12

For oceanic airspace, flights proceed along specified tracks and altitudes specified in their filed flight plan. From there, once they leave radar-controlled airspace, radio reports are made to ATC, who ensure that aircraft are appropriately separated if a flight needs to change its track or altitude. See the wiki article the North Atlantic tracks, which ...


10

When the screens go dark ATC breaks out the flight progress strips (and possibly the shrimp boats or other airplane-substitutes to lay on a map & push around) and uses brain power to substitute for the computer and radar. Check out one of my favorite "Say Again?" columns over on AvWeb which talks a little bit about it (and you can find lots more if you ...


9

I'm convinced this numbers were fligtradar-internal identifiers, nothing concerning the flights themselves. The following is not an answer, just what I know about flightradar data records and where to find data like yours. The flightradar website on a computer updates its data by requesting this url, which contains coordinate bounds, filter settings and so ...


8

You are asking two very different, but related, questions: How is separation provided in procedural airspace? (that is, airspace where no surveillance exists) What are the emergency procedures when a surveillance system fails? I will address them in that order. There are three main types of separation: vertical separation, horizontal separation and ...


8

They were most probably training touch-and-go passes. USN conducts carrier landing practice at NASA's Wallops Flight Facility for E-2 Hawkeyes and C-2 Greyhounds. As Lt. Commander Mike Ferrara, an operations officer with the Navy's Carrier Airborne Early Warning Squadron 120 (VAW-120) explains in this article: These two aircraft are very difficult ...


7

Aircraft equipped with Mode S transponders transmit a unique 24 bit aircraft ID, in addition to a 4 digit transponder code (squawk). There are two ways of displaying this unique ID, as an 8 digit xxdecimalxx octal number or as a hexadecimal value. Your examples are are hexadecimal values and translate as xxx23563319xxx and xxx23563320xxx 131706067 and ...


5

It's already here, but it's private Your proposed geostationary orbits are very high, and since aircraft are the transmitters, that means high power antennas are required from the aircraft. However, low Earth orbits (LEO) are more forgiving. By using 72 ADS-B receiver-equipped satellites in LEO (icao.int), Aireon will provide 100% global coverage by Q3 ...


4

Currently, FAA's "fusion" software uses discrete squawk codes to merge targets generated by different surveillance systems, i.e. SSR (often several of them) and ADS-B. They plan to upgrade the software so it can merge targets based on Mode S hex code as well, but (as of early 2019) that hasn't been rolled out yet. Once that is in place, ATC will switch to ...


4

ADS Broadcast and ADS Contract are intended for different purposes. They use the same type of equipment except for the link technology, which is matched to the differing intent. ADSB is intended to allow self separation between aircraft as well as for informing ground control of position, as a radar would. It is a predetermined set of messages that are ...


4

The two aircraft in question were actually only one. Apparently it was a glitch in the FR24 system. It was an Embraer ERJ-190AR, registration number N949UW on flight AA1678 from ATL to LGA. This also pretty much validates sweber's assertion that the numbers are internal FR24 codes, because the mode-S ID is AD306E.


3

ATC aircraft separation is built upon the assumption of no radar by way position reports. At compulsory reporting points (black triangle on enroute charts), an IFR aircraft (unless radar identified) is required to report (see 5-3-2 of the AIM): (a) Identification; (b) Position; (c) Time; (d) Altitude or flight level (include actual altitude ...


3

1000 is a blockout code that prevents the ADS-B transmitter from also sending its discrete code, if you enter 1000 on your transponder no Mode 3/A code is sent in the ADS-B OUT message. Its part of AC-20-165B that outlines ADS-B Mode 3/A Code. Currently ATC automation relies on the Mode 3/A code to identify aircraft under radar surveillance and ...


2

Just to clarify something to start, NAV CANADA is not a majority shareholder in Iridium Communications Inc., but rather Aireon LLC (the provider of space-based ADS-B service). The Aireon payload is a "hosted" on each of Iridium's NEXT satellites. NAV CANADA has completed its Aeronautical Study for a Canadian ADS-B Out Performance Requirements Mandate and ...


2

This Advisory Circular, although from 2011, is still current and indicates that there will no Transport Canada ADSB mandate (being regulatory, it's not up to Nav Canada). It appears the policy is to foster voluntary adoption of ADSB over time, and Nav Canada will create an environment where aircraft operators will get operational benefits by adopting it. ...


2

I doubt anything was gleaned per se, but there was recognized a significant security risk here and the military discontinued the use of the produce for fear of integral malware which could give an unfriendly foreign power a readily available means to spy on other nations. If you have large numbers of these drones in operation all over the United States and ...


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