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usafphantom2 · 9 months

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How to identify and track military aircraft in online applications

It is surprisingly easy to track what is flying above you, but there are limits - you will still see only what the military wants you to see.

Fernando Valduga By Fernando Valduga 12/24/2023 - 14:40 in Military

The system, known as ADS-B, allows you to quickly search for what is flying in your vicinity, or even on the other side of the world.

In the past, before the 2000s, people looked at the sky and saw the trail of condensation created by commercial and military jets at high altitudes and wondered what would be the aircraft that passed over our heads, where it was going, where it came from. Today, thanks to a worldwide transponder system, you can track even U.S. military aircraft.

About a decade later, it was already possible to follow commercial aircraft, knowing which airline, flight level, speed and route taken by the flights, being able to accurately follow the arrival of a plane at the airport.

Currently, equipped with a smartphone and with a particular app or website, we can find all this and much more.

Civil aviation authorities around the world began to implement Automatic Transmission of Dependent Surveillance (ADS-B) in the early years. The ADS-B is an aircraft-mounted transponder system that transmits a variety of information in real time, including the location, speed, direction of the aircraft and a unique transponder code for each aircraft. This information, plotted on a map, gives pilots and ground controllers the ability to quickly get a sense of the local airspace (or the airspace of most places on Earth).

Transponder signals can also be captured by cheap terrestrial receivers that amateurs, aviation enthusiasts and others can build for less than $100 using widely available hardware and software, some of which can be obtained on flight tracking sites.

Movement of aircraft tracked by the ADS-B Exchange around the world.

As of 2021, ADS-B transponders are mandatory in the USA, Europe, Australia, Colombia, India, Indonesia, Malaysia, New Zealand, Papua New Guinea, South Africa, Taiwan and Vietnam, and the system is being implemented in China, Canada and Saudi Arabia.

In the United States, almost every type of aircraft - from commercial aircraft and small private aircraft to military fighters, helicopters, bombers, tankers, information-collection aircraft, transport, special operations aircraft, drones and even VIP aircraft carrying the president and members of Congress - are required to transpose into controlled airspace.

A screenshot of the online flight tracking site ADS-B Exchange showing a snapshot of military flights in the United States on July 18 of this year on the ADS-B Exchange.

The information is not only available to the aviation community. The ADS-B Exchange website gathers aircraft tracking data and makes it available in real time, allowing anyone to track air traffic anywhere the system is working.

Unlike FlightRadar24.com or FlightAware.com - which rely on flight tracking data streams provided by the FAA and other international aviation authorities or obtained from Aireon's global ADS-B air traffic surveillance and tracking network, as well as ground-based ADS-B receivers - ADSBExchange.com relies on thousands of independently owned ground-based ADS-B receivers and multilayer devices, or MLAT.

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MLAT receivers in groups of three or four in a small geographical area use triangulation to track aircraft. In other words, if an aircraft is not using ADS-B for transponder as military aircraft sometimes do, MLAT receivers can still capture their S-Mode transponder signals and establish a position and tracking for an aircraft, as well as altitude and speed data.

The network of receivers of the ADSBExchange.com website includes 10,000 MLAT devices worldwide. As it does not collect flight tracking data from government or commercial sources, it may offer "unfiltered" flight tracking.

ADS-B Exchange merges ADS-B data with other publicly known data on military and civilian aircraft around the world. Individual aircraft are plotted on OpenStreetMap - a free geographical database of the world - represented by color-coded icons according to altitude. The icons range from individual autostos and Cessna 182 to four-engine Boeing 747 and Airbus A380 civil aircraft. Military icons include U-2, KC-135 Stratotankers, C-17 Globemaster III, C-5M Super Galaxy, V-22 Ospreys and so on, although fighters are often represented by a more generic icon model of swept wing and stuffy nose.

A click on the icon includes spatial information, including ground speed, altitude and location, ADS-B signal strength and other data. It also includes the registration of the aircraft, the country of registration and adds a photograph or thumbnail of the aircraft when possible.

All this means that, with the click of a button, you can instantly find out what is flying near you.

Although aircraft tracking has long been a niche hobby among aviation enthusiasts who like to catalog the comings and goings of aircraft, the public availability of transponder data in mid-air also offers journalists, researchers and other observers an effective means of tracking the movements and activities of the planes of the richest and most powerful in the world. The aggregation and analysis of public flight data shed light on the CIA's torture flights, the movements of the Russian oligarchs, and Google's friendly relationship with NASA.

Flights from ISR platforms tracked in the Ukraine region for a period of one month, at the end of last year.

More recently, these tracking techniques have gained international attention after attracting the wrath of Elon Musk, the richest man in the world. After buying social media giant Twitter, Musk banned an account that shared the movements of his private jet.

Despite repeated promises to protect freedom of expression - and a specific promise not to ban the @ElonJet account - on the platform, Musk censored anyone who shared the whereabouts of his plane, claiming that the data obtained entirely legally and totally public was equivalent to "murder coordinates".

A Global Hawk flown remotely with the indicater FORTE12 was the last aircraft tracked over Ukraine before the invasion of Russian forces and the closure of the country's airspace to civilian air traffic, according to the global flight tracking service Flightradar24.

Soon after the Russian invasion of Ukraine, a US Global Hawk, with the indication FORTE12, was followed almost daily by thousands of people on the Flighradar24 platform.

Publicly available flight tracking data is a growing problem for the U.S. military, a senior Pentagon official said recently.

Sites such as ADSBExchange.com, FlightRadar24.com and FlightAware.com aggregate flight data in the United States and abroad using a combination of commercial and citizen-owned sensors that capture the movements of commercial, civil and military aircraft in real time, 24 hours a day.

"The Department of Defense considers open source flight tracking and data aggregation on our aircraft a direct threat to our ability to conduct military air operations around the world," the U.S. Air Force said.

An F-35 fighter was tracked in the Flightradar 24 app earlier this year, during a flight near Phoenix, Arizona.

Aggregated by websites and retransmitted on social media accounts, the data can be a free source of intelligence for nation-states, terrorist groups or individuals, revealing everything from operational movements of aircraft, aviation units and troops to training standards, development test flights and the movements of government officials, experts said.

This image shows a Beechcraft King Air configured for intelligence, surveillance and reconnaissance missions in the military aviation field of Baledogle, Somalia, in 2021. The U.S. civil registration code on the side was not assigned to any specific aircraft at the time and its exact operator remains unknown. However, this is very much in line with the types of aircraft that JSOC allegedly operates clandestinely and that would be interested in hiding the activities through the proposed aircraft flight profile management database tool.

Therefore, military aircraft routinely transmit their ADS-B data, but have the option to turn it off when necessary. The Pentagon is well aware that aviation enthusiasts - and potential opponents - monitor ADS-B data and that aircraft turn off transponders when they do not want anyone to observe them. Often when following the aircraft they simply disappear abruptly from the map.

The U.S. military is also known to use fake hexadecimal codes, which identify a transponder as belonging to a specific aircraft, to help mask certain sensitive flights. For example, the U.S. Air Force VC-25A Air Force One jet that transported President Donald Trump to Afghanistan in 2019 electronically disguised itself for a time as a KC-10 Extender tanker in this way.

As a particularly notable and relevant example of tracking high-profile U.S. military flights, the U.S. Air Force C-40 Clipper aircraft that transported Nancy Pelosi, then a representative of the Democratic Party in California and mayor, to Taiwan last year was visible online, despite concerns that the Chinese military might try to forcibly prevent the flight from reaching the island or harassing it otherwise.

This flight, which used the SPAR19 indicative, was one of the most tracked of all time in terms of total simultaneous users monitoring it on the popular website FlightRadar24, and ended up taking down the app for a period of time.

The Ghostrider trail on the night between November 20 and 21, 2023, on Radarbox.com.

In mid-November, something new happened: a U.S. aircraft involved in combat apparently left its ADS-B on, and did so intentionally. An AC-130J Ghostrider attack aircraft carried out an airstrike against a target that had launched a missile attack against U.S. forces at Al Assad Air Base in Iraq. The AC-130 gunship has a variety of weapons, including 30mm and 105mm cannons, and precisely guided bombs and missiles, and usually flies in lazy circles above its target, pouring firepower on the targets below. In Al Assad's retaliatory air attack, according to The Aviationist website, the Ghostrider involved apparently kept his transponder on all the time, drawing large circles on the ADS-B map and it was possible to be seen on the Radar Box website.

In Brazil, it is possible to track several military aircraft in aircraft tracking applications, including the most widespread Flightradar24. Next, you can see the KC-390, C-130 Hercules transport aircraft or T-27 Tucano coaches in flight near the Air Force Academy. The FAB has hidden data from the presidential aircraft A319 (VC-1) and E190 (VC-2) on these sites.

FAB T-27 Tucano aircraft are often seen flying near Pirassununga, AFA headquarters.

More recently, it was possible to follow the flights of the Brazilian Air Force that went to seek refugees and Brazilian citizens who were and Israel and the Gaza Strip. The KC-30 and KC-390 aircraft could be tracked in real time on the tracking platforms.

If you are a fan of military aircraft or just like to know what is happening when you hear the noise of aircraft engines, ADS-B is a free and reliable tool that you should use to track and identify planes. Observing fighters, spy planes and transport coming and going can help you get to know your armed forces. Just keep in mind that, at least when it comes to military flights, you will only see what the military wants you to see.

BONUS

From Christmas Eve, the flight tracking site Flightradar24 will be keeping an eye on Santa Claus and his reindeer Rudolph, Dasher, Dancer, Prancer, Vixen, Comet, Cupid, Donner and Blitzen as they accelerate around the world.

Initially tracking Santa Claus was a challenge, but thanks to an ADS-B transponder installed a few years ago and the reindeer horns functioning as an additional antenna, Flightradar24 uses a mixture of terrestrial and satellite ADS-B coverage to track Santa Claus during his busiest night of the year.

To follow the good old man, go here.

Tags: Military AviationtrackingTechnology

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Fernando Valduga

Aviation photographer and pilot since 1992, he has participated in several events and air operations, such as Cruzex, AirVenture, Dayton Airshow and FIDAE. He has works published in specialized aviation magazines in Brazil and abroad. He uses Canon equipment during his photographic work in the world of aviation.

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avionteq12 · 2 months

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Exploring the Versatility and Impact of the IFR-4000 in Avionics Testing

In the world of avionics testing, the IFR- 4000 stands out as a versatile and essential tool, playing a crucial role in ensuring the safety and reliability of aircraft communication and navigation systems. Developed by Aeroflex, now a part of Cobham Aerospace Communications, the IFR-4000 has gained widespread recognition and adoption among aviation professionals globally.

The IFR-4000 is primarily designed as a ramp test set for testing transponders, Distance Measuring Equipment (DME), and TCAS (Traffic Collision Avoidance System) equipment. Its capabilities extend to testing Mode S and ADS-B (Automatic Dependent Surveillance- Broadcast) systems, which are integral to modern aircraft navigation and communication protocols. These functionalities make it indispensable for both maintenance checks and certification processes in the aviation industry.

One of the key features that sets the IFR- 4000 apart is its user-friendly interface combined with advanced testing capabilities. Pilots, maintenance technicians, and avionics engineers appreciate its intuitive design, which allows for efficient operation even in challenging environments such as busy airports or remote airfields. Its portability and rugged construction further enhance its utility, enabling on-the-spot testing and troubleshooting without the need for extensive setup.

The market for avionics test equipment like the IFR-4000 is driven by stringent regulatory requirements and the constant evolution of aviation technology. As aircraft systems become more complex and integrated, the demand for reliable testing solutions continues to grow. Airlines, maintenance providers, and regulatory authorities alike rely on tools like the IFR-4000 to ensure compliance with safety standards and operational efficiency.

In recent years, the IFR-4000 has seen significant sales growth due to its reputation for accuracy and reliability. Its ability to support a wide range of avionics protocols and its compatibility with various aircraft types have made it a preferred choice among operators seeking versatile and future-proof testing solutions. Moreover, ongoing updates and enhancements by Cobham Aerospace Communications have kept the IFR- 4000 at the forefront of technological innovation in avionics testing.

The impact of the IFR-4000 extends beyond its technical specifications. It plays a critical role in reducing aircraft downtime by swiftly identifying and resolving communication and navigation issues. This not only enhances operational efficiency but also contributes to cost savings for airlines and maintenance providers. Additionally, its role in ensuring compliance with regulatory standards promotes safer skies and instills confidence among passengers and stakeholders in the aviation industry.

Looking ahead, the market for avionics test equipment is poised for further growth, driven by increasing air traffic and the ongoing modernization of global aviation fleets. The IFR-4000, with its established reputation and comprehensive testing capabilities, is well-positioned to capitalize on these opportunities. Continued advancements in technology, coupled with responsive customer support and training programs, are expected to sustain its market leadership and drive future sales.

In conclusion, the IFR-4000 sales as a testament to innovation and reliability in avionics testing. Its impact on the aviation industry extends from enhancing safety and operational efficiency to supporting regulatory compliance and reducing maintenance costs. As aviation technology continues to evolve, the IFR-4000 remains an indispensable tool for ensuring the integrity and performance of critical aircraft systems, reinforcing its status as a preferred choice among aviation professionals worldwide.

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bu1410 · 7 months

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Good morning TUMBLR - March 11th - 2024

''Mr. Plant has owed me a shoe since July 5, 1971."

Ch. XII.8 - Morocco - 1989 - 1991

AIRPORT TESTING PHASE The airport project entered the decisive phase in October. The time came for the testing of all the aeronautical systems: the tests were carried out by a special ''laboratory plane''. An ATR 42 of ICAO, the body that oversees all civil international aviation activities, was sent to new airport for this pourpose . All the normal interiors of an airplane – seats, overhead bins etc – had been removed and replaced by large computers and data-tracking and recording equipment. I met the two pilots, guys with great experience and unique friendliness. The tests lasted almost two weeks and essentially consisted of flights lasting around 2 hours in the morning and 2 hours in the afternoon (weather permitting) during which the pilots tested and recorded the correct functioning of the radio aids, the ILS (instrument landing system) and the landing strip and so called ''thresholds'' of the runaway. (i.e. whether the runaway coordinates communicated to ICAO were actually correct) PAPI (Precision Approach Pente Indicator the ground instrument that communicates with the aircraft's transponder and indicates to the pilot if he is following the right glide path) was also checked and found precise. The MARKER BEACONS (outer – middle – inner) which indicate to the pilot the precise position of the plane in the air. They were interesting days, especially for me they were a source of daily discoveries. One day the pilot made me sit next to him in the cockpit – at a certain point suddenly, smiling and putting his hands behind his head, he told me:  Well, now the most interesting phase: let's see if this old cart is capable of landing while I keep my eyes closed! I looked at him in horror, but I tried to maintain an attitude as if it were an everyday thing for me to be in the cockpit of a turboprop plane, while is landing on autopilot…… We were flying at about 5,000 feet and 10km from the runway threshold - the plane was stalled, all the alarms were blaring, but the pilot was smiling and didn't seem worried at all. The plane began its descent shakily, with continuous attitude corrections. I thought ''but who made me get on this bulls****t today…'' The radio communications with the control tower intensified as we got closer to the runway. The plane descended steadily and I stared partly at the ground and partly at the pilot who continued to keep his hands behind his head, while the steering moved continuously. Now a few hundred meters from the runway, the pilot took the control steering again, giving the engine full throttle and raising the plane again! We returned to the air without touching the asphalt, and the pilot laughed heartily as he told me:

''Nah…that's not right…we would have crashed…too early and too low…now let's take a lap and try again…'' Pfuuuuuu……I breathed a sigh of relief! We made a wide circle, arriving to fly over Taroudant, about 80 km from Agadir. Then a big turn and we headed back West, all the way to the Atlantic. A new turn put us back on the runway axis. The pilot released the controls once again and the plane in automatic flight mode began its descent again. This time everything went perfectly, the landing was soft without jolts, and we touched the asphalt on the intermediate white signal of the runway threshold. I congratulated the pilot, and then got off the plane, happy to be back ''down to earth''.

BROKEN FIBER OPTIC CABLE The tests had all been successful, there was very little left until the of the inauguration day of the New International Agadir Airport. Opening an airport to national and international traffic is a rather complicated matter. Once the date and time of entry into service has been communicated to ICAO, it becomes extremely difficult to backtrack. The entire aeronautical world had been informed that from midnight on 22 December 1991 the old Agadir airport was beeing abandoned, and that all aircraft heading to Agadir had to reprogram their on-board computers for the new destination, entering the new coordinates. But an incredible accident put airport inauguration in doubt until the last hours, with the associated serious embarrassment for the entire air transport system of Morocco Kingdom in case the opening date and time could not be respected. The ''unthinkable event'' had occurred: an excavator engaged in landscaping work along the airport fence had severed the large fiber optic cable that connected the new airport with the entire world!!! And here I must break a spear in favor of M. Amine El Aouri: in the darkest moment for the entire project of the new airport, after an emergency meeting had been called in the offices of the Project Management, he uttered a sentence that calling it ''historical'' is perhaps not enough:  ''Sourtout il ne faut pas panique' '' !!! (Above all, let's not panic!)

And then Mr. El Aouri added that it was not the time to search for the culprits, the trial was postponed until after the problem had been resolved. A problem that was currently has no solution. The replacement of the entire cable, from the cabin inside the airport to the first junction cabin - approximately 11 kilometers - was immediately discarded. It must be said that repairing an optical fiber cable through welding is an extremely delicate operation, and the result remains in doubt until the acceptance tests on the continuity of the fibers are carried out. But considering the imminence of the opening date of the airport - there were now 6 days to go - there was no other alternative. The decision was taken unanimously: to immediately contact the Finnish company that possessed the know-how and the special welding machine to carry out the repair. And so it was, once the economic agreement was reached, the technicians with the equipment arrived in Agadir two days later. They were put in a position to work 24 hours a day, and the weldings were completed within 48 hours. Another 6 hours of testing - with the entire Works Management holding their breath, aware that their career, in case of failure, was over - and than the cable was declared suitable for the transmission of data and signals.!!!!

THE INAUGURATION'S NIGHT And the long-awaited opening night arrived! It had been decided by the management of the old airport - namely the Director M. El Zakri - that the entry into service of the new airport should take place at midnight on 22 December. The reason was easy to explain: at that time, and for the next 6 hours, no landing was scheduled, and therefore the staff of the old airport - control tower workers, clerks, security workers, police, customs, firefighters , handlers etc would have had plenty of time to move to the new airport and become familiar with their new service environnment. We - the construction people - suddenly we witenessed the airport coming alive with all that human staff that makes an airport ''in service'': not only the technicians, but even the sales women in the new shops, the duty free, the 'newsstand, the cafeterias came into life in those frantic 6 hours. But an unpleasant surprise awaited us: after having roamed freely throughout the airport areas for months, suddenly the police and security barred our way! The airport that had been ''ours'' with the arrival of these ''invaders'' had become ''theirs''......And we, its builders, had become like any traveler or visitor to any airport - we could access only the common areas, we could not enter either the departures or the arrivals. It was forbidden to go up to the terrace, where a splendid ''khaima'' (tent) of laminated wood had been installed. Having made our concerns to M. El Zakri, in the end we were allowed, in a completely exceptional way, to go up to the terrace to witness the inaugural landing. And so it was that from the panoramic terrace we first saw all the runway lights lighting up, and than someone suddenly shouted ''L'AVION L'AVION!!!'' (THE PLANE!!! THE PLANE!!) Yes it was true, the first plane of the first landing on the new runway of the airport ''Al Massira el Qadra'' (it was decided to call it that in honor of the famous Green March) was landing ! And than a screech was heard in the cool Moroccan morning, the wheels of the Air France Airbus had touched the asphalt of the runway!!! Than the braking and the deafening noise of the turbines sent in reverse, and finally the plane approaching the terminal, with the flags of Morocco and France hoisted on the sides of the cockpit. A long round of applause erupted from the small crowd allowed to witness the landing, and the reception committee approached the plane with bouquets of flowers. The pilots and hostesses got out, kisses and hugs and it was truly a great emotion for everyone to see that everything had worked properly!

After just under half an hour a second plane - from German company CONDOR - landed, but it did not cause the same emotion, the effect of the ''first time'' had already disappeared.

RETURN TO ITALY The sad time to say good by to Agadir was arrived...... But before leaving I had a not easy problem to solve.

My Range Rover had remained in Moroccan territory for more than two years without ever leaving it, and that's was not permitted by local law. In theory, not having completed the documents for the temporary importation of the vehicle, every 90 days I would have had to leave Moroccan territory, even for one day only. After which I could easily return with the car for a new period of 90 days. This maneuver would have cost me time and money because, excluding Mauritania to the South and Algeria to the east from the start, I only had the alternative to reach Ceuta (Spanish territory) to the North. This meant over 1,000+1,000 km of state roads every three months! I had given up on this possibility since the beginning of my stay, postponing the solution til the problemat at the project. My friendship with the airport director, M. El Zakri, made it easier for me. I went to his office one morning, and over a mint tea and a pastry I explained the problem to him. He immediately told me not to worry, he knew the Directors of the Tangier airport who knew the Directors of the port of Tangier!!

 Attend, on l'appelle tout de suite....(Wait.....we'll call him immediately) IMr. Al Zakri called M. le Directeur de l'aeroport de Tanger on the phone, and explained to him my ''headache'', describing to him how important my contribution had been in the construction of the new Agadir airport, so that now I deserved to be helped to re-export my car without incurring sanctions that could lead to the seizure of the vehicle. It was sufficient for him, M. le Directeur de l'aeroport de Tanger, to make a phone call to his friend M. le Directeur du port de Tanger, telling him that at such day and time, such and such vehicle, driven by M. L'Ingegneur Conseil de le Nouveau Aeroport d'Agadir would have boarded the ferry to Algeciras: very simple no?? I heartily thanked M. El Zakri, promising to visit him if I were to return to Agadir in the future. The Director was the prototype of this kind of Moroccan who ''makes'' his country work. Very competent, a lot of self-sacrifice, no arrogance, always available to listen to the employees. A truly excellent person!

That very same day, I took the Range Rover for a quick check - oil, water etc - and than upon returning home I began to fill the SUV with all the items accumulated over 2 years of stay. That's, without forgetting the turtle that I had found one day lost in the area of the worksite. I left Agadir at dawn on a splendid day, I chose to take the N8 state road to Marrakesh, a truly spectacular road, given that it crosses the Anti Atlas chain from South East to North West. The route is dotted with small Berber villages, descendants of those Berbers with whom the French occupiers had to come to terms, given their skill and tenacity in the art of war and guerrilla warfare. After a brief stop in the ''Ochre City of Marrakech'' I continued to Casablanca (at the time there was no motorway, but a simple state road). Than, with only stops just to rest a bit, I drove to Tangier. A full night at the old Les Almohad made up for the hours I spent driving. The next morning, as agreed with M. El Zakri, I went to Tangier airport, just outside the city. I asked for M. le Directeur, who received me almost immediately. I was offered some excellent green tea, and than le Directeur, a portly man in his 60s called M. le Directeur du Port de Tanger. Who said that there was no problem, he would immediately inform M. le Directeur de la Douane that early the same day an Italian with a Range Rover would board the ferry to Algeciras and above all ''that there was no need to carry out any type of inspection of the documents and the vehicle''. Heartened, I expressed my heartfelt thanks to M. le Directeur de l'Aeroport de Tanger, and set off for the port of Tangier. Upon boarding the ferry everything went as expected, with the border police and customs officers sneering and making a last futile attempt to get something out of the matter.

CROSSING THE STRAIT AND JOURNEY TO ITALY. I crossed the Strait of Gibraltar for the umpteenth time, the same 13 km wide strait that rapresent for too many an obstacle to a better life. Unfortunately, for too many others, after realizing the dream of arriving in Europe, is only the beginning of new and different nightmares. In winter there were few passengers on ferries, almost all truck drivers who travel between Spain and Morocco and vice versa. Fish, fruit and vegetables are the most exported goods from South to North. Once in Algerciras the disembarkation operations took little time, compared to the hours of waiting during the summer, when tourists and Moroccans returning home to spent summer holidays in their native country. I then took the state road towards the North, I intended to stay as much as possible on the coast because I had a problem with the car's heating system: after 2 years in Morocco, it simply wasn't working, and the temperatures at the beginning of January in Europe were certainly not those of Agadir.

The journey continued without any problems, the turtle was walking around on the floor in front of the passenger seat, every now and then I passed it half a tomato, which it was greedy for. Soon, having passed Almeria and Cartagena, I arrived in Orihuela Costa, the only place in Europe where bananas are grown. I proceeded slowly, admiring the plantations on the side of the highway. So when the traffic light at the intersection turned red, and I pressed the brake pedal, it was a big surprise for me to notice the car didn't slow down! I coundn't do anything but ran through the red light and luckily, given the time - it was just after 6.00 in the morning, no vehicle came from the other side!! I stopped at the first lay-by to try to understand why the brake hadn't worked, and with my great amazement I saw the turtle exactly under the brake pedal!! Distracted by the sight of the banana plants, I hadn't noticed that the turtle had managed to climb onto the Range Rover's gearbox tunnel, was also made easier by the carpet covering on which turtle's nails had an easy grip, and it had slipped right there, where it should never have gone!! So I was forced to put the turtle on the floor of the rear seats, I didn't want to risk an accident at the next intersection. The rest of the journey was quite boring, although the cold got more pungent as I progressin to North. During the crossing of Southern France and along the Ligurian Riviera everything was fine, but the Genoa – Alessandria stretch was covered in snow, and I was forced to cover my legs with a blanket.

I arrived home quite ''frozen'' but very happy.

Orihuela plantation - Spain

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sunaleisocial · 7 months

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Three Lincoln Laboratory inventions named IEEE Milestones

New Post has been published on https://sunalei.org/news/three-lincoln-laboratory-inventions-named-ieee-milestones/

Three Lincoln Laboratory inventions named IEEE Milestones

The Institute of Electrical and Electronics Engineers (IEEE) designated three historical MIT Lincoln Laboratory technologies as IEEE Milestones. The technologies are the Mode S air traffic control (ATC) radar beacon system, 193-nanometer (nm) photolithography, and the semiconductor laser. The latter recognition is shared by Lincoln Laboratory, General Electric, and IBM.

As the world’s largest technical professional organization, the IEEE’s mission is to “advance technology for the benefit of humanity.” The Milestone program commemorates innovations developed at least 25 years ago that have done just that.

All three technologies are integral to everyday life. Anyone who has flown on commercial aircraft has benefited from Mode S, the system that air traffic controllers use to track planes. The integrated circuits that power modern computing and communication devices were manufactured using 193 nm photolithography. Perhaps most ubiquitous of all is the semiconductor laser — a micrometer-sized light-emitting device that has made possible high-speed internet, among many other technologies underpinning today’s information society.

“MIT Lincoln Laboratory has been a leader in fostering innovations that were previously only considered possible in science fiction. The three IEEE Milestones presented are a testament to those accomplishments and a celebration of the diversity of ingenuity and teamwork that created these game-changing technologies,” says Karen Panetta, vice chair of IEEE Boston Section, which presented the awards to Lincoln Laboratory at a ceremony on Feb. 2.

Lincoln Laboratory holds three previous IEEE Milestones for pioneering the use of packet networks for speech communications, for developing the nation’s first air defense system, and for creating the Whirlwind high-speed digital computer in collaboration with MIT campus.

Tracking aircraft globally

The Mode S ATC radar beacon system was developed to address the challenges posed to the existing ATC beacon-radar system used in the late 1960s. Commercial air traffic was growing quickly, causing interference between beacon replies and interrogations from ATC ground radars. This interference threatened to disrupt aircraft surveillance in high-density airspace.

Under Federal Aviation Administration (FAA) sponsorship, Lincoln Laboratory led the technology developments necessary to address this safety issue. The advanced communication architecture of Mode S allowed radars to select a specific aircraft to interrogate. To selectively communicate, the system design included improved aircraft transponders, each assigned a unique address code. Upgrades to radar antennas and signal processing also allowed Mode S to accurately determine airplane position with far fewer air-to-ground messages than required by prior systems. Mode S also provided a datalink capability that enabled other key safety systems, such as the Traffic Alert and Collision Avoidance System.

Today, Mode S is a worldwide industry standard. An estimated 100,000 aircraft are equipped with Mode S transponders, and more than 900 Mode S radars are deployed across the globe. The technology is also the foundation for the FAA’s newest ATC surveillance system, which allows continuous flight tracking independent of ground radars by using aircraft-broadcast position and velocity information.

“This technology touches everybody who flies, every time they fly, for the entire duration of their flight,” says Wesley Olson, a group leader in the laboratory’s Homeland Protection and Air Traffic Control Division, where Mode S was first envisioned. “If it wasn’t for Mode S, we would have a very different air transportation system today, one that would be far less efficient and far less safe.”

Powering the microelectronics industry

The 193 nm projection photolithography technique has enabled the fabrication of every chip in every laptop, smartphone, military system, and data center for the past 20 years.

Photolithography uses light to print tiny patterns onto a silicon chip. The patterns are projected over a silicon wafer, which is coated with a chemical that changes its solubility when exposed to light. The soluble parts are etched out, leaving behind tiny structures that become the transistors and other devices on the chip.

Shorter wavelengths of light allow for printing smaller features, enabling more densely packed chips. By the 1980s, the accepted wisdom in the industry was that 248 nm was the shortest wavelength possible for photolithography.

Despite widespread skepticism and technical obstacles, Lincoln Laboratory pioneered photolithography at the 193 nm wavelength, fabricating the world’s first microelectronic devices using the technique. The first-ever 193 nm projection system was installed at the laboratory in 1993. Soon after, the laboratory opened its doors to industrial partners to guide 193 nm semiconductor manufacturing and pave the way toward its widespread adoption. Today, it is the industry’s mainstream technique and has enabled increasingly powerful integrated circuits.

“Photolithography at 193 nm has enabled the microelectronics industry to continue its path of miniaturization as charted by Moore’s law, thus impacting every aspect of our increasingly digital lives. It is also a prime example of the impact that close collaborations between Lincoln Laboratory and industrial partners have had on society,” says Mordechai Rothschild, who was one of the key developers of the 193 nm technique and today is a principal staff member in the Advanced Technology Division.

Lighting up a world of new technologies

In fall 1962, General Electric, IBM, and Lincoln Laboratory each independently reported the first demonstrations of the semiconductor laser. In the 62 years since, it has become the most widespread laser in the world and a foundational element in a vast range of technologies: DVDs, CDs, computer mice, laser pointers, barcode scanners, medical imagers, and printers, to name a few. However, its greatest impact is arguably in communications. Every second, a semiconductor laser encodes information onto light that is transmitted through fiber-optic cables across oceans and into many homes, forming the backbone of the internet.

While lasers were invented a few years earlier in 1960, the semiconductor type was exceptional because it realized all laser elements — light generation and amplification, lenses, and mirrors — within a piece of semiconducting material no bigger than a grain of rice. When injected with electrical current, the material is extremely efficient at converting the electrical energy to light. These attributes attracted the imagination of scientists and engineers worldwide.

“I’m pretty sure that we wouldn’t be streaming movies to our homes or searching for the best restaurants from our phones without the low cost and manufacturability of semiconductor lasers,” says Paul Juodawlkis, an expert in photonic devices and integrated circuits, and leader of the laboratory’s Quantum Information and Integrated Nanosystems Group. “It’s great to know that Lincoln Laboratory has played an important role in advancing this technology for government and commercial applications for the past 60-plus years and is poised to continue doing so in the future.”

Honoring inventors and their legacy

The 2024 IEEE President-elect Kathleen Kramer presented the three awards to Lincoln Laboratory Director Eric Evans during the dedication ceremony. The ceremony was held in the auditorium at Lincoln Laboratory in Lexington, Massachusetts. Evans was joined on stage by inventors or their descendants to receive each plaque. Many Lincoln Laboratory staff and retirees who contributed to these innovations were also in attendance.

Vincent Orlando, who devoted his 50-year career at the laboratory to developing Mode S technology, joined Evans to accept that award. Mordechai Rothschild and David Shaver unveiled the 193 nm photolithography plaque. Both were lead developers of that technology.

For some, the ceremony was a touching celebration of their parent’s legacy, and a return to fond memories. Richard Rediker, a son of semiconductor laser inventor Robert Rediker, recalled playing in a lab as a child with his father more than 60 years ago, the last time he visited Lincoln Laboratory. He accepted the semiconductor plaque alongside Susan Zeiger and Robert Lax, children of co-inventors Herbert Zeiger and Benjamin Lax respectively.

“It was so rewarding to meet the other children of my father’s colleagues and to fully appreciate what the inventions of our fathers mean to society today. Although my father passed away five years ago, this ceremony brought him back to life for an afternoon,” says Rediker, adding that it was an experience he will never forget.

Likewise, these technologies have left an indelible mark on the world.

“By celebrating the pride and prestige of our profession’s contributions to history, we demonstrate how engineers, scientists, and technologists have contributed not only to our local communities, but also to our global community,” Kramer said, before presenting the plaques. “It is my pleasure to recognize these pioneering events and people behind them. They serve as landmarks in the progress of technology and civilization.”

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jcmarchi · 7 months

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Three Lincoln Laboratory inventions named IEEE Milestones

New Post has been published on https://thedigitalinsider.com/three-lincoln-laboratory-inventions-named-ieee-milestones/

Three Lincoln Laboratory inventions named IEEE Milestones

Tracking aircraft globally

Powering the microelectronics industry

The 193 nm projection photolithography technique has enabled the fabrication of every chip in every laptop, smartphone, military system, and data center for the past 20 years.

Lighting up a world of new technologies

Honoring inventors and their legacy

Likewise, these technologies have left an indelible mark on the world.

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janetairline · 2 years

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Janet Flight Schedule

A fleet of six Boeing 737s provide commuter service between Las Vegas International Airport, Area 51, TTR, Palmdale Plant 42 and sometimes other destinations as needed. The airline uses the callsign Janet and the planes are known as Janets. There are also seven smaller Beech Executive aircraft that operate out of the same terminal in Las Vegas. They are also known as Janets and use this callsign. Further down on this page you will find more information on the Beech Janets.

The six 737s make about 14 round-trip flights to Area 51 and about 10 to TTR every weekday. Some flights listed below do not operate every day. There may also be occasional flights as needed that are not listed below. There are usually no 737 Janet flights on weekends. The tables below show the flight schedule as of 06/01/2021.

Janets from Las Vegas to Area 51 or TTR usually turn off their Mode-S transponder (the device that allows aircraft tracking websites to display the aircraft's position) when entering the NTTR air space. So, how do we know which flights are going to Area 51 and which are going to TTR? Very simple: The altitude in the visible part of the flight path from Las Vegas to Area 51 is 14,000ft. and 15,000ft. for the return flight. For flights to/from TTR, the flight altitude is FL200/FL190. In addition, flights to Area 51 usually enter the ranges around Indian Springs or Mercury while TTR-bound flights usually follow US-95 towards Tonopah or head north-west from Mercury inside the ranges.

Las Vegas - Area 51 round trip

Las Vegas -> Area 51 (14,000 ft.)

Callsign Time Notes

Janet 11 03:40am - 04:05am

Janet 33 04:05am - 04:30am

Janet 77 05:05am - 05:30am

Janet 43 06:05am - 06:30am

Janet 87 07:10am - 07:35am

Janet 17 08:20am - 08:45am

Janet 41 09:05am - 09:30am

Janet 53 09:05am - 09:30am Norm. to TTR, if to Area 51 cont. to TTR as Janet 89

Janet 46 11:10am - 11:35am

Janet 27 01:30pm - 01:55pm

Janet 51 02:15pm - 02:40pm

Janet 15 04:10pm - 04:35pm

Janet 61 05:00pm - 05:25pm

Janet 25 06:35pm - 07:00pm

Area 51 -> Las Vegas (15,000 ft.)

Callsign Time Notes

Janet 22 04:25am - 04:50am

Janet 44 04:55am - 05:20am

Janet 88 06:05am - 06:30am

Janet 54 08:00am - 08:25am

Janet 18 08:05am - 08:30am

Janet 42 10:05am - 10:30am

Janet 86 12:45pm - 01:10pm

Janet 82 01:30pm - 01:55pm

Janet 34 01:45pm - 02:10pm

Janet 16 02:45pm - 03:10pm

Janet 62 03:25pm - 03:50pm

Janet 26 05:35pm - 06:00pm

Janet 72 06:20pm - 06:45pm

Janet 36 08:15pm - 08:40pm

Las Vegas - Tonopah Test Range round trip

Las Vegas -> Tonopah Test Range (FL 200)

Callsign Time Notes

Janet 55 04:35am - 05:10am

Janet 65 05:25am - 06:00am

Janet 31 05:55am - 06:30am

Janet 75 08:00am - 08:35am

Janet 53 09:15am - 09:50am +/- 1 hr; occasionally to Area 51, see Janet 89

Janet 47 12:55pm - 01:30pm

Janet 39 02:45pm - 03:20pm

Janet 73 03:25pm - 04:00pm

Janet 37 03:55pm - 04:30pm

Janet 83 06:15pm - 06:50pm

Tonopah Test Range (TTR) -> Las Vegas (FL 190)

Callsign Time Notes

Janet 24 06:10am - 06:45am

Janet 76 06:40am - 07:15am

Janet 30 06:50am - 07:25am

Janet 12 09:10am - 09:45am

Janet 64 11:30am - 12:05pm

Janet 74 02:30pm - 03:05pm

Janet 48 04:00pm - 04:35pm

Janet 84 05:00pm - 05:35pm

Janet 68 05:15pm - 05:50pm

Janet 14 07:30pm - 08:05pm

Tonopah Test Range (TTR) - Area 51 Flight

Callsign Time Notes

Janet 50 08:50am - 09:20am Tue-Thu; usually via Hwy 95; some days direct, then landing at 9:05am

This direct flight from TTR to Area 51 usually operates Tuesday thru Thursday. Most days it flies down the US-95 corridor like the Janets from TTR to Vegas at FL190. At waypoint JAYSN south of Mercury it turns north and descends to 14,000ft for the Area 51 approach. Occasionally, if R-4807A is cold it flies direct at 14,000ft.

Area 51 - TTR Flight

Callsign Time Notes

Janet 89/20 03:15pm - 03:40pm Only on days when Janet 53 lands at Area 51 instead of TTR; seems to go direct, across the R-4807A air space

Palmdale round trip flights

Two weekly round trip flights transport workers from USAF Plant 42 in Palmdale, CA to Area 51 on Monday mornings and back on Friday nights (Thursdays before a holiday weekend). Plant 42 is home to the Lockheed ("Skunkworks") and Northrop black projects development division. The workers stay at Area 51 during the week.

Area51/TTR -> Palmdale -> Area51/TTR (Mondays)

Callsign From To Time Notes

Janet 19 Area51/TTR Palmdale 07:05am - 07:50am Origin seems to alternate weekly between Area 51 and TTR

Janet 29 Palmdale Area51/TTR 08:30am - 09:10am Destination seems to alternate weekly between Area 51 and TTR

Las Vegas - Area 51 -> Palmdale -> Las Vegas (Fridays)

Janet 60/90 Las Vegas Area 51 06:40pm - 07:05pm Sometimes flies as Janet 60, other times as Janet 90

Janet 92 Area 51 Palmdale 07:40pm - 08:25pm

Janet 93 Palmdale Las Vegas 08:50pm - 09:30pm

Other Janet Flights

JANET99 - Mostly to Kansas City International Airport, MO for overhaul/maintenance

Beech Executive Aircraft "Janet" Flights

The seven Beech "King Air" Executive Aircraft are registered to the same owner as the 737 Janets and operate from the same Las Vegas terminal. Since 02/2021 they also use the Janet call sign, but with a single digit flight number (e.g. "Janet 4" in radio traffic and "JANET04" on flight tracking web sites). The number is the last digit of the aircraft registration (tail number). See our list of Janet Tail Numbers. The exceptions are N20RA, which goes by "Janet 5" and N910CB, which goes by "Janet 10".

The King Airs make somewhat regular round trip flights to the destinations listed below as needed. There is usually at least one such trip every weekday, including some of the destinations listed. Most of the round trips originate from and end in Las Vegas. However, since the Las Vegas Janet terminal only has room for four of the seven jets some of them are always at Area 51 or TTR over night and occasionally make round trips from there.

Sometimes one of the King Airs provides support for tests inside the ranges. In June of 2020 N654BA was stationed at TTR and flew test missions over the Tolicha Peak Electronic Combat Range (TPECR) and over the Nevada National Security Site (NNSS) using the callsign Greyhound 1. N661BA has also been spotted supporting an Area 51 mission using the Area 51 call sign Sabre 45.

Other Destinations

Recent destinations

LAS - Las Vegas International Airport, NV (home base)

XTA - Area 51, NV

TNX - Tonopah Test Range, NV (TTR)

9L2 - Edwards AFB North Base, CA

PMD - Palmdale Regional Airport, CA (USAF Plant 42)

IYK - Inyokern Airport, CA (NAWS China Lake)

NTD - NAS Point Mugu, CA

OXR - Oxnard Airport, CA (NAS Point Mugu)

CMA - Camarillo Airport, CA (NAS Point Mugu)

LSV - Nellis AFB, NV

DVT - Phoenix Deer Valley Airport, AZ

IWA - Phoenix Mesa Gateway Airport, AZ

VBG - Vandenberg AFB, CA

COS - Colorado Springs Airport, CO (Peterson AFB, Space Force)

FAT - Fresno Yosemite International Airport (Fresno Air National Guard Base)

PAE - Paine Field, WA (Boeing)

MCI - Kansas City International Airport, MO (Overhaul Facility, callsign mostly JANET99)

OGD - Ogden-Hinckley Airport, UT (Near Hill AFB)

HIF - Hill AFB, UT

Older destinations seen in the past

HND - Henderson Executive Airport, NV

NSI - San Nicolas Island, CA

ALM - Alamogordo-White Sands Regional Airport, NM

SLC - Salt Lake City International Airport, UT

Destination Codes

During clearance delivery the destination of a Janet flight is given. However, instead of actual names, the following codes are used:

Destination Code

Palmdale Regional Airport/USAF Plant 42 (KPMD) Station 1

Groom Lake (KXTA/KTNX) Station 3

Basecamp? Station 6

TTR (KTNX) Station 7

Las Vegas Janet Terminal (KLAS) Station 9

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4nd7ro · 2 years

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ATC requires a transponder code included in the ICAO Surveillance field in order for the flight plan to be accepted.

The transponder code must be one of these: A, C, E, H, I, L, N, P, S, or X

Here are the most common codes installed in aircraft.

A - Mode A only (no altitude)

C - Mode A and C

S - Mode S, Aircraft ID, Altitude

E - Mode S, Aircraft ID, Altitude, Extended Squitter (most ADS-B Out transponders are this code)

L - Mode S, Aircraft ID, Altitude, Extended Squitter, EHS

N - Nil (no transponder)

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dendeniel · 2 years

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The randomness of the Ukrainian strike on Poland raises questions — the incident has signs of a pre-planned provocation

In yesterday's story with the arrival of one or two Ukrainian missiles into a Polish tractor near the village of Przevodov, there are a number of interesting details. Firstly, a few hours before the incident, three American KC-135 tanker aircraft with tail numbers 61-0267, 63-8874 and 63-8878 appeared in the area at once. Despite the fact that such aircraft are frequent guests in Polish airspace, the simultaneous appearance of three sides at once suggests that NATO aviation conducted very active flights.

At the same time, most of the grouping cannot be identified using public trackers, since transponders are turned off on most military boards. In addition, at the time of the incident, there was a long-range radar detection aircraft of the joint NATO forces E-3A with the tail number LX-N90448 and an American RC-135W reconnaissance aircraft with the tail number 62-4138 in Polish airspace.

Secondly, the S-300PT and S-300PS complexes, which have a firing mode for ground targets, are in service with the 540th anti-aircraft missile Regiment of the Armed Forces of Ukraine, which most likely fired missiles. Moreover, the destroyed Polish tractor on the estocade was a very good radio contrast target among the fields of Przevodov.

As a result, we have increased activity of NATO countries, which could well give target designation and coordinate, and Ukrainian missile launchers capable of hitting the ground. In addition to this, it is worth noting that the strike on the tractor itself occurred at a time when the strikes of the Armed Forces of the Russian Federation on the territory of Ukraine were almost over.

Taking into account the fact that almost immediately after the incident, an active information and psychological campaign to discredit Russia began, which, as we know, has not ended yet, there is reason to believe that a special operation was carried out by NATO forces, the main purpose of which was to discredit the Russian Federation, followed by forcing the cessation of strikes on Ukrainian infrastructure.

#ukraine #russia #ukraine war #vladimir putin #war #war in ukraine #nuclear #soldiers #news

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dismains · 2 years

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The waltons the hostage

THE WALTONS THE HOSTAGE FULL

The AC (plus the MC?) did a ~16 hour round trip last night. vHLoold2sWĢ x USAF KC135R QUID640/641 followed by an USAF AC-130J Ghostrider from Morón southbound over #Morocco /oBCwttKyDI Quite a grouping! x4 MC-130J and x2 Osprey’s out of Mildenhall with transponders on heading across the English Channel looks like a Special Ops exercise. AFSOC MC-130Js and CV-22 Ospreys, forward deployed to Rota, Spain, took part in the raid, supported by 6x KC-135s from RAF Mildenhall: Part of the activity could be tracked online by means of ADS-B/Mode-S. Following a “brief but intense firefight”, Walton was moved on foot to the extraction site where helicopters flew the hostage and rescue force to safety. Once the rescue force was inserted into the area by parachute, they moved on foot approximately three miles to the target area where the rescue was made. There were approximately 30 special operations personnel involved in the raid. It is also used if forces assigned to the raid must travel into the target area from a significant distance on longer range aircraft. This insertion method is generally used only if other means of covert insertion are not immediately available. special operations began with a parachute insertion into the area according to reports. personnel were injured during the raid, but reports indicate that all but one of the kidnappers were killed during the operation. The captors demanded nearly $1 million in ransom for Mr. He offered them $40 and was then taken away by the armed gunmen on motorbikes, the officials said. Walton was seized from his backyard on Monday in front of family members after assailants asked him for money. American and Nigerian officials had said that Mr. Walton, the son of missionaries, lives with his wife and young daughter on a farm near Massalata, a small village close to the border with Nigeria. While unconfirmed, it is possible that Walton has been moved to Niger Airbase 201, a facility that has been significantly upgraded for expanded operations in the region.Ī report by Eric Schmidt in the New York Times today said that, “Mr.

THE WALTONS THE HOSTAGE FULL

hostage, Philip Walton, was not named during the Pentagon press briefing. The Waltons (TV Series) The Hostage (1981) Full Cast & Crew See agents for this cast & crew on IMDbPro Directed by Herbert Hirschman Writing Credits Cast (in credits order) Produced by Music by Alexander Courage Cinematography by Hugh K. Hoffman added that Walton, “…is safe and is now in the care of the U.S. in northern Nigeria to recover an American citizen held hostage by a group of armed men”. forces conducted a hostage rescue operation during the early hours of 31 Oct. Learn more about some of the historical events addressed on the show.Pentagon spokesman Jonathan Hoffman told reporters on Saturday, “U.S. The moon landing ( 'A Walton Easter', Special #6) The assassination of President Kennedy ( 'A Walton Thanksgiving Reunion', Special #4) The death of President Roosevelt ( 'The Outrage', s9-ep1) The abdication of King Edward the 8th ( 'The Abdication', s4-ep11)Ĭherokee "Trail of Tears" 1836-'38 ( 'The Warrior', s6-ep4) The Hindenburg disaster ( 'The Inferno', s5-ep19) The Spanish Civil War 1936 – 1939 ( 'The Collision', s4-ep24) The Spanish-American War & The Battle of San Juan Hill ( 'The Fox', s4-ep17) Events that affected the Walton family and most Americans during that time include: In doing so the writers never failed to immerse the characters and viewers on a bit of a histroy lesson. The show spanned more than 30 years of American history from 1933 to 1969. Teen Pregnancy ( "The Odyssey", s2-ep2 "The Revelation", s6-ep21 'The Pursuit', s9-ep6) Religious persecution ( 'The Unthinkable', s8-ep14) Racism ( 'The Festival', s6-ep16 'The Illusion', s7-ep8 'The Outrage', s9-ep1) Physical disabilities ( 'The Foundling', s1-ep1 'The Job', s3-ep11 'The Obstacle' s7-ep14) While many see the Walton's as a family that represents conservative values they in fact exhibit very liberal attitudes when dealing with a variety of topics and issues, these include:Īlcoholism ( 'The Calling' s7-ep2 'The Captive', s7-ep7)Īnimal welfare ( 'The Calf", s1-ep3 'The Hunt', s1-ep4 'The Fawn', s2-ep8 'The Last Mustang', s5-ep12)Īnti-German sentiment ( 'The Firestorm', s5-ep5 'The Hiding Place', s5-ep22 'The Rumor' s6-ep14 'The Spirit', s8-ep12)Ĭonscientious objection ( 'The Conscience', s7-ep13)Ĭustoms & traditions ( 'The Ceremony', s1-ep9 'The Shivaree', s3-ep19 'The Quilting', s4-ep21 'The Hostage', s9-ep20)ĭomestic violence ( 'The Victims', s9-ep15)

#The waltons the hostage

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vipersd4 · 3 years

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New Viper SD4 Night-VFR

The latest aircraft from the Viper SD4 family. SP-DMT – Night-VFR (EASA certified) will fly the distances and heights of the Polish sky. We wish you many happy and hassle-free flight hours. An airplane with a touch of artwork.

Category: Night-VFR; RTC CS-LSA (EASA cert.)

Engine & Propeller: Engine ROTAX 912 S2 100hp Certified, Propeller DUC FLASh-R Certified

Avionics: 2x Dynon SV 1000 SkyView 10″, Engine modul SV EMS 220/A, GPS modul SV 2020, Backup battery SV-BAT-320, RCA position indicator Certified, Radio Garmin GNC 255A, Transponder Garmin GTX 335w S mode, SW intercom 2S Dynon, Data bus ARINC 429, ELT – ACK E-04, ASI, ALT Winter Certifed, Compass

#vipersd4 #vipersd4rtc #night-vfr #flightschool #comfly

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mostlysignssomeportents · 4 years

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Crowdfunding Skycircles

Skycircl.es is a project of John Wiseman, a furloughed Disney Imagineer who became obsessed with mysterious overhead aircraft and decided to monitor them, discovering (among other things) a massive, covert FBI aerial surveillance program.

The project uses a cheap software-defined radio and a low-cost antenna to intercept transponder signals from overhead aircraft and plot their movements on maps in realtime, also storing longitudinal flight data.

https://docs.google.com/presentation/d/1sowJrQQfgxnLCErb-CvUV8VGXdtca6SWYWWLRPZgaHI/edit#slide=id.ga3a076b34_0_12

But the other half of the project is using open sources and freedom of information requests to pierce the veils of secrecy surrounding the front companies that many of these aircraft are registered to.

The program has revealed just how busy our skies are with invisible, unregarded surveillance aircraft. This image is not a lengthy time-lapse: it is a snapshot of a single moment in the LA skies.

https://docs.google.com/presentation/d/1sowJrQQfgxnLCErb-CvUV8VGXdtca6SWYWWLRPZgaHI/edit#slide=id.g5086fd3e26_0_79

Wiseman has collected BILLIONS of transponder pings from surveillance aircraft. New ones are tweeted in realtime by Advisory Circular, a network of Twitter bots that report on the skies over many major cities.

https://twitter.com/i/lists/1263724487435890688

The project is all free/open source, and Wiseman has run it for years as a self-funded hobby. But since being furloughed, this has become harder to sustain. Now one of his laptops has died and he doesn't have the cash to replace it.

He's soliciting donations to keep the project going. He's also in search of other coders to contribute, and free hosting for some of the project.

https://skycircl.es/donate-nerd-mode/

If he gets enough money, he's planned to give every spy aircraft in America its own social media account that tracks its movements in realtime; a mobile app that tells you which aircraft are overhead right now, and planet-scale analysis of spy planes.

Our own household finances are under severe strain, but I just donated to him. He's an example of how tech can serve as a force-multiplier for people resisting authoritarianism and illegitimate exercises of power.

A self-funded hobbyist is fighting the entire surveillance-industrial complex...and winning!

#pluralistic

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usafphantom2 · 3 years

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U.S. Navy delivers the first T-45 equipped with ADS-B

Fernando Valduga By Fernando Valduga 02/09/22 - 14:00 in Military

The T-45 team of the Naval Aviation Systems Command (NAVAIR) delivered in January the first T-45C aircraft in accordance with Automatic Dependent Surveillance - Broadcast (ADS-B) (Oct).

The T-45C Goshawk aircraft was delivered to Training Squadron (VT) 86 in Pensacola, Florida, to meet a new requirement of the Federal Aviation Administration (FAA).

ADS-B is a system that repeatedly transmits the current position of an aircraft, altitude, air velocity, identification and other information at a common frequency. It is intended to replace or increase ground radar and improve traffic flow.

ADS-B (Out) is a FAA requirement within the National Airspace System that requires a national transition to ADS-B (Out) with Mode S elementary surveillance technology until 2025. The T-45 ADS-B (Out) integration replaces the Aerial Data Computer, as well as the Identification, Friend or Enemy (IFF) transponder, which now includes a built-in Global Positioning System compatible with certified ADS-B; improves the Mission Display Processor Operational Flight Program; and modifies aircraft wiring and existing antennas

Tags: Military AviationNAVAIRT-45 GoshawkUSN - United States Navy/U.S. Navy

Fernando Valduga

Aviation photographer and pilot since 1992, has participated in several air events and operations, such as Cruzex, AirVenture, Dayton Airshow and FIDAE. He has works published in specialized aviation magazines in Brazil and abroad. He uses Canon equipment during his photographic work around the world of aviation.

Cavok Brasil - Digital Tchê Web Creation

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avionteq12 · 3 months

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Exploring the Versatility and Impact of the IFR-4000 in Avionics Testing

In the world of avionics testing, the IFR-4000 stands out as a versatile and essential tool, playing a crucial role in ensuring the safety and reliability of aircraft communication and navigation systems. Developed by Aeroflex, now a part of Cobham Aerospace Communications, the IFR-4000 has gained widespread recognition and adoption among aviation professionals globally.

The IFR-4000 is primarily designed as a ramp test set for testing transponders, Distance Measuring Equipment (DME), and TCAS (Traffic Collision Avoidance System) equipment. Its capabilities extend to testing Mode S and ADS-B (Automatic Dependent Surveillance-Broadcast) systems, which are integral to modern aircraft navigation and communication protocols. These functionalities make it indispensable for both maintenance checks and certification processes in the aviation industry.

One of the key features that sets the IFR-4000 apart is its user-friendly interface combined with advanced testing capabilities. Pilots, maintenance technicians, and avionics engineers appreciate its intuitive design, which allows for efficient operation even in challenging environments such as busy airports or remote airfields. Its portability and rugged construction further enhance its utility, enabling on-the-spot testing and troubleshooting without the need for extensive setup.

In recent years, the IFR-4000 has seen significant sales growth due to its reputation for accuracy and reliability. Its ability to support a wide range of avionics protocols and its compatibility with various aircraft types have made it a preferred choice among operators seeking versatile and future-proof testing solutions. Moreover, ongoing updates and enhancements by Cobham Aerospace Communications have kept the IFR-4000 at the forefront of technological innovation in avionics testing.

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ronyhd-blog · 8 years

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Módulo Central De Injeção Tempra 8v 030906032em

View On WordPress

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longwindedbore · 5 years

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I’m betting that - eventually - we may find that ‘anonymous’ western Intelligence sources are propaganda.

Consider

Where is Tehran? A long long way from any threat from Iraq or US bases.

Where would a plane be “shortly after takeoff”? from Tehran. On what course would it be heading?

The plane was leaving Tehran heading to a destination in northeast - to the upper left corner of the map above “the Black Sea”

Why would any Iranian military unit for any reason think that they had to launch missles at a plane in Iranian airspace? One they’d tracked leaving Tehran International Airport.

One they could track because it’s transponder is beaming a signal indicating its location and that it is a commercial flight.

I have a useless memory for odd facts:

The last time a jetliner was shot down in Iranian airspace, the US launched the missle at a commercial jet near the Gulf despite being in the standard flight lane, at its scheduled time, despite its transponder

“... the cruiser negligently shot down the aircraft, which was transmitting IFF squawks in Mode III, a signal that identified it as a civilian aircraft, and not Mode II as used by Iranian military aircraft..”

Time may prove me wrong.

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antoine-roquentin · 6 years

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Officials in the F-35 Joint Program Office are making paper reclassifications of potentially life-threatening design flaws to make them appear less serious, likely in an attempt to prevent the $1.5 trillion program from blowing through another schedule deadline and budget cap.

The Center for Defense Information at the Project On Government Oversight (POGO) obtained a document showing how F-35 officials are recategorizing—rather than fixing—major design flaws to be able to claim they have completed the program’s development phase without having to pay overruns for badly needed fixes. Several of these flaws, like the lack of any means for a pilot to confirm a weapon’s target data before firing, and damage to the plane caused by the tailhook on the Air Force’s variant, have potentially serious implications for safety and combat effectiveness.

POGO also obtained a copy of the Pentagon’s previously unreleased plan to control costs that shows the proposed savings may quickly be overwhelmed by the program’s rising costs.

In acquisition programs, a deficiency is a design flaw that affects the weapon system’s performance or safety. During the test and evaluation process, the testing personnel identify and categorize design deficiencies based on severity, breaking them down into Categories I and II, with degrees of priority within each category. Category I deficiencies “may cause death, severe injury, or severe occupational illness; may cause loss or major damage to a weapon system; critically restricts the combat readiness capabilities of the using organization; or result in a production line stoppage.” A recent Government Accountability Office (GAO) report found that, as of January 2018, the F-35 program still had 111 of these. Category II deficiencies “could impede or constrain successful mission accomplishment.” The program had 855 of these significant, though less catastrophic, design flaws.

The testing engineers evaluating the F-35 flight tests and identifying design flaws determine their severity based on the potential impact on safety and mission effectiveness and recommend a categorization level. The testing agencies, the services, and the F-35 program office then review these recommendations to arrive at agreed-upon categorization levels, which are then entered into the formal reporting system as deficiency reports. Besides showing just how complex and incomplete the F-35’s development really is, 17 years in, the large number of deficiencies reported proves that many people have been conscientiously working toward improving the final engineering design to ensure it is safe and effective. With the revelation that officials made paperwork fixes to make these serious deficiencies appear acceptable, it seems that much of that work is being ignored in the name of political expediency and protecting F-35 funding.

There is reason to be concerned about the manner in which these deficiencies are being recategorized. A copy of the minutes from the F-35 Deficiency Review Board’s June 4, 2018 meeting, obtained by POGO, shows that the Board downgraded 19 serious (Category I) deficiencies to the less-serious Category II, including 10 with no plan in place to correct the known design flaws. In a few cases, the Board followed the recommendations of the testing engineers to downgrade flaws. For the rest of the 19, however, the minutes show that the Board acted on its own to change deficiency statuses, with no apparent justification or evidence that the flaws were in fact not as serious as initially categorized. In three instances, status changes were made “per direction from the F-35 DOE [Director of Engineering].” It should be noted that the director of engineering, Jay Fiebig, did not attend this meeting. Rather, the deputy director of engineering, Joe Krumenacker, served as chairman.

Without further documentation, it is unclear whether the F-35’s remaining 90 Category I deficiencies are being recategorized in the same manner.

Neither the Department of Defense nor Lockheed Martin responded to requests for comment on this investigation.

The minutes show that one deficiency the Board downgraded on June 4 involves the F-35’s emergency systems. Test teams found that the F-35’s Identification Friend or Foe transponder, which communicates with ground-control radar to confirm the aircraft’s identity, does not automatically send an emergency signal when the pilot ejects. It is supposed to automatically switch to emergency mode and transmit the international emergency transponder Mayday code 7700 that alerts air-traffic controllers of the emergency. Were a pilot to eject without first manually switching the transponder to transmit the emergency signal—and an ejecting pilot will often have little time or presence of mind to do so—hours could pass before anyone knows they have had a problem, let alone that they ejected and crashed. The officials who identified this design problem gave it the highest severity rating, characterizing it as a Category I “High” deficiency. But the Deficiency Review Board knocked it down to a Category II “High” problem, without indicating a plan to correct it.

This is not how the development process is supposed to work.

Testers have also identified an issue with the arresting hook on the Air Force’s F-35A conventional takeoff variant. The F-35A, like other Air Force aircraft, is equipped with a single-use tailhook for emergency-landing situations when the pilot suspects a braking failure. Testing on the F-35A’s tailhook began in 2016. Testing engineers found that the arresting hook is causing damage to the aircraft due to “up-swing.” They originally rated this a Category I “Medium” deficiency. At this meeting, the deputy director of engineering, this time with the concurrence of the testing sites, downgraded the deficiency to Category II “High,” with instructions to study the maintenance- and replacement-cost data to better define the difference between “major damage” and “non-major damage”—but without actually proposing any fixes to the problem.

One combat-related flaw the Board downgraded has the potential to endanger the lives of troops on the ground. As testing officials have previously reported, the F-35’s current mission systems do not allow pilots to confirm the target coordinates entered into precision-guided bombs. The pilots can see what information they send to the weapon, but not what coordinates have actually been stored in the weapon. The Pentagon’s operational testing director characterized this as a serious concern in his most recent annual report. In close-combat situations, the rules of engagement require the pilot to read back the aimpoint target coordinates to a ground controller to prevent friendly troop and civilian casualties. This most commonly occurs when troops are locked in a difficult fight and urgently request close air support. F-35 test teams rated this a Category I “High” deficiency, but the Board downgraded it to Category II “High,” without any indication of whether plans exist to correct it.

The nature of the design flaws the Board downgraded is not the only matter of concern. Individually, each flaw may not prevent an aircraft from being launched, but the accumulation of flaws greatly increases the probability that the aircraft will be unable to execute the mission that is needed. The sheer number of outstanding deficiencies creates a problem of its own for the operating forces as they work to integrate the F-35 into their fleets. Each deficiency becomes one more issue that could keep an aircraft grounded or force the pilot to abort a mission. As these issues accumulate, it becomes an almost overwhelming challenge for the fleet to maintain an acceptable readiness and availability status. These cumulative F-35 deficiencies add significantly to the maintenance burden the services are already facing—and is one of many reasons the F-35 program can still muster only a 26 percent fully mission-capable rate.

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