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originally posted by: Ancient Champion
Another missing plane?? I wonder if they will blame NK for this like they do for everything else.
originally posted by: Zaphod58
a reply to: jude11
Missing: Not clear where it is. Also known as "We haven't found the wreckage yet". Jesus not every square inch of the planet is under surveillance where they can fond a plane five seconds after it goes down.
originally posted by: Zaphod58
a reply to: Daughter2
So they're putting trackers in bombs and missiles too? Whoa they really ARE all powerful!
It's called Over The Horizon Radar. Many countries have them. They are capable of tracking several thousand miles by bouncing a radar beam off the ionosphere. The drawbacks are that they can't track at close range and if the ionosphere is active their signal is degraded. They're also extremely large.
Indonesian Ministry Not Ready to Confirm AirAsia Plane's Crash
BALI (INDONESIA), December 28 (Sputnik) — Indonesian Ministry of Transportation is currently verifying information claiming that the missingAirAsia aircraft has made an emergency landing in the eastern part of the Belitung island in the Java Sea, the ministry's representative said Sunday.
"We at the [crisis] center [in Jakarta] have not received such information yet. According to some data, our colleagues in Surabaya have learned it. We are currently checking this," the ministry's representative J. A. Barata told Detik.com.
According to Detik.com, a relative of a missing passenger received a text message from an unknown sender, stating that the plane made an emergency landing and all passengers were alive.
AirAsia flight QZ8501 en route from Surabaya, Indonesia to Singapore, lost contact with air traffic control at 07:24 a.m. local time (00:24 GMT) and went missing.
. According to some data, our colleagues in Surabaya have learned it.
How it works
Flightradar24 is a flight tracker that shows live air traffic from around the world. Flightradar24 combines data from several data sources including ADS-B, MLAT and FAA. The ADS-B, MLAT and FAA data is aggregated together with schedule and flight status data from airlines and airports to create a unique flight tracking experience on www.flightradar24.com and in Flightradar24 apps.
How ADS-B works
The primary technology that Flightradar24 use to receive flight information is called automatic dependent surveillance-broadcast (ADS-B). The ADS-B technology itself is best explained by the image to the right.
Aircraft gets its location from a GPS navigation source (satellite)
The ADS-B transponder on aircraft transmits signal containing the location (and much more)
ADS-B signal is picked up by a receiver connected to Flightradar24
Receiver feeds data to Flightradar24
Data is shown on www.flightradar24.com and in Flightradar24 apps
ADS-B is a relatively new technology under development which means that today it's rarely used by Air Traffic Control (ATC). Our estimations show that roughly 65% of all commercial passenger aircraft (75% in Europe, 35% in the US) are equipped with an ADS-B transponder. For general aviation this number is probably below 20%. But this percentage is steadily increasing as ADS-B will become mandatory for most aircraft in most airspaces around the world, by year 2020. When mandatory, ADS-B will replace primary radar as the primary surveillance method used by ATC.
Flightradar24 has a network of more than 4,000 ADS-B receivers around the world that receives plane and flight information from aircraft with ADS-B transponders and sends this information to our servers. Due to the high frequency used (1090 MHz) the coverage from each receiver is limited to about 250-400 km (150-250 miles) in all directions depending on location. The farther away from the receiver an aircraft is flying, the higher it must fly to be covered by the receiver. The distance limit makes it very hard to get ADS-B coverage over oceans.
About 99% of Europe is covered with ADS-B receivers. There is also good ADS-B coverage in USA, Canada, Mexico, Caribbean, Brazil, Russia, Middle East, India, Japan, Thailand, Malaysia, Indonesia, Australia and New Zealand. In other parts of the world the ADS-B coverage varies.
In some regions with coverage from several FR24-receivers we also calculate positions of non-ADS-B equipped aircraft with the help of Multilateration (MLAT), by using a method known as Time Difference of Arrival (TDOA). By measuring the difference in time to receive the signal from aircraft with an older ModeS-transponder, it's possible to calculate the position of these aircraft. Four FR24-receivers or more, receiving signals from the same aircraft, are needed to make MLAT work. That means that MLAT coverage can only be achieved above about 5,000-10,000 feet as the probability that signal can be received by four or more receivers increases with increased altitude.
Most parts of Europe are today covered with MLAT above about 5,000-10,000 feet. There is also some MLAT coverage in North America, Mexico, Australia and Brazil. More areas will get MLAT coverage during 2014 and 2015.
In addition to ADS-B and MLAT data, we also get data from the Federal Aviation Administration (FAA) in the United States. Unlike the ADS-B and MLAT data that is presented real-time, the FAA data is delayed by roughly 5 minutes due to FAA regulations. On the Flightradar24 map, all aircraft based on FAA data are orange.
FAA data is based on radar data (i.e. not just planes with ADS-B transponders) and includes most scheduled and commercial air traffic in US and Canadian air space + parts of Atlantic and Pacific Ocean.
Flarm is simpler version of ADS-B with shorter range, primary used by smaller aircraft, in most cases gliders. The range of a Flarm receiver is between 20 and 100 km. Flarm receivers are often installed on small airports with a lot glider traffic to track the gliders around the airport. Read more about Flarm on Wikipedia
Aircraft visible on Flightradar24 (within ADS-B coverage)
In the beginning when ADS-B was launched it was primary used in commercial passenger aircraft with 100+ passengers. During the last years more are more aircraft and smaller aircraft types are getting ADS-B transponders. Until ADS-B becomes mandatory it's up to the aircraft producer and owner to decide if an ADS-B transponder should be installed or not.
Common aircraft models that usually have an ADS-B transponder and are visible on Flightradar24 (within ADS-B coverage):
All Airbus models (A300, A310, A318, A319, A320, A321, A330, A340, A350, A380)
Antonov AN-148 and AN-158
ATR 72-600 (most new deliveries)
BAe Avro RJ70, RJ85, RJ100
Boeing 737, 747, 757, 767, 777, 787
Bombardier CS100 and CS300
Embraer E190 (most new deliveries)
Fokker 70 and 100
McDonnell Douglas DC-10 and MD-11
Sukhoi SuperJet 100
Some newer Ilyushin and Tupolev (for example Il-96 and TU-204)
Common aircraft models that usually do not have an ADS-B transponder and are not visible on Flightradar24 (within ADS-B coverage):
"Air Force One"
Antonov AN-124 and AN-225
ATR 42, 72 (except most new deliveries of ATR 72-600)
Boeing 707, 717, 727, 737-200, 747-100, 747-200, 747SP
BAe Jetstream 31 and 32
All Bombardier CRJ models
All Bombardier Dash models
All CASA models
All Dornier models
All Embraer models (except most new deliveries of Embraer E190)
De Havilland Canada DHC-6 Twin Otter
McDonnell Douglas DC-9, MD-8x, MD-90
Saab 340 and 2000
Most older aircraft
Most business jets
Most military aircraft
Most propeller aircraft
Of course there are lots of exceptions from these rules. There are some older A300, A310, A320, B737, B747, B757, B767, MD10, MD11 aircraft flying without an ADS-B transponder, which make those aircraft invisible on Flightradar24 when in areas with ADS-B coverage only. But there are also some Twin Otters, Saab 340, Saab 2000 and MD-80 aircraft with an ADS-B transponder that are visible on Flightradar24 in areas with ADS-B coverage.
Aircraft visible on Flightradar24 (within MLAT, FAA or Flarm coverage)
In regions with MLAT, FAA or Flarm coverage most of the air traffic is tracked and visible independent of aircraft type. That includes propeller aircraft, helicopters and gliders. But as mentioned above MLAT coverage is limited to some areas with many FR24-receivers and can normally only be achieved on altitudes above about 5,000-10,000 feet, which means that general aviation on lower altitudes may be flying below MLAT coverage. FAA is in most cases not tracking general aviation flights without a flight plan. Data provided by FAA is often missing aircraft registration information and aircraft tracked with MLAT in many cases is missing the callsign information.
originally posted by: NoRulesAllowed
The scandal is already here, it doesn't even matter whether this flight will turn into another MH370.
The scandal is that in 2014 going to 2015, planes can "just disappear" with no-one knowing about its whereabouts (how is this even possible?), the other scandal is the flurry of so called "information" in the last 15+ something hours where as good as no bit was useable, information where each new so called "information" is denying the one previously. Imagine you are a relative of those missing and depend on this "information" BS.
Transport Ministry official Hadi Mustofa reports that the aircraft was asking to descend to a lower altitude due to turbulence, and it asked for an “unusual route'' before it lost contact with ATC.
According to AirNav Indonesia, the flight told Jakarta ATC that it was ascending to 38,000 feet to avoid the weather and deviating left. However, leaked but unconfirmed photos of the ATC from @GerryS on Twitter indicate that the aircraft was at 36,300 feet when last seen, and moving at a speed of 353 knots, far lower than normal. According to Reuters, no distress signal was sent from the aircraft.
There are unconfirmed rumors that the aircraft was spotted east of Belitung Island (off the coast of Surabaya), but at the moment, those rumors have no independent verification. A multi-nation search and rescue effort is underway using both air and naval resources from countries in the region including Singapore, Indonesia, Malaysia, and others. This initiative will begin at the point of last contact and spread outwards from there. However, significant residual weather effects in the region may hamper such efforts.