Gliding Checklists
Motor Glider Startup Checklist
| Time | Checked |
| Trim | Set |
| Mag | Drop |
| Fuel | On |
| Fuel | Sufficient |
| Fuel Pump | On |
| Frequency | Correct |
| Choke | Off |
| Carby Heat | Checked |
| Canopy | Secured |
| Clear |
Specific Aircraft Checklists
Available from the Documents page in the Members section
Outlanding Checks
| SizeSurface
Slope Shape Stock Wind Wires |
Alternatively, use SWASS
Size Wind Approach Slope Surface
Basic Radio Procedures
(possibly dated)
Available from the Documents page in the Members section
( I think I read somewhere that the radio procedures documents are out of date
– what follows is from an email by Erich W., Nov 2010)
When using phraseology: use ICAO standard phrases.
http://www.casa.gov.au/wcmswr/_assets/main/pilots/download/nta_booklet.pdf
The pattern is always the same sequence:
[entity you are calling] – [your type and call sign] – [your location] – [your intention] – [short entity you are calling] e.g:Tyagarah traffic – motorglider YHB taxiing runway 05 for circuits (departure to the north west / local soaring / etc) – Tyagarah
or:
Tyagarah traffic – motorglider YHB – one zero nautical miles to the north west at one thousand feet – inbound – Tyagarah
(You should be at least at 2000ft at that point, so you don’t impact with the hills. I was just giving the example for the phrase for 1000ft. It’s not: “a thousand feet”. It is: one thousand feet.)
Try to avoid as much as possible to say: ‘take off’, ‘landing’, ‘cleared’ when making calls – those are the words for very important clearances by air traffic control – do not use them in non-controlled environments.
Keep radio calls concise: do not use extra wording such as ‘immediate’. Extra words just don’t come across clearly via the radio – so do not use them.
The following was circulated by the GFA on April 14, 2011
Pre-takeoff checks
Background
GFA standard checks are designed to ensure, if correctly carried out by pilots, gliders are checked and appropriately configured for the flight mode intended.
The pre-takeoff check CHAOTIC has been a standard GFA check for many years. However, the GFA Operations Panel has determined that this check should be improved to cover items routinely checked by pilots that are not covered in the current CHAOTIC pre-takeoff check and the sequence of the checks should be altered slightly to follow a more logical progression of pre-takeoff preparation.
Pre-takeoff check ABCD-CHAOTIC
This Operations Directive mandates the GFA standard pre-takeoff check list as follows:
Pre-boarding
- A AIRFRAME (walk around check for damage and/or defects. Maintenance release checked, including DI validity).
- B BALLAST (glider loading is within placarded limitations and trim ballast, if required, secure).
- C CONTROLS (check controls, including airbrakes and flaps, for correct sense and full deflections).
- D DOLLIES (all dollies and ground handling equipment removed).
Post-boarding
- C CONTROL ACCESS (Seat adjustments secure and positioned to allow for comfortable access to all flight controls, panel switches/knobs and the tow release. Rudder pedals adjusted for reach if applicable).
- H HARNESS (secure, lap belt low on hips, both pilots),
- A AIRBRAKES and FLAPS (airbrakes cycled and set for launch, or closed and locked. Flaps set),
- O OUTSIDE (airspace and take-off path clear. Wind velocity checked. Sufficient competent ground crew available).
- OPTIONS (evaluate emergency plan in case of launch failure).
- T TRIM (ballast confirmed. Trim set as required)
- I INSTRUMENTS (altimeter set, other instruments reading normally, no apparent damage. Radio on and correct frequency)
- C CANOPY (closed, locked and clean)
- CARRIAGE (undercarriage locked down)
- CONTROLS (checked for full and free movement)
Clubs and CFIs are to ensure all pilots are aware of the expanded pre-takeoff checks and ensure that pilots comply.
Notes:
1. It is not uncommon for pilots to conduct successive flights without the need to alight from the glider. In such circumstances the pilot may assume that the pre-boarding ABCD components of the checks conducted before the previous flight (or first flight) remain valid, if it is considered there is no likelihood that any changes will have occurred. In respect of two-seater successive flights it is not uncommon for the pilot combination to change and if so the pilot in command must consider the cockpit loading requirements and must be satisfied that cockpit loading compliance remains valid.
2. It is acceptable for clubs and pilots to add to the standard GFA check lists in consideration of particular priorities and/or circumstances. However, the standard published check lists are the minimum requirements and must not be reduced in any way.
This Operations Directive is posted on the GFA Website