See also the general issues and equipment pages
Long Mynd notice board
All pilots look out for the notice board near the entrance gate – this will give any information relevant to the day – changes to landing fields, turning direction if a competition is on, coaching sessions etc. Don’t climb over the fence by your car to avoid looking at it, it’s there to help everyone.
How to submit a CANP (Civil Aviation Notification Procedure)
This is for use during weekdays only and notifies the RAF of our intended activity. It is specifically only for the locality of our launch sites but now can include specification of up to cloudbase and downwind. It’s really easy to do, but must be done a few hours before the intended flying time, or preferably the day before up to 8pm. It will then appear on the likes of the Notaminfo webpage as a Notam (visible to and relevant to all pilots). It is becoming increasingly important for us to do this, so please make use of the facility. Only once you have an email response confirming your reference number, then please post on the LMSC forum so that everyone else will know it’s been done. It’s also a good way to highlight where likely to be flyable to other club members. Even if you all decide not to launch for any reason, then will not cause the RAF an issue if not used. If more than one person submits a form for the same site, then the RAF will not create two NOTAMs, just wastes their time a little, so better to use our website forum to confirm it’s in place.
This is the link: https://docs.google.com/spreadsheets/d/1fwa8wvZ4V4mw1MzgAD4ghkhccExJUbvTnvzuDelpCt8/edit?usp=sharing
This is what the spreadsheet form looks like, click it to see bigger image:
All you have to do is click on the little arrows, select Long Mynd as the club, then select the site from the dropdown menu. Then select the start and end time, remember this is the time you or someone else is likely to be flying near to the ground near the site, not 5 hours later 100km downwind. Once you have put all the details in, then just use select all the form within the box and cut/paste into your email system. Then cut/past the email address from the bottom of the form into your email address box and fire it off. Simple really. Some while later you should get an email with a reference number, here’s an example email response:
NOTAM has been published for the below activity.
Some caveats to this. The system is still being refined and discussed between the RAF, BHPA and CAA with further improvements likely, but it won’t stop us using it now. These centre around the distance from launch location, what type of NOTAM it creates and whether we should use the BHPA site codes.
The club has instigated a club specific register of incidents. This is independent of the official BHPA incident reporting scheme and not so laborious. If you see anything at all which relates to a potential safety hazard, or an actual incident, whether you are the pilot concerned or not, please can you email email@example.com. No personal details will be recorded (to avoid data protection issues and for anonymity sake), and the full text of the log will not be published.
The value of this will be fully appreciated if it ever prevents just one other person from getting hurt through lack of knowledge. It will also reduce any potential legal threat to the club by showing that we are taking a pro-active stance on pilot safety.
If anything becomes apparent that a safety notice needs to warn pilots, then this will provide a rapid way of collating information and a route to getting LMSC pilots and if necessary all BHPA pilots warned through Skywings.
Please see the general issues about safety page for further details.
Fatal incident reports
I do not think it weird to try to learn from other’s misfortune. Throughout the short history of manned flight this has been the single most important factor in improving flight safety. It is everyone’s responsibility to try to minimise the likelihood of an accident for yourself or anyone else. You having a bad accident materially affects the people who witness it, so please, please try to learn from others.
BHPA Investigation of a paragliding accident which occurred at Algodonales, Spain on 19th March 2009 in which the pilot was fatally injured.
Not clear cut, but a key issue was the delayed medical support. A more prompt and better managed response by the police may have resulted in a different end result. Specific wording – “The pilot remained alive for between 3 and 4 hours after the incident. It is possible, with more prompt and thorough medical attention, the incident may have been survivable. However, no post-mortem evidence has been made available.”
BHPA Investigation of a paragliding accident which occurred at Corndon Hill, Shropshire, on 12th April 2009 in which the pilot suffered fatal injury. For full details, please see BHPA website. It is a worthy read for all pilots and is very detailed and shows the efforts that the BHPA make to investigate UK incidents.
Extract: SECTION 3 – CONCLUSIONS The accident was the result of the experienced pilot flying a wing/harness combination that he had configured in such a way that the likelihood of a loss of control was high and that recovery to normal flight (if possible at all) would require very high levels of recovery skill. SECTION 4 – SAFETY RECOMMENDATIONS It is recommended that the FSC should consider altering the advice to pilots about how they choose wings within the EN classes. The FSC should conduct research to clarify whether ‘loss of control/recovery’ skills training has a proven benefit. The FSC should republish advice about the vital importance of correct harness chest strap setting
Please read up further at http://www.bhpa.co.uk/members/safety/inquiry/index.php
BHPA Incident Reporting online form
The form is available on the BHPA website and has to be submitted online rather than the old UK paper method. If you ever need one to report anything – and it’s not just for accidents, but anything that may help other pilots by knowing about something that you have seen with your equipment, discovered or witnessed.