While reading the description of ADS-B given on the FR24 website (ADS-B How it works), I came across this sentence:
The farther away from the receiver an aircraft is flying, the higher it must fly to be covered by the receiver.
What is the relation between height and coverage in this case?
The ADS-B signal used by FR24 is transmitted on 1090 MHz. Signals at that frequency do not follow the curvature of the earth very well. They work best in line of sight. Aircraft far away from the receiver must be at high altitude to be above the horizon.
At 1000ft, the horizon is about 33 nautical mile away. Aircraft further away will be shielded below the horizon. For 40000ft, the horizon is about 220 nautical mile away.
Due to a slight refraction of the signal the practical range is about 30% further.
While reading the description of ADS-B given on the FR24 website (ADS-B How it works), I came across this sentence: The farther away from the receiver an aircraft is flying, the higher it must fly to be covered by the receiver. What is the relation between height and coverage in this case?
Based on the reading I've been doing of FAA's Next Generation Air Traffic Control (NextGen) plans, I've been wondering if and how radar systems will continue to be used for ATC as NextGen rolls out? Questions include: Is it correct to assert that radar coverage will effectively become a less precise, backup only, data feed? I am suggesting this because my understanding (which could easily be incorrect) is that ADS-B will mandated for most (everyone?) and so aircraft will be actively reporting their precise position without the need for a radar track. Will existing radar coverage eventually
I was looking through my virtual radar logs one of the days and found this "glitchy" ADS-B behavior. I am almost 100% sure that this is not due to my antenna or setup since two independent different... is the "skew" at seemingly same angle? Is that anything? In light of MH370, does this happen often, how reliable is that GPS data? Tail # N657UA Boeing 767-300 Typical route between EGLL and KORD Time...: UPDATE: This seems to be related to THIS aircraft. The explanations given (GPS->INS->GPS switching) still applies in my opinion, but wanted to give another screen shot. Here it is today (3/30/2014
As we all know from our instrument training, the MOCA is: MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA)- The lowest published altitude in effect between radio fixes on VOR airways, off-airway routes, or route segments which meets obstacle clearance requirements for the entire route segment and which assures acceptable navigational signal coverage only within 25 statute (22 nautical) miles of a VOR. Whereas the MEA is: MINIMUM EN ROUTE IFR ALTITUDE (MEA)- The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle
There are various services that use world-wide Boeing Winds for forecast wind data which can be used to calculate an approximate flight time between two locations. They usually have best case, worst case, and average case for each location, altitude, and date in the future. I have searched and searched Google to no avail. Where can this wind data be found, and how can it be used... at a specific location and time may differ appreciably from those computed by PC Windtemp. Therefore, data from PC Windtemp must not be used for flight planning, aircraft dispatch, airborne flight
What is the difference between technical consumption and fuel drain in a fuel calculation system? Both of them reduce the amount of block fuel of aircraft. I assume technical consumption is not equal with trip fuel usage?!
The MD-900 is a helicopter which seems to be quite popular with law enforcement agencies. As you can see, instead of an anti-torque tail rotor, a fan exhaust is directed out slots in the tail boom. I was wondering if this works in regards to auto rotation, should the aircraft lose its engines.
I noticed that no planes heading to FMMI are ploted on all the prominent online radars despite the fact that most of them are likely equiped with ads-b. What does it take to remedy that lack of coverage?
Is there a Canadian law or regulation which requires me to have my Radiotelephone Operator's Restricted Certificate (Aeronautical) on-board the aircraft with me? This is what I've found so far: Canada requires you to hold the certificate (Radiocommunications regulations, Part V, Section 33): A person may operate radio apparatus in the aeronautical service, maritime service or amateur radio service only where the person holds an appropriate radio operator certificate [...] However, I can't find a regulation saying I need the piece of paper with me. An example of the wording Canada
The alpha vane is an external probe used to measure the angle of attack. I have been trying to understand how exactly it works, but I can't find any clear explanation or simulation. Is the vane static or dynamic i.e. does it rotate along its central axis? Given that it has a significant surface area, I think that it would either: Rotate because of the force/drag exerted by the airflow, and give an angle of attack proportional or equal to its angle of rotation Measure the force being exerted on it via a force sensor embedded in the surface Is either of these correct? In short, how