I worked on the actual coding machine and I could not travel anywhere to a friendly country without a special permission. Kind of ruins your life when the military knows more about your new gf then you do. lol
Came here expecting to learn about IFF but it also turned out to be a great video explaining civilian transponders. I've been binging your videos lately they're great!
I worked on the E2-C aircraft in the 80's. I used to walk around on the flight deck of the USS Independence and USS Forrestal with a box called a Sniffer, to check that all of the planes Mode IV was working, and had the right code before leaving the deck.
Very good video and easy to understand. Also i want to ask what is going wrong lately that civilian aircraft get shot down by antiair systems? Should they not get a IFF signal that it is a commercial airliner?
Precise and crisp video. I have a few questions though. 1) How deal the receiver deal with interference from multiple aircrafts? If random timing delay is used then also the message may have collision with other messages. 2) Is the pulse a single tone sine wave or is there any chirping inside it? 3) What is the pulse width?
Those mysterious black boxes in the cockpit make a whole lot more sense now. Would an IFF reply or lack of reply constitute sufficient evidence for a positive friendly or hostile identification?
The answer to your question is not a short one. As it so happens it's also the topic of the next video. In that video we'll go down the checklist describing how distant aircraft are IDed.
15 year Avionics mechanic here: Every time our EW systems detect a new radar, we investigate and log it with whatever machine it's on. A terrain/weather radar on a C-130 is going to be tuned to be good at that, and an air track radar on an F-16 is going to be tuned to be good at that job. Now, there are EW decoys that intentionally pretend to be another aircraft, and that complicates things, but we can watch a "C-130" going mach 1, and figure out that it's not a "C-130". I hope that helps!
@@rasherbilbo452 The key to program the mode 4 had 64 pins with 26 positions each, it was inserted then removed into the front of the mode 4 decryption box and if the airplane crashed the system would reset all the combinations. you could get the box but not the code. It could be changed as needed daily or every 2 hrs etc or if you lost a plane just in case the enemy would use a down plane's box to carry a nuke over your territory.
This channel is pure gold. Thanks a lot for the clear explanations :)
indeed
Worked on this stuff back in the 60s. USAF Air Traffic Control Radar Maintenance. Remember a lot about the radar not so much the IFF.
I worked on the actual coding machine and I could not travel anywhere to a friendly country without a special permission. Kind of ruins your life when the military knows more about your new gf then you do. lol
Excellent presentation! Clear and concise in teaching valuable knowledge for airspace participants. I appreciate it as a private pilot🙂
Awesome. I'm glad to see there are like minded people out there.
Very insightful as always. I had no clue before about mode 5 and the fact that M4 is decommissioned. Thanks, Mike!
Came here expecting to learn about IFF but it also turned out to be a great video explaining civilian transponders. I've been binging your videos lately they're great!
Dude.
Headed to OTS soon and UPT/ENJJPT soon after. These videos are absolutely phenomenal.
Thank you sir
I worked on the E2-C aircraft in the 80's. I used to walk around on the flight deck of the USS Independence and USS Forrestal with a box called a Sniffer, to check that all of the planes Mode IV was working, and had the right code before leaving the deck.
Another great one!
Thanks, Mike
Very good video and easy to understand.
Also i want to ask what is going wrong lately that civilian aircraft get shot down by antiair systems? Should they not get a IFF signal that it is a commercial airliner?
i really appreciate the in depth information this channel provides especially the topics behind the usual
Literally no explained better than you, thank you so much!
Thanks so much! Great video, happy to have found your channel!
Precise and crisp video. I have a few questions though.
1) How deal the receiver deal with interference from multiple aircrafts? If random timing delay is used then also the message may have collision with other messages.
2) Is the pulse a single tone sine wave or is there any chirping inside it?
3) What is the pulse width?
Excellent explanation as always, thank you so much for these videos!
As always excellent video.
Thanks a million
For this pristine prestige clear well done well said well explained...explanation
God bless you
Thank you for these videos! They are invaluable!
Great video!
Another great video.
Very interesting
Thanks!
Those mysterious black boxes in the cockpit make a whole lot more sense now. Would an IFF reply or lack of reply constitute sufficient evidence for a positive friendly or hostile identification?
The answer to your question is not a short one. As it so happens it's also the topic of the next video.
In that video we'll go down the checklist describing how distant aircraft are IDed.
IFF should be called "Friendly or Unknown" because it can't tell if you are an enemy by itself.
I wish I had this video a few months ago when I was reading up on this stuff.
Question?
Are there any hardware differences between friendly radar and foe radar?
Do they ever change the mega hertz rating?
15 year Avionics mechanic here: Every time our EW systems detect a new radar, we investigate and log it with whatever machine it's on. A terrain/weather radar on a C-130 is going to be tuned to be good at that, and an air track radar on an F-16 is going to be tuned to be good at that job. Now, there are EW decoys that intentionally pretend to be another aircraft, and that complicates things, but we can watch a "C-130" going mach 1, and figure out that it's not a "C-130".
I hope that helps!
PLease som Falcon BMS content. Really liking the content.
How you learn this animation plz tell me❤
Wouldn't Mode 4 have been very susceptible to brute-force attacks, where a computer could simply try every one of the 4096 possible codes?
Interrogation code mode 4 is layered under encryption, you'd need to crack that also, so no.
@@rasherbilbo452 The key to program the mode 4 had 64 pins with 26 positions each, it was inserted then removed into the front of the mode 4 decryption box and if the airplane crashed the system would reset all the combinations. you could get the box but not the code. It could be changed as needed daily or every 2 hrs etc or if you lost a plane just in case the enemy would use a down plane's box to carry a nuke over your territory.
Do they use this system on drones? Like the Iranian drone they thought was us? If so, there's no way they didn't know that wasn't our drone.
Hills Ways