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Sicurezza

Sicurezza

Scritto da Rodolfo Saccani il .

ESTC meeting 2013 minutes (english)

EUROPEAN HANG GLIDING AND PARAGLIDING UNION
European Safety and Training Committee
Minutes of the meeting held 1st/2nd June 2013 in Oslo, Norway

Members Present Representing
Miroslav Fejt. LAA CR Czech Republic
Jens Voetmann. Chairman DHPU Denmark
Raymond Caux . CIVL Safety Officer CIVL
Jean-Pierre Pouleau. President FFVL France
Claude Bredat. Safety Officer FFVL France
Karl Slezak. DHV Germany
Rodolfo Saccani. FIVL Italy
Andre Bizot. KNVvL Netherlands
Arne Hillestad. HP/NLF Norway
Ane Pedersen HP/NLF Norway
Martin Kinzl. FSVL Switzerland
Beni Stocker. FSVL Switzerland
John Lovell. BHPA Chairman ESTC United Kingdom
Dave Thompson BHPA United Kingdom

Apologies Representing
Ewald Kaltenhofer. Aeroclub Austria Austria
Karel Vanderheyden. FBVL Belgium
Marion Varner . FFVL France
Hans Peter Fallesen. SSFF Sweden

The Chairman thanked Arne Hillestad and the Norwegian Federation for hosting this meeting and took the opportunity to welcome Ane Pedersen from the host nation,
and two new members attending from France, Jean-Pierre Pouleau, the new FFVL President,
as well as Claude Bredat, their new Safety Officer.

Actions from previous minutes.
European Qualification Framework.
Andre Bizot reported that due to work pressure he had been unable to allocate any time to this task. It has been put on hold at this time.

A. SAFETY

1. EUROPEAN ACCIDENT DATABASE

Karl gave a presentation showing that the European Online Accident Database is now complete. It is held on one server.
Each Federation can now utilise it. There will be a one off charge of 300 Euros.
The link to the EHPU database is:-
http//ead.com195-42-121-15evivalhosting.de
Karl reported that this is all legal from the Confidential Data viewpoint.
However each Federation needs I Frame installed on their own national Website.
Karl also reported that it will be available in all languages, and that the statistical tool will be added in the next couple of weeks.
Nationally several things must be in place:-

1. An online accident reporting system.
2. If more than one report comes in regarding the same accident the National Safety Officer must edit them into one incident.

The chairman congratulated Karl for the considerable work he had put in, and also said that everyone should use it as soon as possible in order to get it up and running.
Adjustments, modifications etc. can be carried out later and must not be a reason to delay its introduction.
Any proposals for improvement, such as France’s request to include a human factor and a flights/year field and Dave’s comment regarding wind speed should be sent direct to karl@dhv.de and hannes.lohrmann@evival.net

2. PILOT SURVEY
The following information is reported—
Austria 4,500 pilots No change reported.
Belgium 1,150 pilots No change reported.
Czech Republic 4,200 pg. 400 hg. No change reported.
Denmark 850 pilots No change reported.
France 30,000 pg. and hg. + 570 speed riding.
Germany 35,700 pilots. 80% pg. 20% hg. 300 increase.
Hungary 1000 registered, 1000 unregistered. No change reported.
Italy 10,000 pilots. No change reported.
Netherlands 2,150 pilots. 1,500 pg. 650 hg.
Norway 1,812 pilots. 1547 pg. 265 hg.
Switzerland 15,000 pilots. 325 increase.
Sweden 1700 pilots. No change reported.
United Kingdom 6,500 pilots. 5,000 pg. 1500 hg. No change reported.

3. EQUIPMENT
The following issues are currently causing concern-

a) Hang glider suspension systems. Variations are appearing.
Should there not be an EN standard?

b) PG harnesses-
1) Back protection. DHV are working with Graz University to establish the most suitable impact protective material. Current harnesses do not provide
sufficient side or bottom protection. They hope to have results to present to EN Standards meeting of WG6 in the Autumn.

2) Pod (cocoon) type harnesses are still vulnerable to being launched with leg-loops unsecured. Manufacturers are producing a variety of designs in an attempt to resolve this issue. Perhaps an EN standard could be introduced.

3) Reserve deployment under G forces. The increasing use of the G-Force trainers (There are now 4 in regular use) is identifying severe problems with some systems when attempting to deploy under the sort of G force experienced when in a locked-in spiral.
We would recommend WG 6 look into this problem and consider including this parameter in testing for reserve deployment.

c) Helmets
An increase in the use of helmets with long tails again raises the likelihood
of neck twist injuries.
We feel that EN966 should reflect this issue.

4 FLYING PRACTISES.
Speed gliders
As expected, the use of small paragliders, sometimes called speed gliders, sometimes mini-gliders or sub 20 gliders, which were initially intended for fast gliding descents, are becoming widely used for soaring in winds that would be too strong for standard sized paragliders.
This has led to a need to clarify the two activities in order to ensure that all pilots using these gliders for soaring, i.e. normal paragliding but in strong winds MUST be trained as paraglider pilots. This is to ensure that they are aware of Rules of the Air, flying site practises etc.
In Switzerland they do not differentiate between the two activities. They have decided that ALL pilots must be qualified as paraglider pilots.

B. TRAINING
1. FAI IPPI SYSTEM
Raymond gave a brief review of his work on his Safepro update for CIVL.
A suggestion was made by Jens Voetmann, Denmark, that level 3 trainees
be considered as Pilots rather than students. Raymond will look at this.
The proposal is to be be considered by CIVL Hg. Committee for approval.
He reported that Igor Ertzen has similar update plans for Parapro.
The IPPI card system provides evidence of a pilot’s qualification level regardless of his national association’s system and is a valuable tool for the sport now that pilots travel to fly in Countries other than their own.
2. ASSOCIATION OF PARAGLIDING PILOTS AND INSTRUCTORS. (APPI)
The website used by this organisation has been designed to appear official in order to attract members, but APPI is not recognised either by FAI or EHPU.
Their comparison with FAI and IPPI is incorrect, and they have no right to the use of the FAI logo. We feel that EHPU should take this further.

C. COMPETITION FLYING
1) CIVL ANNEX 19F, THE PILOT EXPERIENCE DECLARATION FORM This document was discussed, and several issues were raised:-

a) For 2013 and 2014 the entire document is only “advisory”, and from 2015 only section A, Pilot skills will be mandatory. Therefore it would appear that Section B, Pilot Experience will continue to be only “Advisory”.
So should Annex 19F not be entitled THE PILOT SKILLS DECLARATION FORM?

b) It was suggested that the sole purpose of this document could be seen purely as protection from Insurance claims, and served no other real function.

2) WORLD PARAGLIDING SERIES (www.race2goal.net)
This has been set in place by Mads Syndergaard, a Danish competition pilot who has strenuously opposed the current decisions taken by CIVL regarding
the use of certified gliders only. His aim is to organise competitions outside the control of any governing body. We believe his intentions are misguided, and hope they do not prove to be disastrous.

3) THE NEW CIVL-EN COMPETITION CLASS PROPOSAL
The suggestion that in-flight tests be done at trim speed appears to be in conflict with EN test methods.
Quote: “The CECC speed limit is set at 65km/h and manufacturers will test at this speed and check the glider behaviour. Repeatedly testing at full speed is needlessly exposing the test pilots to danger”, so the “tests will be carried out at trim speed”.
But competition gliders spend most of their time at full speed, not at trim speed so it seems to be strange logic.
It is difficult to see that this would be acceptable to either WG6 or EN.
Who wants to fly a wing that top test pilots don’t want to fly?!!

CIVL’s hope to have a new EN-competition class glider certified by 2015 is hardly likely to reach fruition due to the time scales involved.
Therefore it seems that the ban on the use of uncertified gliders will remain in place for some time to come. The BHPA still hold the view that the ban should remain in place until a suitable alternative is available.

ESTC also propose to cease using the term “serial gliders”, and only describe “certified gliders” as such.

D. ANY OTHER BUSINESS
1) PARAGLIDING CERTIFICATION DATABASE
This is being looked into by Rodolfo Saccani. He said he would like to see videos made available of the test manoeuvres being carried out, but Karl said that this would not be possible due to legal reasons.
2) FUNDING
As several ESTC members indicated that their failure to attend this meeting in Oslo was due to tight budget finances, a request was made as follows:-
To investigate the possibility of EHPU providing some funding for meetings.
3) NEXT MEETING
The next meeting will take place in Nice, France, on 14th/15th June 2014.
However it was suggested that, in order to minimise costs, a regular meeting location be sought rather than the current rotation system.

John Lovell
Chairman ESTC.

Scritto da Rodolfo Saccani il .

ESTC meeting 2007 minutes (english)

EUROPEAN HANG GLIDING AND PARAGLIDING UNION
European Safety and Training Committee
Minutes of the meeting held 28th/ 29th July 2007 at Chamonix

 

Present: Representing
Marion Varner FFVL. France
Miroslav Fejt Czech Republic
Karl Slezak DHV. Germany
Rodolfo Saccani FIVL Italy
Hakan Polanik SSFF Sweden
Martin Kinzl SHV. Switzerland
Marius Furrer SHV. Switzerland
Dave Thompson BHPA. United Kingdom
John Lovell: Chairman ESTC, BHPA. United Kingdom

Apologies:
Jurij Franko SFFA Slovenia
Arne Hillestad HPNLF Norway
Dara Hogan IHPA Ireland
Jean Solon FBVL Belgium.

 

EUROPEAN ACCIDENT DATABASE

The chairman welcomed both The Czech Republic and Sweden who were represented at the meeting
for the first time. They both agreed to liaise with Dave Thompson regarding the actions needed to
export their accident data onto the European Excel Database Template.

 

PILOT SURVEY

United Kingdom 6,627 pilots 190,000 hours
Italy 10000 pilots
Germany 25,000 pilots 250,000 hours
Switzerland 13,886 pilots 520,000 hours
France 16,000 pilots 576,000 hours
Czech Republic 2800 pilots
Sweden 1700 pilots

 

EQUIPMENT

Rescue parachutes

Sweden stated that it was a National requirement that Rescue Parachutes be carried on flights above 30 metres agl.
In response to a question, Germany reported that they have calculated that a descent rate of 5.5 metres per second equates with a jump from a height of 1.5 metres, and 6.8 metres per second equates with a jump from 2.3 metres.

A discussion regarding packing qualifications followed, and the following was noted :

 

NATION QUALIFICATION

Czech Republic No
France No
Italy No
Germany Yes
Sweden No
Switzerland Yes
United Kingdom Yes

 

Paraglider Testing

Germany reported that they are planning to change the Guteseigel test for Asymmetric Tucks, following investigations into asymmetric tucks leading to spiral dives.
They have also reported problems with spiral dive exit techniques, where rapid release of the brake on exit leads to the canopy accelerating.
Germany also reported that they have had discussions with manufacturers with a view to them marking the control lines with coloured material identifying the area where the brake handles should be attached.
DHV are also looking into harness design to include side protection.

 

GROUND TO AIR SIGNALS

Nothing further, as it would appear impossible to bring about any change to current legal signals laid down by the Aviation Authorities in the various member Nations.

 

SPEED GLIDING

National Status of this activity was reported as follow :-

GERMANY
The Germany and Austrian Speed Gliding Federation has been established.

SWITZERLAND
SSVL is handling this, but still has difficulties.

CZECH REPUBLIC
Nothing organised as yet.

ITALY
They are not involved, but are looking at it.

SWEDEN
Only about 10 people are doing this, but SSFF have declared they want nothing to do with it.

UK
A Development Panel has been tasked to establish how it can be incorporated in the UK.

FRANCE
This has been accepted by the FFVL who have set up a course for instructors, and CEN are establishing load and shock tests for speed gliders. Marion will send the Instructor Requirement Specification to Dave Thompson.

 

ACRO. (AEROBATICS.)

As no response has been received from CIVL regarding our recommendations made a year ago, these are repeated here as follows :

All Federations should remind their members that if they undertake Acro flying then they are flying a glider that has not been certified for this activity.

In Acro competition, each safety boat should have a trained medic on board, skilled in resuscitation.

There should be only one pilot in the “box” at a time if there is only one safety boat.

If formation flying is taking place, there should be one safety boat for each pilot.

A fully equipped ambulance should be present manned by qualified personnel.

Due to neck injuries sustained when entering the water at speed, it is recommended that helmets should have short chin guards, and no rear extensions, in order to prevent twisting forces being applied to the helmet and hence the neck.

 

PARAPRO

After considerable discussion, the unanimous view was that stalling is NOT an acceptable manoeuvre to be set as a requirement for a ParaPro,
Our recommendations are as follows:-

ParaPro Stage 3, Practical Requirements:

No 9 should be removed in its entirety.
No 10 should be rewritten to read Asymmetric Collapses, instead of Frontal Collapses.
A new Requirement should be added which includes Big Ears at this level.

ParaPro Stage 4, Practical Requirements:

The B-line stall should be added here as a Requirement.

 

2m RADIO ALLOCATION

The current situation is as follow:-

Italy The FIVL are currently working with The Italian Ministry for Communications.
Slovenia SFFA are paying their Government for the allocated 147.800 MHz frequency.
UK CAA are considering giving us some 2M bandwidth.

It was noted that the Committee feel that allocation of 2m frequencies for both flying communication and emergency contact would be a valuable step towards European Harmonisation.

 

DATE AND VENUE OF NEXT MEETING

A vote of thanks was expressed to the Management and Staff at ENSA in Chamonix for the welcome and hospitality shown on the occasion of this meeting.
Again, thanks to Marion Varner and FFVL for establishing this arrangement.

The date for 2008 was fixed as the weekend 26th/27th July, once again at ENSA provided they are agreeable.

John Lovell
Chairman
European Safety and Training Committee

Scritto da Rodolfo Saccani il .

ESTC 2012 minutes (english)

EUROPEAN HANG GLIDING AND PARAGLIDING UNION
European Safety and Training Committee
Minutes of the meeting held 9th/10th June 2012 in Grobming, Austria

 

Members present: Representing

Miroslav Fejt LAA CR Czech Republic
Raymond Caux CIVL
Igor Erzen CIVL
Jens Voetmann DHPU Denmark
Marion Varner FFVL France
Karl Slezak DHV Germany
Laszlo Szollosi HFFA Hungary
Attilla Hollo HFFA Hungary
Rodolfo Saccani FIVL Italy
Andre Bizot KNVVL Netherlands
Arne Hillestad HP/NLF Norway
Martin Kinzl SHV Switzerland
Beni Stocker SHV Switzerland
Dave Thompson BHPA United Kingdom
John Lovell, BHPA. Chairman ESTC United Kingdom

Apologies Representing

Karel Vanderheyden FBVL Belgium
Nick Godfrey DHPU Denmark
Chris Borra KNVVL Netherlands
Hanspeter Fallesen SSFF Sweden

Visitors

Ewald Kaltenhofer Aeroclub Austria
Diana David DHV
Laszlo Kerekes President HFFA
Thomas Grabner G-Force Trainer

The Chairman thanked Ewald Kaltenhofer of Aeroclub Austria for hosting the meeting this year.
Ewald expressed his intention to attend in future as the Austrian representative.

The Chairman also welcomed Igor Erzen and Raymond Caux, both representing CIVL.

He also introduced Thomas Grabner who would be demonstrating his G-ForceTrainer
later during the meeting.

Karl also took the opportunity to introduce Diana David, his new assistant at DHV.

A. SAFETY

1. EUROPEAN ACCIDENT DATABASE.

The aim is to establish a readily accessible data base available to all Federations which would be web-based.
Karl stated that an on-line database can be programmed by DHV and provided to all Federations
without costs, hosted by DHV
Each Nation would be able to send their national data automatically to this new EHPU database
It was agreed that the current database is too unwieldy for such a tool due to the large number of fields contained therein, so a group will be set up to establish a reduced list comprising those
fields considered important by each Federation.
This group will be managed by Karl Slezak, and comprise:

Andre Bizot
Igor Erzen
Nick Godfrey
Arne Hillestadt
Ewald Kaltenhofer
Rodolfo Saccani
Beni Stocker
Laszlo Szollosi
Dave Thompson
Marion Varner
These members will liaise with Karl through Diana David who would co-ordinate the work.
It is hoped to complete this stage as soon as possible and progress will be reviewed after a period of
approximately 4 weeks, say by the end of July.

2. PILOT SURVEY

The following information is reported:
Austria 4500 pilots 2200 of which are members of flying clubs.
Belgium 1150 pilots No change reported)
Czech Republic 4600 pilots 4200 Pg., 400 Hg.
Denmark 850 pilots 150 increase
France 23,770 pilots 22229 Pg, 1012 Hg, 13559 Kite surfing, 537 Speed riding.
Germany 35,400 pilots Up 900 ( 80% Pg and 20% Hg.)
Hungary 1,000 pilots Registered pilots.
1,000 pilots Un-registered pilots
Italy 10,000 pilots No change.
Netherlands 2150 pilots 1500 Pg, 650 Hg.
Norway 1,750 pilots Plus 150 Speed flying.
Switzerland 14,675 pilots Including hang-gliding and speed flying.
Sweden 1,700 pilots No change reported
United Kingdom 6,500 pilots 5000 Pg, 1500 Hg.

 

3. EQUIPMENT

BACK PROTECTORS

DHV are developing a new class system for harnesses:-

1. Those with protection only under the seat.

2. Those with under-seat and back protection

3. Those with the above plus side protection.

They wish to conclude this plan before the EN Harness Standard is reviewed next year by WG6.

 

LINE PLAN AND MATERIALS LISTS FOR CERTIFIED GLIDERS.

Rodolfo Saccani reported as follows;

EN Standards do not make it mandatory for test houses to publish this information as part of the test report.
This information should be made public along with the test report for the following reasons:-

1. Such information is crucial for glider maintenance and therefore for safety.
2. Some manufacturers give such documentation only to "friendly" repairers, those they have a business partnership with (for example an exclusivity agreement for a specific area).
3. Repair facilities that have such business relationships are more prone to hide safety issues with materials.
4. Some repair facilities either cannot perform maintenance on such gliders or have to limit the checks they can do. (for example only symmetry checks and no line length checks)
5. There are risks of using wrong materials for repairs, etc.
6. Some manufacturers refuse to give such documentation to Federations for accident investigations.
We strongly believe that transparency on this matter is very important for safety.

 

UNCERTIFIED GLIDERS ON THE MARKET

Rodolfo Saccani also reported that some uncertified gliders have appeared on the market with an EN sticker, for
example, Windtech Zenith and Zenith Evolution.
The same has happened in the past with gliders being marketed before the certification had been completed.
In such cases an EN sticker should not be used because the manufacturer cannot guarantee that the glider is compliant with the stated EN level, or that it will even pass the certification.
Paramania GoFly is advertised as EN926 certified but no certification documentation can be found, and
the manufacturer has refused to provide either documentation, line plan or a list of materials used.
This situation is not acceptable and ESTC feel that pressure should be brought to bear through PMA to resolve these issues.

 

COCOON TYPE HARNESS SAFETY PROBLEM

Beni Stocker reported an Increasing number of accidents with Cocoon-type harnesses:
There have been several incidents lately with this kind of harness (for instance Advance Impress), because pilots forget to reclose their leg straps. This mainly happens after a top landing when pilots open their leg straps in order to prepare the glider for the next takeoff. Then they forget to reclose the straps, as the tightness of the speedbag and the frontcockpit make them feel that all straps are closed OK.
Karl reported that there have been 8 fatalities due to this problem in the last 2 years.
He reported that there are already systems available that can prevent this potentially dangerous situation (for instance: dual ring system by Woody Valley).
ESTC proposes that WG6 should make recommendations for safety measures regarding this type of harness at their EN Harness Standard Review.

 

ADDITIONAL EQUIPMENT

Karl gave a small presentation of DHV’s data logging system which can be seen to remove the subjective assessments when testing gliders. This could well become a definitive method of glider testing.
We trust WG6 will look into to possible use of such a system in the future

 

4. FLYING PRACTISES

RESERVE DEPLOYMENT

Further discussion took place regarding the possibility of having a deployment handle on both sides to cover the situation when a pilot was denied the use of one hand. Last year Karl reported that the manufacturers say that such a system would be too complicated, but Marion believes that Air Bulle produced such a system in the past.
Marion will investigate this.

THE USE OF 2 RESERVES.

The practise of using 2 reserves ( one with the handle on the left, the other with the handle on the right )
was again discussed in order to resolve the problem of being unable to deploy a single reserve due to
an arm being trapped in lines or high G forces.
This problem has been the cause of fatalities in the past.
Harnesses used for Acro are already fitted with such a system and are widely used.
This is an immediate solution to the problem, but would probably not be popular due to cost and weight
considerations..

ACRO

There are no known issues relating to this branch of the sport at this time other than to issue a warning
that WADA are now taking an interest in our competition scene.
It was stated that more people in our sport are now taking drugs, (not only smoking), than can be imagined.
It can be anticipated that WADA will be making un-announced appearances at competitions soon.

SPEED FLYING
UPDATES

SWITZERLAND.
It is known that Switzerland has had a large problem with speedflying incidents in the past.
Since speedflying there is now officially considered a risk sport by the Insurance Companies, the number
of active pilots has decreased dramatically, with a commensurate reduction in accidents.
But now some speedgliders are being labelled as miniwings by the manufacturers, and therefore escape
the risk sport definition of the Insurance Companies.
Similar names for small foot launched gliders are being developed,i.e. ( hybrid, miniparaglider etc.).
Switzerland is expecting an increase of problems and accidents just as they had with the speedglider.
At the moment a new SHV working group is attempting to deal with this evolution.

GERMANY.
This branch of the sport is not accepted by DHV.

NORWAY.
The Norwegian Federation authorises a qualification but applicants must already be licensed pilots.

AUSTRIA.
It is still being discussed. It is not legally organised, but not against the law.

CZECH REPUBLIC
No one is licensed for this activity, and there are many accidents.

UNITED KINGDOM.
Around 100 people are involved, from a paragliding or parachuting background. A training programme should be ready soon for this activity.

 

B TRAINING

1. EUROPEAN QUALIFICATION FRAMEWORK

This was discussed at some length and it would appear that there would be several problems introducing this.
However it is a European Recommendation which has been in force since since April 2008, with a target for Countries to ensure that this document is used as a reference relating to instructor qualification by 2012. Therefore we have a duty to consider this Directive with regard to our instructor qualifications.

Marion said that it will be better if all instructors have the same level of expertise.

Rodolfo Saccani reported that the Italian Aeroclub had had altercations with FIVL and would not sanction a European framework.

Karl said that he felt the legal aspects woud be insurmountable.

Andre said that having alll instructors on a similar high level would raise the safety level of students. He also said that other sports have made it work.

Miroslav also reported difficulties in the Czech Republic as the government there require extra legislation, such as medicals for all.

In order to move this forward Marion and Andre will set up a working group. Marion will involve Joel Yout of ENSA as well.

 

2. E LEARNING

It was reported that this training technique is now established and in use in Austria, Germany, France and Switzerland.

 

C COMPETITION FLYING

PARAGLIDER CERTIFICATION.

Igor Erzen, representing CIVL, clarified their desire to introduce a new homologation category to embrace gliders only suitable for competition pilots. It was noted that it would take a minimum of 2 years to complete this work.
In the interim it would appear that attempts are currently being made by manufacturers to get competition-type gliders classified as EN-D thus making them acceptable in competition restricted to “Serial” gliders.
Some of the members expressed opinions which were diametrically opposite, thus making it impossible to reach a definitive conclusion.
However the general view was noted that, in the interest of safety, provided the existing homologation categories remain as currently established and are not adulterated in any way, there should be no need for an additional category of glider requiring piloting abilities beyond those recommended for EN-D gliders, which are :-
Paragliders with demanding flying characteristics and potentially violent reaction to turbulence and pilot errors. Recovery to normal flight requires precise pilot input. Designed for pilots well-practised in recovery techniques, who fly very actively, have significant experience of flying in turbulent conditions, and who accept the implications of flying such a wing.
ESTC recommend that EHPU write to PMA and the Test houses demanding that they comply with current homologation classification parameters, and that the support of WG 6 be sought in this matter.

TASK SETTING

Raymond stated that he saw it as CIVL’s responsibility to set tasks that were safe.
Perhaps it is time to consider tasks other than race to goal.
However Igor said that to make competition interesting the tasks will become more difficult.
He also pointed out that you can’t teach all pilots to be sensible.

 

D ESTC NATIONAL REPRESENTATION.

Igor Erzen said that he is a neighbour of Jurij Franko who has represented Slovenia in the past, and he will be happy to represent his Country either with Jurij or alone in future.
Laszlo said he would contact the Romanian Federation with a view to getting their involvement.

 

E ANY OTHER BUSINESS.

Thomas Grabner of G-Force Trainer invited the committee to a practical demonstration of his Paraglider centrifuge which was located close-by.
This was a very interesting presentation of commercial equipment aimed purely at the paragliding community to experience high g-forces such as those experienced when performing spiral dives.
Thomas explained that this equipment enables pilots to improve their ability to handle high g-forces.
Several members of the committee experienced this equipment first-hand, even up to 7G.
The Committee also visited a local paragliding school, Sky Club Austria, which had a well stocked shop in addition to a wide range of courses available to students and experienced pilots alike.

 

DATE AND VENUE OF THE NEXT MEETING.

The Chairman thanked Ewald and the Austrian Aero Club for their kind hospitality in hosting the meeting.

Next year’s meeting will be held in Oslo Norway on 1st/2nd June.2013

John Lovell BHPA
Chairman
European Safety and Training Committee

.

Scritto da Rodolfo Saccani il .

ESTC meeeting 2011 minutes (english)

EUROPEAN HANG GLIDING AND PARAGLIDING UNION
European Safety and Training Committee
Minutes of the meeting held 5th / 6th November 2011 in Budapest.,

 

Members present: Representing

Miroslav Fejt LAA CR Czech Republic
Nick Godfrey DHPU Denmark
Marion Varner FFVL France
Karl Slezak DHV Germany
Laszlo Szollosi HFFA Hungary
Attilla Hollo HFFA Hungary
Rodolfo Saccani FIVL Italy
Chris Borra KNVVL Netherlands
Arne Hillestadt HP/NFL Norway
Martin Kinzl SHV Switzerland
Beni Stocker SHV Switzerland
Dave Thompson BHPA United Kingdom
John Lovell, BHPA. Chairman ESTC United Kingdom

Apologies Representing

Karel Vanderheyden FBVL Belgium
Jurij Franko SFFA Slovenia
Hanspeter Fallesen SSFF Sweden

Visitors
Stefan Klett EADS Eurocopter Germany
Martin Wiedenthaler EADS Eurocopter Germany

 

SAFETY

1. EUROPEAN ACCIDENT DATABASE.

Dave Thompson reported that people were slow in sending him their data. He reminded everyone
there is a template available for this purpose which had been circulated to all parties.
We should all be contributing by sending him the required data.
Can we all please do this by April 1st. each year.

 

2. PILOT SURVEY

The following information is reported:
Belgium 1150 pilots (no change reported)
Czech Republic 3900 pilots 170,000 hours
Denmark 700 pilots (200 increase)
France 23,770 pilots ( 22230 Paragliding, 1000 Delta, 540 Speed flying.)
Germany 34,500 pilots 250,000 hours ( 80% Pg and 20% Hg.)
Hungary 1,000 pilots 50,000 hours NOTE: Registered pilots.
1,000 pilots NOT registered
Italy 10,000 pilots 350,000 hours
Netherlands 2150 pilots (1500 Pg, 650 Hg.)
Norway 1,750 pilots (50 increase) 25,000 hours
Switzerland 14,318 pilots Between 250,000 and 350,000 hours
Sweden 1,700 pilots (no change reported)
United Kingdom 6,500 pilots 190,000 hours

 

3. EQUIPMENT

BACK PROTECTORS

Karl said that DHV had sent out a questionnaire to all pilots who had suffered back injuries to try
to ascertain the effectiveness of current harness back protection.
45% said that current protection was good, but 55% reported that the impact they had experienced
required a different form of protection, i.e. under the seat and knees or protection from lateral impacts.
Frequently in a lateral impact the airbag type slipped sideways and became ineffective.
A suggestion was made for manufacturers to introduce a “Protection Grade” system, but it was soon
realised that this would not be feasible across the various manufacturers.
Karl said that the new norm will be coming up for revision next year, and that in the meantime he
will discuss this with Rodolfo Saccani, Chris and Nick.

 

4 ARAS PRESENTATION

Stefan Klett and Martin Wiedenthaler from EADS Eurocopter in Germany gave a presentation of
their work relating to an automatic system of reserve deployment. They believe such a system
could become an accepted way of overcoming the situation where, for whatever reason, the pilot
fails to deploy his reserve parachute.
The system is called Automatic Rescue and Alert System,...ARAS.
In simple terms it utilises height above the ground data coupled with vertical descent speed, to fire
a Cypres system similar to that widely used by parachutists.
The presentation of the system described was received with considerable interest, in that it may
well prove to be a practical method of reserve parachute deployment in the event of the pilot failing
to do so himself. Such a system, if fully developed and available, could certainly have saved lives in
the past. We look forward to being kept up-to-date with its development.

 

SIV TRAINING

EUROPEAN ACCIDENT DATABASE

Dave Thompson will continue to liaise with Rodolfo Saccani Saccani regarding the following issues:

a) Add to Description Flight Phase a specific manoeuvre code for unusual manoeuvres,
i.e (collapses and other manoeuvres induced by the pilot for simulation or other purposes).
Currently there is no distinction between these manoeuvres and aerobatics.

b) Add two new Yes/No fields (one for pilot and one for passenger) to record permanent
disabilities caused by accident injuries

c) Add new code and field to Description/Initial/Abnormal Flight Condition to report on
twisted risers.

Hungary will also liaise with Dave regarding the input of their data.

 

PILOT SURVEY

The following information is reported:

Belgium 1150 pilots
Czech Republic 2800 pilots 170,000 hours
Denmark 500 pilots
France 21,500 pilots 770,190 hours
Germany 25,000 pilots 250,000 hours
Hungary 1700 pilots 50,500 hours
Italy 10000 pilots 350,000 hours
Switzerland 14000 pilots Between 250,000 and 350,000 hours
Sweden 1700 pilots
United Kingdom 6,627 pilots 190,000 hours

 

5. FLYING PRACTISES

a) OVERTAKING
The subject of overtaking when flying along a ridge was discussed and it appears that no standard rule can be applied throughout Europe.
However it was stressed that member nations should prominently publish their specific rules, or any local overtaking conventions, on their Federation's website for visiting Pilots.

b) THE USE OF 2 RESERVES.
The practise of using 2 reserves was raised by Rodolfo Saccani. It seems that most Acro pilots now
carry 2 reserves. This is because due to their style of flying they sometimes find it not possible
to deploy the first reserve and so need a second one.
Rodolfo Saccani asked what would be the situation if a pilot finds himself under 2 reserves.
Dave said that the British parachute manufacturers have test results available for this situation.
However Nick pointed out that pilots were usually late in throwing one, giving little time to throw a second.
Karl stressed that the principle of throwing your reserve in the direction of your legs was advisable.
Rodolfo Saccani also added the recommendation to throw in the direction of any rotation.
Discussion took place regarding the possibility of having a deployment handle on both sides to cover
the situation when a pilot was denied the use of one hand. Karl reported that the manufacturers say
that such a system would be too complicated.

6. SEARCH AND RESCUE

The availability of emergency services such as helicopter rescue varies across Europe, and the following information has been ascertained.:

Austria Health Insurance pays only a portion of the costs. It is VERY expensive.
Czech Republic Free for pilots with insurance.
Denmark Free
Italy Free in general but not everywhere.
France Free in general but not everywhere. (Free in Annecy)
Germany Not free but pilots own insurance pays for it.
Hungary Free, but before flight you must inform Centre, and report on safe return.
Norway Free.
Slovenia Free.
Spain Free.
Sweden Free.
Switzerland Free if you are a patron. Current annual cost is 30 SwFr.
UK Free

7. SPEED FLYING.

AUSTRIA It is not legal but they have had 3 recent fatalities.

BELGIUM It is acceptable to their insurance provider, but wings must be
15 sq.metres or more.

CZECH REPUBLIC It is not an authorised activity here.

GERMANY It is forbidden because it is seen as too dangerous. It is run by the
German Speed Gliding Federation.

ITALY After many accidents most people have given up speed flying.

NORWAY There are 94 pilots involved and have had no accidents.

SWITZERLAND They have had 2 fatalities this year. The insurers class it as a high risk
sport so will not pay for lost wages in the event of an insurance claim.

SWEDEN They consider it speed skiing only.

DENMARK There is no speed flying as they do not have any mountains.

FRANCE It is controlled by FFVL instructors. There have been 26 accidents
2 of which were fatal.

UK This activity is being incorporated into the BHPA and a training programme
will be in place next year.

 

8. COMPETITION FLYING

It was noted that at the moment CIVL are addressing the issue of safety in competitions, and
their Paragliding Competition Safety Task Force has now issued its first Interim Report.
It may be viewed on the FAI Website.
It is anticipated that this subject will be discussed in depth at the forthcoming EHPU General Conference with a view to reaching formal agreement with CIVL.

 

TRAINING

1. E LEARNING

Karl reported that he was having considerable success in Germany following the introduction
of the pilot training programme being presented and monitored electronically.
A novel feature is that it provides links which student’s can follow to find answers and the reason
behind those answers, .i.e. a complete learning package. We await an update with interest.

2. EUROPEAN QUALIFICATION FRAMEWORK

Chris Borra gave a presentation where he described the European Qualification Framework so
that we could consider the possibility of using it as a way of structuring our training systems.
Dave Thompson said that we had tried to incorporate a similar system, the National Vocational Qualification, in the BHPA some time ago but the idea was dropped due to lack of funds.
The general feeling was that to introduce the system across EHPU nations was impracticable.

 

DATE AND VENUE OF THE NEXT MEETING.

The Chairman thanked Laszlo and the HFFA for their kind hospitality in hosting the meeting.

Next year’s meeting will be held in Salzburg, Austria, on 9th/10th. June.

John Lovell BHPA
Chairman
European Safety and Training Committee.

Scritto da Rodolfo Saccani il .

ESTC meeting 2010 minutes (english)

EUROPEAN HANG GLIDING AND PARAGLIDING UNION
European Safety and Training Committee
Minutes of the meeting held 3rd/4th July 2010 at Cornizzolo,

 

Members present: Representing

Miroslav Fejt LAA CR Czech Republic
Marion Varner FFVL France
Joel Yout ENSA France
Karl Slezak DHV Germany
Laszlo Szollosi HFFA Hungary
Rodolfo Saccani FIVL Italy
Arne Hillestadt HP/NFL Norway
Martin Kinzl SHV Switzerland
Marius Furrer SHV Switzerland
Dave Thompson BHPA United Kingdom
John Lovell, BHPA. Chairman ESTC United Kingdom

Visitors
Arnaud Pinguet ENSA France
Sylvain Orthleib ENSA France

The Chairman welcomed visitors Arnaud Pinguet and Sylvain Orthlieb
from ENSA, the Ecole Nationale de Ski et Alpinisme of France.

 

TRAINING

1. INSTRUCTOR TRAINING STANDARDS

Marion reiterated that there was pressure from the French Government regarding Skill levels of Instructors accompanying pilots from foreign Countries. The General system for the recognition of qualifications is laid down by the directive 2005/36/EC.
This issue has been brought about by concerns raised by the Safety Organiser in Annecy regarding doubts about the skills level of visiting groups led by foreign instructors running SIV courses.
It was for this reason that Arnaud Pinguet, who represents the French Government, had been invited by Marion to address the meeting. (cf. Arnaud “general information concerning the systems for the recognition of qualifications and for the equivalence of diplomas.)
Arnaud pointed out that that they had no intention to raise obstacles in their territory, the aim being to facilitate the access to, and the exercise of, a regulated profession within the framework of the French Regulations established in the “Code du Sport”
In France, the EC directive is incorporated into the “Code du Sport” which governs Sports Instructors. The Code du Sport requires an Obligation of Qualification and an Authorisation of
Practising Professionals.
These provisions apply to all professionals operating under the regimes of Free Provision of Services, or Free Establishment regardless of Nationality.

a) Obligation of Qualification.

In French law, the professional has to be qualified. The level of qualification is checked by the French Administration. Therefore it would be very useful to standardise this level within the EU in order to facilitate qualification recognition.
Joel undertook to co-ordinate information from member Countries and will establish a website,
(maybe on the EHPU website), for all suggestions. Marion suggested that there should be a base level and an EHPU professional level stating minimum required standards.
The stated objective is to obtain an international standard of European Instructor Training Qualification which would be legal everywhere. As a first step Joel would like to collect the Instructor Training format from each member Nation by the end of September. This should contain at least, the minimum FAI level to join a training course, certificated competence on completion of the course, hourly volume of main teaching, validity, etc. etc.......
Marion said that our committee should organise a plan to be approved by all National Authorities.
Arnaud and Joel said that if we belong to the EU we should be able to move freely on the basis of the above Standard.

b) Authorisation of Practising Professionals.

Arnaud and Joel explained that this is justified by an imperative requirement in the general public interest, and the issue of these authorisations allows Administration to check the credibility of instructors. They will have to be obtained from the Administration of the particular Department where you intend to work.
There will be two types; a Professional Card under the Regime of Free Establishment if you stay throughout the year, and an Attestation of Declaration of Provision of Services under the Regime of Free Provision of Services if you stay just a few weeks per year, (the latter will require fewer documents than the Professional Card.) Among these documents will be proof of insurance covering Civil Liability of the establishment, the workers, and the pupils.
However it should be noted that the two types of Authorisation have more or less the same requirements as safety is the same important feature of both activities.

So to summarise, to work in France, you have to declare (preferably two months in advance), to the Prefecture in the Department when and where you intend to operate, using the correct forms:(Free Provision of Service, Free Establishment or Refresh form.)
These forms will be circulated by Joel but will probably be in French. A translation will be proposed.

However, if the pilots are qualified and only being guided by a more experienced pilot, then none of the above applies, BUT, they can expect to be watched to ensure there is no question of payment or instruction. If there is then the rules apply.

 

SIV TRAINING

EUROPEAN ACCIDENT DATABASE

Dave Thompson will continue to liaise with Rodolfo Saccani Saccani regarding the following issues:

a) Add to Description Flight Phase a specific manoeuvre code for unusual manoeuvres,
i.e (collapses and other manoeuvres induced by the pilot for simulation or other purposes).
Currently there is no distinction between these manoeuvres and aerobatics.

b) Add two new Yes/No fields (one for pilot and one for passenger) to record permanent
disabilities caused by accident injuries

c) Add new code and field to Description/Initial/Abnormal Flight Condition to report on
twisted risers.

Hungary will also liaise with Dave regarding the input of their data.

 

PILOT SURVEY

The following information is reported:

Belgium 1150 pilots
Czech Republic 2800 pilots 170,000 hours
Denmark 500 pilots
France 21,500 pilots 770,190 hours
Germany 25,000 pilots 250,000 hours
Hungary 1700 pilots 50,500 hours
Italy 10000 pilots 350,000 hours
Switzerland 14000 pilots Between 250,000 and 350,000 hours
Sweden 1700 pilots
United Kingdom 6,627 pilots 190,000 hours

 

2. HUNGARIAN PROBLEM

Laszlo reported that HFFA are encountering problems regarding instruction and examination created by the Hungarian Authorities. They say that teaching is not allowed and that pilots therefore need no formal training. As a result people continue to fly with no formal tuition, which has resulted in more than seven fatal accidents.
In addition they must have a medical examination as if they were Commercial Airline Pilots.

This Committee has taken note that in Hungary no instruction or examination of participants in Free Flying is permitted.
We believe that formal training is the first essential before anyone is allowed to fly, in order to achieve safety within our sport.
Also a simple Certificate of Fitness similar to that required for a driving licence is considered to be adequate to fly paragliders and hang gliders.

In order to promote this cause the 2011 ESTC meeting will take place in Hungary.

 

SAFETY

1. PILOT SURVEY

The following information is reported:
Belgium 1150 pilots (no change reported)
Czech Republic 3500 pilots 170,000 hours
Denmark 500 pilots (no change reported)
France 36,000 participants, comprising:
58% Paragliding
36% Kiting
3% Delta
1% Speed riding
Germany 34,000 pilots 250,000 hours
Hungary 1,064 pilots 50,000 hours NOTE: Registered pilots.
1,000 pilots NOT registered
Italy 10,000 pilots 350,000 hours
Norway 1,700 pilots 25,000 hours
Switzerland 14,000 pilots Between 250,000 and 350,000 hours
Sweden 1,700 pilots (no change reported)
United Kingdom 6,500 pilots 190,000 hours

 

2. EQUIPMENT

The Chairman introduced this subject by reminding members that Working Group 6 has the responsibility of dealing with matters relating to Glider Certification and Testing.
Rodolfo Saccani raised the subject of Paraglider line strength test specifications, where it appears that the
manufacturers in general use upper lines much stronger than the test requirement. However in Italy
they have statistics showing line failure at loads far greater than the normal test load.
He presented files detailing their findings, and these have been forwarded to Angus Pinkerton,
the UK delegate on WG6 so that he can raise the issue at their forthcoming meeting.

 

3. FLYING PRACTISES

The subject of overtaking when flying along a ridge was discussed.

In Hungary this is forbidden.
In Switzerland this is forbidden.
In France this is forbidden.
In Germany there is no ridge protocol.
In Norway overtaking is permitted. The one overtaking must give way.
In Italy the one overtaking has right of way. (i.e. exactly opposite to the Norwegian rule.)
In Czech Republic overtaking must be done on the outside of the slope.
In UK overtaking should be done on the ridge side.(i.e. exactly opposite to the Czech rule.)

Italy, France and the UK have stated their intention to review this issue.

 

4. SPEED FLYING

The chairman asked the meeting to clarify the definitions of the range of activities covered
within this genre. Although there seems to be some confusion, not least among the participants,
the general definitions seem to be:

Speed Riding: The use of ultra-small para wings between around 7-10 sq.metres. These have a wing loading between 6-10 Kg/sq.metre . They are used over snow and launched using skis.
Note: These wings are not certified.

Speed Flying: The use of small paraglider wings, 12,14,16 sq.metres, foot launched. They are
usually used for fast and low ground clearance descents.
Also in this category are “Mini wings”. These are paragliders between 16-20 sq. Metres.
They are generally used to permit flying in winds that would be otherwise too strong.
Note: These wings are usually load tested only and have no flight test certification.
Speed Gliding: This category covers the use of hang gliders, over snow and ski launched.

Across the range of these 3 activities:-

AUSTRIA It is not legal here.

BELGIUM It is acceptable to their Insurance Provider, but wings must be
15 sq.metres or more.

CZECH REPUBLIC It is not an authorised activity here, but there have been 3 recent fatalities.

GERMANY It is not considered flying as it is limited to 30 metres a.g.l.
It is regulated by a separate body:- The German Speed Gliding Federation.

ITALY The law recognizes it as paragliding. There are very few practitioners

NORWAY Speed Gliding and Speed flying as defined above is regulated in Norway.
To obtain a licence you need IPPI 3 level or be a parachutist with over
300 jumps. The size of paraglider is dependent on the number of jumps.
These must be followed by training with a qualified instructor and pass a
theoretical test.

SWITZERLAND A special FSVL licence is required following a course with a qualified
Speed Flying Instructor, who must be tested every year. There 450
licenced pilots who are required to have avalanche knowledge.
It is done mostly on skis, and for foreign visitors a Swiss speed-flying
instructor must be present.

SWEDEN They consider it speed skiing only.

DENMARK There is no speed skiing as they do not have any mountains.

FRANCE It is controlled by the FFVL. A course has been established for
instructors.
Before flying, contact must be made with a local Club or School.
Some manufacturers would like CEN to establish tests for these wings.

UK A development team has been established to see if and how this
activity can be incorporated into the BHPA

 

5. COMPETITION FLYING

It was noted that the CIVL Safety and Training sub-Committee is as follows:
Members:
László Szöllösi (Hungary) – Chair
John Aldridge (UK)
Robert Aarts (Finland)
Martin Scheel (Switzerland)
Oyvind Ellefsen (Norway)
Kamil Konecny (Czech Republic)
Dennis Pagen (USA)
Iris Vogt (Austria)
It is also noted that the FAI website indicates that CIVL Safety and Training sub-committee will
undergo further changes.
We had hoped that a better link could be forged with Laszlo as their Chairman.
However now that we have seen John Aldridge’s statement that the safety focus for
each discipline will be embedded within the respective sporting discipline sub-committees,
it seems that the Safety and Training Sub-Committee will in future only have a monitoring and
co-ordinating function, as quoted in his statement.
Thus it would appear that rather than enhancing future contact between EHPU and CIVL, these
changes will make it even more difficult.
However it is noted on the FAI website that Laszlo has been charged with getting a feel for
whatever competition accident statistics are already available and we look forward to their publication.
Marion reported that the EHPU letter to CIVL regarding Competition seemed to have had a
significant effect, however he pointed out that CIVL represent only a few competition pilots,
whereas we represent many thousands of pilots.
Discussion took place regarding the recent OCTWG status report. There was unanimous
agreement that the proposals showed only a tiny step forward and were not likely to make any
significant safety improvements.
We agreed that we should continue to push that only EN tested gliders be used in all competitions.

 

5. DATE AND VENUE OF THE NEXT MEETING.

The Chairman thanked Rodolfo Saccani and the FIVL for their kind hospitality in hosting the meeting.

Next year’s meeting will be held in Hungary, approx. 60 Km from Budapest on July 9th/10th.

John Lovell BHPA
Chairman
European Safety and Training Committee.

Scritto da Rodolfo Saccani il .

ESTC meeting 2009 minutes (english)

EUROPEAN HANG GLIDING AND PARAGLIDING UNION
European Safety and Training Committee
Minutes of the meeting held 25th/ 26th July 2009 at Cerny Dul

 

Members present: Representing

Miroslav Fejt LAA CR Czech Republic
Petr Brinkman LAA CR Czech Republic
Marion Varner FFVL France
Karl Slezak DHV Germany
Attila Hollo HFFA Hungary
Laszlo Szollosi HFFA Hungary
Rodolfo Saccani FIVL Italy
Martin Kinzl SHV Switzerland
Marius Furrer SHV Switzerland
Dave Thompson BHPA United Kingdom
John Lovell, BHPA. Chairman ESTC United Kingdom

Visitor
Joel Yout ENSA France

Apologies:
Karel Vanderheyden Belgium
Nick Godfrey Denmark
Dara Hogan Ireland
Arne Hillestad Norway
Joakim Ringvide Sweden

The chairman welcomed the two Representatives from Hungary who were attending the meeting
for the first time.
He also welcomed Joel Yout from ENSA, the Ecole Nationale de Ski et d’Alpinisme of France

 

SAFETY

EUROPEAN ACCIDENT DATABASE

Dave Thompson will continue to liaise with Rodolfo Saccani Saccani regarding the following issues:

a) Add to Description Flight Phase a specific manoeuvre code for unusual manoeuvres,
i.e (collapses and other manoeuvres induced by the pilot for simulation or other purposes).
Currently there is no distinction between these manoeuvres and aerobatics.

b) Add two new Yes/No fields (one for pilot and one for passenger) to record permanent
disabilities caused by accident injuries

c) Add new code and field to Description/Initial/Abnormal Flight Condition to report on
twisted risers.

Hungary will also liaise with Dave regarding the input of their data.

 

PILOT SURVEY

The following information is reported:

Belgium 1150 pilots
Czech Republic 2800 pilots 170,000 hours
Denmark 500 pilots
France 21,500 pilots 770,190 hours
Germany 25,000 pilots 250,000 hours
Hungary 1700 pilots 50,500 hours
Italy 10000 pilots 350,000 hours
Switzerland 14000 pilots Between 250,000 and 350,000 hours
Sweden 1700 pilots
United Kingdom 6,627 pilots 190,000 hours

 

EQUIPMENT

Karl Slezak reported on progress with the new German LTF (Airworthiness directives).
The “round table” (DHV, EAPR, PMA) has sent a common proposal for the new LTF to the LBA (German Civil Aviation Authority). This proposal contains the EN 926-1, 926-2 and additional working instructions, to make the testing of manoeuvres like symmetric/asymmetric collapse, spiral, more precise. In comparison to the original EN-Norm, there are also more precise instructions for the documentation of the tests.
In order to have one common test standard, the next goal is to convince EN WG 6 to adopt the additional working instructions and formally incorporate them into EN 926-1 and 926-2.
Karl explained that a test house must hold the LBA-Certification in order to certify gliders which are dedicated for the use in Germany.

 

FLYING PRACTISES

Karl made the suggestion that we should consider asking manufacturers to make a clear statement
in the manual whether or not an EN-B paraglider is suitable for Students and Schools.

ALTHOUGH OF GREAT INTEREST TO THIS COMMITTEE, BOTH THE ABOVE ISSUES REGARDING
TESTING AND CERTIFICATION ARE SPECIFIC TO THE EHPU AIRWORTHINESS COMMITTEE.

The Chairman reminded everyone that every participating Country MUST ensure that their
National Organisation Website offers a link to their Flying and Safety Rules page, (sometimes
called “Visiting Pilots” page.

DEMONSTRATION

Ulrich Ruegger of ActiveFly demonstrated the updated version of his Paragliding Flight Simulator.
This equipment is intended to enable students to experience flight when entering and leaving thermals.
The programme gives the pilot a panoramic view simulating flight in a mountainous region.
The harness in which the student is seated pitches backwards, forwards and sideways in synchronisation with the picture movement he sees in front of him, and at the same time the pilot experiences realistic forces on the control handles. This simulates the movement of the glider above the pilot’s head. By using the control handles correctly he can quickly learn to “dampen” the simulated oscillation
of the glider. All this in the safety of the classroom.

The general view of the Committee was that this simulator is extremely realistic and a useful
and practical tool for teaching students the canopy control skills required when flying in
thermic conditions, without exposing them to the associated dangers.

 

TRAINING

INSTRUCTOR TRAINING STANDARDS

The French Government would like to make a comparison of the different training systems and
skill levels of Instructors in each Nation represented by EHPU.
This issue has been brought about by concerns raised by the Safety Organiser in Annecy regarding doubts about the skills level of visiting groups led by foreign instructors running SIV courses.
It was for this reason that Joel Yout had been invited by Marion to address the meeting.
Marion stressed that this was not an attempt to unify Instructor skills or examinations, as each Nation has different skill levels required, often based on the topography of their specific Country.
Also the issue was raised regarding the ongoing re-assessment of qualified instructors, for example
Hungary requires an annual check.
In order to pursue this subject, ENSA have agreed to host a meeting in Chamonix on the weekend November 14/15th. Anyone within our National Associations who is dedicated to Pilot Training would be most welcome.
ENSA and FFVL have very kindly offered to finance this meeting with delegates only having to meet travel costs.

 

SIV TRAINING

Most nations felt that SIV training would be generally beneficial to their members and certainly instructors should have completed such a course.
Following on from this it was suggested that it should be shown on an Incident Report Form whether
a pilot had completed such a course.

 

SPIRALS

Marion reported that there is evidence in France that pilots sometimes experience “The Grey Curtain” when caught in a deep spiral.
This phenomenon leaves them partially conscious, and unable to carry out the normal physical
movements required to control the glider to exit the spiral.

 

SPEED FLYING

Switzerland reported that they had now experienced 5 fatalities over the last two years.
Their view is that this activity attracts people who like to take risks. To participate they must have
an FSVL licence and then a course with a qualified Speed Flying Instructor.

AUSTRIA It is not legal here.

GERMANY It is not considered flying as it is limited to 30 metres agl.
It is regulated by a separate body :- The German Speed Gliding
Federation.
CZECH REPUBLIC It is not an activity here

BELGIUM It is acceptable to their Insurance Provider, but wings must be
15 sq.metres or more.

SWITZERLAND A special licence is required. There are currently 450 licensed fliers
and their licensed instructors are tested every year. They are required to have avalanche knowledge.
It is done mostly on skis, and for foreign visitors a Swiss speed-flying
Instructor must be present.

ITALY It is recognised as paragliding. However it is still under consideration.

SWEDEN They consider it speed skiing only.

DENMARK There is no speed skiing as they do not have any mountains.

FRANCE It is controlled by the FFVL. A course for has been set up for instructors.
Before flying, contact must be made with a local Club or School.
Some manufacturers would like CEN to establish tests for these wings.

UK A development team has been established to see if and how this
activity can be incorporated into the BHPA.

 

COMPETITION FLYING

It was suggested and agreed that pilots participating in organised competitions should only use
certified gliders.

It was also felt that the time had come to make dramatic changes to the sort of tasks being set.
It seems particularly dangerous that tasks are always based on how fast a pilot can fly his glider.

Also it was noted that the pilots themselves had too much influence in the whole structure
of Competition Flying. We know of no other sport where the competitors themselves are
almost entirely responsible for dictating the format of the competition.
While we understand the need for competitors to have a voice, the detail of the general format
should not solely lie with them.

It was agreed that the time had come that this Committee, with EHPU approval, write a formal
letter to CIVL informing them of our serious concerns.

 

DATE AND VENUE OF NEXT MEETING

The chairman thanked Miroslav and Petr for the kind hospitality of LAA CR in hosting the
meeting this year.
Next year’s meeting will be held in Cornizzolo in Italy on 3rd/4th July 2010.

Scritto da Rodolfo Saccani il .

ESTC meeting 2008 minutes (english)

EUROPEAN HANG GLIDING AND PARAGLIDING UNION
European Safety and Training Committee
Minutes of the meeting held 5th/ 6th July 2008 at Chamonix

 

Members present: Representing
Andreas Pfister ÖAEC Austria
Karel Vanderheyden FBVL Belgium
Miroslav Fejt LAA CR Czech Republic
Petr Brinkman LAA CR Czech Republic
Nick Godfrey DHPU Denmark
Marion Varner FFVL France
Karl Slezak DHV Germany
Rodolfo Saccani FIVL Italy
Joakim Ringvide SSFF Sweden
Martin Kinzl SHV Switzerland
Marius Furrer SHV Switzerland
Dave Thompson BHPA United Kingdom
John Lovell, Chairman ESTC, BHPA United Kingdom

Visitor
Scott Torkelsen DHPU CIVL

Apologies:
Arne Hillestad HPNLF Norway
Dara Hogan IHPA Ireland

 

EUROPEAN ACCIDENT DATABASE

The chairman welcomed both Austria and Denmark who were represented at the meeting
for the first time. He also welcomed Scott Torkelsen who was attending representing CIVL.

Dave Thompson explained how the harmonised database system works,
in that there is no centralised database, each Nation maintaining their own, but utilising
a common template, with the facility to import and export the information in a standard format.
Dave will send the template to Karel.

A discussion regarding accidents occurring in Competitions followed, and Scott said that he
will make recommendations at CIVL to ensure these accidents are documented and reported
in a formalised manner.

Italy raised the request to make 4 changes to the database template, as follows:

a) Add to DescriptionFlightPhase a specific manoeuvre code for unusual manoeuvres,
i.e (collapses and other manoeuvres induced by the pilot for simulation or other purposes).
Currently there is no distinction between these manoeuvres and aerobatics.

b) Add two new Yes/No fields (one for pilot and one for passenger) to record permanent
disabilities caused by accident injuries

c) Add new code and field to Description/Initial/AbNormalFlightCondition to report on
twisted risers.

Dave said he will contact the UK Database man, and then liaise with Rodolfo Saccani.

A discussion followed regarding follow-up information where injuries lead to complications
later, such as permanent disability. This information is difficult to obtain, and some felt that
it could lead to insurance problems.

 

PILOT SURVEY

The following information is reported:

United Kingdom 6,627 pilots 190,000 hours
Italy 10000 pilots 350,000 hours
Germany 25,000 pilots 250,000 hours
Switzerland 14000 pilots Between 250,000 and 350,000 hours
France 20,000 pilots 500,000 hours
Czech Republic 2800 pilots 170,000 hours
Sweden 1700 pilots
Belgium 1150 pilots
Denmark 500 pilots

 

EQUIPMENT

Issues relating to known problems with some Gin gliders, namely Boomerang and Yeti models.
The Liros DC lines used in the upper cascades are prone to considerable shrinkage.
Gin are offering to replace these linesets free of charge.

Joakim reported that they have had problems with Supair Altix reserve parachutes in that the container has failed to open. This is due to the line between handle and pin being constrained by
The large Velcro flap closure, preventing the pin from moving.

Rodolfo Saccani reported that there were some old Comet wings in circulation with fake DHV Certification panels attached, although these wings were never certificated.
One had even been involved in a recent fatality in Italy.
Rodolfo Saccani said that it is very important to make porosity checks on a regular basis.

Dave reported that in the UK there was a lot of old and very dangerous equipment appearing on the market in newspaper advertisements and on Ebay.

Karl described some work they are doing regarding harness protection, investigating the
practical use of side protection, as well as looking into the design of airbags, some of which
could be the cause of injury rather than protecting from it.

 

FLYING PRACTISES

Karl raised the question of rules regarding circling in thermals. It would appear that there are
several different practises in operation throughout Europe.

FRANCE: You must enter from the opposite side and circle in the same direction.
Thermalling pilot has the right of way. Marion reported that in competition the
Meet Director determines the direction for circling in thermals.

GERMANY: They do not have any “right of way” rules regarding thermalling.
Karl suggested using the “right hand rule” when meeting someone circling
In a thermal, but it was pointed out that the situation changes every half circle
thus making a rule such as this unsafe and therefore unworkable.

CZECH REPUBLIC: A pilot flying straight must give way to another pilot circling in thermal.
Dave pointed out that this would not work in the UK as a lot of flying is done
flying straight along a ridge

UK. Pilots joining another already circling must circle in the same direction.
However Dave pointed out that in the UK the primary rule is that:
IT IS THE DUTY OF EVERY PILOT TO AVOID A COLLISION.

ITALY: The pilot behind has the right of way.
(This conflicts with the rules of just about every other Nation.)

SWITZERLAND In thermal flights pilots joining another already circling must circle in the same
direction. Aircraft turning in thermals have to be overtaken on the right hand side.

CONCLUSION Pilots must be able to ascertain the “Rules of the air” of any Country he
intends to visit, therefore:
Every participating Country MUST ensure that their National Organisation
Website offers not only a link to their Flying and Safety Rules page,
(sometimes called Visiting Pilots Page), but also displays links to
every other Country’s Website Flying and Safety Rules page.

 

SPIRAL DIVE RECOVERY TECHNIQUES.

Dave reported that in the UK we had not prepared for the close link between 360 degree turns, which we teach to students, and the possible rapid onset of a spiral dive if the turn is tightened too much.
UK has recently issued a Safety Notice regarding the dangers of inadvertently entering a spiral dive.
Karl reported that the Gin Zulu is most aggressive in spin.
A lengthy discussion took place regarding this issue.
Manufacturers and Test Houses should clarify the correct way to exit a locked-in spiral on
each canopy. We do not want our members to become test pilots.
The technique of releasing the into-spin control needs to be carefully addressed, as this can cause the canopy to speed up causing even more problems.
Work is needed to determine what is a safe angle of bank, or rate of turn, to ensure a spin is not entered inadvertently. We must protect our students.

 

ACRO. (AEROBATICS)

The following recommendations were made at Grindelwald in 2006:

All Federations should remind their members that if they undertake Acro flying then they are flying a glider that has not been certified for this activity.

In Acro competition, each safety boat should have a trained medic on board, skilled in resuscitation.

There should be only one pilot in the “box” at a time if there is only one safety boat.

If formation flying is taking place, there should be one safety boat for each pilot.

A fully equipped ambulance should be present manned by qualified personnel.

Due to neck injuries sustained when entering the water at speed, it is recommended that helmets should have short chin guards, and no rear extensions, in order to prevent twisting forces being applied to the helmet and hence the neck.

Scott Torkelsen stated that he had not been made aware of these recommendations
by the previous CIVL Safety Committee Chairman.
Hopefully some consideration will be now be given to these now 2 year old issues.

 

TRAINING

Para Pro Stage 3

Scott said he will be working on our proposals in the near future, but stated that both ParaPro
and SafePro may be altered by any individual Country for their own use, depending on the
topography. For example, flying is quite different in Belgium compared with Switzerland.

 

SPEEDGLIDING

AUSTRIA It is not legal here.

GERMANY It is not considered flying as it is limited to 30 metres agl.
It is regulated by a separate body :- The German Speed Gliding
Federation.
CZECH REPUBLIC It is not an activity here

BELGIUM It is acceptable to their Insurance Provider, but wings must be
15 sq.metres or more.

SWITZERLAND From 1st Jan 2008 a special licence is required. There are
currently 340 licensed fliers and 42 licensed instructors who are
tested every year. They are required to have avalanche knowledge.
It is done mostly on skis, and for foreign visitors a Swiss speed-flying
Instructor must be present. The SHV have no information regarding
accidents.

ITALY It is recognised as paragliding. However it is still under consideration.

SWEDEN They consider it speed skiing only.

DENMARK There is no speed skiing as they do not have any mountains.

FRANCE It is accepted by the FFVL, but it has to be carried out in conjunction
with a local ski school. They have set up a course for instructors,
and CEN are establishing load and shock tests for wings.

UK A development team has been established to see if and how this
activity can be incorporated into the BHPA.

 

ANY OTHER BUSINESS

Marius reported an HG accident where the pilot had altered the sprog settings on his glider, resulting in a tumble. Pilot Error. All gliders should have their sprog settings measured.

Nick reported that prone harnesses can cause problems when risers get twisted. Twists
Seem to be occurring more frequently.

Karel reported that one school in Belgium which had not had their licence renewed by FBVL are
carrying on outside the control of FBVL with separate insurance.
Dave said that this had happened on several occasions in the UK.

The meeting adjourned for members to participate in trials of a practical paragliding flight simulator, demonstrated by Ulrich Ruegger, a German engineer.
The concensus of opinion that it could become a useful tool but still required considerable
further development.

 

DATE AND VENUE OF NEXT MEETING

A vote of thanks was expressed to the Management and Staff at ENSA in Chamonix for the welcome and hospitality shown on the occasion of this meeting.
Again, thanks to Marion Varner and FFVL for establishing this arrangement.

The date for 2009 was fixed as the weekend 25th/26th July,to be held in Cerny Dul, in
The Czech Republic.

John Lovell, BHPA
Chairman
European Safety and Training Committee.

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