Flying Procedures

The "SGS Documents" are key documents for those who fly at Shenington whether they are club members or visiting pilots.
In addition to these web based documents there are hard copies in the club house and all pilots are requested to make themselves familiar with them, A copy can be printed out via the link above.The index below is for the specific document "Flying Procedures"For other club documents click on the links on the left or for all documents click on the link above

No part of the following SGC Operating Procedures overrides BGA Laws & Rules for Glider Pilots (known as BGA Laws & Rules) or CAP 393 - The Air Navigation Order - It is the responsibility of all pilots to be fully aware of current regulation and operate aircraft safely and in accordance with such regulations. Pilots should revisit this document and other reference documents periodically (at least annually) to keep up to date with any recent changes, and complete the club signature sheet as proof of doing so.

For the purpose of this document the term *Authorising Instructor refers to BGA Full Rated Instructors and CFI approved Assistant Rated Instructors who have successfully undertaken their
Completion Course and have been specifically trained for the additional responsibilities by their CFI in line with BGA requirements.

Any pilot below the level of Bronze ‘C’ plus BGA XC Endorsement (also referred to as ‘Licence
Standard’** in this and associated documents) is regarded by the BGA as still ‘under training’ for the purposes of Instructor Supervision. However, in line with SGC club rules, only pilots who have attained a minimum of FAI Silver ‘C’ can be regarded as self-briefing pilots for the purposes of unsupervised, remotely-authorised cross-country flying.

The smooth running of the airfield and the safe and efficient use of aircraft and equipment depend upon effective organisation on every flying day. It is with this in mind that the following is written.

The Law: CAP 393 - The Air Navigation Order
BGA Operational Regulations state:-
The Chief Flying Instructor (CFI) shall have responsibility for all matters concerning gliding operations on or from the club site and no flying may take place without his authority. His decision in flying matters is final. He may appoint rated deputies to carry out his instructions if absent, but he remains responsible for all flying matters.

For the purpose of this document the term *Authorising Instructors refers to BGA Full Rated Instructors and CFI approved Assistant Rated Instructors who have successfully undertaken their Completion Course and have been specifically trained for the additional responsibilities by their CFI.

Instruction may only take place in gliders owned or operated by a flying club.

All SGC Instructors are required to keep up to date with and conduct their flying in accordance with BGA Laws & Rules, the BGA Instructor Manual and related material such as the BGA document Guidance on the Supervision and Care of Pilots

Whenever flying training takes place at Shenington, an *Authorising Instructor must be present.

Basic instructors may only operate under the supervision of an SGC *Authorising Instructor. The BGA lays down a specific code of conduct of the flying of trial lessons of which all instructors should make themselves aware and strictly abide by.

NOTE: the BGA strictly prohibit the flying of aerobatics with trial lesson visitors. Only Full
Flying Members will be authorised for flights involving aerobatics.

The *Authorising Instructor probably cannot personally deal with all the required supervision
tasks during the flying day. In any event, it remains his clear responsibility to ensure that other
instructors or suitably experienced pilots assisting with supervision and with briefings have
themselves been briefed by him and agree on the key issues of the day e.g. airfield usage,
weather, airspace, field landing status etc.

The Duty Instructor (the Authorising Instructor-in-Charge) shall ensure that the following tasks are undertaken before flying begins:

1. Check suitability of weather for safe flying by obtaining the weather forecast from the met office aviation website.

2. Check NOTAMS and temporary restrictions - RA(T)s, etc. and print copy for launch point briefing board. Remember to also check the AIS info line on FREEPHONE 0500 354802 for the very latest information on airspace restrictions and activities.

3. Inspect the airfield for condition, obstructions and to identify any operational problems for the day.

4. Ascertain Go-Kart track activity for the day and consider safety implications.

5. Fill out the pre-flight briefing board and place on the side of the launch point vehicle.

6. Unpack required aircraft from the hangar(s), rigging, de-rigging club aircraft as required.

7. Nominate an area for private glider rigging.

8. Daily Inspection of all aircraft and equipment. Set up the launch point and launch equipment.
Check and set up the emergency equipment.

9. The Duty Instructor should use his judgement when deciding on the operating layout for the day. When a cross-wind is present the winch run should normally be set up to make best safe and efficient use of the airfield, with the winch cables laid out on the ‘downwind side’ of any crosswind component along the Primary Run, allowing an area upwind of the launch line for gliders to land in and tow back to the launch point whilst maintaining safety from the wire drop zone, thus also minimising any requirement to cross the wire run.

10. Provide clear instructions to the LPC on minimum pilot experience for solo flying given the day’s conditions.

11. Nominate appropriate runway(s) and the preferred circuit direction(s) to be used, taking adequate consideration of factors such as weather, state of the field, etc. On busy days it may be safer and more appropriate for a ‘remote’ landing area to also be nominated by the Duty Instructor (eg. for use by private gliders) with a second de-conflicted and non-overlapping circuit pattern. Each landing area should have only one preferred circuit direction. This should be briefed and promulgated on the launch point briefing board. (See also Part 16 and 18 below).

At the end of the day’s flying, the Duty Instructor is responsible for checking to ensure that every aircraft is accounted for. If not, then Overdue Action procedures must be initiated (Refer to SGC Emergency Procedures. He should also take responsibility (or delegate to a responsible person) for putting away and checking aircraft and equipment.

One person should be in charge of hanger packing and unpacking. That person should be both responsible and accountable to the club. When equipment is put away after flying make sure that any minor repairs are carried out. eg. repairs to cables. Any damage not repaired should be recorded appropriately.

Under new (EASA) regulation, Daily Inspection (DI) of gliders may only be conducted by pilots of Bronze level and above. A training record of authorised pilots will be maintained by the club. Motor-glider daily inspection may only be conducted by pilots holding an appropriate valid PPL or NPPL. For further guidance on pilot maintenance procedures, refer to SGC Guidelines on Pilot Maintenance. All aircraft, winches, ground and emergency equipment require daily inspection by a competent person as delegated by the Duty Instructor. Aircraft must be inspected daily before being taken to the launch point and the DI book signed. Details of defects or problems must be recorded in the appropriate DI book and reported to the Duty Instructor before the glider is flown. It is the responsibility of each pilot to ensure the aircraft is airworthy before each flight which may necessitate a walk-around prior to launch.

In line with BGA recommended practice, all club members shall wear a parachute when flying gliders. The only exceptions to this rule are where the wearing of a parachute would exceed the seat weight limit for the aircraft or if is not ergonomically viable. In this case pilots should be made fully aware of the additional risks involved by the Duty Instructor.
This is NOT applicable to temporary members taking Air Experience Flights who must always be fitted with a parachute and briefed in its use before flying.

Parachutes should be checked and repacked periodically according to expert recommendation.

Always ensure that club parachutes are not left in the gliders overnight and are returned to the parachute store.

The parachute must be kept dry and clean at all times.

Never put a parachute down on the ground.

Never allow a parachute to become contaminated with fuel, oil or acid.

Parachutes should be checked as part of the glider’s Daily Inspection.

If the parachute has become damp or contaminated, or if the release pins under the flap are bent or have been partly withdrawn, the parachute must be declared unserviceable and sent for servicing and re-packing before use.

Towing with a vehicle is the preferred method when the glider needs to be moved quickly or for greater distances than can easily be accomplished by manhandling. Towing involves hooking the glider to a vehicle and pulling it in a forward direction while being stabilised and steered by hand.
Safe towing requires the following points to be observed:-

The length of the rope used should be greater than half a wing span. This is to ensure that if the glider is turned unintentionally while on tow, the wing will not hit the towing vehicle.

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

Where there is a risk of the glider over-running such as downhill or with a significant tail wind, a third member of the crew should walk in front of the glider

The driver of the tow vehicle and the wingtip holder must be in constant communication with each other so that in an emergency, the driver can stop immediately. Visual communication is essential.
The tow driver should keep a constant watch on the wingtip holder.

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

When towing, the wingtip holder should aim to keep the glider fuselage directly behind or slightly to the opposite side of the tow vehicle from the wingtip he is holding. If the fuselage of the glider is allowed to drift to the wingtip-holder side of the tow vehicle any acceleration of the tow vehicle is likely to result in a rapidly worsening and unmanageable situation and a ground-loop.

Gliders should always be parked so that they are secure and stable and cannot be blown over and damaged by a strong gust of wind. The built-in stability of a glider will cause it always to weathercock into wind. Once facing into wind, the wings will generate lift and if the wind is strong enough, the glider could be blown over. To avoid that happening, take the following precautions:-

Gliders should be parked with one wing into wind, with the airflow from slightly behind the trailing edge.

Wooden and light-weight gliders should have the into-wind wing held firmly on the ground by using tyres or some form of ballast that cannot damage the wingtip.

Do not place tyres partly on the ground and partly on the wing. If the wingtip moves, the tyres will be displaced, the wing will rise and the glider may blow over.

Prevent the glider from weather cocking by placing a tyre under the nose and on the downwind side of the tailskid.

Remove tail dollies or detachable tail-wheels.

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

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

Close and lock canopies.

Note. Some glass-fibre gliders are very tail-heavy and will not weathercock. Those gliders may be parked safely by placing the downwind wing on the ground and leaving the into wind wing up. This avoids the need to place tyres or ballast on highly polished, expensive gel coat.
• If in doubt or if threatened by sudden gusts or by squally weather conditions either stay with the glider or allocate someone to stay with each aircraft.

In the interests of safety the following will apply when rigging or de- rigging gliders on the airfield.

Before any glider is taken to the launch point the pilot shall liaise with the pilot in charge of the airfield (normally the Duty Instructor) and receive any relevant briefing.

Rigging and de-rigging of gliders must only be done in an area of the airfield designated by the pilot in charge of the airfield (normally the Duty Instructor).

Gliders must not be parked in the area occupied by the owner’s caravans. It restricts movement in that area and can create a hazard.

When parking gliders near the launch point always leave clearance to allow for the manoeuvring of other aircraft.

The launch point is the most hazardous area of the gliding field with a number of risks. Safety precautions are of paramount importance and the following should be observed at all times:-

Always follow the instructions of the Duty Instructor/Launch Point Controller (LPC).

Always stay behind the glider to be launched unless specifically authorised to go forward by the Duty Instructor/LPC and do not obstruct the LPC’s line of sight and signals communication.

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

Be aware when handling ropes or cables. They might move unexpectedly. Never touch the second cable when a glider is being launched on the first cable. There is always a risk of the second cable becoming entangled with the first and dragged.

Noise should be kept to a minimum at the launch point to stop interference with launch signalling.

In the event of a launch failure, ensure that the gliders are well clear and to one side before cables are retrieved back to the winch.

Note: BGA Laws & Rules require that all clubs shall keep flight time sheets as enable an accurate record of the club’s flying operations. It is the responsibility of each pilot to ensure that their flight is recorded accurately in the club log. Thus each pilot shall ensure that their name, glider details, etc. is entered into the club log before they are launched and confirm the flight end time & duration once landed.

Aerotow operations at SGC are conducted under the guidance of the Tugmaster. The Tugmaster is directly responsible to the CFI. Aerotow operations must be compliant with the BGA Aerotowing Guidance Notes.

The placing of the A/T launch point and direction of the launch will be determined by the Duty Instructor.

The gliders will form an organised queue/grid awaiting the launch. The pilot must be in position, with his glider suitably lined up at the head of the launch queue, forward of any obstructions, with his pre-flight checks completed and ready to launch by the time a launch becomes available. If a pilot is not ready the glider may be pulled off line.

The launch point person collects the glider end of the towrope. If not already completed, ensure that the glider release mechanism has been checked for operation.

The launch point person waits for the pilot’s instruction to attach the towrope.

By accepting the tow rope, the pilot indicates that his checks are complete and that he is
fully ready to be launched.

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

The launch point person checks the security of the tow rope attachment by pulling on the towrope. He then calls “On and secure” to the pilot, lets go of the towrope and walks to the appropriate wingtip.

The launch point person then checks for any potential conflicts with the launch and says to the
pilot “All clear above and behind”. If the glider is fitted with a radio then after the signal “all clear above and behind” the glider pilot may relay signals given by the wingtip holder to the tug pilot. On some occasions (eg. grid launch) an air-band radio may be used by an external launch marshal to relay signals to the tug.

If the launch point person is not in a position to be seen by the tug pilot in the tug’s mirror, an additional signaller is required behind the glider who relays this signal. The use of a ‘forward signaller’ is not permitted.

The launch point person then signals to the tug to take up slack at the same time calling out to the pilot “Take up slack”.

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

The wingtip holder runs with the wingtip, keeping the wings level and the glider straight until the pilot establishes sufficient aileron control to hold the wings level.

In the case of a wing-drop, the pilot must release immediately.
Note: During the initial part of the launch if anyone at the launch point gives a “STOP” signal the glider pilot will release the towrope immediately. It is worth noting that the tug pilot may elect to continue his take-off for safety reasons.

Winch operations at SGC are conducted under the guidance of the Winchmaster. The Winchmaster is directly responsible to the CFI. All winch launch operations at SGC must be compliant with the SGC & BGA Winch Operators Manuals.
The tasks involved are illustrated by a typical sequence of events, as follows:-

A launch point person removes the cables from the retrieve vehicle when it arrives. He must make sure that the second cable is well clear of the first and that the parachute attached to the second cable is well clear of aircraft, people or ground obstructions. The down-wind cable is normally used first. The cable retrieve driver returns to the winch when the route is clear.

The launch point person selects the appropriate weak link for the glider to be launched. A chart giving the appropriate weak links for each glider should be available at the launch point.
Remember it is the pilot’s responsibility to know the appropriate weak link and to check that the correct link has been attached.

The pilot should be in position, with his glider suitably lined up at the head of the launch queue, forward of any obstructions, with his pre-flight checks completed and ready to launch. This is not the time to be carrying out adjustments and if a pilot is not ready the glider may be pulled off line.

The launch point person takes the cable to the glider and waits for the pilot’s instruction to attach the cable.

By accepting the cable, the pilot indicates that his checks are complete and that he is fully
ready to be launched.

With the wingtip of the glider still on the ground, the launch point person then instructs the pilot to ‘open’ the cable release hook and when the ring is in place, he asks the pilot to ‘close’ the release.
The pilot should confirm the instructions as he carries them out.

The launch point person checks the security of the cable attachment by pulling on the strop,
forward of the weak link assembly. This checks the ring in the release mechanism and also checks the security of the intervening linkages. He then carefully lays the cable on the ground and calls “CABLE ON AND SECURE” and walks to the appropriate wingtip.

After connecting the cable to the glider the same launch point person then puts the wings level and
checks all around for possible conflict with the launch. To prevent any misinterpretation by the
radio signaller or winch driver, the wings must not be put level until the glider is completely ready and it is safe to launch.

After seeing that there is no conflict the launch point person says to the pilot “ALL CLEAR ABOVE AND BEHIND”, signals to take up slack and at the same time calling out to the pilot “TAKE UP SLACK”. The launch radio signaller relays this signal to the winch by the call “WINCH – LAUNCHPOINT – [GLIDER TYPE] – [CABLE TO BE USED] -[pause]- TAKE UP SLACK”

When all the slack is out of the cable, the launch point person signals and calls to the pilot “ALL OUT”. The launch radio signaller relays this signal to the winch by the call “ALL OUT”.
Note: If any potential problem is identified, the launch should be stopped immediately. It is the responsibility of everyone at the launch point to call for a STOP if a potential safety hazard to the launch is identified. Whoever spots the problem should shout “STOP” and hold one hand above the head as a visual signal. The launch radio signaller will then relay the “STOP” signal to the winch immediately. If necessary the radio STOP signal is repeated.

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

In the case of a wing-drop, the pilot must release immediately.

Note: At Shenington, primary communication between the launch point and the winch is by ground radio. A spare radio must be available at the launch point for use if the No1 radio becomes U/S.

A mixed launch operation is only safe when conflict between the two launch systems is avoided. Vital factors necessary to avoid confliction are: -

The two launch points should be within view of each other.

If there is any risk of the aerotow over-running the winch cables then the cables must be drawn into the winch before the aerotow commences.

Once the tug has pulled in line with the engine running, launch priority is given to the aerotow.

Good look out and airmanship is a minimum requisite for all pilots. The following list is a guide to the main points. Please note that any pilot seen to be flying in an unsafe manner or displaying poor airmanship, will as a minimum, be asked to undergo further two-seat training until the incident has been fully investigated.

Avoid loitering above and around the winch area during flight when gliders are waiting to winch launch.

In line with BGA guidance, a ‘Preferred’ circuit direction is to be designated for the runway in use. Due to possible collision risk in the final approach area opposing circuits to the same landing area are to be avoided.

If more than one circuit/landing area is in use they are to be designed to avoid ‘overlapping’ of traffic patterns and thus minimise risk of collision. eg: Primary preferred circuit left-hand to land in Clubhouse Field (RWY 35) with a secondary circuit right-hand to land in the 8-Acre Field (RWY 28). Pilots must be certain that their aircrafts flight path and landing roll-out will NOT cross the active winch-run line. Power traffic should also consider ‘go-around’ options, which should NEVER cross the winch-run line.

All circuits shall be conducted at a safe height and final turn completed by not less than 300ft.

Pilots in circuit should be aware of the high workload and high traffic density, and adjust their look out appropriately for other aircraft, both gliders and power.

Wherever possible and not withstanding emergencies, a pilot should always aim to join the circuit at ‘High Key’ as detailed in the BGA training syllabus. Pilots performing competition type finishes#, aerobatics, thermalling, or any other non-standard flying, must do so in such a way that it does not conflict with those flying a ‘standard circuit’. Non-standard flying must be carried out to the highest standards of airmanship, handling and lookout.

If the glider you are flying is fitted with a radio and time permits, make a call on 129.975 when down wind for circuit i.e. “Shenington, Glider Juliet November Alpha, down-wind left hand RWY 28.” Remember if the workload is high; Aviate then communicate.

Due to the limited options available in the event of an engine failure / rope break, it is advised that motor–glider take-offs & A/T launching on RWY 23 (The ‘Short-Hard’) towards the bund should be undertaken with additional caution. A/T launching from RWY 23 is at the tug pilot’s discretion. Trial lessons should not be launched by A/T off RWY 23.

# Practice Competition Finishes: Pilots must be aware of and fly within the requirements of CAP393 ANO Rules of the Air Section 2 Article 5 (low flying rule) and Section 1 Article 74 (reckless or negligent endangerment of any person or property). To meet this requirement, all approaches towards the airfield should prescribe a descending profile (other than to go-around where necessary), the landing area should be in the pilot’s sight, and the airfield boundary must be crossed at a height which cannot endanger persons (seen or unseen), vessels or property, and in any event, not below 100ft AGL at any point until on final approach for landing.

For simplicity, it is safer if all pilots conform to a basic set of rules. In the event of a launch failure or emergency these rules would not necessarily apply.

The landing direction should not be towards the cable run, unless by prior briefing.

The approach should NEVER overfly the cables except in emergency, and then only with extreme care.

The landing, whenever possible, should be away to one side of the cable run and the approach line should be between the cable run and the opposite boundary edge, therefore minimising the risk of damage to the gliders and occupants.

To avoid conflict after landing, the aircraft should be towed back (taxied if powered) well to the upwind side of the landing area whilst maintaining a clear distance from any cables.

The amount of flying required in any period of time in order for a pilot to retain a safe level of handling skill and judgement will vary according to many parameters, e.g. total gliding time, the type of gliding being undertaken, etc. Thus the following guidelines are given:

If a pilot has not flown on site, type or launch method within the following timescales, he must
discuss this with the duty instructor who may require that check flights are completed prior to solo:
- Pre-Bronze....... 3 weeks (applicable for Solo, off daily checks)
- Bronze............. 4 weeks
- Silver +............ 6 weeks

Instructors and pilots conducting instructing/mutual/’passenger carrying’ flights are required to have flown a minimum of three takeoffs and landings as P1 in the intended glider type using the intended launch method within the previous 90 days, not withstanding their currency requirements. Where this is not possible, the pilot should fly at least one solo flight or one flight under instruction in the intended glider type using the intended launch method immediately prior to carrying out the ‘two-crew’ flight (ie. On that day).
• Any required currency check flights shall be useful, positive and productive. The exercise should be used as an opportunity to further the pilot’s skills through effective training.

It is a personal responsibility of pilots to be fit for flight. This includes recognising the adverse effects of short term illness, alcohol, drugs, or fatigue.

Before flying SOLO all pilots must hold an appropriate medical in line with current BGA regulation as defined in Laws & Rules. This must be checked by the Authorising Instructor. A copy should be made available for the club to keep on record and updated by the pilot as necessary.

All instructors and pilots must hold an appropriate medical in line with current BGA regulation as defined in Laws & Rules and keep an up to date copy with the club. It is recommended that all pilots keep a copy of their current medical in their logbook so it is available for inspection by Duty Instructors if required.

Where any doubt exists on medical matters guidance must be sought from the appropriate medical authority (BGA/CAA).

If there is any suspicion of a medical problem contributing to an accident or incident, the pilot or pilots concerned are not to fly until a medical review has been carried out.

Remember – even minor illness and fatigue can render a pilot not fit to fly. (IMSAFE- Illness,
Medication, Stress, Alcohol, Fatigue, Eating).

All pilots, and in particular Duty Instructors and Tug Pilots, are reminded to monitor themselves/each other for possible fatigue, dehydration, etc. and be aware of their own personal limitations.

Two-Crew Flying can be an enjoyable part of your flying but safety dictates that there must be strict controls in place to ensure BGA, legal and insurance criteria are met. To this end ‘Instructing’, ‘Mutual Flying’, ‘Passenger Carrying’, ‘Safety Pilots’ and ‘X-C Coaching’ are dealt with separately in the club documents SGC Guidelines for Two-Crew Flying and SGC Guidelines for Passenger Carrying. No Two-Crew Flying shall take place unless an SGC *Authorising Instructor is present and available to brief pilots appropriately.
P.1 must be designated and recorded (on the club log) prior to the flight taking place.

The reason for this type of authorisation is to provide a mechanism for appropriately qualified pilots to be able to fly when no SGC Authorising Instructor (CFI approved Assistant or Full Rated Instructor) is available to be on site (primarily mid-week off-season). In this case, flying may only take place if the following criteria are met:

Only SGC pilots that have attained a minimum of Bronze ‘C’ plus XC Endorsement and 50 hours solo may be authorised to fly. However, any pilot who has not attained FAI Silver ‘C’ level requires specific authorisation from the CFI and a signature of proof in his log book.

No flying will commence until a Full Rated Instructor has authorised flying for that day and this must be obtained on a daily basis.

Pilots must be current on glider type and launch method.

Pilots are only authorised to fly solo in club gliders. No ‘Two-Crew’ flying shall take place without authorisation from the CFI, DCFI or SGC Full Rated Instructor.

No cross-country flying shall take place in club aircraft.

No cross-country flying shall take place by any pilot below FAI Silver ‘C’ level.

No visiting pilots (pilots who are not full-flying members of SGC) will be cleared to fly unless
specifically authorised by the CFI.

A co-ordinating ‘senior pilot’ is appointed for the day that is responsible for the care of the aircraft and launch point organisation. If only A/T launching is used, this role could be designated to the tug pilot.

If any accident or incident should occur, flying must be immediately suspended and information passed to Full Rated Instructor who authorised flying for the day and the CFI.

Even the most moderate drinker should be aware that the Railways & Transport Safety Act makes it an offence for pilots, including trainee glider pilots, to fly whilst over the prescribed limit for alcohol. It takes approximately 1 hour for the body to process 1 unit of alcohol, so you need to be very careful about your alcohol intake in the day(s) before you intend to fly.
IT IS AGAINST THE LAW TO FLY IN A GLIDER WITH AN ALCOHOL CONCENTRATION IN YOUR BLOOD EXCEEDING 20mg per 100ml. THIS IS LESS THAN ONE QUARTER OF THE DRINK/DRIVE LIMIT. It is effectively a zero tolerance limit!

Note: The gliding club bar should normally remain shut until after gliding operations have ceased for the day, unless express permission has been granted for it to be opened by the Authorising Instructor in charge of the airfield. An example where this might be appropriate is when summer evening flying is taking place and the majority of persons have retired to the clubhouse area after completion of their flying. Notwithstanding permission for the club bar to be opened, no person having consumed alcohol is to take any further active part in the flying operations on that day.

Documents (page references shown)
- BGA Aerotowing Guidance Notes, 6
- BGA Code of Practice for Gliding Lessons, 2
- BGA Instructor Manual, 3
- BGA Laws & Rules, 1, 2, 3, 9, 10
- BGA training syllabus, 8
- CAP 393 - The Air Navigation Order, 1, 2
- Code of Conduct for Pilots when Landing in Fields, 9
- Guidance on the Supervision and Care of Pilots, 2, 3
- Railways & Transport Safety Act, 11
- SGC & BGA Winch Operators Manuals, 7
- SGC Emergency Procedures, 3
- SGC Guidelines for Two-Crew Flying, 10
- SGC Guidelines on Pilot Maintenance, 4
- SGC Guidelines for Power Aircraft, 11