Listen to yourself. . .

I thought I’d write a few words about my crash on Pendle, early June. The video and commentary can be seen here: https://www.facebook.com/groups/923268554361373/permalink/3202164996471706/

Many pilots contributed their thoughts on this incident, and I’m grateful to everyone for their input to help make sense of events and try to learn and prevent future accidents.

The pilot, as always, is the major factor in PG incidents. As has been pointed out, I wasn’t in the best frame of mind to go flying at that moment.

Currency? The UK was just coming out of lockdown. I’ve been particularly concerned about this, shielding someone at home, so hadn’t flown for over 3 months, and only have a few hours since October. So, currency very low, and a bit anxious about mixing with too many people.

Too eager to fly? Last chance before the weather turned bad for a long spell. I was hoping for a short flight just to get back in the air, early doors. We ended up waiting around for the wind to start and come on to the right direction. Not being current isn’t just about flying – it’s also how acutely our senses are tuned to assessing the conditions. I knew all about the probability of rough turbulence on such a hot sunny day with dry air, visible stability, wave clouds, wind across the hill . . . Definitely too eager. It’s not like me to be first off the hill but I thought I have to go now, expecting not to find much lift and to go down to the landing.

Misjudging conditions? Take off was fine, wind swung onto the face. Light lift all the way across to the gully, then gentle sink on the way back. Nothing to raise alarm bells. That went well . . .

Dealing with the collapse? The thermal that hit me was like a rocket, and the vario peaked at 7.8 m/s, looking at it frame by frame on Ayvri (great tool for analysing flight). Possibly it was so small that only the left half of the wing, closer to the hill, was in it, so the right side was either in still air or even the sink outside the thermal. Whatever the cause, I just had time to anticipate that something bad was about to happen before the right side completely went – looks like 70% or more on the video. But instead of turning towards the collapse and taking me away from the hill, the wing turned violently left 90° to face the hill, and surged violently, the lines almost horizontal. I don’t clearly remember doing it, but I must have braked sufficiently to catch this – thank you SIV instructors – as without inputs, this would have gone much worse.

As I swung back under the wing, you can see from the video that it stalls, and the tips almost meet.. Probably excessive brake, but possibly the horrible air I was in. Whichever, this turned out to be the best possible outcome, as I descended at about the speed of a reserve ride to land on my back without even bursting the camelback. I hardly felt that impact, just the horrible whiplash effect on my neck as my head bounced around like a loose button. There was enough wind about to start dragging me, and this felt like I was being pulled along, and slightly down, the slope. More evidence of some horrible turbulence as it had been almost calm all morning.

So, I walked away from it intact, but I wouldn’t dare to refer to it as a landing. Big thanks to Tim Gridley and Andy Elliott for landing nearby to assist, to everyone on the hill for their support and encouragement, Mark Wilson for helping carry my glider bag back to the car and to everyone who contributed words of wisdom.

See you in the air.

Brian Stewart

Midweek flying risks a close encounter of the high speed kind with fast and slow aircraft of the RAF kind. It’s always been a requirement to post flying plans on CANP the night before, so that pilots can get a heads-up in the briefings the next day.

Now it’s easier than ever: Head over to https://canp.logans.me.uk/?fbclid=IwAR3kuBUdrgoRzYy_GR_F8fNVYWk9A_xTcmqDvX_weuQ4rFzLK77lvXqVsMI

Fill in the required fields, tick the site you’re registering and you are good to go. Remember to look out for the response, to ensure your post got through.

Save this site as a favourite so you can always find it, and get your notification in before 8PM. Apparently duplicate notifications aren’t a problem, so don’t just assume someone else has done it.

Accidents

Accidents on Hang Gliding and Paragliding sites are an unfortunate part of the sport. Summarised below is some guidance in case you should encounter one.

Your first priority at the scene of an accident is to carefully assess the situation. Exactly what has happened? Where is the casualty? What injuries have occurred? Is outside assistance required? If you cannot be sure (if, for example, you are flying when you see a glider crash on a remote moor) it is safer to be pessimistic. A false alarm is better than leaving a casualty lying for hours in the open. Accidents are often highly stressful environments, and in such situations it is very easy to miscommunicate information, forget vital details and devote your emotional energy in unhelpful directions. So make every effort to assess the situation carefully, act calmly and communicate slowly and clearly.

If someone is injured you have two priorities, to protect the casualty so that their condition does not worsen, and to alert the emergency services to ensure prompt transfer to proper medical care.

Calling the emergency services

The best way to do this is to dial 999, when asked what service you reqiure say “Police”, and tell the Police you need Mountain Rescue. In the majority of our flying accidents Mountain rescue are by far the most effective service. They are familiar with the terrain, have a knowledge of our sport and the type of injuries we’re likely to sustain and have the skills and capability to safely extract casualties from remote areas.  They are also very well equipped for our kind of accidents.

When you call make sure that you know the location of the casualty , and give enough information for the rescue services to find them. Most accidents happen in remote areas far from roads or towns, so having an OS Grid Reference to hand is ideal and the primary navigational system used by Mountain Rescue teams. Apart from dedicated GPS devices, number of smartphone apps (like OS Locate and Viewranger) now provide instant OS grid references. The club also provides safety cards which list grid references for popular DSC take-offs and landing fields.

When speaking to the Police report the nature of injuries and the casualty’s condition. It is usually helpful to describe the cause, such as “a fall from height” – which often adequately describes the type of accident. Emergency services will approach by road, so it is extremely useful to nominate people to go to the nearest road so they can direct rescuers to the scene.

If you see an accident from the air, land and use a mobile phone. Otherwise fly to the nearest farm or telephone box, or if you have radio, pass a message to someone on the ground, get them to read it back as a check. On the hills Peak Park or National Trust Wardens can make an emergency call by radio, or if you are alone use your whistle (you SHOULD ALWAYS fly with one) to send the mountain distress signal – this is six blasts in one minute, then wait one minute and repeat.

Helping the emergency services

You can help the Mountain Rescue or Ambulance Service by sending someone to meet them at the roadhead or car park and guide them to the scene. Stay where you said you would be until the Ambulance or Mountain Rescue arrive and DO NOT start to try to evacuate the casualty yourself. It may be necessary to stay in a location away from the casualty to maintain mobile phone contact as the rescue controller may wish to call you back to discuss the situation.

If a helicopter has been summoned it is vital that everyone LANDS IMMEDIATELY. Failure to do so puts the casualty and aircrew’s life at risk (as well as your own). Be alert for radio messages, vehicle lights or horns, crossed glider bags or flares/smoke as ground signals indicating that you are required to LAND – not fly away to the other end of the ridge.

Care of the casualty

In this guide we cannot teach First Aid, but PLEASE consider taking one of the excellent courses, such as those provided by the British Red Cross Society or St. John’s Ambulance. From time to time PSC run first aid courses, ask a committee member if you are interested.

The knowledge and confidence this will give you may be very valuable, and you are far more likely to encounter an accident at home, at work, or on the roads than on a flying site. Your employer may support your training as they have an obligation to provide trained First Aiders. However, even without this training there is much you can do.

• DO NOT take risks with your own safety; you will help no one by becoming a casualty yourself. This is of particular importance with  power lines, water and crags.
• DO NOT move a casualty unless they are in a life threatening situation (e.g. lying in water or have no airway). Always remember the possibility of spinal injury, which can be made much worse by incautious movement.
• DO NOT give a casualty anything to eat or drink or you may delay medical treatment.
• DO protect a casualty from the elements, and help them to keep warm by improvising a shelter – gliders and glider bags are useful in this respect. Support and immobilise any injured limbs and try to control any major bleeding, but do not attempt to improvise splinting or use a tourniquet.
• DO speak to the casualty in a calming and reassuring way, tell them that they are in good hands, and that help is on its way. Even if they appear to be unconscious they may still be able to hear all that is said around them.
• DO try to keep bystanders and spectators away from the scene, they may distress the casualty, or be distressed themselves. You might use some responsible people to keep them away, but also ask if there is anyone with medical skill if needed (although they will normally volunteer).
• DO be especially cautious if there is no obvious injury. Look for the possibility of head injury (bruising, cuts, damaged helmet etc.). If you have the slightest suspicion that someone may have suffered any head injury or spinal injury, or if they have any loss of memory or have been unconscious, even for a second, they MUST be taken to a hospital for checks (do not rely on them promising to go).
• DO call for Mountain Rescue assistance (999, ask for Police, Mountain Rescue) as well as ambulance if the casualty is located anywhere except at the roadside.

Power line accidents

If a casualty, or any part of their aircraft are in contact with power lines, or if cables are touching the ground, DO NOT APPROACH CLOSER THAN 20 YARDS until you are assured by someone from the Electricity Board that the power has been cut off. Automatic circuit breakers may attempt to reconnect the power several times without warning. In wet conditions stay even further away. To be blunt it would be distressing to watch someone die, but stupid to double the death toll by attempting a misguided rescue.

Informing next of kin

It is perhaps best if next of kin of a casualty can be informed sensitively by someone well known to them, but if this is not possible it should be left to the police, who are trained to handle this sometimes difficult job. You should also try to make sure that they do not find out accidentally, which might cause great distress, see the next bit…

Dealing with the media

If you are approached by a representative of the media be cautious about what you say. It is best to refer them to a senior member of the club committee who can make a considered statement later, but if you do speak to them, confine yourself to an eye-witness account describing ONLY what you saw, DO NOT speculate about events or causes, and DEFINITELY DO NOT identify the casualty.

Serious accidents & fatalities

In a serious accident you have an extra responsibility, which is to help any future investigation. Ensure that wreckage is not moved or disturbed until it has been examined, unless you must move something to aid the victim. If possible photographs of the accident scene may be useful, and if you have photos, video, etc. which show the accident, you should offer these to the investigation – this can be done through the local police.

After the event

Complete the online BHPA incident report form as soon as possible and remember to record full details of any witnesses before they depart. Send it to the BHPA office as soon as possible.

If you witness a serious but non fatal accident or incident, you must report it immediately to the BHPA on 0116 261 1322. If you are in any doubt as to whether an accident or incident has been reported, do it anyway. Don’t assume someone else has already done it- make sure, or do it yourself.

If you witness any serious accident or incident, please fill in an incident report form and report the accident to the committee via the club safety officer as soon as possible.

Fatal accident protocol

If you witness a fatal accident, you must report it immediately to the Air Accident Investigation Board (AAIB) on 01252 512299.

Telephone numbers

Power Line Accidents: please treat any electricity cables as if live, stay away and call emergency number 0800 31 63 105 (or just 105).

With acknowledgements to Derbyshire Soaring Club

The PM has spoken but, as always, the devil is in the detail. While we wait for some flesh to be wrapped around the bones of Boris’s statement, below is the BHPA’s road map for a possible return to paragliding, in case you’ve missed it on their website. BHPA themselves are waiting for the response to their submissions to government and are hoping to hear today or tomorrow (Tuesday 12^th May).

The PSC committee has been communicating with the United Utilities, National Trust and other landowners and managers relevant to our sites, as well as talking to our neighbouring clubs to coordinate our approach.

While you get ready for a return to the skies, please take a moment to read carefully the BHPA proposal below and remember this is just a POSSIBLE route. Please wait for clarification and a go-ahead from BHPA. Also please check in every time to the website and site guide for updates on any restrictions and conditions that may be placed by the relevant bodies who own or control the land we use.

COVID 19 - BHPA recovery plan for flying activities.

This recovery plan sets out guidelines which the BHPA believes will allow a resumption of the sports of Hang Gliding and Paragliding, including powered variants, in the UK.

Pilots should be aware that it only becomes effective when the prohibition on non-essential travel is lifted and consequently, the CAA directive to cease recreational general aviation is also lifted.

It must be borne in mind that with 4 governments over the home nations, it is entirely possible that flying will be possible in some parts of the United Kingdom before it is possible in others.

The BHPA will make an announcement at that time that flying can be resumed if conducted in accordance with these guidelines.

The Association anticipates a three-phase restarting of its activities, beginning with an initial phase of flying activity by qualified pilots only (Club Pilot and above). Phase two will be solo training at BHPA schools. Phase three will be dual air experience flights and dual flights for passengers who are not members of the pilot’s household. Phase 3 will only be authorised upon the issuing of guidance on proximity between members of the public, that can be applied effectively to dual flying.

OVERARCHING PRINCIPLES

• Stay at home if you are showing symptoms of C-19 or should be self-isolating having had contact with someone suspected to be infected with C-19.

• If you are in a high-risk group consider carefully if you wish to risk infection through joining others, even though it is outdoors and with special measures in place.

• Bear in mind that you may be asymptomatic - act accordingly, maintaining social distancing and be vigilant with hand hygiene when touching surfaces.

• In general, a two-metre distance must always be maintained. Only in specific situations can this distance be reduced. In these situations, effective measures must be taken to ensure the protection of those involved.

SPECIFIC GUIDELINES FOR INDIVIDUAL PILOTS

General

• Every member carries individual responsibility for adhering to the rules to minimise the risk of infection or transmission of the disease.

• Maintain a two-metre distance in all situations, unless required to provide essential first aid.

• Carry hand sanitising gel.

• Inform yourself of your club and any site-specific guidance before traveling to fly.

Access to the flying site

• Club members should travel to and from flying locations individually in separate vehicles until Government advice changes to allow sharing. When this is not possible, club members must follow the guidance from UK Government on distancing in vehicles / on public transport.

• Before and after contact with any surfaces outdoors (stiles, gates and gate latches, etc), the BHPA recommends the use of hand sanitising gel.

On the site

• Only unpack and set up your equipment if intending to fly. On landing, immediately clear the landing area and carry your equipment to an appropriate unoccupied area to pack up.

• Use your own equipment. Try not to come into contact with another pilots’ equipment. If you are required to touch a piece of equipment that comes into contact with others, the BHPA recommends the use of hand sanitising gel applied before and after use (however this may not be appropriate for application on certain types of equipment).

• Providing assistance to a pilot - hang check. Avoid “hands on” contact and check remotely from a two-metre distance, allowing extra time to perform the checks.

• Providing assistance – e.g. pull-starting another pilot’s paramotor. Do not undertake this activity as it is not possible to maintain a two-metre distance.

• Dual flights are only allowed if both pilot and passenger live in the same household. In the current situation, dual pilots are strongly advised not to operate in conditions where a launch assistant may be needed.

• Providing assistance – launch assistant for dual paragliding. It is impossible to undertake this role and maintain a two-metre distance. As well as the usual requirements for launch assistants, the launch assistant must be a member of the same household as the pilot and passenger.

• In general terms, you should not be flying cross country – any “retrieve” journey may not adhere to COVID 19 travel guidelines. For the time being, only undertake flights local to your site.

• Do not share food and drinks and dispose of waste at home.

After flying

• Upon arrival back home, decontamination should take place by washing hands and quarantining any equipment for as long as possible, either outside or in a dedicated separate space indoors.

Protect the NHS

The inherent risk to aviation participants has not changed because of COVID 19, however there are measures that individuals can take to further reduce the risk of an incident whilst allowing activities to re-commence.

• Undertake any flying activity at a level well within your ability. Normal springtime conditions and currency precautions apply.

• Low airtime pilots and those recently qualified are advised to seek advice from a Club Coach before re-commencing flying.

• All pilots are advised to re-acquaint themselves with their flying equipment by setting it up in an isolated outdoor space and checking it (e.g. in garden), before resuming flying.

• All pilots are advised to initially undertake flight activity in light wind to minimise the need for another pilot to intervene.

GUIDELINES FOR GROUP ACTIVITIES SUCH AS TOW AND AEROTOW GROUPS AND FOR COACHES AND OPERATORS.

Any club member organising a coaching session / towing activity is advised to inform club members who are planning to take part about these guidelines at least one day before the start of the coaching / activity.

Any club official or licence holder organising a coaching or training session must ask club members at the beginning of the coaching session if they feel ill or have symptoms of COVID 19. If necessary, they must be excluded from the activity.

If a club member who has taken part in the coaching session subsequently falls ill, he/she must immediately inform the club official / licence holder who conducted the coaching / activity. This official will check which other persons in the coaching session he/she has been in contact with and will inform these people immediately.

General.

• Maintain a two-metre distance in all situations, unless required to provide essential first aid.

• Carry hand sanitising gel.

• Physical intervention on launch / landing should be avoided unless required in an emergency to prevent an incident.

• Restrict access to club buildings to essential personnel only.

Briefing / debriefing.

• Use a “hands-off” manner. Allow extra time to conduct demos, and brief/debrief maintaining 2m distance.

• Be aware of positioning – avoid standing directly upwind/downwind of a pilot (even when briefing from two metres away).

Specific guidelines for Coaching.

• First refresh your coaching basic skills by using guidance material / coaching resources.

• Encourage Club Pilots you are coaching to initially undertake tasks that involve flying in the local area (avoid supervised cross country flights for Club Pilots for the foreseeable future).

• Encourage Club Pilots you are coaching to initially undertake flights in light winds to reduce the need to physically intervene.

Specific guidelines for tow / aerotow operations.

• Segregate the launch queue to allow social distancing to be maintained.

• All winch / tow vehicle controls and ancillary equipment (e.g. signal bats) to be thoroughly sanitised before and after use. Avoid user changes if possible. If the user changes, the equipment must be appropriately sanitised when changing user.

• If radios are used, they should be sanitised with suitable wipes when changing user.

• The Launch Marshal should conduct verbal checks from at least 2m and to the side of the pilot.

• The Launch Marshal is advised to hold the end of the hang glider keel instead of the nose (for example to position the glider on the aerotow trolley).

• Tow group must agree and write down a procedure to minimise person-to-person contact with the tow rope, connections and glider launch trolleys, ensuring that appropriate sanitation is carried out on all surfaces to minimise risk of transference of COVID 19. The procedure is to be circulated and followed by all pilots, operators, tug pilots, launch marshals and coaches involved in the activity.

Guidelines for solo training and dual flights will be released in the forthcoming weeks.

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