In the first part of this YouTube video, you can see an aircraft supposedly flying 4x faster than the surrounding aircraft, at the time the Malaysian 777 went missing.
After replaying this on Flight Radar 24, KAL672 departs Kuala Lumpa a short while before MAS370. It then does a 180, flies back towards the airport, then appears to do another 180 and rockets across the ocean:
Essentially, my question is, what is this oddity that FR24 is showing? (to ward off conspiracy theorist nuts).
With the way in which it suddenly switched back and forth it appears to be either a software glitch or bad data from one of the feeders.
All aircraft displayed in yellow on FlightRadar24 are detected by volunteers with their own ADS-B receivers, of varying quality in hardware, software and range. When aircraft reach the very edge of someone's receiver range you can occasionally get corrupted data, perhaps showing the aircraft somewhere back along its path or far off it.
Another scenario is when a receiver is having trouble uploading its data to the FR24 servers because of a bad internet connection or similar, so position updates arrive later than they should.
Sometimes the FR24 servers get conflicting info, for the same reason, where one ADS-B feeder is providing good data and the other bad. When that happens you can see the plane seem to jump backwards and forwards until one of the receivers is out of range.
It's something I've seen fairly often, even with my own receivers. FR24 does try to filter the anomalies out but it's a difficult task.
In the first part of this YouTube video, you can see an aircraft supposedly flying 4x faster than the surrounding aircraft, at the time the Malaysian 777 went missing. After replaying this on Flight Radar 24, KAL672 departs Kuala Lumpa a short while before MAS370. It then does a 180, flies back towards the airport, then appears to do another 180 and rockets across the ocean: Here are the playback links for 2014-03-07 16:55: KAL672 and MAS370. Essentially, my question is, what is this oddity that FR24 is showing? (to ward off conspiracy theorist nuts).
So every once in awhile I see an article talking about the air traffic control strikes in Europe like this one: European air traffic controllers to strike. How does this affect me if I am flying to Europe? Do they just close the doors and all airspace becomes uncontrolled airspace? I'm guessing not, but that's what I envision when I hear that! What happens if they go on strike while I'm over the ocean on my way there?
I know that for land aircraft and seaplanes that they require separate endorsements to fly them. However, for the case of amphibians, what do you need to fly one? Do you need to have another, completely different endorsement, or just a seaplane and land endorsements? What about if you always fly it on water or land?
The Soloy Dual Pac apparently allows two engines to rotate one propeller -- here's a picture of it on an Otter: Is this recognised as a centreline thrust twin engine aircraft, a "standard" twin engine aircraft or just an aircraft with a single engine for FAA certification? What about for pilot licensing?
I am searching some airports databases and I find some airports with the same IATA code with different ICAO codes. Is it mistake in the database? Is it OK? For example: Beaufort MCAS - Merritt Field (ICAO KNBC IATA BFT) Beaufort County Airport (ICAO KARW IATA BFT) Edit: Another example; Paamiut Airport (ICAO BGPT IATA JFR ) Paamiut Heliport (ICAO BGFH IATA JFR ) Another example with 40 km between them: Desierto de Atacama (IATA: CPO – ICAO: SCAT) Chamonate (IATA: CPO – ICAO: SCHA)
I've been told that the best kinds of planes to train in are very small ones, like Cessna 150s and 152s. But I've never been clear as to why. I know they are cheaper to operate, so is operation cost the only thing? Or are there aerodynamic properties that 152s have that make them "easier"? What makes for a good training aircraft?
critical time surveying the control panel, but didn't apprehend the problem in time. I am dejected to imagine that a passenger might've straightaway discerned the discrepancy between their yoke...Suppose that an aircraft is in an exigency or emergency solely related to aviation (ie not a medical situation). Moreover, suppose that some airline passenger believes that he/she can help.... Inherent in this question is the presumption that airline passengers would avail, and they may not, but here's a real-life instantiation. According to the Mayday episode on Air France Flight 447
How much the pitch (horizontal orientation) can differ from the angle of attack? I am trying to understand the claim that "angle of attack indicator was unfortunately not available", contributing to problems during Air France Flight 447. Attitude indicator most likely was available?
As far as my knowledge goes: There is a 250 kt speed limit under the altitude of 10.000 feet. This screenshot seem to show an aircraft below 10.000 feet and traveling at 285 kts at the time i captured the screenshot. I don't think this aircraft posed any threats to other aviation traffic as there is no other traffic in the airspace. I was just curious. EDIT: Shortly after: I see this aircraft taking off from the same airport. Doing the same thing as the first plane.
pinged to track an aircraft's position and heading? Would this require any intervention by the pilots? (posted separately) Is this system standard on commercial airliners? What data do Airlines collect...An aircraft's Aircraft Communications Addressing and Reporting System uses line of sight HF via ground stations or satellites to communicate with its base station. This system allows for three types of messages to be sent: Air Traffic Control Aeronautical Operational Control Airline Administrative Control Aeronautical operational control and airline administrative control messages