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The EDS can be set to one of three D (day or delayed) modes and delays, responding with oxygen until it senses pressure altitudes of approximately 5,000 or 10,000 feet, conserving oxygen when it is not needed. It can also be set to N (night or now) mode for night flying where it responds from sea-level and up. Both modes provide the same amount of oxygen, automatically tracking pressure altitude changes. The EDS limits its response to a maximum respiration rate of about 20 breaths per minute, virtually eliminating hyperventilation usually encountered in stressful situations. There are no scales to observe or knobs to turn as you climb or descend. Adjusting (zeroing) for new barometric pressures is not needed because the EDS responds directly to pressure altitude, as do the physiological properties of your body. 

## Transponder Code 

The Federal Aviation Administration (FAA) has assigned transponder code 1202 for use by gliders not in contact with an air traffic control (ATC) facility with an effective date of March 7, 2012. The notice was published in JO 7110.577, a copy of which is available on the FAA website at www.faa. gov. Gliders operating in areas where there is an agreement with local ATC to use a different code should contact the agreement sponsor for guidance on which code to use. 

## Definitions 

• SQUAWK: The 4-digit code set in the transponder, such as 1202. 

• IDENT or SQUAWK IDENT: A controller may ask you to “ident” or “squawk ident” to verify your 

location on the radar screen. Do NOT push the ident button unless they ask you to. When asked, push the button on the transponder marked IDENT. This causes the target on the controllers radar screen to change, identifying your transponder location. 

• Tow planes are to Squawk 1200, as normal. 

## Risk Management 

Risk management, a formalized way of dealing with hazards, is the logical process of weighing the potential costs of risks against the possible benefits of allowing those risks to stand uncontrolled. In order to better understand risk management, the terms “hazard” and “risk” needs to be understood. 

Hazard identification is a process used to identify all possible situations where people may be exposed to injury, illness, or disease. Typical hazards are weather, mountains, obstacles, and operational and equipment failure. 

Risk is the chance of a hazard actually causing damage and/or injury. Risk is measured in terms of consequences and likelihood. Risk management is the overall process of risk identification, risk analysis, control of risks, and risk evaluation. Risk control is part of risk management that involves the implementation of policies, standards, procedures, and physical changes to eliminate or minimize adverse risks. For example, the pilot understands the risk of a tow line break during launch. An acceptable risk that he or she can mitigate by understanding the risk and having a plan of actions to follow after a tow line breaks. 

## Safety Management System (SMS) 

The Safety Management System (SMS) is a formal, top-down business approach to managing safety risk, which includes a systemic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures. SMS is becoming a worldwide standard throughout the aviation industry integrating risk management, occupational safety, health, security, environment, and other concepts for the management of a complete safety program. SMS is a comprehensive program designed for a formal organization. The individual pilot can learn from the process and apply the concept for his or her own personal safety considerations, such as: 

• Risk management decision-making. 

• Management capabilities before a system failure 

• Risk controls through safety assurance 

• Knowledge sharing between regulations and the pilot 

• Promoting a safety framework by having a sound safety culture or attitude 

