Are airspace violations (e.g. entry to class B without clearance) based on primary radar and/or Mode C transponder, or something else?
I read that Mode C altitude is based on pressure altitude, i.e., set to 29.92" ... but presumably that's adjusted at the ATC facility based on the current pressure before being used for altitude enforcement.
This begs the question, what would stop one (hypothetically), just winding back the altimeter pressure reading to appear to be at a lower altitude?
So to summarize: How are airspace violations detected:
The transponder usually uses its own pressure reading, not what is set in the pilot's altimeter. So to prevent cheating as you describe, it is inspected and calibrated every 24 months. Tampering with it would be difficult to do on the fly because you'd have to adjust it based on the current atmospheric conditions and what altitude you want to seem to fly at. But yes, you could, in theory, adjust its readings to broadcast something different.
As far as I'm aware, only major violations are really pursued, or if ATC knows who you are when you commit the violation.
(hypothetically), just winding back the altimeter pressure reading to appear to be at a lower altitude? So to summarize: How are airspace violations detected: What data input is used? If Mode C reading is used, is it based on pilot's altimeter? Would winding back the altimeter make a plane report a lower altitude? ...Are airspace violations (e.g. entry to class B without clearance) based on primary radar and/or Mode C transponder, or something else? I read that Mode C altitude is based on pressure altitude, i.e.
Non-precision instrument approaches generally have altitude restrictions which get lower when you get closer to the airport. I always figured these restrictions were AMSL using the current altimeter setting, not compensating for temperature. Some have heard the mnemonic that mountains are higher come wintertime, which basically means that colder weather make your altimeter read higher than you actually are (or, as most pilots prefer to think, you're lower than what your altimeter reads) Have a look at this VOR approach into Newark Most altitude restrictions are a minimum level, so
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 phased out? Seems unlikely due to airspace security issues alone. But are there any other reasons to keep radar coverage?
This is confusing to me: Since pressure increases with temperature (I don't know why), how can air density decrease with temperature. In a hot day then pressure would increase and air density decrease? How is that possible? @casey @steve V. @StallSpin The point is this: FAA writtten says: The altimeter will indicate lower altitude than actually flown in a temp warmer than standard. I... indicating lower altitude (lets say it indicated 10.000), then the pilot will climb "back" to 12.000 but in reality (true altitude) he is climbing to 14.000. Am I getting this right? 2) Now another thing
Many larger airports (class Bravos) have a landing fee. What's the process for assessing and collecting the fees? How do these landing fees work with general aviation aircraft? Where can I find out what the fee will be? Is it published? How will I be charged the fee? (Pay before leaving the airport, bill sent to my home, etc.) Is the landing fee a flat rate or is it calculated based on aircraft weight or some other factor? I've heard that the landing fee is generally waived if you buy a few gallons of (overpriced) gas at an FBO, is that true? Example scenario: I offer to take a friend up
When should a transponder be turned turn on? On the ground? Always in flight? Only during radar service (flight following) or IFR flight? Should Altitude Mode be used whenever the transpoder is on?
I hope this is a relevant place for me to ask a math question regarding aircraft design. I am trying to understand how one would implement a controller to control the pitch angle of an airplane for a small exercise. I understand the control part and its implementation. What I do not grasp is how one acquires the longitudinal equations of motions (which are then used for the control part) which serves as the starting point. What is the starting point or what are the principles used to derive these equations? If I know how to derive these equations for a very simple case, then I know I have
Primary target: An aircraft not reporting mode-C, the only thing the controller has is the return on the radar. When a controller reports a primary target as traffic to other aircraft, the controller does not have the altitude of the target. Given this, I conclude that ATC radar does not have the altitude (angle-up) to the target, and only provides azimuth. So then without the altitude, how does the radar-system know where to put the target laterally on the screen? Example, a radar picks up a target that is 10 miles from the station. If the target is 0 AGL, the proper position would be 10
I enjoy tracking air traffic at my local KORD. I listen on LiveATC and use my private virtual radar setup to get "real-time" traffic info. I understand which instructions need to be read back by the pilots per this question however on more than one occasion I don't hear read back on critical vector info on departure, despite the visual confirmation of instruction (pilot making proper vector and speed adjustments). I tend to notice this with bigger birds (777,747,340), however smaller regional jets almost always promptly read back. Questions: Is there an alternative way of ATC
I was looking at potential experimental projects when I read this fascinating website about a tiny aerobatic-capable twin-engine airplane. It's light enough to be an ultralight, but much too fast: Aside from the obvious fun of flying this little plane, I wondered whether: I'd be able to log time in the Cri-Cri as multi-time? My guess is yes. Assuming I'm MEL-IFR, could I log multi-IFR with a two-way radio, altimeter, Dynon-type AI, HI and at least one cert. VOR & glide slope? An approach cert. GPS setup would be too heavy I assume. My guess is this is wishful thinking...