On the Airbands

A book I have just been made aware of written by two such “fanatics”, T T and SJ Williams, from Haverfordwest in the UK, is beautifully tailored to the noble art of spotting tails and recording them. Its drawback is that its mainly useful in the UK. It is however the ideal companion for airband listeners who want to quickly obtain flight details of airlines operating in the UK. Also included are details of many overflights between Europe, Canada and the USA. For this reason alone, I am going to recommend it to Aussie monitors who listen to the North Atlantic Tracks (NATs) on HF. This A to Z guide sells for £6.50p. The title is Flight Routings 1995. It will no doubt be updated this year.

The book has been produced nine times previously, with information directly received from airports and airlines. The headings covered relating to each airline that flies into the UK alphabetically are: flight number, departure time, departure airport, arrival time, arrival airport, type of aircraft normally operating that flight service, days of operation, special notes. Write to T T and SJ Williams, at “Greenfields”, 126 Haven Road, Haverfordwest, Pembs. SA61 1DP, for price in Aussie dollars plus postage.

Bruce Southward lives in Albert Park in Victoria. He’s held a Private Pilot Licence (PPL) for over 20 years and offers a few incidents to us that have occurred over the years while he has been at the controls of light aircraft. Bruce did ab initio training at Christchurch International Airport in New Zealand in the late seventies. Generally, he used a grass strip, to keep away from commercial traffic, but as he puts it, “occasionally the instructor allowed us to use the real runway!”

On one of those days of seemingly endless circuits and bumps on the uneven grass in a PA-28, an Instructor advised he was taxiing in a Piper Cub with an Air Traffic Controller Trainee on board. Shortly after, as they completed the first circuit, the Instructor announced:

Zk-Xyz: “This is Piper Cub, X-ray-Yankee-Zulu, turning base for Runway Two-Seven, touch-and-go, with bounces.”

Immediately, an anonymous voice which sounded suspiciously like the Chief Flying Instructor (CFI) who was in the circuit area responded with:

Anon: “Typical ATC landing!”

More recently, Bruce Southward was on base leg for Runway 31 Right at Moorabbin Airport, when an inbound aircraft called up.

Vh-Abc: “Piper Cherokee, Alpha-Bravo-Charlie, at GMH, inbound with Charlie” (ATIS).

As Moorabbin utilizes discrete frequencies for aircraft approaching from the west and east, Bruce should have been on Tower frequency 118.1 MHz, but instead came up on 123.0 MHz. The controller was in a humorous mood, and replied to Bruce’s errant call:

Twr: “Alpha-Bravo-Charlie, if you really are where you say you are, please call the Tower on 118 decimal 1.”

After a brief silence, an embarrassed Instructor came upon air and announced:

Vh-Abc: “Alpha-Bravo-Charlie, thank you, and I’ll shoot the student!”

Michael Hore lives in Sydenham NSW, which has got to be the greatest spot in the world to watch aircraft go by at low altitude. Sydenham is about five km north of the threshold of Runways 16R and 16L, and the views and sounds are excellent, except of course if you’re an anti-noise protester! Michael uses a Netset (Tandy) PRO-44 scanner radio, and on the day in question, was at Kyeemagh on the water’s edge with a pilot friend of his who used to be a Qantas engineer. They were catching up on old times, while watching operations on Runways 34L and 34R at Sydney International Airport.

A Boeing 747-400 belonging to a very large and well known airline which in Michael’s words “had better remain anonymous” was taxiing out for a Runway 34L departure. Michael noticed that its flaps were still retracted, highly unusual for an aircraft so late in its pre-departure taxi. Michael remarked on it to his friend, who pointed out to Michael that if the throttles were advanced to takeoff position with flaps retracted or anything else not in its proper place for takeoff, a takeoff configuration warning alarm would activate in the cockpit. This was of some reassurance to Michael.

Jetliner: “Tower, Jetliner 123 is ready.”

Syd Twr: “Roger Jetliner 123, assigned heading 3-4-zero, clear for takeoff!”

As the Boeing 747-400 was now approaching the end of the runway with its flaps still very firmly retracted, it was becoming abundantly clear that there had been a major slip-up with the pre-takeoff cockpit checklist. Michael just hoped that the warning systems were functional. As he so eloquently puts it: “There was no way that the aircraft was going to leave the ground in that configuration.”

The 747 arrived at the end of the runway, and proceeded to line up without any sign of the flaps extending. Michael confesses to a flutter in the stomach at that stage. The engines began to spool up, and then to Michael and his friend’s relief, the leading edge flaps began to extend, and the aircraft came to a very hasty stop.

Jetliner: “Ahh, Tower, Jetliner 123, we’ll be holding position for two minutes”

Syd Twr: “Roger Jetliner 123, cancel takeoff clearance, report when ready.”

Fortunately, there was no traffic on final for Runway 34L at the time! If they had been, I’m sure the flight crew would not have been amused! Thirty seconds later, with the flaps set at the normal 20 degree takeoff position, Michael and his friend heard:

Jetliner: “Tower, the Jetliner 123 is now ready.”

Syd Twr: “Jetliner 123, assigned heading 3-4-zero, clear for takeoff.”

As the takeoff continued, Michael’s friend speculated as to whether passengers could ask for a discount. Michael specifically refers me to the lack of any “flap talk” in the radio communications. Michael’s ex-airline mate thought they may have thought no one had noticed, and didn’t want the incident to go down on the record.

No readers, the airline involved was NOT Qantas. But Michael did brief me on the actual call sign of the aircraft. I have such a high regard for this airline that I daresay that the “mistake” was in fact a deliberate error created on board by a Check Captain in the co-pilot’s seat, examining the pilot-in-command. He would no doubt never have allowed the aeroplane to roll on takeoff with the flaps retracted, and was no doubt very pleased with the pilot-in-command for picking up the problem in the course of normal crosschecks. I would like to believe this was the most likely scenario Michael, because this particular airline is so professional and well respected that I would doubt they would have aircrew making mistakes of such significance.

A couple of stories from another Sydneysider, James Smith from Cherrybrook. It’s 5:30pm local in Sydney and aircraft are on final for Sydney’s Runway 34R.

Aircraft 1: “Tower, can you please turn the VASIS down?”

Twr: “Will do. It’ll take a minute or two though.”

A few minutes later… on the same runway…

Aircraft 2: “Tower, can you turn down the VASIS?”

Twr: “Sir, it’s being done, an outside agency is now responsible for the lights on the new runway!”

Moments later, an aircraft on final for parallel Runway 34L.

Aircraft 3: “Can you please turn down the T-VASIS?”

Twr: “How’s that?”

Aircraft 3: “Can you put it up a notch?”

Twr: “It’ll have to be two notches! Nothing much is working here at the moment!”

What do you call that James… just another frustrating day at the office?

Early morning, also at Sydney, with a Qantas (Eastern Australia) Dash 8 on final for Runway 16R. The following exchange takes place several minutes after the aircraft is acknowledged by the Tower as being on frequency.

Twr: “Tango-Quebec-Quebec?”

Vh-Tqq: “I did call you.”

Twr: “Did I acknowledge?”

Vh-Tqq: “Affirmative.”

Twr: “My short term memory is shot!”

One of my favourite columns in AA is Dave Prossor’s “Warbirds”. I have a great interest in them, spurred along by the huge increase in restored warplanes at Bankstown Airport, near my home. Every chance I get, I check out the communications packages on these aircraft. But one I looked over recently was so unbelievably well fitted out, my attention was quickly diverted from the communications gear.

American tourists John and Joyce Proctor were due to fly out of Bankstown for Jervis Bay in their 14 tonne former US Navy Grumman Albatross amphibian. So off I went to check out the communications gear, and… got sidetracked! Never before have I seen such an excellently restored and fitted aircraft as this. John and Joyce had sold up everything they owned in their native Oregon USA in order to finance the fitting out of the Albatross. Full living and lounge areas, bedrooms, even a barbecue! As well as the living areas, the aircraft is fitted out as a self-contained Marine Research Station, with its own dive compressor and desalination plant. Using some astute business acumen, the couple hired out the aircraft’s Marine Research Centre along the way to help fund the trip they are making.

They left Oregon in March of 1995, flying around the Pacific Rim, Canada, Russia (where they were intercepted by fighters!), Tokyo, Okinawa, Micronesia. They arrived on Australian soil in Darwin in August last year. By the time I arrived back in Australia from the USA, the Albatross was firmly on the ground at Bankstown. After leaving for Jervis Bay, they flew to Canberra, Point Cook, and Tasmania for the Air Races down there. The plan was to be in New Zealand by late February, and then return home via the Hawaiian Islands.

I asked John about the fuel consumption. The twin 1425hp (1065kW) engines gulp 1800 litres of fuel hourly on climb, and 450 litres an hour in cruise. What about the Russian intercept? “All handled in a very efficient manner communicating with us on 121.5 MHz, although there was very little English actually spoken by the fighter leader to us. But we got the idea, as he was signalling to us using the internationally laid down follow-me/wing rocking techniques. But they did have VHF 121.5”.

John and Joyce are former airline pilots, well qualified to fly this big warbird wherever they choose to go. It’s like a couple who’ve forsaken their home for a bluewater yacht, except in their case, it’s an ex-US Navy Grumman Albatross amphibian aircraft. John Proctor loves adventure, being the co-pilot for the first trans-USA balloon crossing attempt in 1966, and he was Team Leader/Mechanic in a joint USA/USSR team which flew an open cockpit biplane around the world in 1991.

Ian Green from Chelsea, Victoria writes with this story involving Cathay Pacific, monitored on Melbourne Ground frequency 121.7 MHz, at 13:50 local time.

Cpx 002: “Melbourne Ground, Cathay Two, request pushback and start.”

Mel Ground: “Cathay Zero-Zero-Two, push and start approved.”

Cpx 002: “Push and start approved, Cathay Two.”

After a short pause, the dialogue continues:

Cpx 002: “(Embarrassed) Arr… Melbourne Ground, disregard last statement, would you believe we have nothing here to push us yet?”

Japan Air 775, Cairns for Brisbane had just taken off, when the following conversation ensued, relayed by “an airport worker” to “On the Airbands”.

Jal 775: “Tower, Japan Air Seven-Seven-Five, Sir we need to fly a circuit and land immediately due to a multiple birdstrike, we have damage.”

Twr: “Japan Air Seven-Seven-Five, you’re clear for a right circuit and approach to Runway Three-Zero, are operations normal.”

Jal 775: “As normal as possible, we just need to get on the ground as soon as we can.”

Cairns Tower staff hit the crash alarm and rolled out the fire trucks and emergency crews, just to be on the safe side. The Boeing 747 made a normal approach and landing at 5:25am local, and maintenance engineers inspected the two heavily damaged starboard engines. The remains of six magpie geese were found after being sucked into the engine intakes. Six engine specialists from Tokyo based ground engineering staff from Japan Airlines arrived later that day to carry out repairs, while the passengers from Japan Air 775 continued to Brisbane aboard a Qantas Boeing.

Climb into the Cockpit by Radio will answer all your Airline SatComs and other questions. Price is $22.95, including postage anywhere in Australia, from Airband Communications, PO Box 16, Georges Hall 2198. Bankcard, Mastercard, Visa welcome. See you in May.