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.  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.  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. 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. 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: •  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  •  Tow planes are to Squawk 1200, as normal. •  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 13-9 Safety Management System (SMS) Transponder Code  Definitions Risk Management Figure 13-12.  Electronic Pulse Demand Oxygen System (EDS). 