As stated in Safety section;
The CHGC committee wishes to remind pilots of their responsibilities, as well as outlining new requirements for Supervising and Supervised pilots.
Hang Gliding UHF Ch 19 CTCSS 97.4
2/. On arrival at the site, and prior to setting up their aircraft, all PG-2 and HG Supervised pilots must make contact with their “supervising” pilot for a site/conditions briefing.
3/. All supervised pilots must be able to communicate via radio at any time with their supervising pilot.
4/. Supervising pilots must make regular contact with their supervised pilots via radio. If radio contact is lost (no response from the supervised pilot) the supervising pilot must attempt verbal comms with the supervised pilot (air to air vocal commands) and direct the pilot to land.
5/. If any supervised pilot is involved in an incident/ accident, their supervising pilot is required to make a brief written report (email or text) to the a CHGC SSO within 12hrs of the incident/accident.
Please note that the requirement for the Supervising pilot to send a brief email or txt message to a CHGC SSO following any incident/ accident involving their Supervised pilot, does not negate the HGFA requirement for the pilot involved in the incident to complete a AIRS accident report within 72hrs
Contacts for CHGC SSO’s are:
HG. Ken Hill
PG. Phil Hystek
PG. Brandon O’Donnell
CHGC Contact details
Radio calls should be reserved for essential communication only, delivered clear concise, to the point in minimum words. And you are best to be quite and listen as only one can talk on a channnel at a time. Think about it before you speak. Less is More.
To further your skills ;
HGFA - VHF Aviation Radio Rating - Contact Phil ParaglidingQueensland.com
GFA - VHF Aviation experience with Gliding. The Best pilots, all the flying legends including Georgo, Macca and Smokey fly at KingaroySoaring.com.au
RAAus - RecreationalAviation contact FlightScopeAviation.com.au
Most radio chatter can be useless information to everyone else to whom its not directed at and is therefore very distracting and often results in pilots turning down or switching off there radio's which is not a safe practice. Unless your in a situation where you really need to to broadcast something important please keep your radio calls to a minimum. A good radio call is pre thought out and then broadcast. Know what your going to say before saying it, Keep it simple like, this is John, at 1500m heading towards model airfield. Or this is John, 200m Probably landing at ..... Once you have landed, use your phone to speak to your retrieve. And above all else , check your radio set up before launching to help avoid locking on etc.
The main difference between a ok call and a non ok call is time. A good call takes 3 -5 seconds to say what you have to say. A bad call is someone spending 15 + seconds or speaking slowly because there thinking what the want to say. Nervous pilots also tend to spend to much time on the radio.
It may be ok for the squad to talk at length about stuff, but thats only a small handful of people on another channel and are not on a club channel.
The following guidelines are an attempt to minimisedisruptions to pilot concentration, caused by excessive radio transmissions, especially in busy times such as week-ends and holidays. These guidelines are just my interpretation of views on the issue, that have consistently been raised by pilots over the years and may need to be refined or altered to become a consensus of radio protocol for free-flying.
Pilot transmissions that are OK:
*Identify, altitude, Position, Heading.
"Joe bloggs at 2000m at locked gate heading to Boonah"
"Joe bloggs getting low at Nindooinbah probably landing."
"Joe bloggs landed safely at Rathdowney."
"Joe Bloggs at 1500m just south of Beaudesert. There is a very large dark cloud ahead to the west and it's already dropping rain. Recommend heading south to avoid."
"This is Joe Bloggs. A paraglider has just gone into the trees on the west side of Misery, just south of the Model airfield. I haven't as yet been able to raise a radio response."
*relay ground to ground transmissions.
"Copy Jill. This is Kev. Two pilots have landed at West Kerry road and need retrieve.
Retrieve driver's transmissions that are OK.
* acknowledge transmission received
"Copy that Joe, On my way."
*Obtain information on pilots in need of retrieve
"This is Jill. Any pilots in the Kerry area in need of lift please contact me on phone. Pilot in air please relay"
Radio transmissions that are NOT OK.
*Long Discussions with mates about where to fly next.
If you want to fly together, make the plan before take-off. If you decide to change course once in the air, a standard position call will suffice. A back and forth weighing up the pros and cons of various options is most annoying to the poor blighter desperately trying to hold on to a low save just above the tree-tops.
*Making emotional speeches about how good the conditions are and what a wonderful time you are having.
The pilot desperately scratching low especially does NOT want this transmission drowning out his vario.
*Asking your mates for position updates so you can decide where to go next.
Just wait. They will give their position update at the appropriate time. If they haven't just given it, it's probably because they are busy trying to get out of a hole and don't want to be interrupted anyway.
* Thinking out loud or talking to yourself.
If you are the sort of person who needs to keep talking constantly to reaffirm your existence, even when you have nothing of worth to say, that's fine. Just keep your finger away from the transmit button.
*Ground to ground transmissions that could be made by phone.
Once on the ground text or ring to make retrieve arrangements but keep radio on to listen for info being relayed from retrieves.
*Stating the obvious.
"I've got a good climb over here guys." - If the guys are looking for a good climb, they will be monitoring nearby gliders and will see you climbing. If you are mentoring beginners that's OK but on busy days it's recommended that the mentoring group has a private channel, as the instructors do with their students.
Civil Aviation Safety Authority (CASA) required all users in CTAF areas, 10nm circle around airports including tiny country airstrips, and class E airspace to make calls on airband radios (VHF AM 118-136mHz) to improve safety and avoid aircraft mid-air collisions.
Regarding the need to both “carry” and “use” a VHF radio during certain flights;
2/. Operates within 10nm of certified, registered and military aerodromes, as identified and published in ERSA, or any other aerodromes designated by CASA on a case by case basis, as published in ERSA or by NOTAM
All aircraft flying in Class E airspace are required to operate at "cruising altitudes".
The chance of any aircraft flying IFR through a cloud while in Class G airspace is “relatively” low, however the chance of an aircraft flying IFR in Class E airspace is relatively high. This means that the cloud you may be flying illegally close to in Class E may suddenly produce a very fast flying aircraft who not only isn’t looking, but is completely unaware of the potential of someone else being there.
I would consider it highly advisable to make occasional VHF calls on the appropriate area frequency stating your position and altitude, when operating in Class E, especially when operating above 8,500’. Class E airspace in our area begins above 8,500’ and this is particularly true above Killarney. All flights above 8500’ in the Killarney can only be conducted by appropriately equipped (carrying a VHF radio) and qualified (holding a VHF airband operators license) HGFA member. And I’d recommend that calls be made, especially if you are flying close to cloud.
By: Phil Hystek
Example: Brisbane Valley: CTAF Watts Bridge
Recommended reading HGFA - VHF Airband Radio Syllabus and Textbook PDF
Aviation VHF frequencies courtesy of Kingaroy (Gliding) Soaring club: Kingaroy Soaring
CTAF areas: 10nm circle around airports including tiny country airstrips, and class E airspace.