On the Airbands

Julian Ness of NSW was monitoring 123. 4 in Sydney (Arrivals Control, South/West) on New Year’s Eve, anticipating the arrival of the US President.

ARRIVALS CONTROL: “Xray Alpha Echo, be advised that your arrival to Sydney coincides with the arrival of Air Force One at time five zero. Because of this, I’ll have to vector you on Approach, to Bankstown, as Sydney must sweep runway 34”.

VH-XAE: “Wow, it must be one hell of a big broom they’re using!” CONTROL: “Yes it is. It’s electronic!” (A bomb detection device, operated of course by trusty US Treasury Secret Service agents, and the FBI).

Roger Honeyman from Scarness in Queensland listens to aircraft while sitting up in bed at all hours of the night (much to the annoyance of his wife!) On one occasion, when he was “allowed out to monitor”. Roger was parked at the Amberley RAAF Base perimeter fence monitoring whilst watching F-111s and the odd Mirage, along with some US aircraft which were visiting.

All was fairly quiet until an Ansett 727 arrived in the circuit area, VH-RMM or VH-RMI. A rather posh voice announced that the aircraft crew would be performing some touch-and-go landings for pilot training.

The 727 came in for what appeared to be a normal approach, but hit the runway with a very solid thump and a good deal of smoke from the tyres. Suddenly the engines were placed in reverse thrust and the brakes applied heavily. The aircraft came to a fullstop in the middle of the runway, and for what seemed like an eternity no doubt to the poor ruffled soul in the left hand seat, there was complete silence on the radio. Then the posh voice reappeared again and said simply . . . “We shall now try that again but this time with a real pilot!” The aircraft then backtracked to the threshold and took off, did one textbook touch-and-go, and then disappeared into the wild blue yonder! Roger can still imagine the red face and sandblasted ears of the trainee attempting the touch-and-go, and often wonders if he ever got to try that again and if indeed he is still flying.

A few days ago, a letter arrived on my desk from Peter Shakells of Qantas Operations Communications, thanking me for my explanatory article in ‘On the Airbands’ a few issues ago regard- ing Qantas requirements relating to electronic emissions from devices taken by passengers onto aircraft.

Devices such as radio scanners. As you are no doubt aware, the use of portable scanners or any other devices that may emit radio frequency energy are banned for use on Qantas aircraft. This is a CAA requirement in fact, and CAA have decided that if manufacturers want to identify portable equipment for use on aircraft during flight, they would have to put forward the cost of testing and certification. In February 1973, the ban on dictating machines and portable calculators was lifted by the CAA, and recently the ban on small battery powered laptop computers was lifted.

However, the ban on the use of radios, TV’s, other video equipment and large entertainment units is still in force. Qantas Engineering and Operations staff have tested individual units (scanners etc. ) in the past for certification for use on their aircraft, but unfortunately, Pete Shakells advises that “due to the company’s recent restructure and subsequent staff cuts, Qantas are unable to continue this service. Authorisation can now only be confirmed for special cases, on a one off basis. ” Peter says that Qantas staff understand the pleasure we derive from listening to aircraft communications, especially the idea of listening if you are actually on board yourself as a passenger, and sincerely apologises to anyone inconvenienced by this change in policy. It’s great to know Qantas care enough to write and tell us about things that affect us! From On the Airbands US correspondent Jean Baker, her story of a controller at LAX (Los Angeles) who works in the Tower, and a US 747 flying to Honolulu, which accidentally taxied away from its gate. . . without its load of passengers! It seems the pilot called Los Angeles Ground requesting permission to push back and was given. . . “pushback approved, taxi to runway 24 left and hold. ” After the tug pulled the aircraft out from the gate and disengaged, the pilot taxied a few metres, then came to an abrupt halt, and immediately requested clearance back to the gate. “Do you have a problem sir?” the controller enquired anxiously. “Yep”, the Captain replied coolly, “we just forgot the passengers!” The same American controller told Jean that after midnight at LAX, when traffic gets lighter, terminology gets a bit more relaxed. Recently a FedEx (Federal Express) pilot called Los Angeles Approach with . . . “Hey, LA Approach, you got your ears on?” The Approach controller answered him with. . . “that’s a big 10-4 good buddy, say your 10-20!” (location) “I’m at the stadium” came the reply from Express, to which the controller again replied with “Freight Crate, you’re clear to drop and stop on the Runway 25 right!” Only in the USA! A small dog wandered onto the active runway at Sea-Tac (Seattle-Tacoma) International Airport and proceeded to hold up departing traffic for about 15 minutes while ground crews tried to catch the little canine. ” The passengers aboard the first aircraft in line watched with glee as the dog led all his highly trained would-be captors on a merry and wild chase, until they finally managed to ensnare him. When the Tower controller finally reported that they were cleared for takeoff, the Captain said over the leading aircraft’s PA to one and all. . . “Dog gone, we go!” Qantas passengers from Brisbane are now being cleared for entry into Honolulu before their aircraft actually touch down. On arrival they show a sticker on their tickets to use an express immgration lane. The early clearances are being made possible by Australia’s Immigration Department providing its US counterpart with computerised information on passengers. The trial programme is the first of its kind between Governments.

The scheme will be extended to other US and Australian ports within the next few months. A great time saver for the Aussie traveller! With the media giving wide coverage to suspicions that a computer malfunction caused the Lauda Air 767 crash, Qantas Safety Department points out that the Pratt & Whitney and General Electric engines powering Qantas Airway’s 767’s are fitted with a manual interlock for the reverse thrust.

The ill fated Lauda aircraft was powered by Pratt & Whitney 4000 model engines, with an electronic system, and since the crash, standard procedures for all Boeing operators have come into play to lock out engine reversal systems should any prob- lems with them arise during flight.

An aeronautical offering from David Jones of Bundaberg, Qld. 12:05hrs one recent Sunday.

VH-HIX (Southern Pacific Regional Airlines Mohawk) and VH-MVW, a Sunstate Airlines Shorts 360 are involved. The aircraft are airborne just south of Bundaberg.

VH-HIX to VH-MVW: “We’re at 8,500. . . we’ve got you sighted!” VH-MVW: “We haven’t got you visual, but we’ll trust your judgement!” VH-HIX: “There are many girls in the world who don’t want me visual!” VH-MWW: “We now have you sighted at our one o’clock, and I can relate to that!” Monitored from what Sydney correspondent Rob Turner describes as “the Sydney Airport Kyeemagh Parking Bay”, this excellent exchange. (It’s known to our fraternity as Gate 20 Club HQ Rob! The Tower call it “The Gallery”) TOWER: “Charlie Zulu Mike, Twin Otter hovering over the end of Runway 25. When he finally makes it down, line up behind that aircraft!” UNKNOWN (VH-CZM?): “I wish I could sell you an abstract painting of the approach path he’s cut through the sky!” Rob Turner says he was “examining the possibility of an airline pilot career” earlier, but has now decided to work in the Mining Analysis field, due to the heavy financial burden associated with obtaining an Airline Pilot Licence. He actually did once hold a Commercial Licence for fixed wing, and now makes up for its absence by “listening”.

Monitored recently by an anonymous male correspondent in the north of the state through the East Pacific FitSatCom on Fleet Relay Alpha Channel 11, which is 269. 75 MHz, in narrow FM: The following callsigns chatting with each other: McMurdo Iceberg Weather, and Iceberg-3 (a MAC C-141 Starlifter trans- port) which was tracking to McMurdo for an equipment drop.

The anonymous contributor is known to me, and is very reliable, but frankly this is the first time I have heard of Aussie monitors intercepting Eastern Pacific net signals from FitSatCom. Thanks! Now, all you satellite enthusiasts, start searching the 269 MHz portion of the spectrum for any locally copiable FitSatCom activity! Back to 123. 4 MHz at Sydney Airport, just after 7pm at night. ATC: “Tango Bravo Golf, can you pass wind please?” VII-TDG: (fits of laughter, amidst which he provides ATC with wind speed and direction) ATC: “that must have hurt!” VH-TBG: “Not the direction, just the velocity!” Some late night humour from Charlie Zulu Quebec talking to Sydney Departures on 123. 0 MHz.

VH-CZQ: “What’s the difference between a blonde and a shop- ping trolley?” ATC: “Give up!” VH-CZQ: “A shopping trolley has a mind of its own!” Sexist yes, but also funny! So we run it. No complaints please! A Western Australian reader who prefers to contribute anonymously writes about his time spent in Sydney, where he visited Sydney Airport a couple of times during his stay and took along his receiver.

It is not a humorous story, but rather an example of the professional patience of Sydney Tower controllers. A US airline 747 took off from Sydney with the Captain sounding like one of the old “flight deck dictator” variety now thankfully almost completely gone from Aussie flightdecks. The Yankee Skipper reported to Departures Control suspected trouble with a door. He was asked to climb straight ahead to 6,000 feet to give him a chance to try and sort out the problem, and/or for the Tower to assign him a piece of sky to commence a fuel dump if a return was necessary.

This was met with a cranky refusal. “I’m only prepared to go to 2,000!” His right I guess, so a compromise of 4,000 feet was then ADF CALLSIGN UPDATE suggested by Tower, again refused however. . . “Get me to some- where I can start dumping fuel!” The Authoritarian American Aviator was then directed over the coast north of Sydney and the Tower again requested he climb to 6,000. This was apparently the minimum fuel dumping altitude. Captain Cranky got even more agitated then and aggressive, refusing and demanding to be given a pattern so he wouldn’t be flying back through a cloud of his own fuel! The controllers allow for this with their suggested patterns, but Captain Cranky then began to address the Tower as if they were part of his kindergarten class, and our correspondent was getting angry on their behalf. All the time, the Yankee Dictator was adding comments like. . . “Do you realise that I’m dropping fuel all over those boats down there?” and “No. . . I will not climb higher!” or “No. . . I won’t take her another five miles off the coast!” A real picture of total co-operation.

Our anonymous WA correspondent suggests the Captain may have been happier if Sydney controllers had expressed some panic or alarm at the situation. But they were instead professional, consistently considerate, full of patience, and avoiding any sense of drama! This low key and calm approach so characteristic of our controllers apparently infuriated the God Captain! The saga ended with Him wanting the shortest of abbreviated approaches, but because he hadn’t declared an emergency, they vectored him to his further annoyance. He was still given the shortest possible safe approach, mindful of other aircraft in the circuit. Score for Sydney Tower: 10, Nil for the Captain! Rowan Cavanough from Goondiwindi Qld is a charter pilot with Sudholz Air Charter. He provides two great stories. VH-MRO: Dubbo, Mike Romeo Oscar requests traffic for descent to Bourke.

DUBBO FIS: Mike Romeo Oscar, Dubbo, no IFR traffic, however there is a lot of NOSAR activity. I’ve got no details, they’re in the area due to the Birdsville Races. In fact, there are five oktas of aircraft below five thousand feet! The second story is extracted from a time when Rowan was aboard VH-UFO, a Navajo, en route Dubbo to Melbourne.

As Rowan puts it. . . “You can imagine some of the comments I received along the way with a callsign like that!” One radio exchange is worthy of reporting here, between Rowan and a very American accented Melbourne Controller.

VH-UFO: Melbourne Control, Uniform Foxtrot Oscar, seventy DME Melbourne, maintaining five thousand.

MELB CONTROL: Uniform Farxtrot Os-ker, squawk 3-4-7-2. VH-UFO: Uniform Foxtrot Oscar, 3-4-7-2.

MELB CONTROL: Uniform Farxtrot Os-ker, this is Melbourne Carntrol, you are now an IDENTIFIED flying arbject! At Sydney International Airport, SimOps are still in progress, although under strictly controlled conditions where both Captains of aircraft involved in a SimOp arrival have to “understand and agree with the use of SimOps for their situation” before the dual movement can be employed.

Departures frequencies are no longer handed out by the Tower following climbout to 500 feet, with the frequency now being assigned while the aircraft is still at its departure bay, on Apron Clearance Delivery frequency 127. 5 MHz. Following an Airways Clearance, ACD uses the phrase “when airborne, call departures on 123 decimal zero” or “125 decimal 3”.

I’ll take my leave of you now, reminding you that next month’s On the Airbands will include our Qantas “FSD” contest winners. If you wish to contribute to our feature, write to Bob Bell, “On the Airbands”, PO Box 16 Georges Hall 2198. Hope to see some of your monitored stories landing on my desk for use in “On the Air- bands”. Until next time, enjoy some quality monitoring!