flightradar24

Anyone know what the actual regulations are regarding transponders and having them switched on/off?

For example there has been a low flying heli going around our work today but doesn't show up on FR. It looks like an ex fire service heli maybe. Given that we are so close to Aberdeen Airport with all the oil industry helicopters in the air space I thought it would be mandatory to use your transponder.
 
brocola said:
BUFF TRIBE41 on its way to give Normandy a stern talking to.

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Just came over our house at 2,000 feet! No warning and didn't even get to see it, but it was VERY LOUD!!

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monzer said:
Anyone know what the actual regulations are regarding transponders and having them switched on/off?

For example there has been a low flying heli going around our work today but doesn't show up on FR. It looks like an ex fire service heli maybe. Given that we are so close to Aberdeen Airport with all the oil industry helicopters in the air space I thought it would be mandatory to use your transponder.
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It is not just a matter of on/off because one has to be given a specific 4 digit code to 'squark'.

In Civil Aviation AFAIK these are only given to aircraft in IFR flight plans when receiving their clearance. I cannot think of circumstances in which a flight on a VFR flight would be given one, but I may be out-of-date'

Flying around with a transponder code that nobody recognises could be confusing and a danger to air traffic.
 
I'm no expert, but this is my understanding so far

The websites we look at such as FR24 mostly use ADS-B info transmitted by aircraft and picked up either by satellites or ground based receivers.

It's an additional transmitter which you can bolt onto an aircraft and the main benefit is it makes the skies safer.

In the UK, I don't believe the CAA have made it mandatory for aircraft to have an ADS-B transmitter. It's encouraged, but not yet mandatory (I think).
  • For commercial aircraft, ADS-B transmitters seem pretty much standard now.
  • For private aircraft, less so.
  • Military aircraft only seem to transmit ADS-B either when they want to be safer around other aircraft, or want to intimidate someone:giggle:
All militaries have their own methods of identification which we can't see and they don't want tracked or hacked e.g. IFF (identification friend or foe)
 
Larrynwin said:
Wonder what he has brought from the US

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They have a few BUFF's and other planes stationed here now and they will require lots of maintenance and spare parts etc, perhaps this is full of supplies to keep them in the air.

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Couple of A10 Warthogs popped up in the US.

1 over Pennsylvania. Another leaving Nellis Airforce Base, Las Vegas, I guess heading out on one of the ranges.

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Bayraktar TB2 over Turkey - the same type of Turkish drone the Ukrainians have been using to such good effect on Russian armour for the last 2 weeks. They’ve even got their own Ukrainian pop songs now.

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nicholsong said:
It is not just a matter of on/off because one has to be given a specific 4 digit code to 'squark'.

In Civil Aviation AFAIK these are only given to aircraft in IFR flight plans when receiving their clearance. I cannot think of circumstances in which a flight on a VFR flight would be given one, but I may be out-of-date'

Flying around with a transponder code that nobody recognises could be confusing and a danger to air traffic.
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It's called a 'Squawk'. You set the number on the transponder, and that shows up on the ATC screen as the transponder broadcasts information back to the radar station (in simple terms).

VFR flights are routinely given squwak codes - if you fly out of Aberdeen, you'll be given one so ATC can track you in and out of the VFR approach lanes. Outside of controlled airspace, you'll usually be given one (for Scottish Information as an example, 7401) to show that you're talking to someone - however there is no requirement to be doing so. In other places, it again identifies who you're talking to, or you're given a discrete code which identifies your aircraft - it's a routine thing when flying VFR and you'll usually get one when contacting a new ATC service.

Outside of controlled airspace, there's no requirement to have a transponder and many vintage/light aircraft/gliders do not. And again, outside of controlled airspace, there's no requirement to be talking to anyone. If you have a transponder, you can set it to 7000 just for conspicuity, but that doesn't mean you're contactable, and doesn't mean you need to do it. Nobody sets a transponder code outwith of 7000, a code you've been given, or the other "important" codes, because doing so would make you very visible and prompt someone to wonder what you were up to, and that's not worth getting your licence pulled. Easier to just turn the transponder off.

There are several modes. Mode A is "hello - I'm here", mode C includes altitude, and mode S includes the registry of the aircraft (which the others do not) and requires certification to install etc (and it's not cheap).

monzer - FR can be patchy at best depending where the receiving stations are - that heli will have had their transponder on, with mode S, but if it's low level it's probably just not being picked up by the various ADS-B receivers which people run in Aberdeen which then upload to FR24 - at low level, you'd need to have a receiver near by (or a decent set-up) otherwise you're not going to pick it up. If you had a ADS-B dongle plugged into your PC, and line of sight to it, you would likely be picking it up no problem. Same as if it was at 5000ft - it'd appear on FR24, but at 1000ft? Probably not. The top of the Tyrebagger is about 1000ft (ish) - so if you're on the other side of that, you won't pick it up.

Remember the FR network is largely based on people who have a PC set up to receive and upload the data - it's not an official/government data stream. With a basic dongle from Amazon, I can pick up flights at 30,000ft 30 miles away with a small desktop antenna, but I can't pick up anything from the airport (which is 3m away) because of line of sight/elevation.
 
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This might explain some of the daredevil RAF A400M flying we’ve seen over the sea lately - low level cargo drop courses for 3 pilots and 2 loadmasters.

www.raf.mod.uk

XXIV Squadron Deliver First A400M Basic Airdrop Course to Frontline RAF Crews

Three RAF A400M pilots and two Air Loadmasters of LXX and 30 Squadrons are now capable of conducting Container Delivery System and Light Stores Airdrop tasking.
www.raf.mod.uk www.raf.mod.uk

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RowleyBirkinQC said:
Can you hear them yet Jenben ;)
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Wind is going the wrong way it seems ! The other day the very alternative route back to the runway over us was a bit disconcerting.

Apparently fear51 and fear52 are doing radio checks .

We had a American airforce Learjet doing multiple circuits over us yesterday before heading to Cardiff.
 
BUFFs about to take Swansea
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I do not understand why RAF and others are flying missions from UK to the borders with Ukraine: gives them less time on operational station.

Why not temporarily station some crews in Poland. I know they may have to return to base for more major maintenance, but airlines manage to night-stop aircraft all over the place.

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nicholsong said:
I do not understand why RAF and others are flying missions from UK to the borders with Ukraine: gives them less time on operational station.

Why not temporarily station some crews in Poland. I know they may have to return to base for more major maintenance, but airlines manage to night-stop aircraft all over the place.
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Would that further antagonise Putin? More NATO aggression?
 
nicholsong said:
I do not understand why RAF and others are flying missions from UK to the borders with Ukraine: gives them less time on operational station.

Why not temporarily station some crews in Poland. I know they may have to return to base for more major maintenance, but airlines manage to night-stop aircraft all over the place.
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Maybe to keep them safe from attack?
 
nicholsong said:
I do not understand why RAF and others are flying missions from UK to the borders with Ukraine: gives them less time on operational station.

Why not temporarily station some crews in Poland. I know they may have to return to base for more major maintenance, but airlines manage to night-stop aircraft all over the place.
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I suspect the maintenance crews, flight crews and other logistical support are better placed in the UK and would not be too happy if displaced from their family for an unspecified period. As these aircraft can refuel when airborne and with good maintenance become very reliable, this is the preferred option.
 
I think both US and RAF Rivet Joints fly out of Mildenhall and RAF out of Waddington (thank you Drexxer). Both countries P8 Poseidons fly out of Lossiemouth. Basing them overseas would split the logistics and maintenance infrastructure and I can’t imagine they’ve got a lot of people trained up for those.

There’s also the security aspect. Not only increases the risk (sabotage, retaliatory strike etc), it increases somewhat the exposure of sensitive technology when parked on the ground.

They seem happy to let C17s and Hercs land in Poland, but the surveillance aircraft contain a lot more sensitive tech.

The Global Hawks fly out of Sicily because that’s the main place (we know of) that’s equipped to operate take off and landings. Once airborne, they’re controlled from Nevada.
 
RAF Rivet joints have been flying over us most days out of Waddington?

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