On the Airbands

The Following Story Comes From an Employee of Airservices Australia

The frequency in use was 125.2 MHz. A British Airways (Speedbird) Boeing 747-400 and an Asian carrier were involved, and the conversation went like this: PERTH CONTROL: “Asian Eight-Seven-Three, request short count from one to five for radio check please.” ASIAN 873: “One, two … five.” SPEEDBIRD 12: “Perth, Speedbird One-Two, we received the transmission okay, but what happened to the numbers three and four?”

An RAAF Flight Engineer Writes to Correct Some Items Which He Observed Were Incorrect in a Letter Sent to Me Earlier and Published in Jan 96 AA From Fighter Pilot “Punky”

Our newest correspondent states … “First up Bob, the rootword for 36 Squadron is Stallion, not Trojan. Trojan belongs to 37 Squadron. Secondly, the numbers that follow the rootword are individual pilot allocations only when the aircraft is flying a local training sortie, for example, stallion 731. For normal tasking, the Wing allocates Air Task Orders (ATOs) to the individual transport squadrons in a number series starting every month. That is to say, ATO-001 for 36 Squadron might be a task from Richmond to Tindal, and return, carrying cargo for 75 Squadron. The aircraft callsign would be stallion 001 regardless of which pilot is the aircraft captain. What Punky is saying may be correct for the fighter squadrons where their flying programme can be numbered as he described, but that would not work for the transport squadrons, where tasks are planned at times months in advance! Tasks are also frequently extended, with subsequent tasks having to be recrewed, but with no effect to the task number. The rest of the information Punky provided regarding formations seems to be the RAAF standard. I hope this helps to clear up any misconceptions regarding transport squadrons.

Kent Healey From Woden in the ACT Has Written Enquiring About a Callsign He Copied on 5574 kHz, USB, One Evening Last Month

The aircraft, identifying as “shocker 74”, was apparently military, and was speaking to Honolulu Radio. From the positions being copied by Kent, the last one being “lulus”, it would appear that the aircraft was some 200 miles to the south of Honolulu, inbound to Barber’s Point (Oahu). Kent enquires: “What kind of aircraft was it, and where is it based?” “Shocker” is a 22nd ARW KC-135 tanker, based at McConnell Air Force Base, Kansas, USA. Kent says he has also copied an American military aircraft on the same frequency identifying as “spider”, which is used here in Australia by Fleet Support Nowra for some of their Learjet missions while contracting to the RAAF. The American usage of the callsign “spider” relates to F-16 fighters from the 388th Fighter Wing, Hill Air Force Base, in Utah.

ADS Europe, a Pan European Consortium Including Racal Avionics, the United Kingdom Civil Aviation Authority and National Air Traffic Services, and the French Direction Generale de l’Aviation Civile (DGAC) Is Launching Automatic Dependant Surveillance of Aircraft in European Airspace, Following the Successful Implementation of ADS In the Pacific Area

Initial European trials are being earned out by British Airways, KLM, Air France and Lufthansa. Racal Avionics are supplying ADS satellite equipment for installation in five British Airways and KLM Boeing 747-400s. Racal’s 3MCU (ARINC 600) PC-based ADS computers are first being interfaced with the satellite link with both the UK and French air traffic control organisations, before installation in the aircraft later this year. Software is being developed by Racal and Honeywell and will provide multi-channel avionics to relay both flight operations and administrative data to the ground stations through the InMarSat network, and will also support the ACARS system. The first trials are scheduled to be carried out on trans-Atlantic trips, but they will also be flown through EuroControl airspace.

For HF Monitors Who Have Locked on to the Rockwell HF Station Which Identifies as “Cedar Rapids” and Was Given Publicity Through This Column Earlier, There Is an Additional Frequency Now Being Utilised

Brand new frequency 6737 kHz is now operational, and is used to relay company messages by airlines with contractual arrangements with the Rockwell station. The facility is one of the highest powered LDOC facilities in the world, and is copied very easily from Australia.

Halim Daymond Is an 18 Year Old Student Pilot Who Regularly Monitors Air Traffic on His Uniden UBC100XLT Receiver From Both Perth and Jandakot Airports

Recently, Halim was at Jandakot, in what he terms as the “spectator viewing area”, with his radio, when the following incident took place. VH-RWQ, a Cessna 152, performed a go around, after the student on board had difficulty getting the aircraft down. The student completed another circuit before landing safely. The conversation monitored by Halim was overheard as the little Cessna taxied clear of the runway. The participants were obviously Jandakot Tower and the Flying Instructor aboard VH-RWQ. JANDAKOT TOWER: “Romeo Whiskey Quebec, the wind has been swinging around a fair bit. Did you notice any downwind on final?” INSTRUCTOR: “Not any that you’d be able to notice with this student!”

“Chris” From Carindale in Queensland Has Written Detailing Numerous Interesting Incidents Both He and His Father Have Monitored Over the Years

I’ll try to slip as many in as I can over the next few issues. This first story involves an Ansett BAe 146 (VH-EWS) heard one morning in Brisbane by Chris, exiting the domestic apron while a Qantas 747 was taxying along taxiway “Bravo”. The frequency was Brisbane Ground on 121.7 MHz. BNE GND: “Echo Whiskey Sierra, you’re cleared to enter Taxiway Bravo behind the Qantas 747.” VH-EWS: “Roger that, cleared to enter Taxiway Bravo behind the other four engined widebody.” QANTAS 60: “Boy … someone on board that thing has got a big sense of humour!”

The Following Is From an Anonymous Contributor, Who Preferred Not Even to Supply His Name and Address to Me

He has two stories for us, and has no need to be embarrassed to write anonymously. Anyone who wishes to remain incognito is welcome to write to me along with the signed letters. The first incident involves a situation a few years back in a training area adjacent to a GAAP aerodrome. A (presumably) junior instructor was conducting a trial instruction flight with a prospective and somewhat ardent student. As it turned out, the instructor had accidentally jammed his mike on the area frequency, allowing everyone monitoring the frequency to have an insight into how to fly straight and level, an introductory session which lasted some ten minutes. The prospective student was having fun, and being quite pumped up with adrenaline, said to the instructor; “Is that an F/A-18 out there on our tail? We’d better do a split-S and get away from him!” No doubt the instructor was shaking his head vigorously and smiling politely, when he discovered his big open microphone mistake. He hastily un-keyed the mike, and there followed three seconds of silence, then this …. UNKNOWN AIRCRAFT: “I wish there really was an F/A-18 up your tail!”

“Chris” Relates His Second Story, Involving a Situation Depicting How Easy It Is to Get on the Wrong Side of Flight Service

A VFR aircraft had just broadcast standard departure details on the area frequency, and requested area QNH (altimeter sub-scale giving elevation if aircraft was on the ground), to which the duty Flight Service officer replied: FIS: “Alpha Bravo Charlie, QNH is one-zero-two-three.” A few moments later, another VFR aircraft departing the same airfield and tracking to the same destination gave a similar departure broadcast, and also requested the QNH. This was the reply: FIS: “Delta Echo Foxtrot, QNH is still one-zero-two-three!” VH-ABC: “Delta Echo Foxtrot … oh Derr!”

Here Is a Tale From the Internet Related by Brian Steele, Who Holds Amateur Licence VK6BBG in South Fremantle WA

I’ll let Brian take up the story. “Few people in the United Kingdom will fail to remember the legendary October gales of 1987, where thousands of trees in Southern England were felled, many of these trees many hundreds of years old. Although the gales lasted only one night, the disruption to lives lasted several days. During the fateful night, they were having major problems at Heathrow Airport, with numerous aircraft being blown into a spectacular bank with each gust. Problems were compounded as aircraft after aircraft executed a “missed approach” (go-around), and returned for a second or even a third attempt to land. At the height of this, some empty luggage pallets blew away, skidding across the apron. One eventually took up residence at the threshold of Runway 27L, which was the current duty runway for landing aircraft. At this point, a Lufthansa 747 was on final, and was talking to the Tower: HEATHROW TWR: “All traffic Heathrow, be advised, there is a pallet moving on the threshold of 27 Left. Exercise EXTREME caution. Luft 123, clear to land 27 Left, surface wind variable, gusting to 80kt!” LUFTHANSA 123: (In German accent) “Clear to land 27 Left, and how big is this parrot?” HEATHROW TWR: “About six feet!” One can only begin to imagine the faces of the Lufthansa pilots as they thundered down towards the threshold. Immediately on hearing the last from the Tower, the Lufthansa 747’s engines were spooled up, the nose rose high, and the aircraft climbed away, presumably attempting to avoid the possibility of a very major birdstrike!” Thanks are due to Brian Steele, who can be reached through the internet by addressing to [email protected] Several inquiries have filtered in about Bill Battle’s “World Air Carrier Callsign Directory”. It is priced at $US31.00 +$US9.75 shipping and handling. Pay by International Money Order or Bank Cheque only, in USA dollars, and you’ll get the publication shipped back by return airmail. The address to write is: W J Battles Enterprises, PO Box 133 East Kingston, New Hampshire 03827-0133 USA. Certainly recommended for the serious airband monitor.

Another Anonymous Correspondent Supplied This Story

The frequency was Brisbane Control 130.9, with VH-CZH (Ansett 737-377) and VH-TJL (Qantas 737-476) flying from Coolangatta and Brisbane for Sydney respectively. VH-CZH was cruising at Flight Level 350, with VH-TJL at Flight level 310, with both aircraft at virtually exactly the same position inbound for Sydney Airport. BRISBANE CTL: “Charlie Zulu Hotel and Tango Juliet Lima, one of you guys is going to have to go second. I’ll toss a coin for you if you like.” VH-CZH: “Charlie Zulu Hotel, roger.” VH-TJL: “Tango Juliet Lima, roger also.” Brisbane Control then attends to some other traffic on frequency. Shortly after …. BRISBANE CTL: “Tango Juliet Lima, your call sir!” VH-TJL: “Heads.” BRISBANE CTL: “Tango Juliet Lima, bad luck, you lose! Turn right heading two-seven-zero.” VH-CZH: “Yay! Tails never fails!”

John Charlton and Spiro Mangos From Perth Want the Frequencies for Rainbow Radio, in Newfoundland Canada

Primary HF SSB frequencies in use are: 13285 kHz 24 hours – primary local days, 8819 kHz 24 hours – back up primary local days and nights, 5604 kHz 24 hours – primary local nights. Secondary frequencies are: 3446 kHz nights only – 0000Z to 1130Z, 17910 kHz days only – 1130Z to 2400Z. LDOC services offered are: Flightdeck to Dispatch phone patch services, SITA messaging service, Rainbow Radio SelCal watch, weather information for North American and European terminals, and a public phone patch service, available to flightcrews and passengers using Visa, Amex and Mastercard for billing. Rainbow Radio is owned and operated by Sea Link Ltd, an independent and privately owned Canadian marine and aeronautical communications service provider. Hope that’s enough information for John and Spiro to start monitoring Rainbow Radio.

Tony Shakeshaft From Ashburton in Victoria Writes to Explain That He Monitors the Melbourne Airbands With a Win 108 Portable Aircraft Only Scanner

He picked up this exchange from Essendon earlier this year on 129.8, which is one of the two Tower frequencies. VH-ABC: “Essendon Tower, there’s something near the windsock, and it’s certainly not a rabbit.” ESSENDON TWR: “Could be a fox … we’ve seen several around today.” VH-ABC: “It’s no fox … it’s more like a raccoon!” ESSENDON TWR: “Wow! The Essendon Monster!” VH-ABC: “No, they’re usually in the Tower!” ESSENDON TWR: (miffed) “Yeah … right.” Good story Tony. Keep monitoring and send more of your intercepts up to us here at “On the Airbands”.

A New Frequency Which Is Apparently Replacing Sydney Flight Service Frequency 125.0 Is Melbourne on 135.25 Mhz

If you’re monitoring good copies of both ground and aircraft stations on this frequency, write to me and let me know where you are receiving the transmissions from, so I can determine coverage area.

Jim Dowell From Roseville NSW Read With Great Amusement and Interest the November 1995 “on the Airbands” Column Discussing the Denver Stapleton Airport Atc Controller Having Difficulty With Australian Callsigns

Jim says: “This particular controller must have had even more difficulties shortly after this exchange took place. Look closely at the altitudes assigned to the aircraft approaching, then consider that all of Denver Stapleton’s runways are over 5000ft MSL (mean sea level). Some days, the density altitude causes approaches to Denver to appear to be very flat, but approaching a runway from 2000ft below ground level would be earth-shattering!” Jim has fond memories of learning to fly in the Denver area. He says: “Try flying a Cessna 150 with a 90 kilogram instructor at seven thousand feet and an outside air temperature (OAT) of 30 degrees Celsius. Great glider training!” Shortly after getting his private pilot licence in Denver, Jim flew with an instructor into Denver Stapleton on a sunny hot Saturday morning to pick up some passengers. The Approach Controllers brought Jim’s Cessna 182 in high for a steep approach, and Jim and his instructor suddenly realised they were cleared to land on the taxiway between parallel runways. Jim’s next comments says it all: “The sight of a DC-10 and a Boeing 727 landing side-by-side five hundred feet below us on the parallel runways certainly encouraged us to execute our approach very accurately!”

The Last Contribution This Month Is From Dave Prossor, My “colleague in Crime” Who Writes Ms Excellent Warbirds, Veteran and Vintage Column

Between Dave’s column and Gordon Reid’s “Traffic”, it’s a toss-up as to which one I turn to first when I receive my copy of AA! On to the tale…. It was a windy day at Moorabbin as the Cessna 180 taxied out. The aeroplane was part of an upcountry airshow, and it was very necessary to depart that day. As the wind was running 20 to 30 knots from the west, the Tower opted to use Runway 31. To get to RW 31R meant a fair distance to taxi, with a few turns tossed in for good measure. Now anyone who flies taildraggers will know that 20 to 30 knots in a Cessna 180 is alright to taxi into wind or downwind, but to taxi crosswind or make turns on the ground can be interesting to say the least, due to the wind strength. So it was that the Cessna taildragger attempted to turn from one taxiway onto another. The wind from the left prevented a right turn, and the brakes and power combination could not turn the machine right. So it was that the pilot opted to make a left hand turn and straighten up in the desired direction. It apparently took several of these reverse turns to get the aircraft onto the desired taxiway. Just as the pilot commenced the last turn, or circle, which we could best describe as a “doughnut”, the Tower, which had been watching the antics of this windblown Cessna, came up on the Surface Movement Control (SMC) frequency with: “… never seen an aircraft do a slow foxtrot before!” And who was our “foxtrotting” aviator? None other than Dave “Doughnut” Prossor!

“climb Into the Cockpit by Radio” Is Available From Airband Communications, Po Box 16 Georges Hall 2198 NSW for $22.95 (includes Postage Anywhere in Australia), Payable With Bankcard, Mastercard and Visa Welcomed

Keep on monitoring, and I’ll see you back in the air in June!