On The Airbands

Ian Nash, a member of the Army’s 5 Aviation Regiment at Townsville writes to confirm callsigns Pegasus, Destrier and Warhorse are used, suffixed by colours black, red, white, blue, green and yellow. 5 Aviation Regiment operate a fleet of 31 S-70A Black Hawks and six UH-1H Bell Iroquois gunships. While operating in the Townsville area, the aircraft operate on Townsville Approach 126. 8, or Townsville Tower 118. 3. Thanks for the letter Ian, hope to hear from you again.

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David Turner is a Lieutenant in the Royal Australian Navy, stationed at the School of Air Navigation (SAN), RAAF Base East Sale, Victoria. David tells us that the old HS. 748 callsign “TORCH” is now used only for personal callsigns for SAN staff and students. Thank you David.

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Bob McGuffog lives near Tamworth Airpor t NSW, and monitors on a WIN 108 receiver, which he describes as “a real beauty”. One day around noon, the only traffic was a twin Comanche and an Eastwest BAe 146 doing circuit training. Arriving on the scene was an F/A-18 Hornet for a couple of circuits, before it headed on to Williamtown. The Comanche and BAe 146 had landed, with the 146 waiting on the apron for further circuits. The Hornet was on final for its last touch and go, and the air/ground conversation went like this:

T WR: “Despot one five, I have the Tower chock full of school children, and they would like to see how that F/A-18 you’re flying goes straight up!”

FA. 18: “Tower, Despot one five . . . sure . . . can do!” T WR: ”I must admit the controller would too!”

The Hornet was brought in for a classic touch and go and was then placed in vertical climb attitude, attaining Flight Level 150 in fifteen seconds, with the Tower controller turning his attention to the BAe 146.

T WR: “Echo Whiskey India, Tower . . . ok sir . . . your turn now!” BAe 146: “Tower, Echo Whiskey India, I don’t think I can match that thank you. We’ll pass on that climb!”

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A frequency to monitor in Air/Sea rescues. Listed in the DoT C microfiche as Australia wide Air Rescue”, the frequency 138. 780 MHz in the so called “nowhere band”. This band is very small 136 to 138 MHz, and is widely used in the USA by military stations. Appreciation is expressed to Richard Barrett of ESG Frequency Guides for alerting us to it.

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Craig Murray, from Terrigal in NSW, is a member of the Air Training Corps. He also does a lot of monitoring, and was one of the many who popped in to say hello at the Australian Aviation display at the 1991 Bankstown Air Fair. Craig was monitoring Sydney Flight Service on 125. 7, when a pilot of an aircraft we shall identify by the pen callsign of VH-UNK keyed up his microphone. The time was around 1200 zulu.

VH-UNK: “We’d like to track from our present position direct to Haxton Park. Is that available?”

SY D FIS: “Yes . . . you could get a clearance . . . but then you’d have to go through controlled airspace, and those controllers aren’t real nice people!”

VH-UNK: “You’re right . . . Flight Service are much more friendly!” (then . . . a little later on . . . )

VH-UNK: “Do they let you on during the day, or do they keep you locked up?”

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An excellent article written by Peter Reardon, Air Safety Investigator from BASI, appeared in the June 1991 BAS/ Journal. It told of Cruise Terminology Confusion, with Peter Reardon having suspicions some time back of varying interpretations of the terms “cruise”, “cruise climb”and “block cruise” between Australian and American flight deck crews.

Peter began an investigation after riding on aPacific carrier to the US West Coast on an orientation flight, and noticing the potential for misunderstandings caused by different interpretations of the actual meaning of the terms. Some years before, a visiting US entertainer had landed in Sydney, and at his press conference had chosen to not speak about his busy tour schedule, but instead spoke passionately about a “near miss” his aircraft had been involved in in Australian airspace. He went on to lambast Australian air traffic separation standards, then promptly cancelled his tour and returned home to the USA. Peter actually was able to tie the enter tainer’s experience into his investigation and concludes that the visitor’s initial perception may well have been correct. Peter’s article is thought provoking and you should attempt to obtain a copy of the journal and read it. It will have relevance not only to pilots but also all international aircraft monitoring addicts, who will understand more about the “system” once they have read the article. Well done BASI.

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Selcal information. I will be presenting a few selected aircraft and their special codes each issue from now on. UNIT ED 747-400 N173UA FG-CP, 747-100 N4729U AF-EG; RAAF DA90 A27-077 LP-EG; AMERICAN DC-10 N137AA HK-BJ, N138AA HK-BL, N163AA BE-GL; JAPAN AIR 7 4 7 JA8113 DM-GL, JA8155 EG-KL, DC-10 JA8538 FH-AG, JA8541 CD-GH, JA8544 EJ-AM, JA8545 JK-CG; QANTAS 747-438VH-OJF AQ-CE.

* * * Phil Crocker lives at Frenchs Forest and also flies in and out of Bankstown. One afternoon, he had just been for a spin (literally!) as a passenger in a Pitts Special. After his pilot had thrown the Pitts around the sky doing snap rolls, loops, spins and the like, the duo returned in their Pitts to Bankstown for a RW 29R arrival. Phil then thumbed his press-to-talk and jokingly suggested to the pilot that a “snap roll would be great on final”. Yes . . . the old chestnut. The press-to-talk was to “tx” and not to “intercom”. Phil was blissfully unaware that the whole world heard his suggestion. On vacating the runway, the Tower came back with . . . “November 722, although we could never have approved that manoeuvre it would have been great!”

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Darryl Cooper from Mt Isa in Queensland monitored Cairns Tower frequency a couple of years ago, picking up an interesting little tidbit from a Cessna 152 to the Tower, and the response it evoked. The C152 was involved in stop and go training circuits at a fairly busy time of day, with the Instructor apparently briefing the student after a stop and go operation had been flown. T he C152 was callsign VH-SOJ. After a few stationary moments on the strip . . .

T WA: “Sierra Oscar Juliett, are you contemplating a change of career?”

VH-SOJ: “Tower . . . Sierra Oscar Juliett will be ready in three zero seconds!”

T WR: “Sierra Oscar Juliett, wehaven’t got three zero seconds . . . you have five seconds!”

VH-SOJ: “Uh . . . Sierra Oscar Juliett . . . err . . . ready!”

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A number of readers’ letters over recent months have embraced the subject of tape recording what is monitored on the scanner, and the best way to go about it and the best equipment available for the purpose. I personally utilise a Realistic Microcassette voice actuated recorder, directly connected to the tape output of my modified Tandy Realistic PRO-2004. From the factory,a PRO-2004 comes with 300 channels, but I have modified mine to 400 frequencies, plus increased scan to 30 channels/second, and 30 kHz channel spacing on selected bands. I leave the recorder hooked up and activated, and the receiver fired up. I then set the frequency or range of frequencies I wish to monitor, and the recorder does the rest, springing to life and starting up automatically when a voice signal is received.

Using the “lo”‘ voice actuation setting, if only one frequency is monitored, it is possible to cram an entire day’s activity on a 30 minute micro mini cassette. The recorder automatically shuts off three seconds after each burst of speech finishes. As you can see, it’s possible to monitor aviation activity even when you’re not at home. For instance, if you are at work for eight hours. You can then come home and review all activity on the frequency while you were away, without any annoying dead spaces on the tape! If you go mobile or portable the recorder is so small it can fit in your pocket and you can record the action at the airport if you wish, as you listen on your receiver!

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An anonymous correspondent from somewhere in Western Australia (name supplied but withheld) overheard the following exchange on a PRO-34 scanning receiver. A bulk carrier sank in February this year off the southern WA town of Esperance, resulting in a variable flock of helicopters descending on the area. A Bell 206, VH-AZD, operated by Great Northern Helicopters for Perth’s Channel 10 TV station, advised Perth Flight Service on 119. 8 MHz that he was taxying for departure from Esperance Airport. The female FSO responded with . . . “Are you a Squirrel?” The pilot of VH-AZD responded with . . . “Not that you’d notice by the way, but this helicopter is a Jetranger!” So there!

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Terry Hall works as an Airline Services Operator at Qantas Freight Tullamarine, and is proud of his position and the equipment his employer operates. So he was kind enough to supply some more details on Boeing 7 4 7 specifications, specifically for those that dote on that sort of information . . . like me! Terry is also a private pilot.

Aircraft operational weight specs (747-438): max taxi 395,986kg (872,997Ib); max takeoff 394,625kg (869,999Ib); max landing 295,700kg (651,907Ib); zero fuel wt 244,940kg (540,000lb); dry op wt 184,500kg (406,753Ib).

Some interesting little instructions were also included in Terry’s letter, such as those for the Boeing 7 47-338, which reads . . . “contoured pallets are not to be loaded on this aircraft under any circumstances. All pallets must be built straight up on all sides. ” Also re the 747-338, ” . . . height of hold at the front is 57 inches/144. 7cm tapering to a lesser height at the rear of the hold. Livestock may be carried in the bulk hold and there are three temperature settings available”. Interesting!

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Rod Lewis is a pilot, and lives at Brighton-le-Sands in NSW. He’s been a keen reader of “On the Airbands” for some time, but hasn’t provided us with any subject material before. I’ll let Rod tell the story in his own words: “While I often listen to a scanner, most of the good exchanges I’ve heard have been while I’ve been airborne myself. I hope these pass the validity test for your column. ”

It was a nervous takeoff from Essendon’s RW17 by a pilot in his (my) just-purchased C172. The VFR departure point was Westgate Bridge, and then a left turn, and a sigh of relief as controlled airspace was left behind. The altitude was 2,000ft amsl. Suddenly the comm receiver spluttered to life . . . “Heellloooo down there!” Looking up, I saw the biggest 747 you have ever set eyes on just hovering there above my perspex. He was at only 3,000ft amsl on right base for RW34 at Tullamarine, and had his gear stretched out like an eagle’s claw, as though to reach out and grab me!

Stunned silence from me . . . then . . . “How you goin’ little fella!” I wasn’t quick enough to reply, but I sure was close enough for him to see th?, whites of our eyes. Then a resounding “Haaaaaa Haaaaa . . .

He had even gone to the trouble of changing frequency to area frequency while he was on base, just to scare us. He succeeded!

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Approaching Bankstown one sunny mid weeker from 2FC reporting point, I had just tuned the old tower frequency 118. 1 (now it’s 132. 8) when a pilot obviously turned right in a left circuit.

TWR: “Delta Uniform Mike, you just made a right turn!” VH-DUM: “Delta Uniform Mike. ”

TWR: “We like pilots to use left circuits for RW11 left!” VH-DUM: ” . . . er . . . should I turn left now?”

TWR: “Delta Uniform Mike, you are currently the only one up there, and you probably wouldn’t follow my instructions anyway. Why don’t you do it your way . . . and just let us know what you decide!”

Thanks very much Rod Lewis for those great stories.

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Ted Armiger from Redcliffe in Queensland has altered the registration letters in this contribution to save any egg-on-face situations.

BRISBANE CONTROL: “Tango Hotel Alpha, would you just confirm those instructions”

VH-THA: “Confirming Track Direct Brisbane”

BRISBANE CONTROL: “Negative negative, track 090 deg for left base runway one niner”

VH-THA: “Roger Control, 090 left base one niner Sydney . . . (pause) . . . aw gee, I can’t even get the city right!”

BRISBANE CONTROL: (explodes in guffaw . . . )

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P Feltham of Kelmscott, WA asks what “FRM” stands for when heard on Qantas company frequencies. It means “For Routine Maintenance”. Qantas aircraft have on board an electronic fault reporting system which includes a coded readout which allows crews to speedily and accurately report quite detailed “FRMs” and maintain a degree of privacy from prying ears . . . that is . . . us!

An alpha-numeric code system is used, and when passed over the radio is decoded by Engineering to reveal the full extent of the problems on board. Many of the problems may not be of great significance and may not need rectifying immediately. They may even be left until the next scheduled maintenance if that is in accordance with manufacturers recommendations. It is not uncommon for a 747 to depart with five or ten minor faults, such as leaking water taps in the toilets, faults which are not “essential fix” items and will not “ground” the aircraft.

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A “foreign” airline flying into Sydney and communicating with Qantas was monitored by James Brown on 131. 7. The aeroplane was old, a Boeing 747-200, inbound from Auckland. The following report was overheard by James, who lives at Neutral Bay, Sydney:

“Qantas Sydney this is Silverbird three-four Bucket-of-Bolts, we’ll be on the ground at time two-five!”

We can only assume the aeroplane was full of defects, and let’s hope they weren’t bad ones!

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Copied by Mark Hale from Sydney on Flight service 125. 8. AIRCRAFT: “There are hang gliders at Mereweather Sydney!” SY DNEY FIS: “Well are you going to catch any on your wings?”

AIRCRAFT: “I don’t think so . . . no. FIS: “Pity . . . I like hang gliders!”

* * * Leigh Willis lives in South Australia at a nice little burgh called Salisbury Plains. At the present time, he is collecting “humorous transmissions” which he overhears on the aeronautical bands”, and tells me he intends to compile a small booklet eventually, when he has enough material!

It won’t take that long Leigh! We have some real wits out there in the ether, and it doesn’t take much to bring them out of their shell. Leigh remarks that “I want you to keep up the good work in your Airbands segment, which I never miss”. Thank you for that, and also for this contribution.

Dateline: Adelaide SA. A jet aircraft, which I have “re-registered” to protect the guilty, is speaking with Adelaide Approach on 118. 2 MHz.

APPROACH: ”. AlphaAlphaAlpha, confirm you are on climb to flight level three-five-zero. ”

VH-AAA: “My oath mate . . . we’re going up like a rat up a drainpipe!” APPROACH: “Well I just hope that ole rat will reach three-fivezero!”

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From Karl Jaques, a very dependable regular contributor, a tale concerning a pilot requesting information from Control about radar coverage limits in the Rockhampton area. CONTROL (laughing): “You have got to be joking, friend! They’re hard pressed getting the radar installed and working in Cairns and Coolangatta before I retire!”

Karl Jaques lives in the Queensland town of Blackwater.

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Lance Farrell is a “bank-run” pilot employed by Tamair Charter flying a Cessna 310 based at Dubbo Airport, NSW. Each working day he flies to Bourke, via Coonamble, Walgett and Brewarrina . . . or Broken Hill, via Warren, Nyngan, Cobar and Wilcannia.

Recently he heard a HS. 748 with a “Hudson” callsign operating out of Wilcannia. Lance admits he doesn’t have too much information on HS. 748 performance, but was amazed that it could operate out of the 1,100 metre strip at Wilcannia field!

One evening, while Lance was ferrying an aircraft Dubbo to Bathurst, he was playing ducks-and-drakes with some CB thunder cells dodging his aeroplane in and out of them. At the same time he was monitoring two bank-runners inbound to Bathurst, and obviously having a rough time of it.

CESSNA 210 PILOT: “God I wish I had some struts!” MITSUBISHI MU-2: “I wish I had a wing!”

Those familiar with the aircraft types mentioned will fully appreciate the remarks Lance overheard.

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Robert Chitre of Cheltenham, Victoria says “Australian Aviation is a great magazine, and I now also have a copy of your terrific Airband Guide”. Robert operates a Uniden Bearcat UBC200XLT scanner, which covers the air communications band 118. to 135. 975 MHz. He very nearly became a trainee Flight Service Officer some years back, but circumstances got in his way. Robert is just one of many airband monitors who became interested in careers flying for airlines, or as Air Traffic Controllers or Flight Service Officers. Recently Robert noticed a RAAF Boeing 707 using the very unusual callsign “WINCHESTER”, as well as the usual “WINDSOR” call. Anyone else ·monitoring “WINCHESTER” callsigns, please let me know where and when you monitored the traffic, and if possible confirm it’s a Boeing 707. Thanks for the letter Robert.

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That’s it for another month of monitoring the aviation bands. Send all contributions to Bob Bell, PO Box 301, Chester Hill NSW 2162. If you would like a reply, please enclose a stamped self addressed envelope.