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We have analysed the raw data from the transponder of #4U9525 and found some more dat

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  • #31
    Originally posted by Kelvin View Post
    A question re data:
    I downloaded the CSV file with all the data a couple of days ago and I was wondering how you differentiate the obvious discrepancies in the data?
    For example, at 08:58 ground speed is shown as 152 kts by ID 8846 but as 11kts by ID 1948.
    Later in the flight, altitude is shown by different receivers as 1825ft by one and 9500ft by another. How do you know which is erroneous data and which is accurate?
    The CSV was created in a big hurry and contains data merged from 2 data sources, and one of the older data source had a time diff of about 4 minutes.

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    • #32
      Originally posted by Sam26K View Post
      Mike, my opinion is that you have something huge here and you should protect it. So far none of the so called "Experts" from CNN's panels know anything about this tech.
      I was talking with a lady on CNN for almost 1 hour yesterday to explain the data in first post

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      • #33
        @Mike, if am not mistaken european ATC secondary radar should routinely interrogate not only SELECTED ALTITUDE but also
        VERTICAL RATE and INDICATED AIRSPEED from register BDS 6,0 as well as TRUE AIRSPEED from register BDS 5,0.
        Did you try to extract those parameters from the raw data? I can imagine that those would be valuable data to establish the flight envelope and configuration of the aircraft.

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        • #34
          Using "raw" data (*) taken from this site, I was able to reconstruct following 3d scene, which can be downloaded as a Google Earth KML file:



          Looking closer, it looks like there's a discrepancy between expectdc impact site and actual impact site, which could lead to think to a final attempt to regain altitude:


          But it can also depend on too coarse and approximate data. If exact altitude, longitude, latitude and time (with seconds) was available, I could reconstruct a much more precise scene.



          (*) click on chart, write down altitude&speed, click on other point, write down,... and eventually grabbing data from HTML sources and manually converting them to suitable format...

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          • #35
            Originally posted by henningz View Post
            He needed two seconds (actually three) to turn the button on the autopilot from 38000 ft to zero...



            The MODE switch would be turned clockwise to 1000 (if it wasn't already selected), the ALT dial would be turned counter clockwise 2 times, landing on 13008ft during the first twist, then 100ft on the second. No doubt this is being replicated in a simulator somewhere.
            F-KDAG1

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            • #36
              I have attached .kml file with full ADS-B data of flight 4U9525
              5d42675.kml
              Alternative link https://dl.dropboxusercontent.com/u/5175572/5d42675.kml

              and .txt file with ADS-B + ModeS data of flight 4U9525 with MACH, IAS, TAS, ROLL, VRATE
              GWI18G_mode_s+adsb.txt
              Alternative link https://dl.dropboxusercontent.com/u/...e_s%2Badsb.txt
              Please note that we are only 99% sure that IAS data has been correctly decoded.

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              • #37
                @Mike the altitude in the kml file for the placemarks seems incorrect. For example at the highest point it's listed as 3800 meters in stead of 38000 feet. So there seems to be a zero missing and it is in Meters in stead of Feet. The other placemarks seem to be affected as well.
                Just wanted to let you know, thanks for all the data and effort, it's much appreciated!

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                • #38
                  thanks, Mike.
                  to you and your analysts. You all did a good but timeconsuming job
                  http://www.liveatc.net/search/?icao=LSGG

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                  • #39
                    thanks for providing this analysis
                    FCYYC2 @can_kiwi

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                    • #40
                      09:30:17Z.905 ROLL: 0L TTRACK: 41 TAS: 450kt

                      The autopilot initiated a course change from 420to 250 30 seconds before ALT was manually changed.

                      New course of 250 was achieved as AC began descent.


                      09:38:17Z.046 ROLL: 0L TTRACK: 26

                      last ttrack data transmit at 13700 ft.
                      F-KDAG1

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                      • #41
                        How is it possible that a co pilot is authorized to change manual the altitude from 38000 ft to 13.000 ft to 96 ft leading to the middle of an alp in three seconds by his own? Why not authorized this strange pattern by head pilot or ATC is restricted?

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                        • #42
                          I extracted the course change and corresponding ALT data:

                          09:18:19Z.244 ROLL: 0R TTRACK: 66 TAS: 458kt 30000
                          09:21:11Z.791 ROLL: 0R TTRACK: 42 TAS: 446kt 32075
                          09:30:15Z.542 ROLL: 0L TTRACK: 41 TAS: 448kt 38000
                          09:30:20Z.539 ROLL: 0L TTRACK: 40 TAS: 450kt 38000
                          09:30:22Z.831 ROLL: 0L TTRACK: 39 TAS: 450kt 38000
                          09:30:25Z.545 ROLL: 0L TTRACK: 38 TAS: 450kt 38000
                          09:30:27Z.756 ROLL: 0L TTRACK: 37 TAS: 450kt 38000
                          09:30:32Z.682 ROLL: 0L TTRACK: 36 TAS: 450kt 38000
                          09:30:36Z.513 ROLL: 0L TTRACK: 34 TAS: 450kt 38000
                          09:30:40Z.295 ROLL: 0L TTRACK: 33 TAS: 452kt 38000
                          09:30:42Z.535 ROLL: 0L TTRACK: 32 TAS: 450kt 38000
                          09:30:47Z.461 ROLL: 0L TTRACK: 30 TAS: 450kt 38000
                          09:30:50Z.559 ROLL: 0L TTRACK: 29 TAS: 452kt 38000
                          09:30:55Z.570 ROLL: 0L TTRACK: 28 TAS: 450kt 38025
                          09:30:57Z.311 ROLL: 0L TTRACK: 27 TAS: 450kt 38025
                          09:30:59Z.248 ROLL: 0L TTRACK: 26 TAS: 450kt 38000
                          09:31:07Z.164 ROLL: 0L TTRACK: 25 TAS: 450kt 37950
                          09:34:24Z.063 ROLL: 0R TTRACK: 26 TAS: 446kt 28050
                          09:34:40Z.358 ROLL: 0L TTRACK: 25 TAS: 450kt 26875
                          09:36:15Z.159 ROLL: 0R TTRACK: 26 TAS: 458kt 20350
                          09:38:17Z.046 ROLL: 0L TTRACK: 26 TAS: 414kt 13700


                          If your a data wonk, this is interesting.

                          This is a summary of 247 ttrack records
                          Last edited by Patrick Reeves; 2015-03-28, 00:15. Reason: add text
                          F-KDAG1

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                          • #43
                            @Mike, so awesome that you shared the transponder raw data with us. I parsed the ADS-B and Mode-S streams to a database and visualized the data in the chart below.
                            Last edited by solibra; 2015-03-28, 03:48.

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                            • #44
                              @Mike, if you are not too busy giving interviews to CNN could you maybe check the 4th/5th data subfield in the BDS40h message register? Like from any BDS40h message around 09:33. This would tell which vertical mode was engaged on the autopilot (V/S, EXPEDIATE, OPEN DESCENT,etc).
                              BDS40h
                              MCP MODE (A320):
                              bit-48 STATUS OF MCP MODE BITS
                              bit-49 MANAGED VERTICAL MODE
                              bit-50 ALT HOLD MODE
                              bit-51 APPROACH MODE

                              ALTITUDE SOURCE:
                              bit-54 STATUS OF ALT SOURCE BITS
                              bit-55
                              --- I --- = 2-bit value
                              bit-56

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                              • #45
                                @solibra Very nice visualization of the data!

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