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Feed Outage/Status Reports / JFK Area Feeds Down Due to Utility Electrical Work
« Last post by RonR on November 14, 2023, 12:11:19 PM »

All JFK Area feeds are currently down while the local electric utility upgrades telephone poles and transformers in the neighborhood.  Hopefully they'll be down for only an hour or two...

(Tried listening around the Norcall freqs, haven't found anything yet)

A United Airlines flight from Los Angeles to Vancouver was forced to make an emergency landing after an onboard passenger made a bomb threat.
Flight UA1909, an Airbus A320, was seen making an unexpected loop and heading to San Francisco just an hour after taking off from Los Angeles at around 7pm on Monday night.

The United Airlines flight bound for Vancouver, Canada from Los Angeles was grounded in San Francisco International Airport (SFO) after a passenger announced the alleged bomb threat, according to the airport’s duty manager.

Sources at San Francisco International Airport told local media that a passenger onboard flight UA1909 had made a bomb threat on Monday night, which officials quickly realised was not credible.
Investigators were said to have spoken to passengers who were onboard the flight.

Officials said that despite the bomb threat being deemed not credible, the plane, which was carrying 156 passengers and crew members, was still made to do an emergency landing.

A United Airlines spokesperson told MailOnline: ‘United flight 1909 diverted to San Francisco this evening due to a potential security issue on board. The flight landed safely and was met by local law enforcement. We are working to get our customers to their final destination as soon as possible.’
Aviation Audio Clips / Spirit Airlines bird strike Nashville
« Last post by KB4TEZ on November 14, 2023, 06:37:31 AM »

Spirit Airlines flight NK2177, an Airbus A321-231, struck birds on takeoff from Nashville International Airport, TN (BNA), damaging the windshield.
The aircraft returned to land back at BNA.
Listener Forum / Re: No more feeds in France ?
« Last post by uc3ew9gk6 on November 13, 2023, 02:25:55 PM »
Hello there,

First off, although it must not make an appeal to authority, I am french and living in France.

Dave, I also suggest you to re-open the feed for the reasons raised by Bensay (which I verified as valid).

Also as Bensay implicitly said, the letter from the DGAC is a "kindly request" more than a firm request and legal threat. I believe that given the law invoked here, only the CNIL (commission nationale de l'informatique et des libertés) can legally threaten you to remove the feed, and only with an official "mise en demeure". I wouldn't say the DGAC overstepped the mark, but they surely over-reacted to something here (or maybe someone was just a bit overzealous, as the letter lack strong legal arguments).

Since the DGAC didn't reply to you to settle this matter, you are in your right to re-emit the feed. Only when the CNIL will send you a "mise en demeure" would you have to consider removing the feed (only if this is legally sound, of course (which usually is when the CNIL contacts you)).

Personally, I find LiveATC very useful for training with radio understanding and I'm actually quite surprised radioamateurs in France didn't react more to LiveATC stopping the feed for french airports. I also used feeds just out of curiosity and for fun. Other than that, it's true that it is of public interest (and sad that this is from an association [EDIT: after checking, actually the website is backed by a company, which make things even badder (from a "public interest" standpoint, of course I love what you're doing with LiveATC Dave :wink:)] in the USA and that we have nothing similar here in France).
Aviation Audio Clips / UAL992 Radio Failure After Departure from KIAD
« Last post by RonR on November 13, 2023, 12:01:59 PM »
On November 11, UAL992 had just lifted off from runway 30 at KIAD when their radios failed after being told to contact departure.  The flight crew acknowledged the takeoff clearance but did not respond when told to switch to the departure frequency.  UAL947 departed KIAD shortly after UAL992 and were asked by ATC to try and get in touch with UAL992.  Eventually, the crew of UAL992 used ACARS to advise of the loss of radio communications.  The entered a hold just west of Richmond, Virginia and after a short time returned to KIAD for a safe landing on runway 1R.

(audio not the best, but the TikTok video link is at the end, no too shabby, and thankfully, minor injuries.

Asmall airplane crashed into a car while making an emergency landing at a McKinney airport Saturday afternoon, injuring one person.   

The McKinney Fire Department responded to reports of a plane crash at 12:30 p.m. on Saturday, according to the McKinney Courier-Gazette. Officials told the local newspaper that the plane was coming from Midland and trying to make an emergency landing at Aero County Airport, a privately owned landing field in North Texas.
A pilot flying a single-engine Lancair IV-P was unable to stop at the end of the runway. The plane broke through a fence and collided with a car driving by on the Virginia Parkway.

The newspaper said paramedics evaluated three patients at the scene, two from the plane and one from the car. One person was transported to the hospital with minor injuries, but it’s unclear what vehicle they were injured in.

Aero County Road was closed for hours as crews cleaned up the scene. FAA investigators are currently investigating the cause of the crash. 

Videos of the collision have gone viral on social media, including a TikTok that has gained more than four million views in less than 20 hours.
“Honey, I’ll be late for dinner, just had a head-on collision with an airplane,” one commenter wrote.

“That’s going to be a fun conversation with the insurance agent,” another said.

Aviation Audio Clips / UAL1045 Returns to KEWR Due To "Trapped" Fuel in Center Tank
« Last post by RonR on November 11, 2023, 01:51:11 PM »
Earlier today, UAL1045, enroute from Newark NJ to Austin TX, had to return to Newark because of fuel pump problems that prevented the flight crew from using any of the fuel in the center fuel tank.  The fuel was essentially "trapped" in the center tank essentially resulting in not having enough available fuel to reach their destination.  They were over southeastern Pennsylvania when this occurred and turned around for a safe landing at KEWR a short time later.
Listener Forum / Re: Pi high noise floor
« Last post by noraatorium on November 11, 2023, 09:49:20 AM »
Actually it seems to be related to the RTLSDR-Airband application. Noise floor is fine with SDR# but high with the app regardless of gain. Weird...
Listener Forum / Pi high noise floor
« Last post by noraatorium on November 11, 2023, 08:48:10 AM »

I am fighting with a high noise floor on the Pi which is about 40dbi higher vs when the same gear is plugged into a computer next to the Pi.
I get the high noise floor even with an antenna unplugged and gain set to nothing.
Tried different Pis, power supplies, rtlsdr dongles, antennas, grounding the Pi. I assume the Pi is hyper-sensitive to interference but is there a way to prevent that?
Encasing it in a metal box?

(Thank you William Hoffman)

I had posted a similar article topic back in March, heard back from quite a few folks.
With the recent events, came across this article on it from Monday.(same author)

By William Hoffman
Special to The Seattle Times
Off-duty pilot Joseph David Emerson’s reported attempt to hinder the engines on a San Francisco-bound flight amid what is thought to be a mental health-related episode filled the news. But while the story is compelling, we as clinicians taking care of pilots see rare events like these as a symptom of the broader issue pilots face related to mental health. It leaves many asking how we can do better — here’s how. 

Airline pilots are required to meet medical standards to fly. If they disclose new health information during their required periodic health assessments, they run the risk — usually temporary — of loss of their ability to work and fly. When it comes to a pilot struggling with mental health, this paradigm can inadvertently leave pilots weighing the benefits of seeking care against the risks to their career. While most pilots can return to duty, the system may inadvertently encourage some pilots to delay care until the symptoms become unmanageable alone.

For these reasons, some have argued that pilots face a barrier to seeking health care. The data speaks to this observation. In our recent study of 3,765 U.S. pilots, 56.1% reported a history of health care-avoidance behavior, including not disclosing health information during aeromedical screening or avoiding care when they felt it was needed. A follow-up study found similar rates in U.S. and Canadian pilots. 

While pilot medical standards will likely always exist in some form, there are multiple ways to address the barriers pilots face in seeking care. First, the resources and services U.S. airline pilots have access to are often highly variable when it comes to mental health. For example, a senior pilot at a major U.S. airline facing a life stressor may have access to different tools compared to a junior pilot flying for a small company. Availability of effective programs like peer support, employee assistance and other wellness programs differ based on the presence of a union, the employer and where pilots fly. Airline pilots in Europe are required by law to have access to peer support services, but such rules do not yet exist here. Further, disability programs for pilots who need to step away from flying for mental health reasons are variable. In fact, the largest pilot union in the U.S. places specific limits on disability payments for pilots who aren’t working because of their mental health.

Some pilots do not have such a disability safety net at all, leaving them without pay while working to regain their certificate. Further, the tests often required to regain certification related to mental health are often not covered by insurance.

Longer-term, we should study ways to transition from our clinical approach to mental health in aviation — one focused on diagnoses and use of services as a marker for risk — to one focused on performance. Regardless of what is listed in the medical record related to mental health, can the pilot perform their duties when it’s time to fly? Using a clinical information as a marker for aviation risk is fraught with limitations. Reasons range from variability between health care provider documentation and diagnostic practices, to health care access. Further complicating the picture is — outside of the extremes — the fact it is not entirely certain whether a pilot with a mental health diagnosis is unfit to fly most of the time and in most circumstances.

Certainly, pilots with a severe mental health condition should not be flying. Instead, we are interested in figuring out how we might help pilots with mild symptoms — perhaps facing one of life’s common stressors — get support when needed to prevent the symptoms from worsening. In a performance-based approach, objectives tools measuring biometric data like sleep patterns or cognitive testing measuring working memory aim to help a pilot inform their preflight health assessment. How such an approach might be implemented is an open research question that leaders should prioritize. While questions remain, there are many opportunities to address this problem to further support aviation’s exceptional safety record — all stakeholders stand to gain. 

William Hoffman is a neurologist and affiliated assistant professor of aviation at the University of North Dakota John D. Odegard School of Aerospace Science with an interest in air crew brain health and pilot health care behavior.
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