Debate over what is the most appropriate frequency in Class G has been around for years. There was a push for 126.7 a few years ago, but I believe we were lucky to see that off, with CASA continuing to recommend the Area frequency for use by pilots cruising outside the vicinity of non‑controlled airports.
Recently, on a VFR trip home to Melbourne from Bendigo, the wisdom of using the Area frequency was validated.
I was flying my Tecnam south-east from Bendigo at 3,500 feet, heading for the top of the Kilmore Gap. It was a route I had flown many times. Today the weather was CAVOK but there was a stubborn south-westerly that was throwing me around a bit. On a warm day such as that one, it was also not unknown.
After clearing Bendigo CTAF, I switched to the Area frequency, 126.8. There are a few unmarked ALAs around Lake Eppalock but my track took me well clear of them so there was no need for me to dial up another frequency. It would be a few miles before I would need to change to 135.7 for the run down the Kilmore Gap.
Unless I have a good reason, you’ll always find me on Area. In the early 2000s I made a dual flight in the USA and when I asked the instructor what the Area frequency was, he greeted my question with a blank face.
They don’t have Area frequencies in the US for flights in Class G; you choose the nearest airport or a chat frequency of some sort. It was a bit unnerving not knowing how to listen for traffic and arrange separation if need be.
The Area frequency connects me to other traffic in my area and, on this day heading south-west to Kilmore, I needed it.
Often on this route, I will switch to 135.7 slightly early so I can hear if there is any traffic coming out of the airfields to Melbourne’s north‑west, like Romsey, Riddells Creek or Sunbury. But before doing that, I had some high ground and the battering south-westerly to consider.
Although I had 900 feet clearance over the terrain, I knew the wind was going to generate some mechanical turbulence that could impinge on the smoothness of my flight. Therefore, I began a climb to the base of the upcoming C Class at 4,500 feet, to give myself more space. I was passing 3,700 when Area came alive. Melbourne Centre was passing traffic to an IFR aircraft.
Though this is not verbatim, I shall quote it anyway.
ATC: ‘Zulu Tango Uniform, traffic is an unverified VFR aircraft five miles ahead on climb, passing 3,700. You will be in conflict in about three minutes. It’s just abeam Pyalong.’
The position was right; the altitude was right. I took the hint that I was probably ZTU’s conflicting traffic.
This was not my first time being someone else’s target; I’ve been flying around the Melbourne basin since 1985 and there is plenty of opportunity for conflict on most days of the week. My philosophy has always held me in good stead: don’t do nothing.
Clearly Melbourne Centre didn’t know my plan. Being unverified, I could have been a dumb-and-happy mug about to blunder through the base of the Class C. I immediately stopped climbing and levelled off at 4,000. My next step was something too many private and recreational pilots seem reticent to do – I spoke up.
Pilot: ‘Melbourne Centre, Tecnam Eight Juliet Kilo, currently 15 miles north-west of Kilmore leveling out at 4,000, tracking for Kilmore Gap, I believe I may be the traffic for Zulu Tango Uniform.’
ATC: ‘Tecnam Eight Juliet Kilo, squawk ident.’
If you aren’t sure how to do this, ask an instructor. Pressing the IDENT button on your transponder makes your paint blink on Centre’s radar. That means they can positively assign that paint to your callsign. After squawking ident, I got a call back.
ATC: ‘Tecnam Eight Juliet Kilo, you’re identified. You are the traffic for Zulu Tango Uniform. Thanks for your help.’
ZTU soon passed behind and above me as I switched over to 135.7.
It was a short interaction but one that, to me, proved the value of the Area frequency. Because I spoke up, acknowledged the potential conflict and took action, both ZTU and Centre could be confident that separation would be maintained.
Had I not been on the Area frequency, or been reluctant to speak up, Centre and ZTU would have been watching nervously as I continued my climb to 4,500. All the time, there was never going to be a conflict – but I was the only one who knew that. Monitoring the Area frequency allowed me to increase not only my own situational awareness, but also that of ZTU and Centre.
Lessons learnt:
- monitor the Area frequency in Class G so you can build a clear mental picture of other traffic and hear early signs of a possible conflict
- make a radio call on the Area frequency when you think you may be the unknown traffic, so controllers and other pilots can confirm your position and plan
- stop your climb or turn when you hear a possible conflict and give yourself time and space to assess what is happening
- know how to use your transponder’s IDENT function so you can help controllers identify you quickly when asked.
Close calls are contributed by readers like you. They are personal accounts of individual experiences and are not corroborated by CASA. We publish close calls so others can learn from their stories and spark discussions about safety. These stories should not be used to identify individuals or operators.
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