On The Airbands

“I really wouldn’t worry . . . your wing tip’s already bent!” As “Jabs” comments . . . who said that “Classic drivers” have

lost their sense of humour?

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Margo Woolard of Nunawading is a recent addition to the ranks of aviation monitors, using an AOR AR-1000 handheld receiver, and a Sangean ATS-803A for HF listening. Margo says “your articles and your excellent Australian Airband Guide have really got me off the ground, as I am now, at the age of forty five able to be in touch with my beloved airband!” Thank you Margo, only glad we put you on track. Margo monitored a really fascinating exchange on 8867 kHz upper sideband between a Continental aircraft and Honolulu Radio at 1147 zulu hours. The aircraft callsign was “Continental 1”.

Continental 1 radioed what Margo copiedas “Mayday Mayday Mayday”, followed by a request for a fuel dump and higher altitude. Honolulu advised that higher altitude was available after 13002. At 1227, Continental 1 got back to Honolulu and stated that the “dump was completed”, and that “they would “climb higher after 1300 zulu”. Unfortunately Margo didn’t include the date the radio conversation was monitored, but I must confess that I am very surprised that more monitors didn’t hear and report this one. Margo overheard no further transmissions to do with this situation. Can anyone else shed any light on just why this very rare call (mayday) was transmitted from Continental 1 via HF radio, and anything further that may have been heard on other frequencies, such as company channels?

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Qantas training VHF frequency 126. 7 is no longer in use by the airline, having been forfeited to the CAA at the request of Chairman Dick Smith, so that they can use it as an Australia-wide frequency. In the USA there are roughly twelve Unicom and Multicom channels in use, and now we are to get at least one. My source: a mole buried deep within the confines of the Civil Aviation Authority in Goulburn Street, Sydney!

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From the early seventies, and the days when Changi in Singapore was a military airport only, and Paya Lebar was the international gateway.

Our correspondent was flying military helicopters in the area, and he used to get ATC clearances around Paya Leba at 200 feet AGL (above ground level) or over the top of the tower at 1,000ft.

A lot of charter operators worked out of Singapore through to Europe, undercutting the airline’s passenger fares. Some of these operations were probably a little bit questionable. Our correspondent was overflying the tower at 1,000ft one day when he copied the following:

TOWER: “Fly-by-night 789, line up!”

A Boeing 707 dutifully rolled onto the active runway and reported ready.

TOWER: “Fly-by-night 789, clear for . . . err, Fly-by-night 789, let me ask . . . have you paid your landing fees yet?”

707: “Err . . . well . . . err”

TOWER: “Fly-by-night 789, you take the next (expletive deleted) taxiway left, return to dispersal, and pay your fees!”

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A chat with a Senior Qantas Communications staffer to clear up some puzzling questions relating to use of electronic items on board Qantas aircraft has revealed some discrepancies in information supplied to Dean McFarlane from Mt Gambier in some letters he received from leading world carriers.

My source at Qantas says the letter Dean received from Air New Zealand (sighted by your columnist incidentally) cannot be taken as being the correct policy. Dean received instructions from Air New Zealand that there were “no restrictions on use of scanners and portable HF receivers on board Air New Zealand aircraft”. My Qantas source says that just recently in talks with Air New Zealand, the topic was broached and that they have a similar policy to Qantas. And that is . . . due to the local oscillator frequency found in most scanners of 10. 7 MHz, harmful interference can be caused to the aircraft’s navigation equipment, particularly in the case of fly-by-wire 747-400’s with their electronic CRT displays. Qantas will examine any individual equipment that you may wish to use on board, and if found to be not harmful, they will issue a certificate clearing it for use. The certificate is for that one piece of equipment only, it is not transferable to other radios of the same model t ype. In any other circumstances radios cannot be used.

Cabin crew usually only allow laptop computers and Walkman-type cassette players to be used on board without certificates, and quite frankly, it’s even been a battle to get laptop computers accepted for operation!

Radio scanners look like transceivers in many cases, and when they are brought on board alarm bells ring in Flight Attendants’ heads, and appropriate action is taken, often causing embarrassment to the owner of the equipment. So, if you want to use your radio, submit it for testing and play by the rules. That way everyone is happy.

And while on the subject of no-nos, spies in Do TC have advised that television stations rebroadcasting taped airband communications as part of airport emergency stories will be prosecuted from now on, along with those who supply the recordings. The full force of the law will be brought to bear from what I’m told, so be warned!

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Compass’s aircraft,recently delivered VH-YMB has a Selcal code of PQ-BG for all those selcal watchers who are collecting the whole set! Selcal courtesy of Mark Hanrahan from Brisbane. And speaking of Adelaide, I might mention that there is a new ATIS channel, in the comm band, on frequency 134. 5 MHz. Correspondent Stephen Newlyn lives about 30 nautical miles away from the airport, but is receiving the new ATIS loud and clear at his Elizabeth Downs location. The old nav band ATIS is still very weak at Stephen’s home. Stephen monitors using a Tandy Realistic PRO-2004 scanner, SPR Scantenna XLR, with RG-213 milspec coaxial cable linking the radio and the stick!

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Aeronautical frequency update. I reported some time ago courtesy of Jean Baker from Monitoring Times, our USA correspondent, that 136. 0 through 136. 975 is now being utilised for aviation communications in the USA.

Readers planning American trips in the future should remember to program in the new allocations and check them for activity. 136. 0 through 136. 45 in 25 kHz steps is set aside for ATC, and General Aviation usage (a total of 15 frequencies).

Reserved for future assignment are the following frequencies: 136. 1, 136. 2, 136. 275, 136. 375, and 136. 475 MHz.

The following have been allocated as company frequencies for use by airlines, and in many cases will be operated by ARINC (Aeronautical Radio Incorporated) on behalf of the major carriers.

136. 5 through 136. 975 in 25 kHz steps (a total of 20 frequencies).

The new Aeronautical Air/Ground Radio Telephone Service has been given 849 to 851 MHz, and 894 through 896 MHz, with . 006 MHz channel spacing, using narrow band technology.

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From Qantas, information that their new VHF corporate frequency of 131. 25 MHz is carrying plenty of engineering information. The old 166. 66 MHz engineering frequency at both Sydney and Perth appears to have been superseded by UHF business band frequency 461. 225 MHz, so if you were chasing Engineering, check it out.

Qantas will also be adding 8921 to their company HF/SSB operation, and possibly also an as yet undetermined frequency, to give them an eight-frequency company spectrum. Existing frequencies are 4687, 6637, 10078, 13342, 17922, and 21970 kHz. Longtime “company” buffs will instantly recognise 8921 kHz as being a Speedbird London channel, and it usually has no shor tage ofactivity on it.

Japan Airlines now using company VHF frequency of 131. 8 MHz in Cairns, Queensland. The frequency has only just been allocated. You saw it first inAustralian Aviation, along with many other new frequencies we have discussed this issue!

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John Adlard from Terrigal NSW asked me to track down a high altitude aircraft he observed over flying Hobart while he was holidaying in Tasmania. The aeroplane was a four engined jet airliner, seen at 2. 30pm on a Sunday afternoon, flying east-to-west. A friend of John’s who had spent several weeks in Hobart stated he had seen the aircraft’s vapour trail almost every day at 2. 30pm.

From the very amiable Jim Ferguson, SOC with the Civil Aviation Authority Air Traffic Services in Melbourne, the aircraft is a British Airways Boeing 747-300, flying Christchurch to Perth. The aircraft calls Melbourne ATC at 150 nautical miles DME Hobart, and in turn calls Perth on HF at 141 degrees east.

Another regular Christchurch/Perth over flyer is an Air New Zealand Boeing 767. Thanks to Jim Ferguson our friendly SOC from Melbourne ATS, and John Adlard for asking the question.

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From Launceston, Graham Dale checks in on our “frequency” relating an incident he overheard a few years ago which he is certain will amuse others just as it did himself.

He was monitoring Launy Tower on 118. 7, around Easter time. Graham has forgotten the call signs, but no matter. He says an Ansett Fokker F27 had departed Launceston for Melbourne, and right behind it was an Australian Airlines Boeing 727 jet (then still known as Trans Australia Airlines).

For about ten minutes, communications between the Tower and the two aircraft was constant, with the usual departure and separation procedures until the 727 had passed the Fokker.

Then a voice from the Tower. “Hey . . . are you guys gunna swap Easter eggs up there?” (Pause) . . . Then another voice from the Fokker. “We’d rather swap pay cheques!”

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Michael Hackwood from Taren Point NSW relates this story from shortly after Delta Airlines started operating into Hong Kong. DELTA 419: “Hong Kong Ground, Delta 419-Heavy, we-all got two burnin’ and we’re ready to roll. Over”

HONG KONG GROUND: (Chinese accent-exasperated, yelling . . . ) “Delta 419, you have two burning? Confirm!”

DELTA 419: “Yep . . . two burnin’ and ready to roll. Over”

HK GROUND (Several steps up the anxiety ladder now . . . ) “Err . . . Delta 419, do you need assistance?”

DELTA 419: ‘Delta 419, we-all got two turnin’ and wanna taxi. Over”

UNKNOWN VERY ENGLISH VOICE: “He means two engines started I believe!”

HK GROUND: (Extremely relieved) “Oh! Delta 419, hold position, approximate four minute delay. Your terminology is all Chinese to me!”

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If you would like to contribute to this feature, address mail to Bob Bell, On the Airbands, PO Box 16, Georges Hall, 2198. If you’d like a reply, a stamped self-addressed envelope please.