On the Airbands

Qantas LDOC frequency 21970 kHz has been loaned to the RAAF, to complement 3032, 5688, 8976, 9876, 11236 and 13207 kHz. Some additional frequencies in use by the RAAF in Mogadishu are 15024, 15035, 17989 kHz, all as support channels. A type of code system is being employed, with so called “channel numbers” being bandied around, which are actually icons for individual frequency bands. For example, if you hear. . . “go to channel 5”, tune up 5688 kHz. Get the idea? Or “channel 21”, dial up 21970 kHz.

Callsigns copied for the Qantas 747-238 “Classic” VH-EBR was Qantas 721 for the first trip, and Qantas 731 for the second flight. The same aircraft was used both times to move troops in to Mogadishu.

The Qantas 731’s flightplan was listed as Townsville/Singapore/Mogadishu/Seychelles/Sydney. On both Qantas charters, personal arms were carried in the main hold, but no was carried on board. Why did they use the “Classic” 200- series 747? Well the reason is it’s much more flyable than a state-of-the-art fly-by-wire 747-400 in situations where there are little or no navaids.

SatComs are not fitted to VH-EBR. But satellite communications were a vital necessity. So a portable satellite communications station was carried on board, which was set up on the apron at Mogadishu, outside the aircraft. Four technical crew were detailed, along with 14 flight attendants. Support staff and loads of high usage spares were carried. Everything except a spare engine! While I’m talking about Qantas, one of their 747-400 s was recently diverted to Tashkent, part of the old USSR, while en route from Singapore to London.

The Russian groundcrew were very amiable and tried to assist as much as possible with the unscheduled visit. But enormous problems beset the aircraft crew. Amongst these, lack of English speaking groundstaff, the airstairs didn’t height- match the aircraft, the underbelly headset jacks wouldn’t accept the Russian headset plugs, so that hand signals had to be employed, and finally, but not the matter of least importance, the fuel coupling system didn’t match with the Boeing’s inlet valves. The joys of running an airline! Somehow, a very resourceful crew saved the, day and overcame these many stumbling blocks. Good work to those involved. They know who they are! Monitored by your author on Sydney Control frequency 126. 9, Boeing 767-277 of Ansett Airlines, VH-RMH.

VH-RMH: “Romeo Mike Hotel is level Flight Level four-one- zero” This transmission was made by two persons, one male, one female, separately, but simultaneously, with the accompanying sounds from the heterodyning microphones as each delivered their report. . . word for word perfect! (then. . . from the male flightdeck crewmember. . . ) VH-RMH: “Did you get that Sydney Control?” SYDNEY CTL: “Sure did, I got it from two people!” VH-RMH: “Oh. . . wow!” You hear something new “On the Airbands” every day, and this one must take the originality prize for the Ansett technical crew involved. It sure made our day at AA! Stephen Downes from Woollahra NSW writes with a tale regarding the Qantas 29 and Sydney Ground on 121. 7 MHz. SYD GROUND: “Qantas 29’er, call 121. 7 when ready!” QFA 29: “Err. . . Ground, Qantas 29 is already on 121. 7. Do you want us to call the Tower on 120. 5?” SYD GROUND: “Qantas 29. . . Sydney Ground, that’s 30-LOVE to you Sir! Call the Tower please. ” Stephen also sends this item, from the dead of night. VH-UBA: (female flier) “Sydney Approach, Uniform Bravo Alpha, we’re getting no answer on Approach frequency 126. 1” APPROACH: “Uniform Bravo Alpha, sorry about that! (124. 4 MHz) He’s out the back. Go ahead here!” (Various details and instructions are then passed) VH-UBA: (referring to the missing Air Traffic Controller from 126. 1) “Is he off playing the pinball machine?” APPROACH: “Something like that!” From an anonymous Sydney contributor. Usually the handover by ATC of an aircraft to another frequency is accom-panied by not much more than a murmured “G’day”. At least one Air Traffic Controller feels this is not sufficient for interna- tional visitors, in this case, an Aerolineas Argentinas flight departing ASSY (Sydney).

SYDNEY TWR: “Argentina 881, contact Departures one-two- three decimal zero. Buenos dias, senor!” Ray Window from Sunbury in Victoria relates a personal flying experience he had recently during a trip to the USA. While in Honolulu, he decided to hire a Cessna 172 for a circle-island flight. Being in the closing stages of his Australian PPL NAV exercises, and being unwilling to do a crash course on USA regulations, Ray also hired an instructor to go with the Cessna, Chris Elley, from Eveland Aero. Chris was an easygoing type, and the duo managed to become airborne in the 172 with an Aloha 737 twinjet on runway-left, and two escorting (or obstructing!) F-15s off the reef runway.

As you may be aware, the Honolulu circuit pattern is flown much lower than normal circuit height, an unnerving situation at first, due to it being flown over Ford Island in the middle of Pearl Harbour. Ray momentarily fantasised that he was a P-40 pilot smack in the middle of the Second World War . . . well, just for a few brief seconds anyway! It was all an experience not to be missed. The circle island flight continued quite normally until they reached the vicinity of a Marine Corp airfield on the other side of the island. Being VFR at 1200 feet over the coast, they made the Tower aware of their presence, and the Cessna’s penetration of their zone was properly coordinated and a matter of public knowledge.

After two minutes, the pair noticed a KC-135 takeoff on their port (left) side, with enormous plumes of billowing black smoke emitting from it’s old generation engines.

Chris the Yank assured Ray the Aussie the KC-135’s all turn left on departure and fly back behind the air base. But their concern grew rapidly, as the 707 military look alike became bigger and, bigger, showing no signs of deviating from a collision course.

Discretion being the better part of valour, Chris took control of the “pipsqueak” Cessna, and they headed for the deck, rounding out at around 600 feet! A look of total amazement on Chris’ face told Ray that the whole episode was unexpected and quite frightening.

But then. . . a lighter note emerged, as the headsets in the Cessna crackled to life with a drawling transmission from the military crew of the KC-135.

“Nice dive guys!” Peter Lawrence, age 13 years, from Andrews in Queensland, requests some frequencies, primarily for Coolangatta Airport. Tower is on 118. 7, Ground 121. 8, Clearances 121. 8, ATIS both on 112. 3 and 134. 5, MTAF is 118. 7, Mobil Fuel on 135. 55, as is Caltex, with Shell and Air BP both not having VHF facilities. Pilot operated runway lighting is operated utilising 120. 6 MHz from the flight deck.

Brisbane also interests Peter. FIS (FlightWatch) on 119. 5, 124. 1, 379. 5, 125. 7, 124. 6, 120. 3, 126. 0, 121. 2, 126. 8, 123. 9 MHz. FIS HF is heard on 3452, 6610, and 8831 kHz. Volmet is from Sydney on 2956, 6676, 11387. , area Control can be monitored on 125. 2, 130. 0, 134. 2, 118. 9, 360. 7, 127. 2, 338. 3, 130. 4, 350. 2, 123. 0,322. 4, 132. 0, 133. 4, and 133. 8 MHz. Approach/Departures 269. 3, 124. 7, 281. 4, and 125. 6 MHz. Brisbane Tower operates on 120. 5 and 335. 6, Ground on 121. 7, and Clearance Delivery on 118. 6. ATIS for Brisbane can be heard on both 113. 2 and 125. 5 MHz. Air BP, Mobil and Shell do not have VHF facilities at the airport on the aviation band. Try those in your scanner Peter! They should keep you busy! Lew Kettle from Bundaberg is our next correspondent as we jet our way around Queensland. A Brasilia aircraft, VH-XFV Brisbane for Bundaberg was making a 30-DME radio call. VH-XFV: “Brisbane, Xray Foxtrot Victor, leaving flight level two hundred, on descent, and we estimate Bundy at two-seven. ” BRISBANE: “Xray Foxtrot Victor, do you realise the time’s coming up to two-five now? What’s your groundspeed?” VH-XFV: “Three thirty knots. . . yeah. . . I know. . . but it’s all down hill from here to Bundaberg!” Bill Green lives in Grenfell NSW and requests some frequencies for British Airways.

Speedbird London is to be monitored on 5535, 8921, 10072, 13330, 13333, 17922, and 21946 kHz USB. My particular favourite is 8921 kHz Bill. Hope you enjoy listening to the Speedbird fleet.

A coy reader who begs anonymity from Werrington Downs NSW wants to be a military Air Traffic Controller, after successfully passing his HSC exams last year.

Recently he scored the chance to visit the Richmond RAAF Control Tower, and says he finds it totally amazing that none of the working controllers in the Tower have any apparent interest in aircraft or dynamics, and just cannot imagine why anyone would want to sit in a room listening to air/ground communications on a radio receiver! “How boring!” was one comment heard by our correspondent in the Tower that day.

Having said that, oddly enough, he was being escorted by a female Pilot Officer who told our man she had become interested in becoming an ATC after being introduced to aircraft comms on her brother’s Realistic scanner! Time to leave now, and if you’d like to contribute, write to “On the Airbands”, PO Box 16 Georges Hall 2198. My new book Listening In to Aircraft Radio is available from the same address (Bankcard, Visa, Mastercard accepted) for $19. 95+ $3. 00 pack and post. 73’s and good aviation monitoring to you!