On The Airbands

New HF frequency for Sydney Radio (international) SP-6 family, with 13261 replacing 13300. The change was made due to industrial interference on 13300 and my spies at Sydney Airport tell me there may be another change at a later time with the existing 8 MHz frequency, currently 8867. There is also heavy interference noticed on this channel and the people who make the decisions about frequency alterations are apparently talking about a possible change. Keep your ears on the SP-6 family and when the change is made, you will probably hear any new frequency discussed on either 5 MHz or 13 MHz bands, being passed to aircraft. Current 5 MHz channel is 5643.

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Your writer monitored aircraft registered ZK-MRM on HF frequency 5643 on a busy Friday evening recently (1215 UTC). speaking with Nadi Control. Yes, Nadi Control often comes up in person on HF, to talk directly to aircraft, unlike the system in Australia and New Zealand where any voice on HF at a ground station such as ASSY, APPH, ADDN is that of a Flight Service Officer. Nadi Radio believe it’s much more expeditious to have the Oceanic Controller able to override the FSO on duty to get or give specific information to aircraft. All voices broadcasting from Tahiti Radio on the South Pacific family of radio frequencies are also those of Air Traffic Controllers.

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A letter for Joe Gatt of Epping, NSW has prompted me to mention that some of the most exhilarating military aircraft listening can be done on retransmitted Flight Service Frequencies, as Macchis, Mirages, F-111s and Hornets go about their business. Particularly F-111 activity with the aircraft operating at 500ft AGL on a low level jet route. Try timing the aircraft between two reporting points and you will sometimes blow your mind!

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An anonymous NSW contributor passes the following R/T. Conversation between Sydney Control (Arrivals/oceanic 129. 8), East-West 165, an F28 jet and Qantas 17, a Boeing 747 Combi variant.

East-West 165 was inbound to Sydney ex-Norfolk Island, while Qantas 17 was outbound ex-Sydney for Honolulu and Los Angeles. Only one thousand feet of vertical separation existed, with East-West 165 at FL280 and Qantas 17 at FL270. Qantas was being made to hold FL270 before climbing to FL330, due to the opposite direction traffic F28 jet. Once the aircraft visually sighted and passed each other, Control would allow Qantas to climb higher.

EW 165: “Arr. . . Qantas 17, East-West 165, we have you sighted out to our right and below us. ” QF 17: “Arr. . . sir. . . we have no contact. ” EW 165: “Look out to your right. . . about NOW!” QF 17 (American accent): “Still no contact Sir!” EW 165: “Well we have you. . . and we’re passing now. ” QF 17: “Can’t see you Sir, we’re in and out of broken cloud. EW 165: “Well we got you. ” QF 17: “Arr, yeah. . . see you now. . . the Qantas one seven confirms one six zero DME Sydney, sighting and passing opposite direction traffic F28, East-West 165. ” Control: “Thank you both!” This passing business can get rather drawn out at times, but each aircraft must confirm the pass, or a climb or descent for either aircraft is suspended until a suitable period of time has elapsed to ensure safe operations. Stringent safety procedures like these plus highly trained and motivated aircrews are what differentiate our airline environment from many other countries.

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Mr A Brinkworth of Engadine NSW (Most contributions from NSW this issue) heard the following conversation on Sydney Approach north/east 124. 4 on a Thursday night about 1200 UTC. An Australian Airlines 727 called Approach and the story goes like this: VH-TBR: “Sydney Approach, Tango Bravo Romeo, on descent to seven thousand with “tango”. ” Approach: “Tango Bravo Romeo, descend to five thousand. ” VH-TBR: “Tango Bravo Romeo, five thousand. ” Approach: “Tango Bravo Romeo, will advise runway shortly. ” About 30 seconds later. . .

Approach: “Tango Bravo Romeo, runway two five. ” VH-TBN (in very happy voice): “Oh goodie!”

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We’ve given NSW a good run with contributions this issue, so next time we’ll favour one of the other States.

If you have an Airbands story you wish to contribute, write to me direct at 68 Ashby Ave, Yagoona, 2199. Writing direct speeds up the process of having your story appear in ‘On The Airbands’, providing of course that it is acceptable for publication. The ones that aren’t often wind up in my own personal file for my own amusement, so if you’re not sure about a question of ‘good taste’, send it anyway and let me be the judge!

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A parting shot. After a landing at Mittagong Airfield, a member of the Southern Cross Gliding Club was approached by an attendant and asked to pay a landing fee equated at five dollars an engine.

Glider Pilot: “If you can find the engine. . . I’ll gladly pay the money!”