Glad you liked it.

Totally agree

Well said

That was many things...literally the definition of cool !!!

Is this illegal though?

@@chobai9996 shhhh 🤣😂😁

tons of blablabla and lame jokes for very little information

We glad you like it. Its a great talk that touches on many points. Gives people something to think about.

it‘s only for beginners. for everyone else is just a lot of hot steam for very little information

1700. i built my own tracker with NEMA 23 motors and some 3d printed gears. the great thing with SDR is that you can easily receive this. Also GOES if you're in the americas.

I love observing EHAM, because their ground vehicles also show up on popular ADS-B apps. Recently they stopped all air traffic and their 'bird control vehicles' formed sort of a path for a Lifeline helicopter. I don't know how often that happens, but I felt pretty good about catching it live. Hope the patient is well. My other favorite is tracking USAF tanker aircraft, because they regularly use our VOR as an anchor point. That distinct rumbling of jet engines in the distance is just awesome. After this talk I really want to set up my own antenna and see what kind of fun I could have with it (without risking jail of course).

Nice try FBI

bsidescapetown.co.za/bsides-2021-conf/

@@BSidesCapeTown thank you!

Seven six - I hear nix Seven five - Man with knife Seven Seven - Way to heaven

@@BackSledge_Berlin - The mnemonics I use are: 75 - Taken alive 76 - My mic sticks 77 - Going to heaven ... use whatever works for you, of course - nothing wrong with remembering several mnemonics as long as they are all consistent in their meanings.

I didn't know it either until I saw a video of null byte hijacking radio stations with it XD

By subtracting where it is from where it isn't, or where it isn't from where it is (whichever is greater), it obtains a difference, or deviation. The guidance subsystem uses deviations to generate corrective commands to maneuver the aircraft from a position where it is to a position where it isn't, and arriving at a position where it wasn't, it now is. Consequently, the position where it is, is now the position that it wasn't, and it follows that the position that it was, is now the position that it isn't.

Ayy where this is from I forgot lmao is this from bonsian ape society

@@prakharmishra3000 search for "Missile Guidance for Dummies"

thoroughly based

Good to know! Thanks!

Commercial pilot here, this isn't actually true. Well, what you say is correct about ADS-B having unique identifiers, it also has a programmable callsign if you want. But squawk codes are still used and assigned by ATC. There are 4 "special" codes, which are 1200 (all VFR aircraft not currently talking to ATC), 7600 (a status code indicating the aircraft has had a radio failure), 7700 (a status code indicating the aircraft is experiencing a general emergency) and of course 7500 (a status code indicating the aircraft is being hijacked.) Honestly, I am not sure WHY ATC still assigns discrete codes to aircraft, especially since there are not that many numbers available (only 8*8*8*8) when the transponder (which ALL are supposed to have ADS-B output by now) also transmit the unique identifier and callsign, but it is probably just for backwards compatiality or something. Basically, what I am saying is everytime I talk to ATC for the first time either getting a clearance on the ground if I am IFR or in the air if I am VFR they still give me a discrete code I am to squawk.

@@SpiraSpiraSpira - from what you’ve said, i suspect that you fly in the USA and rarely outside of the States (and almost certainly not VFR in the UK). In the UK (and, as far as I understand, some other places, too) the VFR conspicuity squawk is 7000, not 1200. It’s 1200 in the States but that is not true of all countries. The unique number you mention is the aircraft’s ICAO identifier. This number is programmed into the transponder at installation and also programmed into any additional electronic conspicuity equipment which may be fitted or carried on-board (ADS-B or otherwise). ADS-B is not mandatory for non-commercial aircraft (actually, nor are transponders). I understand that the US has made it mandatory to have ADS-B Out to enter certain classes of airspace but again, this is not the case in other parts of the world. From what I understand, in the UK, our ATC don’t even see ADS-B (apart from one in the North of Scotland - Aberdeen, I think it is). Squawk codes tell “ATC” who is working any particular aircraft. So, if I am approaching Edinburgh’s CTR and their display shows that I am squawking 7401, then they know that I am talking to Scottish Information. If 7000, that I am essentially talking to no-one. If I am squawking a code beginning with 043, then I am talking to Edinburgh (they have a bank of codes that they issue to VFR traffic, starting from 0430). It is certainly not the case that every aircraft is given a discrete code which pertains only to that aircraft for the duration but, as you say, they are four-digit octal codes.

@@halfrhovsquared The unique identifier in ADS-B is not the aircraft ICAO identifier, it is a globally unique identifier assigned to the particular ADS-B transceiver/transponder assigned at manufacture. The ICAO identifier is programmed in and can be changed by the operator/pilot in configuration settings. And yes, I was discussing from a US perspective as it is mandatory here. I have flown globally, including being one of only a few foreign pilots to land in the so-called Democratic People’s Republic of Korea when I was working for a company chartered by the UN, but these days I do most of my flying in the USA. But I have flown in and out of the EU and the UK, but only on US registered aircraft. I have a Mexican pilot’s certificate (Capitana de metroliner dos), my primary US certificate as well as one from the People’s Republic of China as I worked there as a contract pilot also. that said, I have never once flew VFR anywhere except the USA.

@@SpiraSpiraSpira - Ah. I wasn’t aware that ADS-B kit had its own unique identifier. When I added EC to my aircraft, I had to program in my aircraft’s ICAO identifier. Thanks for that info. Is ADS-B Out mandatory for non-commercial aircraft in Class G airspace in the USA? I thought they’d only made it mandatory for Classes C, B, and A. To be honest, given that there are some fairly effective Electronic Conspicuity units available on the market at very reasonable prices, I’m somewhat in favour of it being mandatory in the UK. The CAA have been offering rebates to pilots who fit Mode S transponders and other EC kit to their aircraft (half the cost up to £250) to encourage uptake. It’s made a huge difference and has really increased the number of GA aircraft with EC but there are still far too many out there running Mode C at best. I’ve had it confirmed (twice) that my EC is seen by TCAS - That’s fairly reassuring because what I fly is a tiny rotorcraft which is next to invisible unless in very close proximity.

@@halfrhovsquared It is not mandatory in uncontrolled airspace, it isn’t even required in class E airspace unless you’re above 10,000ft MSL. But it is required in A, B, C and I think even in D airspace now, although I’m not 100% on that. If you have an old supercub or something in a uncontrolled field you could still fly it VFR with an old transponder but you can’t take it in or near any large airport in the USA. Even the old transponders work with TCAS as I have had a TCAS II resolution advisory when flying in an airliner versus a Cessna years ago before ADS-B came out. I’m not sure if the US government offered any kind of incentives on changing out transponders. My guess based on how well (or rather how poorly) the US government functions is no, though.

Not that much harder.. those systems are still behind current security by a decade

​@@campandcook3118 Of course, Mode A/C was invented very long ago and it is still used in some transponders. Security/encryption is no part of this. They still struggle to have new aircrafts equiped with proper Mode S Transponders... But MLAT can check if a Mode S (Ads-b) signal is actually send form where it claims to be.

@@madmushroom8639 MLAT has 6-10s latency and can barely check that for a normal amount of signals, it's often only used near airports and needs 4-6 stations to receive the same ADSB packet - which means 200W beaches on the largest aircraft. Even then, it can only check if a packet was sent from within a few hundred meters up to a km2. With a higher amount of contacts, MLAT latency would be over 15s or higher, sooner or later, disabling that system. If an ADSB ID is cloned to a nearby position, the system can't really Check which packet is valid. Especially not for smaller planes. And it's unable to deal with the amount of bout, because sending enough ADSB packets, takes 2-3s, about 5-10times less than invalidating them. A system with authentification for the sender is needed to work reliably.

​@@campandcook3118 Don't know why it would take 6-10 seconds. For Ads-B systems eurocontrol specifies the max allowed latency of an ASTERIX output to air traffic controllers as 1,5 seconds. For anti spoofing you could receive the adsb signal at lets say 2 ground stations (at the speed of light) and can do a quick sanity check of the intersections of the hyperboloids of the TDOAs. Of course it depends on the geometry set be the positions of the ground stations and the accuracy of the clock synchronization.

Same here in India, I tried ebay but the transactions won't go through, even with an international credit card and paypal :(

ZA

thanks

It's called "waterfall" because of the way it looks on your screen while it's displaying the scan. Really just a catchy slang term.

Not quite. A waterfall is ONE way of displaying the output from a spectrum analyser. A spectrum analyser can display output in many different formats. I have one on my desk at work at the moment and if you were to see the plot on the screen, you’d probably not recognise it as a spectrum analyser because it is displaying a constellation plot of a QAM signal and it looks nothing like the typical displays most people think of when they discuss spectrum analysers.

You can do that yourself as well.

with a SDR you can tune to the hydrogen line frequency as SETI did

would you be kind enough to share the data of signal frequencies at 8 mins approx?

For most countries you dont need a license for just listening. Even if you do needed a license to listen, how will they ever find out?

Also the transponders send altitude information. ADS-B is nice but ATC uses secondary radar (transponder interrogation of aircraft giving squawk code and altitude) along with primary radar (radar reflection which gives position only)

is that what the audience said?

@@tljstewart That is what he was getting at. The 3% correction is specific to copper. What you are correcting for is the speed of light through the antenna material (normally copper). The correction is called the velocity factor. This is also important with different types of coax (even from different manufactures) as the velocity factor of a specific coax is highly dependent on its construction. The velocity factor for different coax types ranges from around 0.60 to 0.95-ish. This is a large range! Here is the wiki on it. Sorry if you already knew all of this. en.wikipedia.org/wiki/Velocity_factor

@@joboring8397 ah, very nice Jo, thank you for the info, your comment was very helpful. What I’ve realized from your comment by example; for an antenna receiving 433MHz, 1/2 lambda would give us a 34.6cm antenna. However, to account for the velocity factor of an unshielded copper wire we must use something like 34.6cm*0.97. Which gives us an antenna length of ~33.6cm.

@@tljstewart You are very welcome. I am glad that you found my comment helpful!

@@joboring8397 Man thank you for this clarification and REAL CLARIFICATION... I am new to RF and that was an awesome info to dig for more info! Thank you! For real

Take note that APPLE is a CORPORATION and Apple is a fruit/ You are totally confused and do not yet know the difference. CORPORATE names are always ALL CAPS for a specific reason that is beyond your level of knowledge and understanding. Thou does not even know the difference between ON and on So go and take a look at what is written on SWITCHES, and be sure to have both eyes open.