when poor weather prevents further training.

Training Programmes

Experience built up over many years has resulted in the Student Training Programmes. Student safety is paramount and depends upon following this planned and progressive series of exercises. These are the building blocks of the sport - before a student is awarded any rating the CFI must be satisfied that all aspects of the programme, including theory, have been properly and fully covered and that the student has been tested and has successfully completed all the requirements.

Part Trained Students

IHPA schools may be attended by students who have undertaken some training elsewhere. To prevent unnecessary repetition, students who have recently completed such training need not repeat exercises already carried out, providing that the experience was reasonably current and the procedure below is followed.

1. The student must provide the IHPA Instructor with satisfactory evidence of attendance at a previous school, and of the standard achieved (eg. relevant IPPI rating). If the previous school was an IHPA or BHPA school then a copy of the Student Training Record Book must be obtained.

2. The student and IHPA Instructor must clarify the extent of the student's previous training by signing the Student Training Record booklets only where an exercise was completed in full. (The 'Exercise x completed satisfactorily' line should be anotated with the previous school’s name and country.)

3. Starting from exercise one, any exercise not completed (or not fully completed) should be thoroughly reviewed and completed satisfactorily (and the Student Training Record Booklets signed) before any new exercises are introduced.

NB. Students trained in foreign schools will usually be unfamiliar with the UK flying environment (small hills, wind.) It is essential that Instructors anticipate and address these gaps in the student's knowledge / ability.

Irrespective of all the above, when practical training commences instructors should carefully gauge the student's true ability by setting and monitoring how well they perform simple basic exercises.

Invigilation of examination papers

Schools should have suitable facilities to allow students and pilots to remain undisturbed whilst an examination paper is attempted. CFIs and Senior Coaches should make every effort to maintain the integrity of the scheme by briefing invigilating officers (Instructors, Coaches and Safety Officers) accordingly.

Special Training Techniques

Certain skills and techniques have been derived over many years of experience and a standard approach or method of application agreed upon, and where this is evident Instructors should follow the standard method as indicated.

An example of this is the Parachute Landing Fall (PLF) or Landing Roll; and procedures for tree and water landings. These have been adapted to suit the sport in its various disciplines and have been found to be extremely effective (a full description of the PLF is contained inthe Operating Procedures section of this manual.

Landing emergencies

Students should be trained to make every effort to avoid the following situations, but it is accepted that emergencies will arise and all students should be made aware of the following procedures. It must be stressed to the student, however, that every scenario is different and instructors should discuss with the student the problems, the variables and the options which might be open to them.

Tree landings

Instructors should stress that falling out of the tree is the greatest danger. If a tree landing is inevitable, aim the glider squarely at a large one if possible and try to ensure firm contact. It is advisable to point the closed legs and try to crash through to the centre trunk and, having found a firm footing, hang on. Crossing the legs may help protect the groin, and placing an arm across the face will protect the eyes. DO NOT TRY TO CLIMB DOWN; make sure the glider cannot drag you off your perch - and await rescue.

Water landings - paragliders

Instructors must stress the probability, except within the most strictly controlled environment, that a water landing is not survivable and must be avoided at all costs. Pilots should, if flying near water, make sure that a safe dry landing is within easy reach at all times.

If, however, it is impossible to make a dry landing (even with the risk of injury) then, the real danger lies in the potential for entanglement with the paraglider suspension lines. It is therefore imperative to get clear of the paraglider as quickly as possible. On approach sit well back and unclip the chest strap and loosen the leg straps. On entering the water release the leg straps (or riser-to-harness connectors) and FLOAT clear with the minimum of movement. If an inflatable life jacket is worn it should be inflated.

If a modern seat harness is worn then sit well back and unfasten the chest and leg straps; continue to lean back in the seat; just before entering the water draw the elbows well in and tuck the head down. As the feet hit the water allow the body to roll forward out of the harness, which should then be dragged clear by the still-flying canopy. FLOAT clear with the minimum of movement. If an inflatable life jacket is worn it should be inflated.

Depending on the type of paraglider it should be controlled to land as far away as possible; this keeps the suspension lines taut and away from you.

It is not advisable to drop from the paraglider before impact - it is often difficult to assess height above water, especially if it is calm.

Water landings - hang gliders

Instructors must stress the probability, except within the most strictly controlled environment, that a water landing is not survivable and must be avoided at all costs. Pilots should, if flying near water, make sure that a safe dry landing is within easy reach at all times.

A dry landing, even with the risk of injury, will always be the better option.

Training Facilities in Schools

Classroom

To give proper theoretical instruction Schools should have access to and use a classroom in which full use of visual aids is made.

Wherever possible a classroom should be equipped with a range of resources:

• Black/white board and/or flip chart.
• Video/cine projection equipment.
• 35mm slide projector.
• An overhead projector.
• Current aeronautical charts
  
• Models, posters, drawings, photographs etc. should be used and displayed to enrich the learning environment.

International Towing Signals:

Additional Signals for Aerotowing: 

Introduction

Section 1 - Considerations

• Yourself
• Passenger
• Equipment
• Site

Section 2 - Common Practice

• Briefing
• In flight
• Landing

Section 3 - Techniques

• Hang Gliding:
  • Hill
  • Winch / Aerotow
  • Aerotow hazards

• Paragliding:
  • Hill
  • Winch

Introduction

A TANDEM RATING IS REQUIRED BEFORE FLYING WITH PASSENGERS.

TANDEM RATINGS ARE AVAILABLE IN THE FOLLOWING CATEGORIES:

• Hang Glider (Hill)
• Hang Glider (Tow)
• Hang Glider (Aerotow)
• Paraglider (Hill)
• Paraglider (Tow)

Tandem flying is not an activity to be undertaken lightly. Before you take any steps towards flying with a passenger you must seriously consider the skills and level of responsibility that will be required of you. The relatively routine procedures of solo flight will all be more complicated. For you and your passenger's sake proceed very cautiously. These operating procedures are intended to act as a guide to the practicalities of tandem flight. For further information on the rules and regulations of tandem flight, and how to achieve tandem ratings, refer to the IHPA Operations Manual  - Operator Endorsements - Instructor, Coach, Operator and Tandem Pilot Endorsements. 

SECTION 1 - CONSIDERATIONS

1. YOURSELF: Before committing to flying tandem take a critical look at your reasons for taking a passenger. Avoid getting into the situation where you feel pressured into flying because you're worried that you may disappoint someone. Ultimately you will be responsible for their life as well as your own, and disappointing them is much better than injuring them. Avoid making promises that may be difficult to fulfil. It's wise to stress to potential passengers the narrow margin of suitable conditions and how the flight may have to be postponed until another day. Are you familiar with all the equipment that you will be using? Have you flown the site before? As with all aspects of flying, it's best to change only one variable at a time. You must remain cool, calm and collected particularly in your assessment of the conditions. Remain objective, and don't allow your passenger or your peers to influence your decisions.

2. THE PASSENGER: You are responsible for the passenger and it is up to you to decide whether they are suitable to fly. Firstly, on the practical side of things you must know their weight and establish whether your combined kitted up weight is below the maximum permitted payload for the type of glider that you intend to fly. Hang gliders respond to weight shift, therefore a heavier passenger moving the wrong way will have a greater affect on the control of the glider than the lighter pilot moving the right way; it is therefore recommended that the pilots don't carry passengers heavier than themselves. Another consideration is the physical strength of the passenger. If a stronger passenger starts to panic you may lose control of the glider.

Assess the fitness of your passenger. Ask them if they have any medical condition or disability. Do they suffer from fits, dizziness or a heart condition? If so are they taking any medication? Explain to the passenger the sensations of flight and the affects of turbulence. You must stress that this is an 'adventure' sport and there are inherent risks.

Try to assess your passenger's 'attitude' towards flying. Chat to them to find out why they want to fly tandem. You must be sure that they really do want to fly and are not just responding to peer pressure. If you have any doubts then make an excuse and cancel the flight.

If your passenger is not a member of the IHPA then you are advised to get them to sign the IHPA Waiver form of Indemnity. If you are operating within a school, then your passenger must be a member of the IHPA.

Make sure that your passenger is wearing suitable clothing and footwear, and has removed any sharp objects from their pockets. Even if your passenger is an experienced pilot, you are the pilot in command and their safety is your responsibility. Don't assume that an experienced pilot won't do something stupid: You are taking pilots out of their familiar flying environment and are increasing the likelihood that they will overlook even the most basic things. CHECK EVERYTHING YOURSELF!!

3. EQUIPMENT: Spend some time familiarising your passenger with the equipment that you will be using. Get them to follow you through the daily inspection and pre flight checks, and explain to them what everything is and what you are looking for in the check. Make sure that your passenger's harness and helmet fit and are secured correctly. No matter how eager you both are to get airborne you must spend time on the ground sorting out the relative flying positions that you'll adopt once in the air. Know your equipments peculiarities before taking new passengers. You can familiarize yourself with peripheral equipment such as harnesses in solo flight. This may be more difficult with tandem gliders due to the minimum weight requirements. If this is the case then you should gain experience of the glider by flying with another tandem rated pilot. The point is that you should avoid flying with a new passenger whilst using unfamiliar equipment. Remember, never change more than one variable at a time!

Equipment - Hang Gliding:
Harness - Preferably use a Pod type harness for your passenger, as they present the least risk of tripping on take off, and are easy to get into during flight. If a Stirrup harness is being used then make sure that a foot rubber is used to keep the stirrup clear whilst running. Cocoon harnesses are only suitable for trolley launched towed flights, because of the danger of the passenger tripping on the apron.

Clip into the glider and check that the passenger is suspended around 25cm (10") higher than you and will leave the ground before you. Make sure that the leg loops on the passenger's harness are not too long as they may end up being last to leave the ground despite being hung higher, this could adversely affect the control of the glider.

Wheels - 18cm (6") diameter wheels on the basebar are mandatory, (9" for tandem tow and aerotow flights). You should however avoid using 'barrow' type wheels as they reduce the usable width of the base bar excessively.

Helmets - As for solo flight. You must ensure that your passenger is wearing a suitably fitting helmet, and that the chin strap is properly done up before clipping in.

Glider - The glider must have a certificate of airworthiness and be cleared for tandem use by the manufacturer. You must ensure that the 'all up' weight of you and your passenger is within the permitted payload. When assessing the payload be sure to include the weight of harness, helmet, parachute, clothes, etc.

Modern purpose built tandem gliders are trimmed for tandem flight, and the accompanying handbook should be followed. Many pilots find that older adapted gliders trim much slower with the additional weight of the passenger and are therefore having to constantly pull on to avoid stalling. To prevent this move the passenger's hang point slightly further forward than the normal hang point used by the pilot. Some experimentation may be necessary with lighter or heavier pilots, but make all alterations cautiously. The pilot and the passenger should be clipped into separate main and back up loops.

Emergency Parachutes - tandem emergency parachutes are much bulkier than solo ones and may not fit in the parachute container of some harnesses without modification. The container may then be an awkward size to mount on your chest or the side of your harness. Consider the parachute bridle to harness attachment point carefully and ensure that the connectors are strong enough to hold you and your passenger during the opening shock. Be very careful if using harnesses containing solo emergency parachutes. Any deployment (accidental or deliberate) of these will almost certainly lead to enough drag to stop the glider flying, but will then produce a descent rate that is not survivable.

Hang Glider Tow Bridles - Tow bridle set up for Aerotow:

• • There are two approved systems that may be used: the 2:1 Tow leg set up (adapted for aerotowing) or the American 50/50 Aerotow bridle set up.
  • The 2:1 Tow leg set up (adapted for aerotowing)

The connection to the tow is slightly different than for solo flight. The two ends of the Billy cord yoke that attach to the harness loops at the solo pilot’s right and left hip must be attached to the inner most hip harness loops of both the pilot and the passenger i.e. If the passenger is on the pilot’s left then the passenger’s right hip loop and the pilot’s left hip loop must be used. The Billy cord must be routed through the control frame (over the base bar) as in fig’s 2 and 3. The Billy cord ends should be of fixed length, and not free running through the end of the main Billy cord, (otherwise the passenger could drop back as the pilot is pulled forward and vice versa). The tow leg top mounting will normally be between 10 - 15cm in front of the hang point on keel pocketless gliders, and 15 - 20cm in front of the hang point on keel pocketed gliders. An additional weak link of 40kg breaking strain must be incorporated at the release end of the threader to prevent any possibility of a tow continuing from the glider in the event of a malfunction of any part of the system.

 Fig 2 - 2:1 Tow leg set up for aerotowing

NB: Both ends of the pilot link piece and the main ‘V’ bridle have eye loops formed by splicing the braid into itself.
This ensures that there are no external protrusions which would hinder it releasing freely.

The Tug - Check that the Hang Gliders all up weight is within the limits stipulated on the tug's Permit to Fly.

Launch Trolley - Use of a launch trolley (or similar BHPA Approved castoring wheeled launch system) is mandatory when aerotow launching two-place gliders in winds of less than 10mph, and is recommended for all tow launching of two-place hang gliders. Launch Trolleys should comply with the IHPA Technical Manual - Operating Procedures (Aerotow.)

Equipment - Paragliding:
Harness - The pilot should have a harness with a wide seat that allows him/her to easily spread his/her legs either side of the passenger. The pilot’s harness should also have an efficient back pad, as if the pilot falls backwards the passenger will fall on top of him. If the passenger's harness has an emergency parachute in the back it must be removed as there is a risk that it could accidentally deploy when the two harnesses move apart in flight. Check that the passenger’s leg loops are not too tight and that they can get into a sitting position. If the passenger can't get into a sitting position the leg loops may dig in and restrict their blood circulation, causing them to feel faint.

Helmets - The pilot should wear a full faced helmet as the back of the passenger's helmet will be directly in front of the pilot's face and there is a very real danger of the pilot receiving mouth / chin injuries in otherwise very minor mishaps. The pilot must ensure that the passenger’s helmet is of a suitable size and that the chin strap is fastened before clipping in.

Canopy - Only certified tandem gliders may be used, with due regard to the correct weight range and the manufacturer’s recommendations. You must ensure that the Maillons used are adequately rated for tandem loads. Most tandem paragliders come with spreader bars as standard. Spreaders cause a cantilever between pilot and passenger. If they are used with a passenger who is either much heavier than the pilot, the pilot will be positioned higher. If the passenger is lighter than the plot, then the pilot’s position will be lowered, (this may cause difficulties for the pilot in seeing around the passenger). V-tabs solve this problem but do not separate pilot and passenger so well; and so are less comfortable for longer flights. Some spreader bars are convertible to V-tabs by removing the rigid separating bar. A few of the latest tandems have integral spreader bars that are impossible to convert.

Emergency Parachutes - tandem emergency parachutes are much bulkier than solo ones and may not fit in the parachute container of some harnesses without modification. The container is an awkward size to mount on the side of your harness or in front on your passenger’s chest strap. Consider the parachute bridle to harness attachment point. If the emergency parachute is steerable will you be able to reach the steering toggles? How far below you will the passenger hang after deployment? If you attach the parachute to your harness is the harness to spreader bar attachment strong enough to hold the passenger during the opening shock? Be very careful if using harnesses containing solo emergency parachutes. Any deployment (accidental or deliberate) of these will almost certainly lead to enough drag to stop the glider flying, but will then produce a descent rate that is not survivable.

4. THE SITE / CONDITIONS: Most tandem hang gliders and paragliders are noticeably less manoeuverable than solo machines; consequently you use up much more sky. For this reason you need a big uncrowded site. Take off and landing will both be more involved, and therefore you won't want to contend with any additional complications. Pick a site with large rotor free take off and landing areas. If you're flying a hang glider you may end up landing on the wheels, so check that the landing field is smooth enough. Is there enough room to make a sensible approach? Obviously good conditions are essential, though these will be different for each discipline. Paragliders require conditions similar to those suitable for solo flying, less two or three mph. Check the forecast to ensure that there won't be an increase in wind strength, it's far more difficult to land a tandem in breezy conditions than it is a solo. Hang Gliders should avoid scratching and so require good soaring conditions i.e. 20mph +. This will make take off and landing easier by reducing your groundspeed. It's worth taking a test flight on a solo glider to get a feel for the conditions, and ascertain whether they are suitable for tandem flight.

For tandem aerotow flights a larger site may be necessary due to the reduced climb rate when towing tandem gliders. The tug pilot should be briefed to keep the hang glider within gliding range of the site at all times to prevent an unplanned wheeled landing in a strange field with an unknown surface.

Section 2 - Common Practice

BRIEFING: A tandem flight for a passenger with no experience of our aircraft is a fairly major event and is likely to create a good deal of excitement and anxiety. In this heightened state the passenger is less likely to take in lots of new information. Therefore for a briefing to be effective you must Keep It Simple -KIS

Your briefing should result in everyone understanding what their role is, what to expect, and how to respond if things don't go as planned. Make sure that the information has 'sunk in' by using the instructor 'Question and Answer' technique. There is an awful lot of information that you could include in your briefing but it would probably get forgotten or confused, so it's essential that you focus on the key points necessary for a safe take-off, flight and landing. Much of the information on things such as the way a wing produces lift could be explained casually as you rig or do your pre flight checks. The procedure for take-off must be clearly explained to the passenger including what they can and can't hold on to, what to expect from the glider and how you want them to respond. Explain to the passenger that you will be able to talk to each other throughout the flight and you will remind them of what to do at each stage of the flight. 'Anchor men', 'Wing tippers', and 'Wiremen' must all be thoroughly briefed as to their duties, otherwise you could find them being more of a hindrance than help. Just prior to take off reiterate the main points of the take-off procedure again so that they remain fresh in the passenger's mind.

IN FLIGHT: After take-off be very gentle doing your first turn as you need to get used to the glider. During the flight explain to your passenger what manoeuvres you are about to do and why, and then execute them gently. What may seem like a gentle turn to you could be very disconcerting to a first time passenger, and could possibly cause them to feel airsick. If the passenger does complain of airsickness try to get them to concentrate on something else. If it persists then land as soon as possible. You will be flying with restricted visibility, altered control and possible loss of concentration due to chatting; in addition your glider will be covering a large area quickly. It is vital that you remain alert and compensate for these limitations by executing all manoeuvres cautiously. Obviously you must only allow the passenger / student to handle the controls if you have plenty of height and are well clear of other pilots, and certainly not below 500ft whilst on tow.

APPROACH AND LANDING: Brief the passenger for landing well in advance and get them into the position for landing early. Do a fairly high circuit with a long straight final glide into wind: putting in last minute turns at low level is asking for trouble. Make a good hard flare for a one step landing; a fast running landing with two pairs of legs is likely to result in a fall. Once you have landed unclip the passenger from the glider first. Never leave the passenger clipped into the glider alone.

Section 3 - Techniques

HANG GLIDING - HILL

(a) Pre-launch: After doing your pre flight checks, clip your passenger into the glider to get them used to the feel of the harness and getting into and out of prone (it should go without saying that you should never leave your passenger clipped in with the glider unattended). Clip in yourself and check the relative height of the two harness's (the passenger should be suspended 25cm higher than the pilot). Once airborne and prone tell your passenger to lock himself or herself to you by placing one arm across your shoulders (but not holding the parachute handle), and the other hand on your wrist. Practice some control movements explaining how the glider will respond to these inputs. Emphasise the need to move in unison and make it clear that they should not hold the control frame. During the briefing you must stress to the passenger that they should continue running throughout the whole take-off even when they feel the harness straps lifting them (to prevent them from trying to jump into the air at the first tug on the harness). Make it clear that they should not go prone until you tell them to do so. If you intend to top land, again choose a site with a large top landing area. It's worth briefing your wiremen as to when and where you intend to land so that they can secure the nose of the glider when you land in windy conditions.

(b) Launch: The technique for take-off is basically the same as for solo flight. The passenger should be positioned to the side and slightly behind you, with one arm across your shoulder holding your harness at the arm pit so that you can feel their knuckles. Their other hand should be holding your harness at the nearest arm pit. Before you start your take off run, make it clear to the passenger which foot to put forward first, the idea being that your neighbouring legs move in the same direction at the same time to avoid tripping each other. During the take-off run your passenger will be lifted from the ground first, but you must continue running to gain extra airspeed.

(c) In Flight: Once airborne the pilot should go prone first and then instruct the passenger to do so. Make your first turn very gentle, away from the passenger, and warn them before you start it. If at any point in the flight you begin to get low, cut your losses and head for the bottom landing to set up an approach with plenty of height, rather than trying to scratch back up. While you still have plenty of height tell the passenger to get their legs out of prone and place their hands on your shoulders and then get out of prone yourself. Get onto the uprights early and level the glider into wind with plenty of height. Remember that a tandem glider with passenger will be less manoeuvrable than a solo glider, the handling will be heavier and you will cover much more ground on your approach.

(d) Landing: Do not attempt an 'S' turn approach, as this commits you to making numerous turns, close to the ground.  This will not only be physically demanding, it will be difficult to judge where you will land and it could be very disconcerting for the passenger. Use the constant aspect approach to position yourself into wind with a long final glide. If the landing field is smooth and flat enough you are advised to land on the wheels (check out the landing field first). Most hill sites don't have smooth, flat, bottom landing fields though. In this case, on final approach you must maintain plenty of airspeed and flare hard for a stand up landing. If you try to run off the landing you risk at best ending up in a pile of tangled legs! Once down, unclip the passenger first and then yourself. When top landing in windy conditions wait for assistance from wiremen before unclipping.

TOW / AEROTOW

Tandem tow and aerotow hang gliding activities must comply with the operating procedures laid down in the IHPA Technical Manual - Operating Procedures Towing & Weaklinks. For tandem aerotowing the use of a launch trolley or wheeled under carriage is mandatory in winds of less than 10 mph and is recommended for all tandem launches. The launch trolley removes the hazards caused by two pairs of legs running in close proximity, allows both pilot and passenger to go prone before take off and provides an opportunity to rehearse in flight controls and allows the pilot to get correctly positioned off centre of the base bar. (The natural tendency of the solo pilot to position in the centre of the base bar must be resisted, as this will lead to a turn immediately on lift off, due to the passengers weight being to one side. The combined mass must be central.)

Warn your passenger to lower their head when slack is taken up and later when the line is about to be released. That way if the line springs back it will only strike the top of the helmet.

Tandem Aerotow pilots should aim to keep the tug’s kingpost on the horizon as any lower than this and you run the risk of flying into the tug’s propeller wash.

Line Breaks: The passenger must be thoroughly briefed on the procedure to follow in the event of a line break. If you are being winch launched you should explain that the glider will be in a stalled attitude and they should expect the nose of the glider to drop suddenly. Explain that this is normal and they should not panic. Recovery from a line break is the same as for a solo tow although you should always land on the wheels rather than attempting to land on your feet.


AEROTOW HAZARDS

1. The difference between being a little out of position and being locked out is very small on a tandem glider.

2. On tow the Pilot in Command must have his hand actually on the release at all times.

3. Tug pilots should be specifically briefed if the tandem pilot is thinking of letting the student do any part of the tow.

4. If the student is flying the glider on tow and gets the least bit out of position release immediately! You will not fight it back into position, and the situation will go from inconvenient to dangerous in the twinkling of an eye. This is especially important when near the ground, the dangers diminishing as height is gained. Only Aerotow Coach qualified tandem pilots, training other already aerotow solo qualified potential tandem pilots have any need to allow the ‘student’ to handle the controls near the ground. Six fatalities have occurred in America with this activity.

5. Unless the student is actually learning to aerotow (eg on an endorsement) the benefits of letting them have a go during the tow are few, and probably not worthwhile. Even with Aerotow endorsement courses the main benefit of a tandem flight is to show the trainee the positioning: a quick ‘shot’ on the controls is unlikely to massively increase their preparedness. This is especially true if you consider that the pitch forces, glider response rate and release system are all totally different to those they will experience when they tow their own glider.

PARAGLIDING - HILL

Get into your harness and attach the spreader bars and canopy to you first. Build a wall, check the canopy out and get ready to take-off. Lastly attach the passenger.

In general, use forward (alpine) take-offs for light winds and reverse techniques for moderate winds. For stronger winds with the help of an anchorman, it may be easier to revert to a forward take-off technique, as you will be lifted off the ground immediately in a flying position.

Spend time selecting your launch area. The most suitable area to launch from will consist of a gentle slope with a gratandem increase in gradient. If you try taking off over a sharp edge the passengers weight comes off the ground first pulling you and the wing forwards. This is extremely dangerous if the wing is not already flying properly.

On a steep slope you may have to stand side by side along the slope to take-off. If your passenger stands in front of you down the slope you may not be able to stand up straight.

With all reverse take-offs a good ‘crossed-brake’ technique is preferable in order to keep the canopy under control at all times. Due to the position of the passenger, one riser is much further away from you than the other. You must compensate for this as you pull up.

Take-offs have to be more precise because if the canopy does not come up straight you cannot easily side step to make a correction.

Anticipate being pulled back a fair way before getting the canopy flying and make sure you have a large ‘drag back’ area.

A heavier or taller passenger will still be running long after you are airborne.

Take-off techniques can be divided into the following categories. They are all made easier by having well briefed helpers of sufficient skill available.

Be aware that because the canopy attachment points are in front of the pilot when flying tandem, in the correct flying position the leading edge of the canopy will seem to be a lot further forwards than when flying solo. A common mistake on take-off is to let go of the risers too soon on the pull up.

Reverse take-off 1: The pilot faces the canopy, the passenger faces down hill. This is probably the easiest reverse technique. The pilot does a reverse take-off procedure and as the canopy comes up, turns to face forwards.

Advantages - the passenger is facing direction of travel and just has to stay standing and run forwards also the passenger can help brace against drag loads as the canopy is pulled up.

Disadvantages - the passenger has to be able to stay standing whilst possibly being pulled backwards. The risers are not of equal length making pulling canopy up difficult (one riser pull up and brake works well on some canopies). The passenger is not in a position to help control the canopy (see technique below).

Reverse take-off 2: Both pilot and passenger face the canopy, side by side. The passenger ducks under one set of lines and both turn quickly as the canopy comes up.

Advantages - risers are of equal length for the pilot making it easier to co-ordinate the pull up. The passenger can see canopy and can react accordingly. The passenger can easily help with launch i.e. helping to pin canopy with ‘C lines’ prior to take-off. It is also easier for the passenger to stay standing if the canopy is blown backwards.

Disadvantages - needs a relatively experienced passenger who turns quickly and in the right direction!

Reverse take-off 3: As 1 above but with the passenger sitting. This is only possible with V tabs. As the canopy comes up, it lifts the passenger off the ground. The pilot then turns and runs the passenger/canopy combination forward. (This technique is much more difficult if using spreader bars as the cantilever can mean that the passenger is not lifted off the ground at all.)

Advantages - The passenger cannot fall over and injure themselves. Ideal position for the passenger to be in if dragged backwards.

Disadvantage - Ground handling must be precise, as the passenger anchor can lock the canopy out if it comes up crooked.

Forward take-off:

Advantages - No complications of having to turn around.

Disadvantages - Good forward take-off technique needed. Some canopies are difficult to forward launch without using correct trim settings. Canopy will only be flying properly when the canopy appears (relative to solo canopy) to be a long way in front of you.

Run side by side to reduce the risk of tripping each other up and kicking each other in the shins.

Landing: Brief your passenger for landing well in advance. Ensure that your passenger gets out of the sitting position early and into a PLF position.

Remember that due to stepped hang-points on the spreader bars the passenger’s feet can be up to two feet closer to the ground than yours.

You may find that the brake pressure on some tandems makes flaring very hard work, sometimes taking wraps can help but be ready for it. Know your canopy peculiarities before taking off. You must try to land into wind. It is difficult to run out a down-wind landing with two pairs of legs!

For bottom or top landings, the circuit needs to be well planned, as there is little margin for error. It needs to be larger than for a solo canopy due to the lack of manoeuvrability. Normal field selection procedures are appropriate but take a longer landing run into account. Last minute changes must be avoided as any late turns can result in a very fast and heavy landing.

The best method is to land side by side. If you normally collapse your canopy to the right, sweep your passenger over to the right with your right leg. Brief your passenger to turn around to their right to face the canopy immediately on landing (tap them on the shoulder just to confirm direction). On landing, turn to face the canopy yourself then bring it down whilst running side by side after it.

On landing, after getting the canopy safely collapsed, unclip your passenger. Never leave a passenger clipped to the glider on their own.

i) In light wind landings your passenger must be ready to run. Either sweep them to one side so that you land side-by-side or get them to run to one side on landing. If you are going to land side by side, sweep your passenger over early as it will cause you to swing about (not sensible close to the ground on finals.)

ii) In fresh winds without helpers, you must be able to turn around and collapse the canopy efficiently. It is difficult to stop a 43m2 canopy dragging you if you get it wrong. Never try to bring the canopy down until both of you have turned around.

iii) In strong winds making a controlled landing is almost impossible. You should never get in a situation where this is possible. Remember your legal duty of care to your passenger!

PARAGLIDING – TOW (modern high performance canopy)

Tandem tow launching should not be attempted if the wind is too strong to forward launch, and certainly in no more than 15mph wind. As in the hill launch the passenger should be clipped in only when the pilot has clipped in.

The tow line should be connected either:

1. to the canopy risers just above the maillons or karabiners.

2. to the passenger’s harness at a point just below the harness maillons or karabiners.

A short three ring circus release can be used or a spinnaker clasp release, whichever release is used you must ensure that there is no chance of it becoming tangled or disappearing from view during the tow. The passenger should be briefed on the operation of the release mechanism in the event that the pilot is unable to release. A second cord is threaded from the release over the passenger’s shoulder allowing the pilot to operate the release.

Use the standard tow launch technique. (See BHPA Pilot Handbook.)

During the passenger’s briefing the pilot should stress the need for them to keep running throughout the launch. The passenger should be made aware that you may shout directions to them during the launch, ie. ‘run right’ or ‘run left’, so the pair of you remain beneath the canopy during launch. The pilot will leave the ground first and should not be tempted to pull the passenger off the ground by pulling on the controls. The canopy must be ‘flown’ off the ground. The passenger must therefore continue to run, although this will probably become more like ‘moonwalking strides’. During the first 60ft of the flight it is important that the winchman does not apply too much power and should be thoroughly briefed on this. Following the release the procedure for the flight and landing are the same as for hill flying.

It is advisable to use an airbag harness for the passenger with an internal back protector. The passenger should be briefed thoroughly on low level line break procedure (not enough height to pendulum through). Brief the passenger to put their legs forward on the ‘legs forward’ command, and then land them on the airbag.

SIV Course Information Sheet

A possible way of learning to deal with unstable situations would be to attend an SIV course ran by experienced SIV instructors. SIV stands for ‘Simulation d’Incident en Vol’ and roughly translated means simulating unstable situations in flight. Here you can learn about the way your particular canopy handles and how to make the correct control inputs in unstable situations, progressively building up to more complicated manoeuvres. This must all be done over water with the use of buoyancy aids, radios, video equipment and support boats etc. NB. Landing in water is never 100 per cent safe, even in controlled situations.

It is arguable whether attending an SIV course is fundamental to a pilots’ development. Establishing good ‘active flying’ skills is more important as this will prevent the majority of collapses in the first flace. Having said that, a good SIV course that is both progressive and well ran, with plenty of feedback, can teach you a lot about your wing and how it feels at the onset of a spin or stall etc. The course should be geared to your individual needs and experience, and the manoeuvres should be progressive. A badly run course will teach you nothing and may have a detrimental effect on your development as a pilot.

Be clear as to why you want to attend an SIV course and what you hope to achieve by the end of it. The aim of SIV is to teach you about the handling characteristics of your wing at the edges of its flight envelope. What it feels like just prior to an unstable situation and how to make the correct inputs if it does become unstable. SIV should also teach you to recognise when a situation is hopeless and the only option is to deploy your reserve. SIV IS NOT designed to teach you how to fly beyond the normal flight envelope of the glider. Paragliders are not designed for aerobatics. Discuss with the course provider what you hope to achieve and ensure that they can provide what you require. Depending on your level of experience it may take a number of SIV courses to cover all the unstable manoeuvres.

Before booking on an SIV course make sure your equipment is in good order and well maintained. SIV manoeuvres can place severe strains on all elements of your equipment. Make sure your reserve parachute is of a suitable size and is correctly fitted to your harness (if you are unsure about this then have it checked by a qualified reserve packer). Practice dummy deployments to familiarise yourself with the technique (and to ensure the parachute will deploy!). Become as familiar as possible with your canopy and equipment. An SIV course is not the place to familiarise yourself with a new wing. You will get more from the course if you are already familiar with the normal flight characteristics of your wing.

The following are not considered reasonable as elements of an SIV course: established spins, parachute deployments, cascaded or combination manoeuvres (e.g. spiral dives with ears in).

NEVER DO ANYTHING YOU ARE NOT ENTIRELY HAPPY WITH.

Read through the following ‘RECOMMENDED SIV SYLLABUS’.

NB: The IHPA does not license SIV courses or SIV course providers.

Confirm that your chosen SIV course can fulfil the recommendations.

Personnel:

• At least two qualified Instructors should be present, one at launch, the other supervising the manoeuvres should hold a Senior Instructor rating.
• There should be at least two persons present in the rescue boat (normally though not necessarily the instructor + the driver).
• Pilots taking part in these courses should hold at least a Para Pro 3 (Novice) rating.

Venue:

• As per the Pilot rating recommendations, most SIV manoeuvres should be conducted over water.
• There must be sufficient altitude and with adequate room for a pilot to complete a major manoeuvre well clear of the shore and still fly back with sufficient height to make a safe landing.
• Launches by winch should only be undertaken with suitably qualified pilots and by a qualified crew.

Equipment:

• A rescue boat with adequate performance and crew to reach a downed pilot quickly.
• A reliable radio system must be in use. The receiver must be mounted in such a way as to ensure the pilot can clearly hear instructions even with considerable wind noise. Abort manoeuvres if radio fails.
• Pilots must wear life jackets or buoyancy aids. These must not interfere with normal operation of the controls & harness.
• Pilots must be equipped with emergency parachutes, checked by the instructor. (See Pre-Flight Training Procedure 2)
• Back-mounted Air bags or Foam/air protectors that could act as flotation devices must be disarmed or removed before overwater manoeuvres.
• Canopies should be given a thorough pre-flight checking including intercell walls, line hook-up points etc. Instructors must note any damage to the canopy before the flight.
• All canopies must be flown within their placard weight ranges.
• Karabiner separation distance should be as stated on AFNOR test certificate. Very loose or very braced harnesses can significantly alter the gliders' behaviour.
• We strongly recommend a video recording of the manoeuvres.

Pre-Flight Training Procedures:

• All pilots must be made aware of the risks involved and it should be explained that the tasks are voluntary. If the instructor is giving a command and the pilot is uncomfortable, the pilot should not attempt it. Pilots should be made aware of the dangers of overreacting during manoeuvres. What to do in an emergency or loss of communication should be thoroughly understood (e.g. deploy a reserve or fly back to the landing area.)
• Pilots should be trained and practised in the procedure for deploying their reserves and how to perform a water landing.
• Pilots should have the manoeuvres and the recovery procedures thoroughly explained. We highly recommend the video “Security in Flight” by Jocky Sanderson as a source of information on this subject. Potential complications such as cravats should be discussed in depth.
• The canopy’s manual must be read and understood.
• All pilots must understand that the purpose of the course is to recognise potential problems, prevent them from occurring and learn how to recover as quickly and safely as possible.

Manoeuvres:
Before any manoeuvres are attempted the pilot must have had at least one normal flight, to familiarise themselves with the site and landing area.

The manoeuvres can be completed in the order the instructor thinks appropriate, and more than one may be attempted on each flight. The more disorientating manoeuvres (spins or developed
stalls) are not generally grouped together on the same flight. It is recommended that before the usual SIV exercises are attempted as below, the pilot practices, big ears, steep 360’s, weight-shift
turns, wing-overs and pitch control exercises.

• Asymmetric tuck <50% Right then left. Showing good recovery. (Repeat with different harness settings)
• Asymmetric tuck >50% Right then left. Showing good recovery
• 100% tuck Showing good recovery
• Search for stall point & recovery (brakes)
• “B” line stall Showing good recovery.
• Spiral dive showing good recovery
• Incipient spin showing good recovery

NOTE:Though not a necessity for normal flight situations, the full stall does have a place in recovering from certain situations such as a cravatted canopy, a very potent area of lift, or an otherwise unrecoverable spin or deep stall on some canopies for this reason it may be included on an SIV training course when both instructor and pilot considers it appropriate. It should not be regarded as a mandatory manoeuvre, and suitable warnings about the potential seriousness of a poor recovery should be made. The following are not considered reasonable as elements of an SIV course: established spins, parachute deployments, cascaded or combination manoeuvres (e.g. spiral dives with ears in.)

Post flight:

• Debrief of each manoeuvre, using video recording.
• Post flight check of canopy including thorough check of intercell walls and line hook-up points. Any glider or other equipment that has come into contact with salt water must be thoroughly rinsed in fresh water. (All maillons & karabiners must be removed and unscrewed for thorough washing as corrosion generally occurs in the threaded area.)

NOTES ON PROCEDURE:
A flight will generally begin by flying out over the water to the point where any loss of control or drift will not take the canopy back over land. During this time the instructor will check communications are functioning and clearly describe the actions for the first manoeuvre. The instructor will check he has been clearly received. When the pilot has reached the correct
location the instructor will tell the pilot to proceed and will talk the pilot through the appropriate manoeuvre and then recover.

If there is sufficient height the procedure can be repeated, or a different manoeuvre attempted.

Manoeuvres should never be cascaded into one another. Wait for normal flight to be fully established before undertaking the next procedure.

All SIV courses should be tailored to suit the student’s actual experience, canopy and expertise.

Elementary and Novice pilots MUST fly with a broad red ribbon (about 1m long) attached to the top of their Kingpost (HGs) or attached to their harness (PGs) until they have logged a minimum of 10 hours AFTER being awarded a pilot rating of Safe Pro 3 (Novice) or Para Pro 3 (Novice.)

The red ribbon is a simple means of identifying relatively inexperienced, low airtime pilots to other pilots, who require special consideration both on the ground and in the air.

On the ground: It indicates that the Novice pilot will require a full briefing on the site and weather conditions and advice on whether or not it is safe for you to fly. It should also encourage experienced pilots to make contact with these new pilots entering the flying community, and give advice when necessary.

In the air: Pilots seeing a broad red ribbon trailing from another wing will understand that the pilot is relatively inexperienced and may not be comfortable flying or manoeuvring in close proximity to other pilots and will give you a wide berth.

Novice pilots should not feel embarrassed about flying with a red ribbon as it is there to protect their own safety and the safety of other pilots in the air, and they should continue to use it until they feel comfortable flying closely with other pilots.

Introduction
Hang Gliding and Paragliding participants are expected to train, operate and use equipment in accordance with the guidelines described in this Operations Manual. Minor improvements in training, procedures or equipment may be introduced at club level on the authority of the CFI or Senior Coach, who is permitted to develop these improvements and authorise their continued use by club instructors or coaches. Where a club intends to undertake major development or make any significant variation from normal practice, the CFI or Senior Coach must gain approval from the Training & Flight Safety Officer in advance, in writing.

In order to maintain a good safety record in the sport, certain procedures, training and equipment are identified as Safety Requirements and Recommended Practices, and all Instructors, Coaches and pilots are expected to comply with these. The Training & Flight Safety Officer is alert to the need to revise these practices as the sport progresses and will also consider granting waivers applied for by a CFI, either when one of the Requirements is not sensible to a particular circumstance, or when a development project seeking new techniques is undertaken. These waivers only apply when given in writing from the Training & Flight Safety Officer to the CFI, Senior Coach, or pilot and are for a specified period only. In the following paragraphs reference to 'Instructors' includes registered Trainee Instructors.

Specific Bans

• The tow line must not be connected to a fixed object.
• The harness-to-glider connectors must not be single action release systems.
• Inflatable boats must not be used as tow units.

Insurance

All pilots and operators are required to hold insurance cover appropriate for the activities they wish to engage in. Any deliberate or reckless contravention of safety requirements, recommended practices, or IHPA regulations may render the liability insurance void.  If any change in published procedures or accepted normal practices is required to be made, it should not be implemented to any extent until confirmation has been received from the Training & Flight Safety Officer that such change is acceptable.

Safety Requirements

General

• Hang gliding and paragliding Instructors, Coaches and pilots must comply with the current requirements as laid down in the Air Navigation Order.
• Where necessary the relevant authority (i.e. Air Traffic Control) must be informed before flying commences.
• During Training Exercises in a school effective launch and site control must be maintained, through a delegated Duty Instructor, who must be identified to all students and pilots.
• When students are under instruction a wind sock must be positioned at the nominated landing area.
• All equipment must comply with the standard as laid down in this Operations Manual.
• Pilots must don and fix a suitable helmet before fitting their harness to the glider.
• All new participants must be given appropriate landing training before flying. Where a potential hazard is present (water, tree, obstacle, etc.) the relevant briefing must be given.
• Students and pilots undergoing training from Instructors or Senior Tow Coaches must receive, or declare, pre-flight and post-flight briefings or intentions.
• A thorough Daily Inspection of the glider and the harness and parachute system must be carried out before the first flight of the day.
   
• A standard pre-flight check must be carried out before every take off.
• Elementary Pilot and above must record the details of all flights in a personal Flight Log Book.
• The pilot-in-charge of a glider carrying two persons must hold the relevant IHPA Tandem Pilot qualification.

Recommended Practices

• Water landings should be avoided at all costs; experienced pilots anticipating flying over or near to significant areas of water should ensure that a safe dry landing area is always within reach, wear suitable buoyancy aids and carry a suitable webbing cutting implement.
• When using the hand tow controlled training technique the tow line should not exceed 5 metres.
• When flying with qualified pilots, students on achieving EP, should display a red ribbon streamer attached to the top of the kingpost (HG) or the seat area of the PG harness, and secured to avoid fouling rigging, etc, as a warning to other pilots. It may be dispensed with when the pilot has reached Safe Pro 3 / Para Pro 3 rating plus 10 hours logged flying time.
• The tow unit should be such that the driver can maintain an unobstructed view of the launch and subsequent towed flight.
• In the event of an emergency tow line release a mobile tow unit should be positioned so as to be able to assist and advise the pilot if needed.
• At least one anchor man should be used when the pilot is being harnessed to a canopy which is already attached to a tow line.
• Metal tow lines should not be used in the vicinity of power lines.
• When attaching two harnesses to a single hang point or riser system, physical separation, or a satisfactory means of preventing fouling of the connectors, must be ensured.
• Paraglider pilots should maintain steering control throughout inflation, launch, tow and free flight phases. Where the public have access to a tow launch site a board should be displayed prominently carrying the words “WARNING - TOW  CABLES” .

IHPA Regulations

General Administrative Regulations

• All IHPA members acting in an authorised supervisory capacity are responsible for ensuring that Safety Requirements and Recommended Practices are complied with.
• IHPA membership must be held by all who participate or assist in operations.
• Participants must sign a declaration on joining (and annually thereafter): ‘I understand that before I fly I must be physically and mentally fit to do so. Before undergoing any training I undertake to inform my instructor / coach if I suffer from any mental or physical defect, infirmity previous injury, disease or condition which could increase the risk of an accident or the severity of an injury.’
• All ab-initio training must be conducted under the supervision of a suitably qualified and licensed IHPA Instructor.

Age limits

• There is no upper age limit.
• A person must be at least 14 years old to be eligible for training under the direct supervision of an instructor, providing the operation is within the confines of a tow site, or, in hill launch conditions where there is no possibility of achieving soaring flight.
  
  NOTE : for solo hang glider flights the pilot must be at least 16 years old.
  
  
• For flights where the instructor has direct control, such as tandem flights or towed flights where the tow line is not released, then the above age limits may be waived at the discretion of the CFI - but the Duty Instructor must ensure that the student is of sufficient mental and physical maturity to follow and understand flight briefings.

NOTE: a parent's/guardian's consent form is necessary for minors (under 18 years).

Alcohol and Drugs
According to the UK Air Navigation Order Article 66(2). "A person shall not, when acting as a member of the crew of any aircraft or being carried in any aircraft for the purpose so acting, be under the influence of drink, or a drug to such an extent as to impair his capacity so to act."
In addition to the basic requirement of the law the Association insists that instructors, students and pilots do not consume alcohol nor intoxicating drugs within eight hours of commencing flying or conducting flying operations.

• Introduction
• Incident Management
• Investigating and Reporting
• Incident Report Analysis
• Boards of Inquiry
• Reportable Accidents

• Incident Report Form
• Initial Response Procedures
• Board of Inquiry - Standard Terms of Reference
• Primary Contact Recording Log
• Distribution Procedures - Board of Inquiry
• External Structures and Influences

Introduction
Hang gliding and paragliding are risk activities and carry with them the danger of injury to participants. However, the IHPA strives to reduce the risk as much as possible while allowing participants to continue to enjoy their sport. When an incident occurs everyone should be interested in finding out why it has happened and what might be done to prevent a repeat, especially if someone has been hurt. This chapter explains the investigation, reporting and analysis of incidents in the IHPA; it also describes the processes of informal and formal investigations, details the procedures required during a IHPA Board of Inquiry and defines ‘reportable accidents’.

In a school training or club coaching situation the school or club is responsible for completing and submitting Incidents Reports, including the Supplement. Pilots of CP level or above are expected to complete and submit Incident Report forms in their own right.

Incident Management

The initial reaction to an incident is important. Life may be saved by the right actions being taken quickly. Everyone must know who is taking charge; in a School this will usually be the Duty Instructor, whereas in a club it may be a Coach or simply a fellow pilot. A serious incident is not the time for committee meetings about what to do, especially if someone is injured. Depending on the incident and the apparent severity of any injuries, carry out some or all of the following actions:

Liability - Under no circumstances should you admit any fault or liability to any person.

1. Administer minimum First Aid as necessary.
Knowledge is more important than resources - Instructors and Coaches are trained and most have access to a First Aid kit; but individual kits need not be cumbersome and every pilot should make an effort to attend a First Aid course.

2. Call the Emergency Service.
Although it is essential not to waste time it is extremely important to assess the injuries so that precise information can be relayed to the Emergency Service which can then decide which form the rescue will take - ambulance or helicopter. Either telephone or radio may be used to summon aid. Everyone should know beforehand, or be told what form of contact will be used and where it is located. In most cases (especially fatal or potentially fatal) the information is relayed directly to the Police who may attend. In a group situation (School, Club or Event), to avoid the nuisance of multiple or false alarms, a person should be appointed (and identified to others present) to make any emergency call. Ideally, the caller should take a companion - one can then return to confirm that help is on the way whilst the other guides the rescuers to the site. Also, in the unfortunate event of the caller suffering an accident on the way then the call can still be made.

3. Record, but do not disturb equipment.
If possible photograph it; sketch it or draw someone else's attention to it. The Police may impound it in some circumstances, so record its state as soon as possible. Do not test it. Often, when equipment was a possible cause, it had been packed away before an experienced investigator had had a chance to look at it (vital information can be gained from studying the equipment as it looks immediately after an incident).

4. Identify witnesses.
Take names and addresses of witnesses including bystanders if possible. A serious incident requiring further investigation needs information from several sources to build up a picture of what really happened. Sometimes bystanders are better witnesses because they describe exactly what they saw rather than interpret what happened using their own flying experiences.

5. Get witness statements.
Have witnesses write down what they saw or heard. A more accurate picture will emerge from individual reports of what happened rather than group consensus. It is usual for statements to conflict; these should be resolved only when drawing conclusions about an incident not when gathering information about it. The Incident Report (IR) form should be sent to the IHPA Training & Flight Safety Officer (This email address is being protected from spambots. You need JavaScript enabled to view it.) within 48 hours accompanied by the statements, but if any statements are delayed then send them later.

6. Notify relatives.
If there has been a fatality or serious incident the Police will notify next of kin - as they have been trained for such a situation, let them do it. In lesser cases notifying family or friends indicates a responsible attitude and can help to avoid acrimony and the pursuit of liability claims. The IHPA maintains 'Next of Kin' details for every member.

7. In serious cases inform the IHPA immediately and directly.
Telephone numbers are listed on the IHPA website - do not leave messages but go through the list until you can talk to someone in person. Very serious incidents will need the support of experienced IHPA officers, for example in liaising with the relatives, press, police, AAIU, IAA and any other organisations concerned, and where appropriate, in convening a Board of Inquiry. Any incident, whether serious or not, can be reported by telephone for advice and encouragement. For quick reference the above points are summarised on the IHPA Incident Report form.

Dealing with the media.
Very often the Press, in any of its forms, is on the scene very soon after the incident. Aggressive and leading questions may be posed at a time when defences are down and those involved may be in various stages of shock. Under these circumstances statements and comments may be made which could be mis-quoted, or subsequently damage the image of the sport, or create difficulties for any subsequent investigation. Faced with such a situation it is best for an appointed person (say the CFI or Senior Coach) to provide a short statement such as:

"I can tell you that X has suffered a fatal/serious injury and has been taken to hospital and the Police and/or the IHPA have been informed. An inquiry may be carried out by the Association but for further details you should contact the IHPA Training & Flight Safety Officer."

Investigating and Reporting

Under European Union legislation (Directive 94/56 EC) the BHPA is authorised and empowered, under delegated powers afforded by the Department of Transport (Air Accident Investigation Branch) to record, investigate and report all hang gliding and paragliding incidents. [NB: the IHPA seeks similar authority under the forthcoming ammendments to the Air Navigation Order.] Under this legislation it is also the duty of every pilot (whether or not they are IHPA Members) to report incidents. Non IHPA Members may elect to report accidents directly to the AAIU. The attention of all qualified members and Accident Inspectors in particular is drawn to the legislation.

The purpose of incident investigation is to identify any lessons which might be learned with, obviously, the aim of preventing any repetition. A logical approach to any investigation is important if the evaluation is to be fruitful, whether it is carried at school or club level or by trained investigators during an iHPA Board of inquiry. Investigations conducted by the IHPA Flying and Safety Committee (FSC) fall into 3 distinct categories:

• an informal inquiry which might range from a short telephone inquiry to clarify specific points through to a visit to examine, for instance, equipment or to follow up initial reports. 
• a more formal approach either by letter or visit by an investigator to take statements or to conduct a preliminary investigation. 
• a formal IHPA Board of Inquiry.

Much useful information can be gathered at school or club level conducted by, say, the CFI or Senior Coach who will need to understand the processes involved.

There are three stages of an investigation:

• Gathering information
• Drawing conclusions and
• Reporting.

Gathering Information

• Get reports from witnesses, including bystanders. Written reports can be more revealing and can be studied at leisure later. Avoid group consensus or conjecture about what happened, especially at this stage.
• While reports are being written, examine equipment, preferably in the state it was at the time of the incident. The initial description of the incident will help decide whether any equipment was a factor.
• Interview witnesses, separately, getting them to explain what they saw or heard, and only then asking questions to clarify points or draw out more information. Show respect for the help the witness is giving but do not express opinions as to the cause.
• Try to get information from any injured person.
• Always seek facts rather than opinions. Expect to hear conflicting accounts of what happened. Keep an open mind as to the cause of the incident.
• The 'uninformed bystander' can often be the most reliable witness as they are less likely to 'suppose, assume, imagine or pre-judge' than a knowledgeable pilot.

Drawing Conclusions

• Try to establish a sequence of events from the information gathered. If necessary go back to seek more information to fill in gaps or clarify points.
• Use the standard specific questions devised for IHPA Boards of Inquiry as an aid to making a full appreciation of the incident.
• Formulate conclusions as to the cause but be prepared to accept that there may be alternative causes or more than one cause. Reason out why one possible cause should be acceptable but another not so.
• List the cause(s) under one or more of the following headings:
  
  • pilot error
  • Instructor error
  • launch marshal error
  • training error
  • environmental
  • communications error
  • equipment
• Decide what needs to be done to prevent a similar incident happening at the school, operator or pilot level.
• Take action at the school, operator or pilot level.
• Report your findings to the FSC.

Reporting
Almost anything that causes or could have caused injury or damage, or is simply unusual or inexplicable is considered reportable. Moreover, failure to submit an IHPA Incident Report Form promptly may jeopardise an instructor’s legal standing and insurance cover in the event of a claim of negligence. But most importantly, the Incident Report could probably contribute to saving another pilot from injury.

IHPA Reportable incidents are:

• Those involving injury, whether to participants or others.
• Those involving damage to property, whether or not it is third party.
• Those in which an insurance or legal claim might arise.
• Those involving the use of non-standard hang gliding and paragliding procedures or training.
• Those in which equipment has broken or failed to function, or has malfunctioned.
• Anything that might highlight safety points or was unusual.
• Those from which the sport may learn.

The IHPA Incident Report

[Note: an on-line reporting system is under development and will replace the need for paper based report forms to be returned by post.]

A IHPA Incident Report (IR) must still be submitted even when a telephone report has been made, and the reporting timetable is important. The IR must be returned to the IHPA Training & Flight Safety Officer within 24 hours of the incident occurring; for ease and convenience the IHPA provide an on-line reporting service. Every effort must be made to complete the form as fully as possible; if information is not available, for example about the forecast length of stay in hospital, then this should not delay the Incident Report but can be telephoned or emailed to the IHPA Training & Flight Safety Officer later. Only when a IHPA Board of Inquiry has been convened should the IR be retained and handed to the President of the Board.

The IR form consists of several distinct parts each of which is simplified to require, wherever possible, a 'tick-in-the-box' response. A Supplement is included and must be completed where the incident occurred in a school or similar situation. It is important that the guidelines provided on the form are read and the steps followed - too often an Incident Report states what happened but does not suggest a cause, or in some cases gives a cause with no supporting facts. A fully completed form avoids the necessity of prolonged and expensive follow up calls or letters which then have to be circulated so that all members of the Accident Prevention Panel may assess and analyse the information.

The Response Process
To avoid any delay or duplication of work it is essential that a procedure for responding to reported incidents is provided for the IHPA Committee as a reference. This process is detailed below and also contains the IHPA definitions of the various categories of accidents and incidents.

Incident Report Analysis
The data from every IR is entered onto the IHPA Accident Database by the IHPA Training & Flight Safety Officer, who also compiles a narrative report. The contents of all IHPA Incident Reports are treated in confidence by officers of the IHPA. Any subsequent publication of that information does not include reference to the club or persons concerned. A summary of these narrative reports is published on the IHPA website and in the IHPA's Free Flight magazine.

Any particular type of incident may receive more detailed analysis to uncover further facts and similarities. This usually requires further reference by the FSC to each Incident Report where a fact or comment previously thought to be insignificant can prove to be the vital clue to the real cause of many incidents. Therefore, instructors and pilots should understand the importance of putting thought and effort into completing each Incident Report comprehensively.

Boards of Inquiry

The object of a Board of Inquiry is to investigate, report and comment on the circumstances of an incident, to:

• answer specific questions.
• determine the cause or most likely cause.
• where appropriate, make recommendations to the FSC for the benefit of future safety in the sport.

The allocation of blame and the proposal of disciplinary measures are outside the scope of IHPA Boards of Inquiry. Nevertheless, Board of Inquiry Presidents are empowered to suspend any IHPA rating or qualification on the spot if they believe that doing so is in the interests of the Association, pilots, the public or the instructor or coach concerned. Whereas an IHPA Board of Inquiry is convened primarily to answer questions internal to the IHPA, where other organisations may have indicated an interest, the Board will try to answer any additional points those organisations may wish to be raised. Furthermore, an IHPA Board of Inquiry fulfils the responsibility of the Association as a national governing body by co-operating with the police, the Coroner, the IAA and the Air Accident Investigation Unit of the Department of Transport. Copies of the Boards' Reports are made available to these bodies either as a matter of course or if requested. In the case of a fatality, the Coroner may call a member of the Board to give technical evidence.

Circumstances for Convening
Any incident involving an IHPA club, instructor, operator or member can be investigated by an IHPA Board of Inquiry. Incidents outside the IHPA in which hang gliding or paragliding type equipment was used may also be worthy of investigation. An IHPA Board of Inquiry must be convened in the event of a fatality. An IHPA Board of Inquiry may be convened to investigate any other accident or incident at the discretion of the IHPA Executive Committee, taking into account the lessons they expect to draw from the accident or incident for the improvement of safety.

NB: The IHPA has no authority to conduct investigations outside the State. Under International law that responsibility rests with the state of occurrence.

Method of Convening
The Chairman of the FSC convenes an IHPA Board of Inquiry and will select and appoint the President and normally two Members on the basis of their experience and training in conducting Boards of Inquiry and availability. The Chairman will then brief the President and issue Terms of Reference for the Board. The President may refer to the Training & Flight Safety Officer for advice or a change in the Terms of Reference but, once appointed, the President is responsible for all further proceedings of the Board. It is expected that proceedings will start within 24 hours of a fatal or very serious incident and within one week of all other incidents. The sooner the Board can meet to gather information, the clearer will be the picture that emerges from witnesses.

Terms of Reference
When an IHPA Board of Inquiry is convened the President will be provided with Terms of Reference for the Board. To avoid delay, standard Terms of Reference for an IHPA Boards of Inquiry are published below, together with guide notes on the conduct of the Inquiry. The Terms of Reference include a list of specific questions - to which the Chairman of the FSC may add in the light of the circumstances of the incident - and which the Board must answer in its Report. Although the apportioning of blame is specifically outside the remit of the Board, where necessary it may bring to the attention of the FSC any serious matters arising from its investigation.

The proceedings and Report of the Board must be treated confidentially by the Board Members and anyone having access to the proceedings or a copy of the Report. Nevertheless, whilst press liaison and public relations fall outside the specific remit of the Board, the President should give full co-operation to the IHPA Training & Flight Safety Officer in handling any press or public enquiries.

The Board must must have proper regard for the IHPA’s legal liability insurance and must avoid any action or public statement that may prejudice the interests of IHPA insurers in handling any potential claim resulting from the incident.

The Board's Report
The Report is made to the FSC which is responsible for acting upon its findings and recommendations. Each Report follows a standard layout and conforms to the following format:

• The front page containing:
  • the title
  • name of the injured person
  • date and place of the incident
  • list of Contents
  • a synopsis of the incident which will be used as the official report to satisfy EU Directive 94/56 EC
  • and the FSC Action and date taken. The front page will also show the draft stage e.g. 1st Draft, Review Stage or Final Draft.
• Then follows the body of the Report comprising:
  • Circumstances of the Incident - the factual recording of events leading up to and, if appropriate, beyond the incident.
  • Factual information - in which the verified facts of Personnel, Training, Equipment, Site, Conditions, and Flight (and any other area judged to be valuable) are recorded.
  • Analysis - where the evidence is examined and evaluated; and the sequence of events determined.
  • Recommendations, if any
  • Comments - any additional points which the Board feels should be brought to the attention of the FSC.
• Finally, the Appendices - which comprise the Terms of Reference of the Board; and any other information essential to the understanding of the report e.g. any relevant charts, site photographs, equipment damage reports. N.B. No confidential information such as medical or autopsy reports and witness statements should be included.

Report Stages and Publication
The Board, once all the evidence is received, analysed and assessed, will prepare a Review Stage for circulation to all primary parties for any corrections of factual evidence. In the light of any responses the President may elect to amend the Report accordingly, or include them in an Appendix.

The Final draft stage of the Report is presented to the FSC for ratification. Under normal circumstances the Report is accepted or rejected in toto - if the FSC is dissatisfied with the Report it should return the report to the Board or convene another independent Board. The Chairman reserves the right, however, to call for minor amendments in content or wording without jeopardising the original Board's Findings or Conclusions. The FSC must prepare a formal response to the Report which, along with any other relevant material (such as Safety Notices arising from the Report), is attached to the Report before final distribution as detailed below.

All original and copies of any working documents of the Board are retained at the IHPA Training & Flight Safety Officer together with the original, signed copy of the Board’s Final Report when ratified by the FSC. Any distribution of the Report is at the discretion of the FSC but the authoritative bodies as described, any surviving pilot, CFI, Operator or Coach (as appropriate) and primary parties will receive individual copies automatically.

Reportable Accidents
Under the UK Civil Aviation (Investigation of Air Accidents) Regulations 1989 there is a legal obligation to report serious air accidents. A 'Reportable Accident' is defined as:

"An occurrence taking place between the time any person boards an aircraft with the intention of flight until such time as all persons have disembarked, in which:

• any person suffers death or serious injury while in or upon the aircraft, or by direct contact with the aircraft, or anything attached thereto; or
• the aircraft receives substantial damage."

The following BHPA reporting procedures are interpreted as complying with the requirement.

Whenever anyone is killed at or in the vicinity of, and as a result of a hang gliding and paragliding event the local police must be informed at once. All police forces in the UK have been advised that the BHPA is the national governing body of the sport and they have been encouraged to make contact with the Association.

[The IAA should advise the Gardai that the IHPA is the national governing body of the sport and that they are encouraged to make contact with the Association regarding any accidents or incidents.]

PROCEDURES FOR RESPONDING TO INCIDENT REPORTS
If any responsible officer hears of, witnesses or has an incident reported to them, first obtain as much information on the incident as possible, write it down and remind the person reporting it to complete an Incident Report form and return it to the IHPA Training & Flight Safety Officer (or fill in the on-line report form) within 48 hours. If they do not have an IR form take the name and address and arrange to have one supplied. Depending upon the Category Classification (see the Accident Categories list below) take the appropriate action:

• Fatal or Serious Accidents - Call the IHPA Training & Flight Safety Officer immediately; if unsuccessful try each of the other IHPA Committee members. Pass on the information - they will then take over the responsibility for further action and pursue the matter. Names and telephone numbers are listed on the current edition of the IR form.
• Minor Accidents - Ensure that an IR form has been completed and returned within 10 days.
• Incidents - Treat as a Minor Accident unless there is a good reason for greater urgency.
• Airprox (previously Airmiss) - All Airproxes are to be reported IMMEDIATELY to the IHPA Training & Flight Safety Officer who will advise and assist in submitting a formal report if necessary - an IHPA Incident Report should also be submitted.
  
  • If involving aero models then no AIRPROX is to be filed but an IHPA Incident Report form is to be submitted - this will be copied by the IHPA Training & Flight Safety Officer to the Model Aeronautics Council of Ireland (MACI).
  • If involving a glider, microlight aircraft or powered aeroplane it should be reported by telephone immediately after landing to the local Air Traffic Control Centre.

INTERNAL PROCEDURES
Once an initial report has been received by any member of the IHPA Committee the following procedures will be followed:

• The Training & FLight Safety Officer will alert the Chairman of the FSC and:
  • Decide who will take what action in the following areas:
    • the level of investigation necessary
    • liaison with the authorities:- the Coroner, the Gardai - the Air Accident Investigation Unit
    • media liaison - the IHPA Training & Flight Safety Officer will prepare a statement for release.
  • Agree on the constitution of any investigation team or Board of Inquiry.
  • Ensure the involvement of any other relevant persons or bodies (AAIU, coroner, Gardai.)
• Circulate brief details to the members of the IHPA Committee.

IHPA ACCIDENT CATEGORIES - DEFINITIONS

• Category 'S' - SERIOUS - An accident resulting in death or serious injury to the pilot or other person(s); or in which the glider suffered major failure or was otherwise severely damaged whilst the pilot was attached.
• Category 'M' - MINOR - An accident in which the pilot or other person(s) received only slight injuries and/or the glider received only minor damage.
• Category 'I' - INCIDENT - An occurrence, often of a technical nature, which, in less favourable circumstances might have led to an accident, and about which information should be circulated.
• Category 'A' - AIRPROX - A situation in which, in the opinion of a pilot or controller, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved was or may have been compromised.

SUMMARY OF DEFINITIONS

Accident - An occurrence in which a person is fatally or seriously injured as a result of being in, or being struck by, an aircraft - OR - The aircraft sustains damage or structural failure, (except for engine failure or damage which is limited to the engine or propeller).

Fatal Injury - An injury sustained by a person in an accident which results in his/her death within thirty days of that accident.

Serious Injury - Injury sustained by a person in an accident which:

• requires hospitalisation for 48 hours or more.
• results in the fracture of any bone, except simple fractures of fingers, toes or nose.
• involves severe haemorrhage, nerve, muscle or tendon damage.
• involves injury to any internal organ.
• involves second or third degree burns.

Minor Injury - Any injury of less severity than those categorised as Serious.

Incident - An occurrence, other than an accident, associated with the operation of an aircraft, which affects or would affect the safety of operation.

Serious Incident - An incident involving circumstances indicating that an accident nearly occurred.

TERMS OF REFERENCE OF THE BOARD
Requirement: A Board of Inquiry is required to investigate the following fatal accident :

Name:
Club:
Site:
Date:

Members of The Board:

President:
Members:

Purpose: The Board is required to investigate, report and comment on the circumstances of the incident and thereby:-

• Determine the sequence of events.
• Establish, if possible, the cause or most likely cause of the incident.
• Answer the standard and specific questions listed below.
• Where appropriate, make recommendations to the FSC for the benefit of future safety within the sport.

Standard Questions:

• Was any IHPA Mandatory Safety Requirement contravened and did this contribute to the incident?
• Was any operating procedure used different from those contained in the IHPA Operations Manual, or within the Boards own experience; was it reasonable, and did it contribute to the incident?
• Was there any equipment failure or cause contributing to the incident?
• Was there any human-factor psychological cause contributing to the incident?
• Was there any physical or physiological cause contributing to the incident?
• Was there an environmental condition which contributed to the incident or severity of the injury?
• Did any training or lack of training contribute to the incident?
• Was the cause or were the circumstances similar to any previous accident or incident reported to the FSC or known to the Board?

Specific questions:

• Decided by the FSC and the Training & Flight Safety Officer as appropriate to the circumstances of the accident under investigation.

 After ratification by the FSC copies of the Board's Report are to be sent, where appropriate, to the Department of Transport Air Accident Investigation Unit and to the Coroner.

PROCEDURES FOR THE DISTRIBUTION OF BOARD OF INQUIRY REPORTS

Preliminary information
When a Board of Inquiry is convened the Chairman of the FSC is to instruct the IHPA Training & Flight Safety Officer to open a file as necessary.

The Chairman is to ensure that the President and Members of the Board receive copies of the Terms of Reference, Witness Statement blanks, and that, where necessary, the a copy of these Accident Reporting & Investigation Procedures are made available.

The President of the Board is to ensure that a copy of all report stages is lodged in the file in the IHPA Training & Flight Safety Officer. He is to ensure that the Final Report is produced in standard format by the office for presentation to the FSC which, upon ratification will direct the IHPA Training & Flight Safety Officer to distribute copies to all notice parties.

THE REPORT STAGES

• Internal Draft Report
  This stage is confidential to the President and members of the Board and will be circulated as the President determines. It is to be clearly marked on the title page as "First/Second/Third Draft" as appropriate and the date is to be shown.
  
  
• Review Stage Report
  When the Board is satisfied that it has completed its investigations a further draft is produced (clearly dated and marked on the title page as "Review Stage") and copied (less the evidential documentation) to those 'primary parties' who were directly involved in the accident or incident.
  It is to be made clear in the standard covering letter to the primary parties that :
  
  • the purpose of providing this draft is to seek corrections of fact,
  • any opinion they may wish to express will not form part of the Final Report but may be attached to it in a manner decided by the President of the Board,
  • the Review Stage remains confidential to them and the Board and should not be circulated further.
    
    
• Final Report
  The report is prepared and presented for ratification by the FSC. It is to be accompanied by a letter stating that any FSC member wishing clarification on the contents is to discuss it with the President of the Board prior to the FSC meeting. Subject to any minor amendment by the Committee it may then be released to the primary parties and those authorities indicated. The date of ratification is to be clearly shown on the title page, and a formal response by the FSC accompanied by any other relevant documents (such as Safety Notices) is to be attached.

In the event that the Coroner requires a preliminary report this may be prepared on the authority and after liaison with the President of the Board of Enquiry.