On the Airbands

It’S Nice To Have A Dollar!

It’s nice to have a dollar! This writer monitored a Cessna Citation business jet depart Bankstown late one afternoon for Jerry’s Plains NSW, a location I did not know the exact geographic location of. A check through my own lists of airports, followed up by a hunt through Civil Aviation Authority ERSA (En route Supplement) didn’t turn up anything of use relating to airfields at such a place. A map check located Jerry’s Plains in the Maitland area near Newcastle. So a call to the Maitland Police, with inquiries about possible Citation capable airfields netted the answer “Arrowfield Stud”, which has such a field. The adjoining stud, “Woodlands” is owned by the Ingham Chicken family. As the registration of the aircraft was VH-ING, I guess we can say the mystery was solved. After 15 minutes on the ground at Jerry’s Plains, monitored on FIS 125.7, the aircraft climbed back into controlled air for the twenty-five minute flight back into Bankstown. The whole episode made an interesting monitoring diversion.

Rod Pascoe, a colleague of mine from this magazine, recently filled me in on a beaut little story involving a British Airways 747 which was on approach to Darwin some years ago. The aircraft was on Approach frequency 134.1 MHz, and the crew was told by radio from the controller that he wanted the aircraft to make some turns to avoid a line of thunderstorm cells and squalls which were right across the path of the descending heavy airliner. The very British Captain came up personally on the radio and said … “Ahh, Approach, Speedbird one-five, my dear chap, do you realise that holding and diverting costs my company thousands of pounds?” The Approach controller (not to be stood over) immediately replied: “Speedbird one-five, roger … in that case, can you make four hundred pounds worth of left hand orbits for me?”

For country folk, at small airports, who love to monitor aircraft radio, but don’t have much in the way of either frequencies or air movements in their area, think about broadening your monitoring horizons as far as possible by including all the fuel operator frequencies in use at your airport. I know it’s only one extra channel, but the fuel frequencies often go “unnoticed” amongst other “more important” channels, when in fact they sometimes have a great deal to offer to the monitor. Some major city secondary airports employ numerous fuel operator frequencies. Adelaide Parafield has BP on 129.9, and Shell on 119.1 MHz. Brisbane Archerfield doesn’t have fuel frequencies, nor does Perth Jandakot, Melbourne Essendon and Moorabbin have no listed frequencies for fuel operators, while Sydney Bankstown has got Clamback & Hennessey (fuel agent) on 128.9, Mobil on 119.1, Shell 129.9, Camden Aviation (agent) on 135.55, and BP on 126.4 MHz.

I notice, on the subject of refuelling, that 1500 litre flow bins, which can refuel light aircraft at 35 litres per minute, and the 20,000 litre Isotainers are widely used. Air BP have this equipment at 64 Australian airports, 30 New Zealand airports, and another 11 throughout the Pacific area. The new technology means that the old “44 gallon” drum is being relegated to second place for fuel storage duties at Australian airports. Also worthy of monitoring are the RFFS (Rescue Firefighting Services) channels, particularly at major capital city airports. Both the training and the real stuff make for great listening. The RFFS men and women, the firefighters, are a very capable, energetic, keen, and physically fit brigade, who are very professional in their approach to their very important work. A few frequencies to remember and programme in to your radio are: Amberley 259.8 (UHF), Pearce 271.3, 259.9, Point Cook 269.8, Williamtown 271.3, 259.3, Sydney 123.2, 465.375, Melbourne 466.35, and Hobart 466.375. Remember not to forget these RFFS frequencies, which can be totally absorbing, and are frequently fascinating to listen to. Marvel at the professionalism of the RFFS platoons near to your monitoring location! We hope you never see them having to put a real fire in an aircraft out, but if you do, you’ll come away from the radio knowing that they’re highly trained to do their immensely interesting jobs!

Right at this moment we are sitting on the edge of a technological revolution in the way airline aircraft are flown. And the future is known as “FANS”, the Future Air Navigation System, which is all tied in to both the Flextrack system, and the use of satellite based wind-pattern observations and position reporting through InMarSat, utilising ACARS. These systems allow continuous high efficiency tracking of airline or other aircraft fitted with the necessary SatComs hardware. The nonstop Los Angeles/Sydney services have been utilised by Qantas, United and Northwest Airlines, who were actively involved at various stages in trials. Qantas is expecting savings in excess of $6m annually on this USA/Australia route in fuel and increased payloads, using Flextracks, which is the key element of FANS. Total benefits to Qantas when maintenance and crew costs are assessed could be in excess of $10m each year. And our major international carrier is expecting even bigger savings from FANS on the busy European routes. Just on the Singapore/Bangkok/London services alone, Qantas calculates it will save $7m annually.

But I can hear you saying … “Yes, yes, big savings, Flextracks etc, but what really is FANS?” Qantas’ Manager Boeing 747-400 (Technical) is Captain David Massy-Greene, one of the principal persons pushing the new technology from within Qantas and (who captained the first Qantas Boeing 747-438 VH-OJA nonstop from London Heathrow to Sydney in that fabulous record breaking, headline grabbing flight in August 1989). “FANS is the biggest change in the way we’ve navigated our planes since the forties”, Captain Massy-Greene told AA. “It’s the new way we communicate, navigate, and surveil our aircraft”. Captain Massy-Greene went on to say that Qantas and other airlines are currently operating their aircraft between 80 and 160nm apart, longitudinally, and 120nm apart laterally. With FANS, David tells me that there will be both a longitudinal and lateral operational closing down to 30nm. It will mean that aircraft will be able to be operated much more efficiently, and climb to their cruise altitudes that they require for maximum economy much earlier.

Over the Pacific, Qantas looked at each individual day of the year, and wind strengths and directions that are predicted at specific locations on the routes on those days. Fixed tracks did not make optimum use of winds prevailing. With FANS, satellite observations of winds are made, and the usable tracks are generated on a daily basis, from these satellite observations. Captain David Massy-Greene told me that “these tracks don’t necessarily mean the tracks with the least mileage to fly, just the least time to fly. It all comes down to simple accounting. The less fuel we burn, the quicker the journey, reducing operating, maintenance and crewing costs, and maximising payload.” The newest phase of the Flextracks system is seeing Qantas aircraft rerouted or redespatched after departure from Los Angeles for Sydney, based on new forecasts received a half hour after the actual climbout from LAX.

As stated earlier, the Singapore/London routes are a prime source of concern for Qantas with escalating costs due to high airspace congestion and 1940s ATC equipment allowing only second rate surveillance of aircraft. As such, separation standards have to be set enormously high to achieve the required levels of safety. But the Asian airspace authorities are wary of FANS, and Qantas is keen to bring representatives down to Australia, and show them what can be achieved utilising the system. David Massy-Greene further stated that the Japan/Australia routes are also going to be introduced to FANS. “We have conflict every night of the week out of Japan, because we can’t get the planes close enough together”.

An ex Qantas staffer, a friend of mine for many years, was having a drink with me recently and casually discussing his time as a 707 First Officer with QF. He tells me he was actually working as F/O on the aircraft where the following incident happened. Anyone who has worked as crew aboard a Boeing 707 will remember that there is a definite grinding and clattering sound that used to be heard when flying particularly vigorous approaches, due to the type of screw-jack system that operated the elevators. First time passengers and novice flight attendants used to become particularly alarmed when the grinding and clattering used to manifest itself, as the more experienced pax and crew exchanged wry smiles.

My friend Mike tells me that his Captain was flying the aircraft on approach to Hong Kong during a very fierce thunderstorm. The whole tech crew up the sharp end were stressed out, wondering whether the “old man” was going to be able to adequately deal with and handle daunting wind gusts and heavy squalls of rain. Suddenly, right into the “nerve centre”, where everyone was busily concentrating on doing their jobs to the letter, the flightdeck door burst open and a very junior Flight Attendant raced in with a horrified look on her face and exclaimed, “Captain, there’s a massive grinding noise coming from the back of the aircraft!” The Captain at this time was super busy, having his work cut out just keeping the aircraft straight and level, with the aeroplane wanting to gyrate around wildly in the storm. He didn’t even take his eyes off the dash instrumentation. He just yelled … “Well bloody well pull them apart!”

Two Boeing 747 airliners were flying, Sydney/Singapore. One was Speedbird 12 (British Airways), and the other … Qantas 1, and they had literally departed within a couple of minutes of each other at Sydney, and steered onto the 279 degree radial from the Sydney Omni. Initial waypoints were Katoomba, Parkes and Reola, through to Alice Springs, and eventually, Derby … on the Australian north west coastline, where the ocean crossing was to start, approximately four and a half hours after departure time. Overhead PKS (Parkes) VOR, the aircraft had closed in tail-to-nose distance to about 25 seconds, with Speedbird 12 at FL 350 (35,000 feet) and Qantas 1 two thousand feet above at FL 370. The frequency in use at the time was the now defunct 131.3 MHz, Transcontinental Western Route Sectors.

Ba 012: “Sydney Control, Speedbird One-Two, Overhead Parkes At Zero-Five-Zero-Zero, Flight Level Three-Five-Zero, Reola At Zero-Six-One Three, Fuel Remaining Ten Hours Plus One-Two Minutes, Temperature Minus Two-Three, Wind Two-Six-Three Diagonal Two-Zero, And Err … Request Direct Track Parkes To Derby, Ins” (Referring To The Inertial Navigation System On Board The Boeing 747-200 Series Aircraft).

CONTROL: “Speedbird one-two, Sydney Control … roger, and you can track direct to Derby INS.” BA 012: “Speedbird one-two, thank you Sir.” Shortly after however, the Qantas aircraft sitting above the British Airways 747, also spoke to Sydney Control.

Qf 1: “Err … Arr, Sydney Control, Qantas One, We’D Err … Arr … Like To Track Direct To Derby From-Our Present Position Too!”

CONTROL: “Qantas one, track direct to Derby INS.” Then the aircraft started to converse directly … BA 012: “Qantas 1, I’ll see you on 123 decimal 45 Sir.” Both crews change VHF to the unofficial chit chat channel 123.45 MHz, and then only five words are spoken, and they come from the British Airways crew.

Ba 012: “Are You There Qantas? P-A-R-A-S-L-T-E!”

Greg Young from Richmond NSW was training for his private licence (PPL) in 1990. His instructor, who now flies for Kendell, related this story to him during a cross country nav exercise flight. It all started on the ground at Sydney’s Hoxton Park Airport, with Greg’s instructor and a student of foreign extraction just completing their pretaxi checks. The student picks up the radio microphone, while going over the taxi call he is about to make, and at the same time deciding which of the two runways he will use, either RW 16 or 34. Quite certain he has things under control, the student keys the mike, and begins his call, in a heavy foreign accent: “All stations Hoxton Park, this is Cessna Lima Mike Echo taxying for the Training Area, Runway … ah… ah…” And with the microphone still keyed up and transmitting for all to hear, he turns to the instructor and demands… “What’s the bloody runway number?” The instructor very deliberately, and quietly mouths the words… “Three four”. The student, still with microphone fully keyed in, says… “Oh yeah, Runway 34, that’s it!” Then from an anonymous station: “I hope you remember the way back a little better than you recall runway numbers!”

Kevin Filmer lives in Vermont South in Victoria. He tells me he thoroughly enjoys “On the Airbands”, and listens to aircraft communications for hours at a time on a WIN 108 aircraft only scanning receiver. Kevin visits Melbourne International twice weekly to take photographs, and just recently monitored a conversation between Transair Melbourne (Qantas Domestic) and Qantas Boeing 737 VH-TAK on company frequency 129.5 MHz. VH-TAK pulled into Bay 3, and the crew requested information on the next departure. Following the lengthy operational conversation, and the crew copying their instructions, this was heard:

Transair Mel: “Is That You Tommy?”

VH-TAK: “Nah mate … it’s Harry. Same neck of the woods, just incredibly more handsome!” TRANSAIR MEL: “I’ll drink to that statement!”

James Gowling from Para Hills West in South Australia was monitoring Parafield Tower on 118.7 MHz, when a Piper Navajo Chieftain came up on frequency. The aeroplane was conveying a group of people on a tour of a leading SA vineyard, in what would be a one day round trip. TWR: “Nice day for consuming white wine!” VH-LGX: “Yeah, but I’d just get drunk!” TWR: “No worries, just catch the bus back!”

And, do you remember the recent wedding which took place on board a Qantas 767-200? “Daddy” must have been rich! My mole buried deep inside Qantas tells me that the jet was chartered at $12,500 an hour on a six hour charter basis, and even had a jukebox CD unit fitted, and business class seats put in for all of the 90 guests. The jukebox posed some electrical voltage incompatibility problems, but Qantas engineers, as usual, quickly solved that one. A full complement of cabin staff attended to every need of the guests at these most extravagant and unusual airborne nuptials.

Monitored by your author on 131.3 MHz, one evening.

Middle East 635: “Sir …”

SYDNEY CONTROL: (silent) MIDDLE EAST 635: “Sir … Middle East 635” (Still no reply …) SYDNEY CONTROL: “Aircraft calling Sydney Control?” MIDDLE EAST 635: “Err … Middle East 635, err … sir, you got a lovely country!” SYDNEY CONTROL: “Thank you very much …” MIDDLE EAST 635: “Yes … this is the first time I come here after 30 years flying, you got a lovely country!” SYDNEY CONTROL: “Thank you, hope we see you again” This exchange was also monitored by Bob Langley from Balgowlah NSW, who thought it was as amazing as I did at the time.

It was my first time flying into and out of New York JFK last October. On arrival, we taxied and held for 47 minutes to reach our Delta Airlines gate! Not much shorter than taking a city centre to city centre very fast train from NY to either Boston or Washington DC. Airlines beware, Airport and airways congestion is your greatest enemy. New York JFK is huge, but LAX isn’t so small either. When leaving on Qantas 18 late one evening for Nadi and Sydney, the international gates in the Tom Bradley Terminal had the following aircraft on the departure board for imminent departure: AZ629 to Rome, AF894 to Paris Orly, AF73 to Paris CDG, BA268 to London Heathrow, QF18 to Nadi/Sydney, SR109 to Geneva/Zurich, Qantas 12 to Sydney/Melbourne, EH121 to Mexico City, PR103 to Honolulu/Manilla, OZ213 to Seoul, IZ404 to Chicago Midway, IW291 to Papeete, QF100 to Auckland/Melbourne, TA511 to Guatemala, GU961 to Guatemala, and PR641 to Mexico City! Not a bad lineup. A true monitor’s delight!

Climb into the Cockpit by Radio is my brand new aviation monitoring book, crammed full of information, and totally different to any of the earlier publications. Available from us at Airband Communications, PO Box 16 Georges Hall 2198, for $22.95 inc p&p. Bankcard, Mastercard and Visa are welcome by mail order only. Listening In 95 magazine, with four great aviation related columns is $8.00 inc p&p from the same address. $30.95 for both. Phone enquiries welcome on (015) 89 7332. We’d love to hear from you at “On the Airbands”, with any information or funny stories from the aviation airbands you may be able to recount. If you’re not all that good at telling a tale, write out the facts and if it’s good enough I’ll prepare it for inclusion in this column. Write to the address just stated relating to the book and magazine. Don’t forget to file a flight plan that allows you call in at your newsagent next month, or consider saving some serious money by subscribing to Australian Aviation. See you in September.