On The Airbands

* * *

Australian aviation history was achieved in May this year by Don Koulaouzos, pilot, and Marketing Manager for OTC’s Mobile Satellite Service.

For the first time in the world, satellite communications were achieved from a light aircraft, a Cessna 210, piloted by Don, on a trip from Camden NSW to Thursday Island near Cape York in Qld. The antenna was internally mounted, with tracking of the satellite possible due to the extremely generous aft window area. The C210 was selected for its true airspeed closely resembling that of the majority of light twins. Don was able to integrate the Global Positioning System (GPS) with an lnMarsat-C terminal using the OTC Satcom-C ser vice, automatically transmitting the aircraft’s position back to his head office in Sydney.

In addition to position reporting, Don was also able to send and receive messages to and from the base. lnMarsat-C is the world’s smallest, lightest and cheapest battery operated satellite communications system. T his successful inflight trial complements the work being done by Qantas Airways and other major world airlines to get the same system up and running on their airliner flightdecks.

OTC recently opened their new lnMarsat-C land Earth Station in Perth, covering both Pacific and Indian Ocean areas, and accounts for over two thirds of the earth’s surface region.

* * *

David Gerber from East Lindfield NSW writes that “with the financial troubles of America West Airlines being well documented in some recent editions of Australian Aviation,it might be prudent to point out the radio callsign for that airline, which perhaps is most appropriate, is CACT US!”

Nice oneDavid! However it is a great pity to see an airline such as America West again get into difficulties. Lets hope they manage to pull themselves out of the mire before it’s too late.

* * *

From Victoria, Stephen and Asha Murphy say that they were on an Australian Airlines Mystery Flight a short time ago, a flight that landed them in Sydney. Stephen was at one time holder of a private pilot’s licence (PPL), and knows his way around aeradio.

On the day of the Magical Mystery Tour, Steve and Asha found themselves with about half an hour to spare at Sydney Airport before their return to Tullamarine. Steve’s Realistic “Jetstream” radio was plucked from his pocket, and they went out onto the observation deck to check out ground and departures frequencies mostly. To their surprise, within the first quarter hour they observed three mistakes perpetrated by aircraft crews. The first, an Australian Airlines 737 entered a wrong taxiway, and was forgiven by Ground Control with “ahh that’s alright . . . common mistake”, followed by a light twin which soon after departure was found to benot following its assigned departure course. Finally a 7 4 7 which had landed missed the instructed turnoff taxiway, and subsequently gave its pax a short tour of the airport before arriving at Bay 14!

Having overshot the ta xiway, the crew of the 747 decided to execute what looked to Stephen very much like a 180 degree turn. “Don’t do that mate . . . you’ll tear up the runway!” was the quick response to the 747’s movement change. Stephen and Asha were amazed. The aircraft then successfully followed directions to the terminal, involving no less than one right and three left hand turns, and a whole mess of taxiway surface!

No Stephen,not too unusual for Sydney. You really never know what you are going to see and hear next sometimes!

Stephen and Asha live in the Melbourne suburb of Ivanhoe, Victoria, and we thank them for sharing their experiences with us.

* * *

We’ll go visit George Pergaminelis in Blackburn South while we’re still in Victoria, who states he believes that “On the Airbands” is an “excellent and entertaining monthly column”. Well thanks George. Always nice to get a pat on the back!

George offers up an exchange he monitored on his Worldstar receiver, purchased some 12 years ago. A six band radio with tuning knob frequency selection. Sort of radio Russian roulette unless you know what you’re doing . . . and GP-orge obviously does, having no trouble at all tuning in Melbourne Control frequencies 123. 6, 126. 6, 128. 5, 125. 7, and 130. 5.

T he aircraft in this story is none other than Qantas 12, a 747, assisted by an Ansett 737. Both aircraft were on 123. 6, with the QFA aircraft inbound, and the 737 outbound for Sydney.

CONT ROL: “Qantas 12 Control, cloudbase is 6 octas at two-five-zero feet, with an RVR (runway visual range) of 800 metres in fog. ”

QFA 12: ‘:Qantas 12 . . . roger that, err, I’m conducting a route check on the First Officer, and he needs a cloud base of at least 300 feet. We would appreciate an ‘actual’ as we do get closer in to the field. ”

CONTROL: “Qantas 12 roger, I’ll pass that request on to Approach, and we’ll see what we can do for you on the clqudbase. ” ANONY MOUS: (Very obviously the Ansett 737) “Hey have you blokes got some sort of direct line to Mother Nature or something?”

* * *

It’s not often the police come straight out and admit admiration for some spectacular criminal act,but the $1. 3m midair heist carried out on an Air Inter (European) flight was described by investigating policemen in Paris as “brilliant”.

A clever thief hid in a trunk inside the secured hold of the Air Inter plane in a successful bid to steal more than 5. 7m francs, or about $1. 26m. T he money was considered as safe as it could ever be, more than 30,000ft above the ground, in a pre-searched hold, with security guards on the plane. The cash had been collected from Corsican banks and post offices, and simply ‘vanished’ during the flight from Corsica to Paris. Even the Brinks Armoured Car Company, which fights a constant battle with the tough Paris underworld, was taken aback.

It was done this way: the thief eased the trunk open during the flight, clambered out, found the sealed money bag, broke the seal, moved the money into the trunk, stuffed the money bag with newspapers and cardboard which also had been carried in his trunk hiding place, and then crawled back into the trunk. The bizarre episode continued when the aircraft touched down in Paris, with guards from Brinks receiving and signing for the “money”, even though they noted the lead seal was broken. The guards assumed it had taken a knock in flight, as had happened in the past.

The 68 kilo weight stated on the manifest for the trunk has led Police to the “Skyway Robbery” explanation for the missing money. Also the address provided by the trunk “owners” required by Air Inter in case anything was lost or damaged turned out to be false.

* * *

Your editorial team recently flew to Bankstown to look at the local warbird restoration scene.

The new member of staff who was driving, last landed there in a Gannet in 1963. Thinking it prudent to advise “ground” that he was unfamiliar with the layout, he sought taxying instructions to our destination. Quick as a flash a voice came up and asked “CFW can you see a yellow car on your right”. To our reply in the affirmative, came a further “follow me I’ll take you there”. Our reply to that was that it was very gentlemanly of him and that we would accept his offer.

At about the time we sighted our destination our good samaritan called “had we got it”, and on receiving an affirmative and thank you, disappeared from sight. Many thanks yellow car whoever you are!

* * *

Remembering the great hoo-haa caused by that now famous television interview where the Prime Minister was caught out not wearing a seat belt in his limo, this next story from Michael Reid of Maroubra NSW is timely.

Michael is self employed from home, and often monitors aircraft while working. He was listening to helicopter VH-NWD, owned by the Roads and Traffic Authority of NSW, being cleared to the Bankstown Airport through controlled airspace. T he pilot announced that “I am picking up the Prime Minister’s party, who have been meeting the people as an aftermath of the Keating leadership challenge”.

On return to Sydney Airport, the helicopter was cleared to land by a female controller at the Qantas executive area. Then a male voice broke in on the Tower frequency, 120. 5.

ANON: “You’d better make sure all their seat belts are done up!” VH-NWD: “Hang on . . . I’ll just check” (and . . . after checking . . . ) VH-NWD: “He said he forgot . . . and he’s sorry!”

Nice to see the PM hasn’t lost his sense of humour. According to Michael’s interpretation of what he heard, it would appear Mr Hawke found this little episode very amusing.

Shortly after the helicopter had landed, Envoy 606, a RAAF Falconjet was cleared to taxi, with Michael presuming that this must have been the PM’s onwards transport to Canberra. The radio exchange was monitored on a Realistic PRO-2006 base scanner.

Michael also recounts how he witnessed a Continental 747 blow a couple of tyres on takeoff at Sydney, and how it took two cars over ten minutes to pick up the debris from the runway. The crew was informed of the blowouts, and they elected to continue to Honolulu, where the emergency crews would be required “just as a precaution”. Mike was watching and monitoring the takeoff from where his car was parked, and the fellow standing next to him had just put his wife on the aeroplane, and was showing a little concern. Blown tyres on airliners are pretty much routine however, and the highly trained flightdeck crews always seem to get the aeroplane down safely after such occurrences, so the chap should have relaxed and realised everything would work out just fine.

* * *

Terry Hall from Tullamarine Victoria has written to this column and has been published in the past. He works at Qantas Freight, Tullamarine as an Airline Services Operator.

In his off-duty time recently, he was monitoring Singapore 228 on the Melbourne Tower frequency of 120. 5, inbound, and on finals to AW 27. We’ll let the aircraft and the Tower do the rest. TOWER: “Singapore 228, clear to land, wehave some men working one hundred and eighty metres to the side of the centre-line. ” SQ 228: “Okay Sir . . . we’ll do our very best to miss them!”

* * *

We seem to be locked into NSW and Victoria this issue. Scott Lindsay from Werrington Downs NSW has a friend who recently visited South America on holidays, and had a frightening experience while flying Lan Chile to Santiago from Tahiti.

On approach to Santiago, the pilot came over the intercom, and told the cabin crew in Spanish (his friend spoke the language) to “prepare for the paper landing”. No one seemed to know what he meant, that is . . . until finals. It would appear that the pilot decided to land the aircraft in a “slip” condition. With the crosswinds, and the rain in the area at the time, the landing didn’t go exactly according to plan. In theory it worked, but in practice, things went off the edge of the plate. The aircraft “crabbed”, nearly running off the runway.

Following the landing, the pilot apologised to his passengers, and then blamed the landing gear for the problems! Scott himself heard Sydney CAT IS one day when the last line spoken by the computer voice said “birds in the area”.

Richmond Approach on 119. 7 instructed VH-WDF (a Bandierante) to contact Sydney Approach on 124. 4 MHz. This exchange followed between the “bandit” and SY Approach: VH-WDF: “Sydney Approach, Whiskey Delta Foxtrot, good evening, maintaining 5,000 and we’re visual and have just received Tango. ”

APPROACH: “Whiskey Delta Foxtrot Sydney Approach, good evening Sir, descend to 3,000 straight in approach, left circuit for runway 25, and you have 35 miles to run. ”

VH-WDF: “Whiskey Delta Foxtrot, roger that . . . and oh yeah. . . those birds, where are they? Are they good looking . . . and blonde or perhaps brunette?”

APPROACH: (Unintelligible reply)

Very nice of Michael Andrew and his 32 workmates amongst the Qantas aircraft tug drivers at Sydney Airport to write and say a big thank you for the recent mention of their efforts, and the number of licences they require. No problem boys, I actually went out for a day some years back with one of your now retired drivers, Ray Ring, in “Qantas Red Foxtrot” and received a reasonable grounding in what you fellows do and how you do it. You are very skilled people.

* * *

Monitored by your writer, Richmond Approach frequency 119. 7 MHz.

AIRCRAFT: ‘;l\hh . . . Approach, what’s that aircraft in the very steep rate of climb out to our right?”

RIC APPROACH: (female) “Juliett Echo Tango, Richmond Approach, if I told you that Sir, I would certainly then have to kill you!”

* * *

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 a Pacific 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 entertainer’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.

* * *

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.

96

* * * 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 Hoxton Park. Is that available?”

SYD 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?”

* * *

T he SELCAL SPOT now. Here are a few more to add to your files.

Federal Express 747-100/200F aircraft (FOX): N624FE BJ-KM; N636FE BJ-CM (this ale ex N813FT ); N625FE BL-CD (this ale ex N805FT); N631FE CH-FM (this ale ex N806FT); N634FE AD-JL. Cathay Pacific 747-200/300 aircraft (CPA): VR-HIH KL-CG; VRHVX FK-DL; VR-HVZ DL-EK. Ansett New Zealand BAe-146 aircraft (NMA): ZK-NZJ HK-AE.

Well that’s it for this month. All contributions to a brand new post box now,PO Box 16, Georges Hall, 2198. Anyone requiring a reply please enclose a stamped self addressed envelope. Good listening.