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Location: UFOUpDatesList.Com > 2007 > Dec > Dec 6

Re: Strange Sightings Over Canada

From: Don Ledger <dledger.nul>
Date: Wed, 05 Dec 2007 13:15:33 -0400
Archived: Thu, 06 Dec 2007 07:04:06 -0500
Subject: Re: Strange Sightings Over Canada

>From: Chris Rutkowski <rutkows.nul>
>To: UFO UpDates - Toronto <ufoupdates.nul>
>Date: Tue, 4 Dec 2007 19:33:27 -0600 (CST)
>Subject: Re: Strange Sightings Over Canada

>>From: Don Ledger <dledger.nul>
>>To:  ufoupdates.nul
>>Date: Mon, 03 Dec 2007 13:34:37 -0400
>>Subject: Re: Strange Sightings Over Canada

>>>Source: CanWest MediaWorks - Winnepeg, Manitoba, Canada


>>>Monday, April 09, 2007
>>>Strange Sightings Over Canada

>>>Allison Hanes
>>>The National Post


>>>and a blaze of white light that triggered a commercial
>>>airliner's collision avoidance system over New Brunswick are
>>>among 736 mysterious sights reported in Canadian skies last year
>>>and a handful that remain unidentified.

>>Anyone have a date on this incident or where the report came
>>from? It is easily checkable but my records show no indication
>>of it ever happening.

>I think this is the one I discussed here or on CANUFO some time
>ago. The article was published in April, so it's an old story.
>(Not sure why it was reposted.) I think you had even commented
>on it back then.

>This was the case of the airliner overflying Gagetown and its
>TCAS went off. There was some discussion about the possibility
>it was a signal on the ground that set it off, as opposed to an
>aerial object, although a light had been seen as well. I hadn't
>been able to find out much more at that time. I think Stan was
>asked about it too.

>An AIA request might be interesting.

Bogus Traffic Collison Avoidence System - TCAS - reports are an
untapped resource in my opinion. They happen more often than
they should without seeming causes. The air traffic control ATC
system relies heavily on this technology to prevent mid-airs and
near misses. Ground signals are unlikely due to the narrow band
of microwave frequencies that TCAS key off. It works in the same
MW range as Transponders which is the basis for the system.

You would think that aircraft taxiing at airports below might
activate the system but when operating from a controlled airport
the transponder is kept on stand-by until the aircraft is
several miles away otherwise the returns from the transponders
would obliterate any primary returns right at the field and the
computer generated information showing up on the air traffic
controllers screen would be a jumble of interlocking numbers and

This would not of course be the case at a private, uncontrolled
airfield where one or more aircraft might be taxiing with their
transponders operational, however the antenna [about 2.5 inches
long] is located on the bottom of the aircraft [usually under
the cabin as the coaxial cable connecting the antenna to the
transponder is very short] and the signal is being absorbed by
the ground and masked by the fuselage and highly unlikely to be
strong enough to key the TCAS on an aircraft thousands of feet
above it.

Incidently, overflying Gagetown is right on the edge of the live
fire range [approx.35 x20 miles just west of the Saint John
River] that is restricted up to 25,000 feet. Everyone flying
that area has to be careful not to fly into it.

Stan perhaps you have a date for this occurrance. I can't
proceed any further without it.

Don Ledger

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