Friday, September 7, 2012
And here's the flight plan on a map: RAMA41 flight plan SEY to DYS
TRF violators by AlertNewEngland
Wednesday, September 5, 2012
Time (Z) Call Type Tail Force Unit Base Sqwk Alt. Hex
02:39:29 RCH748 KC-135R 62-3559 USAF 22ARW KIAB ADFF0D
03:14:43 RCH434 KC-135R 62-3506 NH ANG 133ARS KPSM AE024D
04:10:56 CMB1115 MD-11F N271WA World Airways 5651 33000 A2AC28
04:49:25 RCH458 C-17A 07-7177 USAF 3AS KDOV 2164 33000 AE146F
06:37:44 RCH825 C-17A 07-7184 USAF 437AW KCHS 0722 32000 AE20C5
06:38:51 CMB1029 MD-11F N383WA World Airways 2714 37025 A46864
08:38:05 DEUCE04 KC-10A 83-0082 USAF 305AMW KWRI AE0218*
08:49:12 BRK57 C-17A 02 NATO 477FF2*
09:11:50 RCH599 C-17A 02-1111 USAF 62AW KTCM AE117D
10:51:27 RCH833 C-17A 02-1100 USAF 437AW KCHS 2434 33000 AE1172
12:10:34 UC-12F 163840 USN KNGU 3516 11550 AE06E2
13:18:58 MAINE85 KC-135R 63-8873 ME ANG 132ARS KBGR AE07C4
13:52:58 RCH358T C-17A 90-0535 AFRC 89AS KFFO AE07D4*
14:19:69 RRR5906 C-130 ZH869 RAF 7213 27975 43C198
14:35:34 PACK11 KC-135R 64-14836 NH ANG 133ARS KPSM 4673 7200 AE048D*
14:37:12 C6037 MH-60T 6037 USCG KFMH AE2914
14:57:34 PACER98 C-21A 84-0129 USAF 457AS KADW AE0178
15:07:24 MAINE86 KC-135R 58-0030 ME ANG 132ARS KBGR AE04B9
15:16:08 POLO99 C-17A 98-0057 NY ANG 137AS KSWF 1131 20000 AE0803*
16:03:22 TOPCAT4 KC-135R 63-8040 NJ ANG 141ARS KWRI AE0674*
16:18:56 RCH358T C-17A 90-0535 AFRC 89AS KFFO 7302 19500 AE07D4
17:20:06 RODD03 C-5B 86-0019 AFRC 337AS KCEF 4652 15700 AE0570
17:41:55 RCH780 KC-135R 58-0120 AFRC 465ARS KTIK 3461 37700 AE023D
18:12:21 RCH690 C-5M 85-0007 USAF 9AS KDOV 7077 31000 AE0564*
19:11:28 SKIER78 LC-130H 92-1095 NY ANG 139AS KSCH ADFDB5
19:27:00 S000 C-37A 99-0404 USAF 99AS KADW 2124 28700 AE04F9
21:13:49 RCH715 C-17A 06-6157 USAF 21AS KSUU AE145B
21:33:26 RCH235 C-17A 07-7170 USAF 3AS KDOV 3626 33000 AE1468
21:58:17 TABOO02 KC-135R 62-3547 NH ANG 133ARS KPSM 3436 33100 AE0145
22:25:16 RCH709 C-5B 87-0044 USAF 60AMW KSUU AE0589
Listings in red landed or took off from a New England airport. Items followed by a * have additional information posted below. All times are Zulu (+4).
06:38 CAMBER1029 was a Department of Defense contract flight from Constanta Mihail Kogalniceanu Intl in Romania to Baltimore/Washington International, followed by Joint Base McGuire.
09:00 BARTOK57 refueled from DEUCE04 along AR20(NE) before heading back to Europe. DEUCE04 returned to Joint Base McGuire Dix Lakehurst.
13:46 REACH358T landed at Portsmouth International with equipment in support of a visit by the President and First Lady, accompanied by the Vice President and Second Lady on Friday. Looks like the plane stopped for about 2 1/2 hours before departing to the south.
14:11 POLO99 refueled from PACK11 in AR-631. Both planes returned to their home bases.
16:26 TOPCAT04 landed at Bangor International.
18:05 REACH690 heard calling HUNTRESS (NORAD NorthEast Air Defense Sector) on 364.2 for a Mode 4 check. Headed overseas.
There was also a lot of activity by the Massachusetts Air National Guard 104th Fighter Wing F-15's today. Here's a short clip:
23:33 RODD99 takes off from Westover and is forced to shut down an engine and declare an emergency. Here's the audio (long silences were cut down), courtesy of LiveATC.net :
RODD99 In Flight Emergency by AlertNewEngland
Tuesday, September 4, 2012
@alertnewengland clearing up now…car looks like it drove into bank sign that was just put up #Weymouth #accident twitter.com/GEORAY1216/sta…
— georay (@GEORAY1216) September 4, 2012
UPDATE: Boston PD confirming they have the suspect in custody.
Pics of 19 yr female being arrested in standoff with Leominster and State PD now U/C - no media use without consent twitter.com/ScottLaPrade/s…— Scott LaPrade (@ScottLaPrade) September 4, 2012
AR20(NE) 0800 1000 FL150-280 341.75 349.70
AR212(NE) 1400 1515 FL190-220 238.90 282.70
AR631 1430 1630 FL200-220 295.80 282.70
AR204(NE) 1530 1630 FL240-260 324.60 282.70
AR204(NE) 2300 2359 FL240-260 324.60 282.70
First reservation wasn't as exciting as I had hoped. DEUCE04 refueled NATO C-17 BARTOK57 as the C-17 headed back over towards Europe. Not sure why they needed such a large block for that.
AR-631 was PACK11 refueling NY ANG C-17 POLO99 at FL200. POLO99 then returned to base.
Monday, September 3, 2012
Worcester Police responded to the call at 9:56 this morning and upon arrival found a mother holding her 2 year old son. The boy was alert and crying at the time, and had sustained abrasions to his head. He was transported by ambulance to UMass Hospital. WPD detectives are investigating the circumstances leading up to the fall.
Friday, August 31, 2012
PACK11 shot some approaches at Manchester before heading off on their refueling mission.
RHODY10-12 dropped jumpers over Devens before returning to Quonset Point.
BOXER819 stopped in Bangor before departing for Andrews AFB.
ETHYL01-03 took off from Bangor and Pease to refuel RAMA41-43, flight of B-1B Lancers rotating overseas.
MAINE88 refueled RODD99.
Followed by PACK33 refueling RODD99.
REACH742 stopped in Bangor for gas before continuing on to Rota, Spain.
Full Military Mode S logs:
AE05A5 62-3508 TOPCAT5 12:25:46 AM KC-135R USA NJ ANG | 108W | 141ARS [KWRI] 1105 20900
ADFE2D 2112 --- 12:44:22 AM HU-25c USA USCG | CGAS Cape Cod [KFMH] 4677 8450
AE07E1 94-0067 POLO99 12:56:35 AM C-17A USA NY ANG | 105AW | 137AS [KSWF] 3377 20000
AE056B 86-0014 --- 01:00:08 AM C-5B USA AFRC | 439AW | 337AS [KCEF] --- ---
AE056B 86-0014 --- 03:31:22 AM C-5B USA AFRC | 439AW | 337AS [KCEF] 0554 26000
AE119A 03-3117 RCH463 06:46:47 AM C-17A USA MS ANG | 172AW | 183AS [KJAN] --- ---
AE03FA 84-0146 PAT146 12:56:28 PM C-12U USA Det8/NH-ArNG [KCON] --- ---
AE0110 94-1570 BOXR819 02:20:08 PM C-38A USA DC ANG | 113Wg | 201AS [KADW] 4662 25000
AE024D 62-3506 RCH434 02:20:08 PM KC-135R USA NH ANG | 157ARW | 133ARS [KPSM] 1321 40000
AE014E 63-8872 MAINE87 02:21:01 PM KC-135R USA ME ANG | 101ARW | 132ARS [KBGR] 4647 22900
AE0847 58-0107 MAINE86 02:23:32 PM KC-135R USA ME ANG | 101ARW | 132ARS [KBGR] 4646 21000
AE07E1 94-0067 POLO99 02:43:59 PM C-17A USA NY ANG | 105AW | 137AS [KSWF] 7307 20000
AE0168 86-0203 --- 02:48:43 PM C-20B USA USAF | 89AW | 99AS [KADW] --- ---
AE023A 62-3520 PACK11 03:01:38 PM KC-135R USA NH ANG | 157ARW | 133ARS [KPSM] --- ---
AE0181 84-0139 YANKEE 03:17:41 PM C-21A USA CT ANG | 103FW | 118FS [KBDL] --- ---
AE03FA 84-0146 PAT146 03:33:11 PM C-12U USA Det8/NH-ArNG [KCON] --- ---
AE07E1 94-0067 POLO99 03:41:24 PM C-17A USA NY ANG | 105AW | 137AS [KSWF] 7307 20000
AE1470 07-7178 RCH683 03:41:42 PM C-17A USA USAF | 436AW | 9AS [KDOV] 0752 40000
AE0148 58-0098 MAINE85 03:47:33 PM KC-135R USA ME ANG | 101ARW | 132ARS [KBGR] --- ---
AE0181 84-0139 --- 04:12:45 PM C-21A USA CT ANG | 103FW | 118FS [KBDL] --- ---
AE2914 6037 C6037 04:19:11 PM MH-60T USA USCG [KFMH] --- ---
AE023A 62-3520 PACK11 05:20:08 PM KC-135R USA NH ANG | 157ARW | 133ARS [KPSM] --- ---
AE11FA 02-0203 BOXER41 06:34:28 PM C-40C USA DC ANG | 113Wg | 201AS [KADW] 7204 37950
AE0168 86-0203 --- 07:09:31 PM C-20B USA USAF | 89AW | 99AS [KADW] 3505 14350
AE06E2 163840 --- 07:37:37 PM UC-12F USA USN | AOD Norfolk [KNGU] --- ---
AE03FA 84-0146 PAT146 07:56:22 PM C-12U USA Det8/NH-ArNG [KCON] 4605 23975
7102E4 1626 RSF907 08:06:37 PM C-130 SAU 16sqn(Saudi) 7267 20000
AE1467 07-7169 RCH405 08:49:30 PM C-17A USA USAF | 436AW | 3AS [KDOV] 0541 31000
AE013A 59-1488 MAINE88 09:08:38 PM KC-135R USA ME ANG | 101ARW | 132ARS [KBGR] --- ---
AE123E 04-4133 RCH300 09:46:33 PM C-17A USA USAF | 305AMW | 6AS [KWRI] --- ---
AE013A 59-1488 MAINE88 09:55:11 PM KC-135R USA ME ANG | 101ARW | 132ARS [KBGR] --- ---
AE06E2 163840 --- 10:20:15 PM UC-12F USA USN | AOD Norfolk [KNGU] 5037 4750
AE013A 59-1488 MAINE88 10:23:13 PM KC-135R USA ME ANG | 101ARW | 132ARS [KBGR] --- ---
AE1241 04-4136 RCH742 10:54:54 PM C-17A USA USAF | 305AMW | 6AS [KWRI] 2642 31800
AE023A 62-3520 PACK33 11:13:08 PM KC-135R USA NH ANG | 157ARW | 133ARS [KPSM] 0106 8300
Thursday, August 30, 2012
Hex Reg. Call Sign TimeZ Type Unit Base Sqwk Alt.
AE05A5 62-3508 TOPCAT5 23:32:49 KC-135R USA NJ ANG | 108W | 141ARS [KWRI] 1105 20900
ADFE2D 2112 --- 23:32:46 HU-25c USA USCG | CGAS Cape Cod [KFMH] 4677 8450
AE1828 ------ --- 23:11:08 MH-60L USA --- 0460 1900
AE0656 58-0102 RCH229 22:51:41 KC-135R USA AFRC | 507ARW | 465ARS [KTIK] 2333 34400
AE20C6 07-7185 RCH317 22:29:14 C-17a USA USAF | 437AW [KCHS]
AE0443 00-9001 --- 22:27:17 C-32B USA NJ ANG | 108WG | 150SOS [KWRI] 1441 32000
AE0443 00-9001 --- 21:35:40 C-32B USA NJ ANG | 108WG | 150SOS [KWRI] 1441 32000
AE06E2 163840 --- 19:31:38 UC-12F USA USN | AOD Norfolk [KNGU] 5037 15250
AE04B9 58-0030 MAINE87 19:22:52 KC-135R USA ME ANG | 101ARW | 132ARS [KBGR]
AE093D 01-0301 --- 18:36:11 UC-35a1 USA US Army | OSACOM PATD [KADW] 1367 29000
AE146D 07-7175 RCH671 18:30:03 C-17A USA USAF | 436AW | 3AS [KDOV] 2524 34000
15409E RA-82078 VDA1848 18:16:00 An-124-100 RUS Volga Dnepr Airlines 7052 31000
AE04B9 58-0030 MAINE87 18:10:39 KC-135R USA ME ANG | 101ARW | 132ARS [KBGR]
AE020A 79-1711 HOIST80 17:47:23 KC-10A USA USAF | 305AMW [KWRI] 0725 38000
AE01DD 79-1712 RCH441 17:40:27 KC-10A USA USAF | 305AMW [KWRI] 6072 32000
AE01AA 84-0071 BATTL 24 17:20:02 C-21A USA MI ANG | 110FW | 172AS [KBTL] 3461 22800
AE0317 74-1689 --- 17:11:27 C-130H USA USAF | 317AG [KDYS]
AE0355 74-1687 --- 16:58:49 C-130H USA USAF | 317AG [KDYS]
AE023A 62-3520 PACK61 16:40:54 KC-135R USA NH ANG | 157ARW | 133ARS [KPSM] 3536 25000
AE048D 64-14836 PACK62 16:40:16 KC-135R USA NH ANG | 157ARW | 133ARS [KPSM] 3503 26000
AE0209 79-0434 MOVER30 16:16:32 KC-10A USA USAF | 305AMW [KWRI] 2705 20075
AE048D 64-14836 PACK62 15:54:10 KC-135R USA NH ANG | 157ARW | 133ARS [KPSM] 3503 26000
AE023A 62-3520 PACK61 15:53:46 KC-135R USA NH ANG | 157ARW | 133ARS [KPSM] 3536 25000
AD83E5 N970CP --- 15:37:46 Cessna 182T USA CIVIL AIR PATROL 4626 5450
AE035C 58-0062 JEEP31 15:23:39 KC-135T USA MI ANG | 127WG | 171ARS [KMTC] 7430 22700
AE065F 60-0346 JEEP32 15:23:34 KC-135T USA MI ANG | 127WG | 171ARS [KMTC] --- 21500
4951B4 CS-TMT BAF630 15:14:34 A330-321 BEL 21SM 6052 40000
AE06E2 163840 --- 15:13:30 UC-12F USA USN | AOD Norfolk [KNGU]
AE093D 01-0301 --- 14:55:34 UC-35a1 USA US Army | OSACOM PATD [KADW]
AE0148 58-0098 MAINE86 14:35:03 KC-135R USA ME ANG | 101ARW | 132ARS [KBGR]
AE01AA 84-0071 BATTL 21 14:31:03 C-21A USA MI ANG | 110FW | 172AS [KBTL]
AE29FD 166694 CNV4224 14:28:03 C-40A USA USNR | VR-59 [KNFW] 1331 39000
AE0847 58-0107 MAINE85 14:19:48 KC-135R USA ME ANG | 101ARW | 132ARS [KBGR]
AE27F3 6002 13:50:18 MH-60T USA USCG | CGAS Cape Cod [KFMH] 1200 1200
4D2066 ------ VJT740 13:22:14 ------ MAL --- 2431 17150
AE0534 69-0014 --- 13:06:15 C-5A USA TN ANG | 164AW | 155AS [KMEM] 2462 36000
AE49C6 09-9210 RCH723 10:26:06 C-17A USA USAF | 62AW [KTCM]
AE146E 07-7176 RCH725 09:04:31 C-17A USA USAF | 436AW | 3AS [KDOV]
AE022D 86-0036 REACH647 06:08:11 KC-10A USA USAF | 305AMW [KWRI] 3663 34975
AE07EC 96-0002 RCH899 06:07:33 C-17A USA USAF | 437AW [KCHS] 3674 33000
AE056B 86-0014 --- 04:10:32 C-5B USA AFRC | 439AW | 337AS [KCEF]
AE035B 58-0054 RCH624 03:13:37 KC-135T USA PA ANG | 171ARW [KPIT] 5742 39000
AE04BE 58-0106 RCH401 02:19:58 KC-135R USA AL ANG | 117ARW | 106ARS [KBHM] 3027 39000
ADFE2D 2112 --- 01:34:10 HU-25c USA USCG | CGAS Cape Cod [KFMH] 4634 10100
AE115D 01-0015 S465 01:21:36 C-40B USA USAF | 15WG | 65AS [PHIK] 5632 37025
AE146A 07-7172 RCH329 01:06:01 C-17A USA USAF | 60AMW [KSUU] 2266 37000
AE1470 07-7178 RCH683 00:21:47 C-17A USA USAF | 436AW | 9AS [KDOV] 3402 35000
Tuesday, August 28, 2012
Mode S hits:
ADS Reg. Flight Lat. Long. Alt. Course Speed Time Type Sqwk
ADFE2D 2112 0.00000 0.00000 15975' 0.0° 0.0kts 00:50:36UTC FA20 4635
AE04B9 58-0030 MAINE87 44.19896 -71.20184 27000' 0.0° 0.0kts 01:49:01UTC K35R 4703
43C04E ZZ175 RRR6683 0.00000 0.00000 35000' 0.0° 0.0kts 03:49:45UTC C17 1011
AE0423 59-1505 RCH649 44.23630 -70.83576 37000' 0.0° 0.0kts 03:45:18UTC K35R 7125
AE07EC 96-0002 RCH899 42.33530 -71.30046 33000' 0.0° 0.0kts 10:43:26UTC C17 2157
AE11FA 02-0203 BOXER41 42.81391 -69.92823 35000' 0.0° 0.0kts 11:49:15UTC B737 3676
AE0425 60-0342 BOLT12 0.00000 0.00000 29100' 0.0° 0.0kts 12:02:51UTC K35R 3576
AE013C 60-0344 BOLT13 43.21189 -71.80983 20000' 0.0° 0.0kts 12:48:40UTC K35R 3573
ADFF0D 62-3559 BOLT14 43.36169 -71.70607 26300' 0.0° 0.0kts 13:05:37UTC K35R 3410
AE1463 06-6165 RCH633 43.20264 -71.14579 36000' 0.0° 0.0kts 13:03:35UTC C17 6350
AE037E 63-8887 BOLT15 42.55305 -70.98025 27300' 0.0° 0.0kts 13:25:51UTC K35R 3465
ADFE2D 2112 C2112 0.00000 0.00000 3075' 0.0° 0.0kts 13:55:26UTC FA20 4421
AE0861 58-0086 BOLT11 40.96708 -70.06266 29700' 0.0° 0.0kts 14:39:01UTC K35R 1356
ADFEB8 98-0002 VENUS92 0.00000 0.00000 31000' 0.0° 0.0kts 15:07:59UTC B752 7056
AE05AC 63-8029 TOPCAT4 0.00000 0.00000 20000' 0.0° 0.0kts 15:19:35UTC K35R 3505
AE0173 84-0118 JOSA703 0.00000 0.00000 0.0° 0.0kts 15:27:40UTC LJ35 2114
AE0236 87-0124 RCH100 0.00000 0.00000 35000' 0.0° 0.0kts 15:34:22UTC DC10 1124
AE0443 00-9001 TERRA38 42.58150 -74.02000 21000'43.8° 349.4kts 15:34:29UTC B752 1676
AE035C 58-0062 JEEP21 44.03735 -71.61401 25000' 0.0° 0.0kts 16:01:20UTC K35R 4117
AE123D 04-4132 RCH802 0.00000 0.00000 30000' 0.0° 0.0kts 17:19:57UTC C17 2047
AE1239 04-4129 RCH805 0.00000 0.00000 31700' 0.0° 0.0kts 17:24:57UTC C17 1421
AE026D 62-3576 PACK11 43.33718 -71.49499 23000' 0.0° 0.0kts 17:48:24UTC K35R 4673
AE20C4 07-7183 RCH684 42.31135 -69.04709 36000' 0.0° 0.0kts 17:50:25UTC C17 0772
AE1196 03-3113 E33113 42.15892 -70.28436 40000' 0.0° 0.0kts 19:07:27UTC C17 2557
AE27F3 6002 C6002 0.00000 0.00000 1200' 0.0° 0.0kts 20:58:58UTC H60 1200
AE014E 63-8872 MAINE87 43.42047 -71.54212 24000' 0.0° 0.0kts 21:37:35UTC K35R 4671
AE123D 04-4132 RCH802 42.20633 -69.82548 33000' 0.0° 0.0kts 22:11:11UTC C17 7142
AE146C 07-7174 RCH168 0.00000 0.00000 22:29:32UTC C17
AE049E 99-1432 RHODY20 43.15466 -71.66178 15650' 0.0° 23:34:11UTC C30J 4630
AE049D 99-1431 RHODY22 0.00000 0.00000 23:35:20UTC C30J
AE2FA5 08-8193 RCH541 0.00000 0.00000 23:51:29UTC C17
First MAINE87 flight refueled RIDER85 (USAF C-17A 07-7171[KDOV]).
ASCOT6683 was returning home to Great Britain.
BOXER41 went over the Atlantic and landed at Mildenhall.
BOLT11-15 were temporarily at Pease due to Tropical Storm Isaac, returned to McDill today.
TOPCAT4 made a stop at Bangor.
JOSA703 stopped at Pease.
REACH100 crossed the Atlantic, stopping at Glasgow Prestwick.
TERRA38, an unmarked C-32B from the New Jersey Air National Guard 150th Special Operations Squadron, refueled from MAINE86 in AR212.
REACH802 went overseas and landed at Ramstein.
REACH805 was inbound from overseas.
REACH684 came in from overseas. Was at Spangdahlem on August 25th.
EVAC33113 inbound from overseas with wounded troops.
REACH168 stopped in Bangor for gas before continuing on to Spangdahlem.
REACH541 inbound from overseas.
SHAGGY64 was calling HUNTRESS for an IFF modes check. Could only receive the HUNTRESS side. No ID on SHAGGY64.
US Navy E-6B #164410 was flying in the area of Long Island Sound, and was likely the source of this Emergency Action Message on 311.0 MHz. Call sign for EAM sender was DUMPLING.
OPEC280 (USAF KC-10A 83-0081[KWRI]) was heard doing touch-and-goes at Westover.
A few items of interest about the feed. First, there may be long periods of silence. This is normal, because the frequencies covered aren't always in use. Secondly, there are still some improvements in the works. Right now the feed is hooked up to my only digital scanner, which I don't like having tied up that way. Hopefully I'll be able to pick up a used base scanner in the $100 range to use to provide the feed. There's also more interference and worse reception in the room with the desktop I'm using for the feed, so I'll be picking up some supplied to move the antenna away from the computer and closer to the window, and a UHF RF filter to help keep the noise level down (about another $100). I've already got a brand new desktop to host the feed on, I'm just waiting for a new monitor so I can hook it up. I'm guessing the newer/better sound card that's in there will help things out a little, too.
The ability for everyone to listen in isn't the only improvement the new setup brings. It also means I have a local recording of the traffic, which I've been using cuts of to add audio to the Facebook page posts. It also means that things are monitored essentially 24/7, as opposed to before, when it was about four hours a day five days a week. Having the audio available has also motivated me to start doing daily logs of the military activity.
Besides the $200 mentioned above, I still have about $700 worth of upgrades that need to be made. Please, if you enjoy the live stream (and it will only get better!), or if you've ever thought to yourself "I'm glad all this is free to me, even if I'd gladly pay a small amount for it", or "I'd like to buy that AlertNewEngland guy a beer", consider making a small contribution. It will go a long way towards increasing everyone's enjoyment!
ADS Reg. Flight Lat. Long. Alt. Course Speed Time Type Sqwk
710392 HZ-102 HZ102 0.00000 0.00000 34025' 0.0° 0.0kts 04:09:18UTC B738 0000
AE06E2 163840 0.00000 0.00000 0.0° 0.0kts 11:53:33UTC BE20 0000
AE03C8 153022 RANGR81 0.00000 0.00000 19950' 0.0° 0.0kts 13:09:24UTC C130 3613
010089 1292 EGY1116 0.00000 0.00000 40600' 0.0° 0.0kts 13:27:19UTC C130 6356
AE1D6A 161765 LT621 0.00000 0.00000 7250' 0.0° 0.0kts 13:38:56UTC P3 7340
AE1170 02-1098 TBIRD16 0.00000 0.00000 25100' 0.0° 0.0kts 13:50:34UTC C17 3422
AE0847 58-0107 MAINE86 0.00000 0.00000 22000' 0.0° 0.0kts 14:19:50UTC K35R 4643
AE1470 07-7178 RCH683 0.00000 0.00000 36700' 0.0° 0.0kts 14:31:49UTC C17 2426
AE2914 6037 C6037 0.00000 0.00000 500' 0.0° 0.0kts 14:38:03UTC H60 5152
AE04B9 58-0030 MAINE85 44.19010 -71.62637 21000' 0.0° 0.0kts 14:38:54UTC K35R 4662
AE0177 84-0128 ALLIED1 0.00000 0.00000 0.0° 0.0kts 16:11:14UTC LJ35 1453
AE03F0 165378 CNV3121 0.00000 0.00000 0.0° 0.0kts 16:18:13UTC C130 3135
AE026B 62-3515 RCH660 0.00000 0.00000 14300' 0.0° 0.0kts 17:50:48UTC K35R 6311
AE1472 07-7180 RCH626 0.00000 0.00000 34000' 0.0° 0.0kts 18:31:09UTC C17 2453
ADFE25 2104 0.00000 0.00000 2325' 0.0° 0.0kts 18:38:17UTC FA20 4420
AE02CF 91-9143 FUZZY32 0.00000 0.00000 19900' 0.0° 0.0kts 18:45:33UTC C130 0000
AE055F 85-0002 RCH402 0.00000 0.00000 38000' 0.0° 0.0kts 20:50:37UTC C5 6032
AE117D 02-1111 RCH545 0.00000 0.00000 30900' 0.0° 0.0kts 21:55:55UTC C17 3045
AE07FF 98-0053 RCH181 0.00000 0.00000 31400' 0.0° 0.0kts 22:30:34UTC C17 0737
ADFE2D 2112 42.32426 -71.16043 19000' 0.0° 0.0kts 22:46:26UTC FA20 4607
AE038B 62-3543 DEECEE12 0.00000 0.00000 28000' 0.0° 0.0kts 22:51:58UTC K35R 1543
AE020A 79-1711 TEAM35 42.57986 -72.03519 37025' 0.0° 0.0kts 23:37:26UTC DC10 7136
Navy LIMA TANGO 621 was on display at the Brunswick Air show over the weekend.
THUNDERBIRD16 was the support plane for the US Air Force Thunderbirds at the Brunswick Air Show.
MAINE85 took off and headed to AR-631 to refuel HAWK81 (USN F-18). HAWK81 flight was canceled, so MAINE85 canceled the refueling mission and returned to Bangor IAP.
REACH683 was heard calling BRICKYARD, the McGuire AFB command post, to report they were inbound.
REACH660 was a NH ANG tanker, inbound to Pease.
At 11:49 local time, had GYPSY11-14, flight of four F-18's from VFA-32, inbound to Pease.
At 13:35 local time, had EMPIRE15 (USN F-18) in the area.
REACH402 was inbound to Dover, heard calling Westover Meteo for a weather report.
REACH181 landed at Bangor.
Monday, August 27, 2012
ADS Reg. Flight Lat. Long. Alt. Time Type Sqwk
AE023C 63-8888 BOLT16 0.00000 0.00000 9400' 00:50:12UTC K35R 6054
AE055F 85-0002 RCH402 0.00000 0.00000 31000' 01:43:50UTC C5 2111
AE023A 62-3520 NATN13 42.17360 -70.32401 37400' 14:46:14UTC K35R 3517
AE06E2 163840 0.00000 0.00000 19200' 18:50:21UTC BE20 5037
AE0578 87-0027 RCH628 43.58826 -71.15472 16700' 21:36:58UTC C5 2534
AE10B9 01-0190 RCH421 0.00000 0.00000 33000' 23:42:01UTC C17 6223
BOLT16 relocated from MacDill AFB in Florida to Pease due to Tropical Storm Isaac, along with a number of other tankers from the 91st Aerial Refueling Squadron
REACH402 is a Dover C-5M that went overseas, last picked up over Austria.
NATION13 is a NH ANG tanker, probably flying a CAP mission over Camp David, MD.
REACH628 is a Dover C-5M inbound from overseas. Was en route back to Dover, but chose to land at Westover due to weather.
REACH421 is a Charleston C-17 headed overseas.
Wednesday, August 22, 2012
In this recording you can hear NORAD Northeast Air Defense Sector (call sign HUNTRESS) giving intercept instructions to the two F-15's, call signs SLAM31 and SLAM32. Towards the end of the recording you can hear unrelated traffic from PACK61 flight (two NH ANG refueling tankers) and MOVER30 (KC-10A out of McGuire), who were going to refuel over New Hampshire.
Longer periods of silence between transmissions were edited out to save some space.
F-15 practice intercept over New York by AlertNewEngland
This was all recorded with the setup I'm hoping to turn into a live feed. If you enjoy this, and would like to be able to listen to it live 24/7, please chip in some money to help me offset the cost of the required equipment.
Thursday, August 16, 2012
Tuesday, August 14, 2012
So, I finally pulled the trigger and ordered a new computer to replace the one that I currently leave on 24/7 to run the plane tracking software that I use. This presents me with some pretty great opportunities.
Currently, via my Facebook page and twitter feed I provide real time updates, when I'm able, on military activity throughout New England and neighboring states. I do this because it's a fun hobby, it's interesting, and I enjoy educating people about how hard our military men and women are constantly working.
With the new computer, several possibilities open up that would greatly enhance the coverage I currently provide. We could make this a real 'World Class' source of information. Two main goals come to mind:
1: Set up a live feed (or two)
A lot of people currently ask me where they can listen online to this kind of traffic. With the old computer, which dates back to 2002 or so (processor speed is measured in MHz), there wasn't much I can do. With the new computer, I'll have plenty of extra CPU to provide at least one feed on LiveATC. This feed would cover the command posts at bases in Maine, New Hampshire, Massachusetts, and Rhode Island, as well as the refueling frequencies and those used by NORAD in this area. Besides being able to listen live, LiveATC also archives all of the feeds for a couple months. This means I (or you!) could go back and review the radio traffic that occurred when I was away from the radios, so that in addition to the real-time coverage currently provided, delayed coverage would be available essentially 24 hours a day, as opposed to the four or five hours a day there is now. And, of course, the feed would be available 24 hours a day for everyone to listen in on.
I'm also considering preparing a weekly 'summary' newsletter. I would be able to cut the audio into short clips, so that you could hit play and hear interesting comms from that week.
With enough resources, I could add an additional sound card and hook up a second feed to compliment the first.
2: Upgrade my Mode S receiver
My current Mode S receiver is the simplest, most inexpensive one you can buy. It works great, but is a bit limited in it's functionality. I'd like to upgrade to a Kinetic SBS-3, which would provide numerous advantages. Obviously the more information I can gather, the more I can share with you.
The SBS-3 has a much higher message rate, which means more planes detected, and more messages processed from the planes it does detect.
The SBS-3 also receives Mode 3 squawks, which my current receiver doesn't. Combat aircraft such as fighters and bombers don't transmit Mode S while over the United States (yet!), but they still squawk on their Mode 3 transponder. This provides another avenue for potentially getting a location fix on them. It also means that I can receive instant notification of an aircraft in the area that has an emergency or hijacking, as well as notification of scrambled fighter aircraft.
Another great feature is the multiple Software Defined Radios built into the receiver. The more radio channels I can monitor, the more I can hear! I'll also use an SDR channel to monitor ACARS, adding another source of information.
As a side bonus, I'll probably sell off my current receiver, giving one of you the opportunity to pick it up for cheap and set up your own receiving station.
I've already put a couple thousand dollars into this hobby. I don't mind spending more, but I just don't have it right now. If I can't raise it here, I'll still make these improvements eventually (hopefully!). I don't expect other people to fund my hobby, but if you enjoy my coverage, are entertained by my page, have benefited from my assistance or tech support, or just want to lend a helping hand, please consider using the widget below to make a contribution. I promise it will benefit all of us!
Saturday, August 11, 2012
Below is the audio of the landing. I cut about two minutes of silence from the middle of it while the plane lands. Audio is courtesy of liveatc.net.
Cactus750 by AlertNewEngland
If you like posts like this, please chip in to help me buy some better aviation monitoring equipment:
Friday, August 10, 2012
Often times when monitoring aircraft, especially when listening to them take off, you'll hear the controller say something like "N46F, squawk 6252". What does this mean, and what information, if any, can we gain from this?
First, a little background. Aircraft transponders exist to help identify the aircraft on the air traffic controller's radar screen, and on collision avoidance systems. To aid in this, aircraft equipped with a transponder will be assigned a four digit code to "squawk" from their transponder. This is old, technology, dating back to the 1950's, so instead of being a decimal system, it's an octal one. This means there are no 8's or 9's, or, more simply, each transponder has four dials that can each be positioned from 1 to 7. This leaves 4096 possible codes.
Transponder codes are assigned by air traffic control, but the possibility exists for more than 4096 flights nationwide at the same time, so the codes must be carefully managed. In addition, some codes have designated purposes, and aren't available for routine flight operations.
Let's start with the codes that have set meanings:
0000: Not used
0100-0400: Allocated to Service Area Operations for assignment for use by Terminal/CERAP/Industry/Unique Purpose/Experimental Activities
1000: Used exclusively by ADS-B aircraft to inhibit Mode 3A transmit
1200: For use by VFR aircraft not in radio contact with ATC
1201: VFR aircraft not in radio contact with ATC
1202-1272: Used by VFR aircraft that will be entering a US Air Defense Identification Zone
1255: Firefighting aircraft
1273-1275: Used by calibration monitoring equipment
1276: Air Defense Identification Zone (ADIZ) penetration when unable to establish communication with ATC or aeronautical facility
1277: Search and Rescue aircraft
4400: SR-71, F-12, U-2, B-57, pressure suit flights and aircraft operations above FL 600
4401-4433: Federal Law Enforcement
4434-4437: Weather reconnaissance
4440-4441: Operations above FL600 for Lockheed/NASA from Moffett Field
4442-4446: Operations above FL600 for Lockheed from Air Force Plant 42
4447-4452: Operations above FL600 for SR-71/U-2 operations from Edwards AFB
4453: High balloon operations – National Scientific Balloon Facility, Palestine TX
4454-4465: Air Force operations above FL600
5000-5060, 5400-5477, 6100-6177, 6400-6477, and 7501-7577: Reserved for military operations. Can only be assigned by NORAD. (Note: Most military flights are not assigned these codes)
7500: Hijacked aircraft
7600: Communications failure
7601-7607: FAA Special Use
7700: General emergency
7701-7707: FAA Special Use
7777: DOD interceptor aircraft on active air defense missions and operating without ATC clearance
So, more or less the rest of these codes are available for assignment. When assigning discrete codes, obviously they can't be shared by aircraft in the same area. Sometimes re-assignments are made in the air, but this is also accomplished via careful management of which codes are assigned by which area, and for what purpose. Certain code blocks are designated to be used for aircraft that will complete their flight plan without leaving the ARTCC area, and other blocks are for flights departing the area. In other words, when you are hearing the squawk get assigned, you can tell if the flight is local or not. For flights taking off inside Boston Center, the assignments are as follows:
For flights staying inside the ZBW ARTCC:
Secondary: 5300-5377, 5500-5577, 4700-4777, and 0001-0077
For flights departing the ZBW ARTCC:
Primary: 3400-3477 and 3500-3577
Secondary: 7300-7377, 2000-2077, 1400-1477, and 1300-1377
Tertiary: 7000-7077 and 2400-2477
Remember that this only works for flights originating within the Boston Center ARTCC, which covers New England and part of New York state.
Tuesday, August 7, 2012
According to state police, Ms. Warren was operating her vehicle erratically in the passing lane when it veered into the center lane of the highway. When the driver attempted to steer back into the left lane, she overcorrected, causing the 1996 Honda Accord to strike the concrete divider and roll over twice before winding up in the center lane. At least three people were thrown from the vehicle.
Braintree - At least 3 ejected - 5 passengers total - 2 walking wounded at the scene twitter.com/kwilesjrphoto/…— Kevin Wiles, Jr (@kwilesjrphoto) August 6, 2012
NEW YORK, NEW YORK TO STAMFORD/WESTPORT, CONNECTICUT, AUGUST 6, 2012 LOCAL. PURSUANT TO 49 USC 40103(B), THE FEDERAL AVIATION ADMINISTRATION (FAA) CLASSIFIES THE AIRSPACE DEFINED IN THIS NOTAM AS NATIONAL DEFENSE AIRSPACE'. PILOTS WHO DO NOT ADHERE TO THE FOLLOWING PROCEDURES MAY BE INTERCEPTED, DETAINED AND INTERVIEWED BY LAW ENFORCEMENT/SECURITY PERSONNEL.And included other bits, like this:
C) THE UNITED STATES GOVERNMENT MAY USE DEADLY FORCE AGAINST THE AIRBORNE AIRCRAFT, IF IT IS DETERMINED THAT THE AIRCRAFT POSES AN IMMINENT SECURITY THREAT.At times the President has a Combat Air Patrol (CAP) overhead, but other times, fighters are standing by on the ground nearby. When the President visits New England, F-15's from the 104th Fighter Wing in Massachusetts are ready to scramble from Westfield/Barnes airport and intercept potential security threats. These are the same jets that are kept at the ready to intercept any potential threats in the area.
Sometime just before 8:00 PM local time, a small aircraft (a Kitfox Sport) with tail number N725CE entered the area designated as National Defense Airspace. Prior to entering this area, the aircraft will be hailed on an emergency frequency, and warned to turn away. Several warnings are typically given, and they typically include distance from the restricted area, and the fastest way away from it. N725CE likely did not hear the warnings, and probably wasn't aware of the restricted airspace, and must have proceeded past the boundary. At some point, a decision would have been made to scramble F-15's to intercept the small plane. You can listen to them take off from Barnes here:
The intercept aircraft, call signs SLAM31 and SLAM32, are directed by NORAD to their target, which is referred to as the 'TOI' - Target of Interest. When the fighters launched, N725CE was approximately 80 miles away from them. The F-15's covered this distance in six minutes, going supersonic in order to reach the target before it came within striking distance of the President. Once they identified the plane, the fighters used a series of visual signals to order the pilot to establish communications and/or follow them to a designated landing site. N725CE was escorted by the jets to Long Island MacArthur Airport, where he was ordered to park on a remote taxiway. The pilot was taken into custody by airport law enforcement and held until United States Secret Service officers arrived on scene to take him into custody and interview him. You can listen to the radio communications between the pilot, tower, and airport law enforcement here:
A second plane was then also intercepted by the same flight of F-15's.
Paul Shea, Aaron Perry, and Brian D'Amico contributed to this story. All audio is courtesy of LiveATC.
If you enjoy coverage such as this, please chip in to help me buy new equipment:
Friday, August 3, 2012
TIP: If this is your first time bringing a scanner to an air show, bring headphones! Otherwise, it may be too loud for you to hear the radio.
Westover Airport frequencies:
ATIS: 114.0 138.1
WESTOVER GROUND: 118.35 275.8 [0700-2300]
WESTOVER TOWER: 134.85 348.75 [0700-2300]
BRADLEY APPROACH: 125.35
BRADLEY DEPARTURE: 125.35
COMD POST 439 AW - (OPR 24 HOURS): 252.1
EMERG: 121.5 243.0
PMSV METRO (FULL SVC 1100-0400++): 274.75
In the past, the air boss has been on 118.9. I don't have any confirmation that is the frequency in use this year.
US Army Special Operations Command parachute team, the Black Daggers:
Try 123.15, 123.45, 136.0, and 136.5.
Iron Eagles Aerobatic Team:
122.925, 123.150, 123.475
Formation: 122.750, 122.775, 123.425
Solo: 122.775, 123.150, 123.425, 123.450
Navy F/A-18 Demo team:
233.025, 257.100, 260.250, 265.825, 267.000, 320.525, 354.350, 375.925, 376.025, 388.850
MA ANG F-15's:
251.9, 259.6, 259.9, 303.0, 309.0
More frequencies will be posted as I can confirm them!
First, a little background. Every time there is a threat against a plane, I'm sure a fighter intercept is considered. However, in the vast majority of incidents, disturbances, etc, the plane proceeds to the nearest airport and lands, and is met by law enforcement on the ground. A fighter intercept is the exception, not the rule.
The fighters perform a number of functions during the intercept. Primarily, they can monitor what the plane is actually doing, by following along behind it and reporting back to air traffic control and NORAD. During most scrambles, this is the extent of what happens. During the September 11th attacks, the terrorists disabled the plane's transponders, causing them to effectively become invisible to Air Traffic Control. A plane can also have a transponder and communications failure that isn't related to terrorism, and having a trailing interceptor that can monitor their maneuvers is obviously key.
Many potential security threats are caused by medical issues as well as mechanical ones. If a plane deviates from it's assigned flight plan and ATC can't reach the pilots, fighters will be scrambled. These fighters will get close enough to visually signal the pilot to follow them (by rocking the wings), and will assess the situation by looking for things like whether or not the pilot appears alert and at the wheel, or whether or not the windows are iced over (a sign of rapid decompression). This has been happening for a long time before September 11th 2001.
Lastly, there are the situations aboard the plane that cause security concerns. Back in May, there was a passenger who seemed to indicate they had a device implanted inside them, and more recently, we had the abandoned camera. Documents recovered from Al Qaeda demonstrate that they at the very least have an interest in hiding explosives inside a camera body to get them past security. Additionally, just because there is no one on board claiming the camera doesn't mean that it wasn't put there by someone who is in fact aboard. And if terrorists have figured out a way to gain access to the cockpit and replicate the September 11th attacks, knowing that they will be intercepted and shot down before they can accomplish their goal could serve as a deterrence against attempting an attack in that manner.
So, in this situation, fighters get scrambled, and their primary mission is to shadow the aircraft, either openly or in secret. They'll monitor the actions of the plane and see if the instructions from Air Traffic Control are being followed promptly and correctly, which if not, could be an indication that the pilot is under duress. Remember, if the plane is under terrorist control, there may be no one on board who can communicate what is going on to the outside. The fighter serves as the closet thing we can get to a set of eyes. And of course, in the event that it appears that the plane itself is going to be used as a weapon, a decision could be made to shoot it down as a last resort. Obviously instructions from this would come from very high in the chain of command, probably as high as they could possibly get in the time frame necessary.
The author seems to imply that these commercial flights are one twitchy fighter pilot away from being shot down, which is just not true. Or, maybe he's just complaining that we're too comfortable with fighter scrambles. I would heartily disagree with this, and say that the only reason it makes the news is BECAUSE of the fighter intercept. Similar scenarios happen all the time without a scramble, and just aren't considered newsworthy. Also, anytime anyone spots a military aircraft doing anything, I get a flood of "Oh my God what's going on are we under attack" inquiries, suggesting that the general public has not, in fact, just grown accustomed or complacent with such things.
He poses that there is a moral question about shooting down a passenger jet, but I believe most people would have preferred that the flights that crashed on September 11th had been shot down over an unpopulated area, instead of being allowed to crash into their targets. I don't think there is much of a moral debate there.
He then moves on to the legal question, apparently unaware that there is an entire arm of government that sits around and weighs the legal ramifications of every military action. Posse Comitatus is mentioned, which states that the federal Army and Air Force can not be used in a law enforcement action without authority granted by the Constitution or by an act of Congress. Apparently the author believes that terrorists attempting to blow up an airliner or crash it into a building are a matter for law enforcement? He then goes on to ask "is the use of military air power to kill American citizens in U.S. airspace even authorized by any Act of Congress?". I guess he didn't catch all of the news coverage of the National Defense Authorization Act of 2012, or bother to Google the Authorization for Use of Military Force Against Terrorists act, passed in 2001.
Lastly, he has a problem with the fact that he doesn't know who authorizes the fighter pilots to shoot down a plane, a problem that can also be fixed with the casual use of Google. On September 11th, 2001, only the president had the authority to give such an order (which he did). Since then, the policy has been changed. The president is still the ultimate authority, and he if can be reached, the decision rests with him. The lowest possible persons who can order the shoot-down appears to be two Generals, one at Tyndall AFB, and one at Elmendorf AFB. The order would only be given in the most rare and extreme circumstances, and could only be given by the generals if no one higher could be reached to make the decision.
I can understand the author's desire to know exactly what circumstances would trigger a shoot down order, but if I was a terrorist attempting to complete a mission, I'd also want that list of circumstances. So I wouldn't expect to see the government releasing such information any time soon.
In conclusion, I strongly believe that there are a ton of legitimate debates regarding airline security, and our general reaction to terrorist threats and attacks, that we should be having. I think there's probably even a reasonable discussion to be had regarding whether or not the fighter scrambles are necessary. Two of the author's conclusions, though, are patently wrong. He implies that the government has not considered the morality or legality of a shoot-down, or the consequences, which is just not true. He also states that the only function the interceptor can perform is to shoot down the plane, which demonstrates his lack of knowledge regarding these matters. To answer the question he poses in the title, though: Yes. The government is absolutely, 100% prepared to shoot down a commercial airliner and kill everyone on board, under the most extreme circumstances, and when doing so is the last, best option for saving many more lives on the ground.
Thursday, August 2, 2012
Dear Mr. McCue, I wanted to take a moment to recognize your actions on the 17th of December, 2011 when you encountered a female burglar inside of your residence. The reports on the matter indicate that the burglar attempted to push past you in an attempt to escape and that you were physically assaulted while trying to detain her. You ultimately were able to restrain the perpetrator and call 911. I would like to personally commend you for your fast thinking and actions which led to the arrest and charging of a burglar. You have the gratitude and appreciation of your police department. I am hopeful that the ultimate resolution to this case results in justice being served for all involved. In closing, I would like to say that I am sorry that your home was burglarized and I am sorry that you were assaulted in your home. I understand that this can be a traumatic incident for any person and his/her family. I hope that you and your family will ultimately be able to move forward from this incident and I wish you all the very best. Sincerely, Chief David J. Mara
The burglar was caught and convicted, and sentenced to prison. Wonder what kind of letter you would get here in Massachusetts?