 Who is here for render man's talk? Yeah, he's legit. The sad thing is we're covering the exact same thing. So, not at all. I'm Dustin Hoffman. This is Busting the Bar. So, if you're here for that talk, welcome. I'm Samon Restrikov and I was the actual technical guy on the talk. That's unkind. So, my name is Dustin Hoffman. My parents bet poorly that he wouldn't be known by the time I got of age. Their Enron stocks also didn't work out well. And internet beans, none of those took off. I'm the president and senior engineer for exigent systems, we're an IT services firm in Southern California. And I hold a private pilot certificate. It's not a license in case there's any purists who want to correct me later. Since 2008. So, this is Busting the Bar. Tracking air quotes. Untrackable private aircraft for fund and profit. So, I was going to do the whole thing in Haiku, but I thought pictures is better. So, Jay-Z is serious business. And in case you didn't hear, he got a private jet for Father's Day. So, I'm going to tell my wife that my Father's Day gift needs to be upgraded for next year. That's actually the jet. Like, that's this actual Jay-Z's jet. And it's a nice jet. And it's not all jets are this nice. His is this nice. Why would someone like Jay-Z use a private plane? Why is general aviation, private aviation useful for someone like him? Well, lots of reasons. First of all, it will go like 500 miles an hour. If nothing else for business people, being able to move around the country at 500 miles an hour on their schedule, as you can imagine, is an incredible advantage. I mean, the man doesn't just write music. He's involved in a number of other business deals. I think he has a bar or he had one in Las Vegas. Being able to move around and do deals at 500 miles an hour, incredibly advantageous. It's extremely private and discreet form of travel. If you've never flown privately, I mean, not on a fantastic jet like that. Then you're a loser. That was not. If you've never have, it's really an experience. I mean, I fly a little piston engines, you know, single engine plane. But when I fly into McCarron, I fly in and I go, I don't go to the public terminals with the TSA and the bomb sniffing dogs and the X-ray machine. I go to the executive terminal. Someone welcomes me to Las Vegas, drives me, you know, from the ramp in a little cart over to the to the marble floor lobby. I mean, they treat me like I'm the president or something. She's one of the cool kids now. I'm working on my cred right now. But needless to say, it's very discreet. There's, and everyone there is trained, you know, to not typically not talk about who comes through. That's kind of part of the expectation. An executive terminal is, it's a discreet form of travel. Although if you flag down one of the linemen and give them a 20, they generally don't really care too much. Interesting anecdotes in the Q&A room afterwards. So extremely discreet way to travel, which as you can imagine, someone of a certain level of popularity, for better or for worse, really can't travel, you know, on Southwest. It's extremely challenging. Just, you get mobbed with people, right? Justin Bieber can't fly coach anymore, I imagine. Or first class for that matter. I mean, he's met, he's mobbed as soon as he gets off the plane. Imagine on the plane. I do have a friend I work out with who was flying Southwest a couple weeks ago out of Las Vegas and little John was on the plane with him. But he was hiding though. I mean, he had his hood pulled down and a hat and everything. And my friend's like, oh, it's little John. And I'm thinking to myself, what is little John doing in coach? But needless to say, he was in coach because Southwest doesn't have anything other than coach. And afterwards, my friend's like, hey, man, he's either waiting for their, they're waiting for their luggage. He's like, hey, man. And the guy's like, yeah. He's like, can I have a picture? He's like, make it quick. So, you know, I think I'm sure little John appreciated him not going, oh, it's little John and drawing a lot of attention. For someone at the height of their career under a lot of public scrutiny, being able to slip in and out of cities basically unknown and without having to mingle with the public in any way, needless to, you know, regardless of the fact they may not want to mingle with us, you know, the unwashed masses. That's advantageous. Likewise, with private aviation, you can drop into the hundreds or thousands of small airports that have no commercial service of any kind. Well, for example, where I live, the nearest airport with commercial service is about 40 minutes away. The nearest little airport that I could get a private jet into is maybe 10 minutes. So already there's all this time I'm saving. And then most importantly, you can throw really cool parties and it's like the best bling ever. So, yeah. And two, so even if you're not JZ, business people, there's a legitimate business case here. Of course, there's a lot of illegitimate business issues, too. Planes and boats and second houses are games which people play against the tax system. But he could, you know, with a sales team, you could bring your sales team to three or four sales meetings a day in multiple states and still have them home with their families. Owning a private jet even in some of the ads is like having a little time machine. Sometimes ads talk just like that. It's like owning a little time machine. Likewise, there's no TSA. There's no bomb sniffing dogs. There's no tetrahertz x-ray machines. And it's really cool. So, JZ's liking this as the story goes on. It's like the early 2000s, let's pretend. So, he's chilling. He's loving it. So he's taking his private jet out one day in this hypothetical story to a nearby state because he's having lunch in a nearby state because when you can move at 500 miles an hour you can do stuff like that. And then he lands and he gets off his plane and he gets a text from his lawyer. And the lawyer's like, hey man, I heard you in the area. You want to have lunch? JZ's thinking to himself, that's weird. How did he know I was here? The lawyer wasn't omniscient though many think they are. Of course, it may not be your lawyer who wanted to find out where you are. It could be a process server, an ex-wife, DRS, the paparazzi. Lots of people would like to know where these interesting business people celebrities are. Since 1991, the FAA has provided a flight plan and aircraft positioning data to organizations that have a legitimate need to know. It's called the ASDI or ASDI, the Aircraft Situation Display to Industry. Basically, the ASDI is a stream of aircraft positions including their speed heading out to flight plan information. Basically every plane on a flight plan in the United States national air space system. With the advent of widespread internet access, sites like FlightAware have appeared which make use of the ASDI data to provide visualizations of aircraft positions on a map along with the ability to search for specific information on a plane. This also includes long running history. I think FlightAware has been around for seven years. They save all the data so they have basically seven years of flight plan information. Yeah, I love it says, want a full history of some plane, this is Mark Cuban's plane dating back to 1988. By now, get it within an hour. Yeah, they have millions and millions of records which they indicate on their site very clearly. So how do we reference a specific plane? Well, planes have unique identifiers called tail numbers. Every plane has one. It's usually on the tail. They consist of not this one. Yeah, not this one. Sorry, when you have awesome engines like that it bumps the tail number. For all US registered planes it starts with N, sometimes it's called the N number, though for planes registered outside the US it starts with some other number. And the mapping from tail number to entity owning it is public. Absolutely, FlightAware provides it too. You mouse over it and it shows you the owner's information. You can find out who, what's the tail number of Rush Limbaugh's plane if you want. It's very secret as you can tell. In sarcasm. Where's the sarcasm closed tag? The tail numbers are used all over the place. Flight plans, air traffic control radio communications, they're kind of like the plane's license plate number. Suddenly with ASDI data more conveniently accessible via websites like FlightAware to the public, privacy provided by private aviation largely vanished. Because remember ASDI doesn't just provide current positioning for where the plane is. It's hard for the paparazzi to reach you at 35,000 feet on your private plane. They include information on future flights because flight plans are usually filed in advance and they become instantly available in the ASDI stream. So what happens is I file a flight plan right now for tomorrow morning. That data is immediately available with my proposed departure time and destination and arrival time. I mean the paparazzi can suddenly get ready or your lawyer or your process server or the guy that wants to repossess your plane which happens. Apparently there's people who specialize in this with the downfall of the real estate market for a while like every real estate guy owned a plane. And then they lost their cash flow dried up with the fall of the housing market. And there was a bunch of people who cropped up who actually go and repossess planes. They like show up. I imagine they're like dog the bounty hunter but with a pilot's license. That's the way I picture them. Because planes don't have keys as it turns out, which is weird. If you can get the door open which requires like a screwdriver, you just like engine start. It's like a Prius sort of. But with turbines. You know how to fly. There's a bunch of airplanes a few miles away you could borrow for a little while. They're all vaguely the same. They come with their own getaway vehicle. I just remind myself like down up, left right before every flight. All right. So yeah. So obviously this didn't really please private aircraft people. Wait, wait. I got one more. FlightAware will send you an email alert for free for any plane you want to sign up for. So you want to watch somebody who's interesting just putting your email address in the planes you want to let you know when their wheels up, wheels down, when they file the flight plan. So that's how your filthy attorney knows where you are. So yeah. So naturally when FlightAware became popular in early 2000s, private aircraft was kind of dissatisfied with this. So the bar was created. The bar is this list of blocked tail numbers. It's sorry, sorry. The bar is this list of tail numbers that if you're subscribed to the ASDI feed, you're not allowed to publish any information relating to them. So if you type in a tail number that's on the bar into FlightAware, you just won't see anything. Let me read you the way they describe it. The bar blocks aircraft movements from public dissemination upon request. Yeah. It was instituted in 2000 just when the internet became popular by the NBAA, which is a lobbying group for the, for, you know, rich people with planes. Rich peoples has their advocacy groups like anybody. You know, NRA for gun owners, PETA, NAMBLA, I guess. There's, there's, I'm not saying they're bad guys, though I will say their PR guy was not nice in his response to us doing this talk. So in the Forbes article he's quoted, he's not thrilled with us. So anyway, so the bar is free to sign up for. You don't need any justification to put yourself on it. In 2007, the tried to, the Congress tried to impose you having to show a valid security concern, but the second that happened was 90711. Um, but the second that happened, the NBAA tried, began advocacy efforts and they succeeded. And the, that's still, that provision was repealed. Yeah, they claimed they immediately began advocacy efforts on the aircraft owners behalf. Yeah. So. These guys are hurting right now, right? If you're like Jay-Z, you're probably on the bar. Pretty much everyone is. Let me put you this way. We have, I have clients with private aircraft. They're not even that interesting. Um, okay, if they hear that, you're super interesting all the time. Um, but I mean they do mundane things, right? But, um, they routinely put themselves on the bar. There's no reason not to. It costs nothing. Um, you don't need to demonstrate a valid security concern. You don't have to say that, you know, like Mexican drug lords are looking to kidnap you or anything. You just go, I want to be blocked and you're blocked. It's, so this makes people like this happy. Hey, all right. Yeah. So, um, now I, uh, just if you were here for Enderman's talk, um, he was talking about trying to track people on the bar using ADSB, right? And, well, they possibly wouldn't do that. And ADSB is awesome and there's a lot of interesting things you can do with it as is obvious. But the problem is that there's very, very, very low penetration on private aircraft because, I mean it's private, like in your car you don't have to tell the feds about your car's GPS. And so people like, uh, private aircraft owners are also very strongly against talking, telling everyone about whether they have ADSB installed on their plane or not. Um, let me say this. Let me tell you how much ADSB costs. Whatever it should cost like times 10. As soon as you put it's for aircraft, everything like, I don't know what the number, what's the fancy word for times 10? Decade. Magnitude. Okay. He doesn't know either. It's a lot. It's a lot more than it should cost because it comes with like this yellow paperwork from the FAA that says, it's alright for use in aircraft. Yeah. But no one really knows what the penetration rate is for private aviation. I mean, I don't have to tell anybody that I have a mini-disc player in my car. So. And the essential problem is that it's not going to be mandated on private aircraft until 2020. So you can't really track all the interesting people using ADSB. And even by 2020, let's be honest, do you remember the switch to digital television over the air? How many times was that pushed back? I mean, that was relatively cheap and they were giving away the things for free. And like I said, even the NBA has tons, a lot of power, like the NRA. They're very influential. Alright. So we were just kind of, so yeah, you can't, it seems like it's pretty hard to track people on the bar as of right now. You can go to this, but. Yeah, it, I mean, you, you, you aren't allowed to publicly disseminate their information according to the agreement, you know, if you like our flight aware or something. Now listen to this. It's really hard to hear, isn't it? That wasn't part of the demo. Demo fail. You got to click the arrow. Oh, brilliant. I told you to get a Mac. 4,607 miles, 6 miles 45 first. And I have November. So I don't know if you have listened to any of your traffic control feeds, but that says that this plane was at this place at this time. Um, we, who was the guy's name? Do you remember? Oh, it's owned by some like, no-name LLC, another game rich people play. Yeah, so, sorry. But here, I could tell you something about him, though, even though, you know, there's not that much public information. It's a Sky, it's Skyhawk 736 kilo delta. It's a single engine piston from 1977. He was at Henderson landing on Wednesday, July 25th at about 1030 in the morning. Um, which Henderson's just a couple miles south here for you guys that know the area. Um, we looked him up with justice tail number. If he's here or over here's about his presentation, it's nothing personal. Yours is just the first one I came upon. So it turns out that you can download anything from the internet these days, including like the recordings of every single air traffic control feed ever. Because aircraft enthusiasts like to be enthusiastic about aircraft. My grandpa still listens to the police scanner, so I have a friend who would listen to stuff from Live ATC to go to sleep. It's kind of weird. Now you know why controllers go to sleep. It's boring. Yeah. And so there are websites like Live ATC, which, so Live ATC as a Friday was monitoring 645 airport frequencies, which is almost every single major, certainly all the major airports in the US. Interesting ones get monitored. Yeah. So we were sitting there and we were thinking, hey, I have Siri on my phone. Like, and I can talk to Siri and he can sort of understand me. And I mean, I can understand what these ATC guys are talking about sort of. So why not just use speed recognition to scrape all the tail numbers off of these public feeds? I mean, it's public radio. You're broadcasting to the public, so it's totally legal. And why not? Yes. What? Okay. So let me give you a basic introduction to speed recognition. So you have this sound wave. You break it up into little short bits. Then you analyze that. Just you take a 4A transform and then you like look at various interesting points of it. So you get some vectors in like a 13 dimensional space. So you have a sequence of those. So that's cool. We can deal with vectors. We just use linear algebra to make some models and they models let computers understand language. For the, so the first job is you have these little things and you have to teach your computers to understand what like meaningful sounds are. So you have phonemes which is like oh or sh or it. And I thought that's what you rubbed on yourself to make girls like you. Yes. So you build a hidden Markov model which is a state machine. I'm hoping people here know what state machines are. And you have a, but it's a state machine where you can't actually observe the state. So in fact, instead you observe an output that is probabilistically depends on the actual state. So you, yeah, it's not that complicated. There's the math for it is really simple and very efficient which is primarily why people use it. And essentially the output is what you observe. It's these little 13 dimensional vectors. And the state is what the actual phoneme is. So this is a common thing they use in artificial intelligence. So the natural, the mathematics behind this lets you ask a very natural question which is what's the most likely set of transition probabilities in the state machine given a particular output like a sound file. So that corresponds to training. And another really natural question you can ask using the mathematics behind this is what's the most likely sequence of states for a given state machine given a particular output. And that corresponds to decoding a wave file into a set of phonemes. Now, so that makes sense. So you can make sounds now. You can sort of understand that. But you have to get the sounds to coalesce into words. So this is what various air traffic control things sound look like. So here on the top you have a... What does that even mean? I'm just kidding. Yeah. So this is some plane American 1581 is just a standard commercial flight and... He's talking to Washington Departure. Washington Departure basically says to American flight 1581. He has radar contact confirming that's a required thing that ATC says. And he's to climb and maintain one seven thousand feet. And on the bottom you have a private plane. You can see because it starts with November. So this is N6ZW. Oh sorry, N6Z0W. It's okay. Go talk to the center on this frequency. So there are a few ways to make language models. One of them is to specify a formal grammar like what you do when you're writing a programming language. So there... And you generally do that in something like Beckinaw's NAR format. So right there is the BNF for BNF because that's a formal grammar in itself. It's like the compiler book. And theoretically people in air traffic control are supposed to speak in a formal grammar. However that doesn't actually happen. There are constant divergences because they're humans and humans are stupid and they don't follow rules. They should be made of computers. Yeah. So you can't really use that. Instead you can do something else which is pretty simple. You just get a lot of transcriptions and you get sets of N words. Most of the time you use N equals three because otherwise your graph gets really big. And you say, you know, given the last two words what's the probability my third word is going to be something? So and you get files like this. So the slash s is like that's where the sentence ends. And there. Now that's a language model because this let you have some context from words behind previous and you use this language model to build a graph of your little uh, your acoustic model things like your little hidden Markov models for each phoneme and then you simply find the shortest path through the entire graph and that gets you a sentence. Is it like a weighted thing where each note is weighted? It's a little more complicated than that. Alright. I think that it's just clicked. So you, we used us. So this, we thought this was totally plausible. So we used our Carnegie Mellon Sphinx speech recognition software. It's uh, state of the art. It is probably better than your Google phones. Yeah it's probably better than your Android phones speech recognition. Um, it's unfortunately also academic software which means it's sometimes difficult to work with and has lots of uh, undocumented features and has spent a bunch of time talking to the grad students who worked on it to figure out, you know, how to do some very obvious things. Then we bought a corpus of air traffic control data. It turns out that in the nineties the DARPA tried to automate our traffic control because, you know, it's expensive and computers were cool back then. Or at least the transcribing. It would be very useful to have complete transcripts of all ATC recordings. Yeah. Um, they're, they're kept indefinitely by the FAA for liability purposes. Um, and to have it automatically, I mean transcription sucks. I mean anybody who, I mean look at doctor's offices, they spend a ton on transcription. And they've tried to automate it for ages and the nineties is sure it didn't work. Yeah. So, uh, back then BBN technologies made a giant corpus of uh, various recordings from several airports. Seventy hours. And they tried them well. And so they failed at their task back then because they had a slightly harder problem which was that they had even shittier computers and they were trying to completely understand what was going on um, rather than just pick out tail numbers. Yeah, they wanted, they wanted all the words accurate. Yeah. Not just all the words accurate. They wanted to actually be able to like automate the um, the positioning of the planes, the routing based purely on the uh, just purely by speech recognition. And that didn't work out very well. And there's a bunch of things that don't even, there aren't even words in uh, used in, used by the FAA, waypoints and stuff that it just have uh, like random letters that we pronounce. So with us, we had uh, slightly different issues. It was a simple problem because we don't need to quite recognize, recognize quite as much. But it still was a shitty signal. And computers are still kind of slow. And uh, so with us we had, we wanted to make our system scale to many airports. So that's a problem because different airports have different landmarks which corresponds to, which correspond to slightly different language models. And we also had transcripts that, you know, from this corpus and a lot of them did suck. So we had to kind of filter for that. I don't feel like I got what I paid for with that really. Yeah, so we uh, we also, so we used about 50 personally transcribed utterances from every individual airport. We added to our system to, to adapt an existing acoustic model uh, to, to that characteristics of that particular, the recordings from that particular airport. Uh, we used both if you're a speech recognition expert, here are some buzzwords that should mean something to you. I can't really explain all the math behind this too, this fast. Um, so we used uh, we uh, I have ATC provides uh 16 kilohertz clips, those 16 kilohertz uh audio files. But all those high frequencies and radio actually are just pretty much noise. And certainly you can't pick out how the little bits that people use of those frequencies. As a pilot it's hard. Yeah. Even to hear it, even for me in the cockpit. Uh, it's a challenge to understand what's said every time. So we just down sampled everything and trade an 8 kilohertz model. Uh, so yeah, and that worked pretty well. If you want us to add an airport you should send us like 5 minutes of a transcribed speech. And we trained a like, and from this we got 70 percent word accuracy based on some tests. So that doesn't sound very high, but that's pretty good because this uh, things like per airport landmarks were much lower because they're different and you know, that's not, that's obviously not going to be recognized very well. Things like numbers and the NATO alphabet, which conveniently our tail numbers are made of, was the recognition and accuracy for that is higher. Because it's the same everywhere. And there's a lot of training data for it. So that's not too bad. You also, we also found that since, you know, people say their tail numbers like 100 times, well not 100, but over the course of arriving to an airport certainly more than three times. They're going to identify themselves many times so requisitely. It's actually required before every radio transmission. Yeah, because of that you're almost certainly going to catch the airplane as it goes in. Because there's, you know, some variation in speech recognition. It's not going to work every time because it's a hard signals processing problem. But you're, so you're almost certainly going to get all the airplanes that come in, but you're also going to get a bunch of false negatives. So sorry, a bunch of false positives because whatever recognizes something the wrong way. So in the future, we are going to look at, uh, nearby utterance, nearby extracted tail numbers and then, uh, correlate them and then things that sound similar. You, if there's, you know, a bunch of ones of one thing and another one that sounds similar, that is something else. You could probably guess that that was just a mistake in the, uh, transcription. So essentially you can use the temporal, like, processes to do this. You can also, we can also improve the language models. There's, you know, n-gram models are kind of vague and not very specific. So that's a thing. And we can also drastically improve the signals processing. Signals processing is kind of black magic, at least within certain like fields. But, uh, as you can see, so just, you know, remove, just doing a low pass filter would for us improve recognition accuracy from like 4% to like 40. Just that. So that was cool. Um, so there's certainly a lot more, a, a, a number of further improvements you can use. And finally, as a pl- so this isn't on here, but as a plane flies in, you, you can actually just look at, uh, you know, though it has to contact several different way points. Like it has to talk to one group of people and then a different group of people and you can use that path to help infer when you're having a mistake and when you're not. Once we were to process more than, let's say, the weeks worth of data that we have in there now, which the process is extremely fast. It's just a matter of doing it. Um, you could actually track them as they move across the country. So even though they're completely blocked and they aren't, you know, publicly disseminated otherwise, you could actually track them as they cross the country. Not just in what are called terminal areas where they're going to land or take off. Yeah. So this is, method is inherently somewhat imperfect because, well, let's listen to this other clip. I don't think anyone has any idea what this guy is saying. Like, it's just gibberish. I'm not even joking. These, I don't know how these air traffic control guys do it. I know that guy. I should want to listen to it again because it's just hilarious. Sorry. I admit it sounds way worse here than it did in our hotel room, so that's pretty awesome. Yeah. And that was at McCarron. So you can imagine the controller going freaking out right now. It's just gibberish. It's just gibberish. It's just gibberish. It's just gibberish. It's just gibberish. It's just gibberish. It's just gibberish. It's just gibberish. It's just gibberish. It's just gibberish. But you can making out right now trying to figure out what this pilot's doing. So, yeah, you're never going to get accuracy or something like this, but although you can health track a bunch of flights. We have a website, openbar net. It's not now public and there are sample from actually pulling out plain numbers. 14 and 14 and 0 and 0. It's a bunch of bull crap. There's a book that prescribes out everybody supposed to talk in the radio, no one's using it. So apparently there's a lot of permutations for the way you can say numbers. And it's a little frustrating to me. I have to admit when I started searching through like the thousands of records and I wasn't getting any, I was freaking out a little bit. But yeah, we can in fact, we have all the transcripts just sitting on our server and we'll be open to the public pretty soon. Oh, okay. Careful. Watch out. Cord coming through. Thank you. Buttons to push. Hold on. What is this? What does that even mean? Here we are. This I know. There's nothing on this computer. Oh, including internets apparently. Oh god. Hold on. Wait, what? Turn on Wi-Fi. What's wrong with you? I don't have the more GBS, man. Hold on. You talk for a minute. All right. I don't know what you're trying to do. Anyway. I was going to get on the internets. I'll figure it out. Yes. Oh, yeah. So that's what we're going to talk about next. So, yeah. So, yeah, this is what, I don't know what Dustin is trying to do but I'm just going to continue talking. I was going to go on the internets and show them the site. So, does anyone here want to find out how you can track all the planes yourself with really, really high recognition accuracy in the United States? If you don't, oh, yeah, the right answer is naturally no. But in fact, the FAA, that whole, that ASDI feed, it is, you can sign up for yourself. Now, it used to cost money. It used to like have to provide your own line. But now there's just, you can search for ASDI feed and there's a page on the FAA website. You have to send an email. We've sent this email. Hold on. I have a slide for that. Anyway. So, what you can do, you send this email. They reply you with this really nice thing saying, oh yeah, all you need to do is just set up this, you know, yeah, there we are. This is what you need. These are the technical requirements for tracking all the planes. You have to send an email. You have to have a really, really, really big bandwidth because this is like big for, you know, the early 90s. You have to know how to parse XML and set up a secure VPN. And you have to sign some forms that say that anyone who's on the bar, you can't disseminate that information. But that doesn't stop you naturally from disseminating, say, internally within your company or acting on it. And you can find out what everything's going on. Yeah, this, frankly, next. H down, space. So that's what the feed looks like. It's just super easy. If there are two versions, there's one where you can find out things five minutes later. Like, there's a little delay. And that way you can't get, like, there's an auditing process that might occasionally come across you if you want live data. But instead if you're okay with, you know, flight plan data five minutes later than real, which is totally okay if you're like TMZ and trying to get JZ. Because remember, you'll get the flight plan the data. You don't ever have to be audited. So seriously, everyone in this room should do this. Just if you, no, you just can. You can't tell anyone else about what you see there. But you can track every plane. You know, you can find out exactly where Russian Lombar is flying. So this is really nice. NPR thought it was a good idea. Yeah. But it also is not that great because it means that there's, you know, this whole bar thing. There are a lot of private aircraft owners that think that their flights are private. In fact, they're not. There are a bunch of people doing this. The FAA has a list of the people subscribed to the ASDI feeds and there's 64 groups. Actually, only the 64 groups. It was like several groups were named like multiple times with multiple people. So it might be like 30 groups are named as having subscribed. That doesn't sound that bad. However, if you look at the forms that you have to sign to get a copy of the ASDI feed, you can opt out of being on this list. And we sent our email. I'm signing up. As of Friday, there were 30 subscribers on the wait queue to be connected. Which means that the kind of very strongly implies that the number of total people subscribed is much, much, much larger than 64. So there's a few uses for this. One, you know, you can track every person, every interesting person ever or not quite, but you know, find out who Rush Limbaugh is cheating on now. And you can even say, you know, you can go to that airport and interview the person. You just can't say that you got, you found out where they got, how they got there from the flight plane. Also, if you like have a company with like a competitor or something and you know, there's a few of those. There's a sufficient scale that the competitor owns a private plane. This might be a useful thing for you to do. People, people, this is very interesting for companies already now. For example, retailers are compete very strongly to get their, I don't know, tube of toothpaste on, get shelf space at Walmart. Well, if your competitor that also makes toothpaste is flying into Bentonville Arkansas, you might want to know that. Because private planes cost thousands of dollars an hour to operate. Well, if your competitor is putting a plane in there, and the only thing in Bentonville is like the Walmart headquarters, it's probably like the, it's probably the entire town I've ever been there. But you're only going to put your sea level executives or senior sales people on there. The only people you're going to pay thousands of dollars an hour to fly around that way and for the flight crew and everything else is going to be someone important. You can at least derive or guess that important things happening where private jets are going. Yeah. And finally, and finally, I mean, if you don't run a company or anything, you could just do this just because it's interesting. And you can't tell any of your friends about, you know, who you found out is flying where. But that's okay, because you can still find out where all the interesting people are flying. Yeah, and it's really easy. Like, actually, you should just Google it and do it. You could probably have a connection before the end of the week. So you could, you could, yeah, Jay Z has a sad now, I'm assuming. There's no reason someone like TMZ, if they haven't already done it, they're idiots. What, you know, if honestly, I imagine they pay people for tips now, that's typically how these things work. They don't need to pay anyone for a tip. They can just get a feed of all these things themselves. And they can have a list of everybody. They can know the day before. Heck, they can let the reporter guy sleep in because he doesn't have to be there until just before the plane pulls up. Or ProPublica can, you know, have someone waiting for Sheldon Adelson, the owner of San, you know, the head of Sands Corp, you know, to complain about his donations to the Koch brothers or whatever. I mean, you could just imagine the chaos that's gonna ensue with this. Yeah, so this is also kind of unfortunate because it means that private airplane privacy is just not a thing. At least not a thing if, you know, if someone wants to track you, they trivially can. If they don't even want to, you know, send an email and write a parser and set up a VPN, they are just going to probably be able to use OpenBar, at least like within fairly decent accuracy. It's never gonna be perfect, but it'll get pretty close. And that's unfortunate because we like privacy. And it was kind of conflicting to, you know, tell everyone that it doesn't really exist anymore. But it's more important to know that if you're being tracked. Wouldn't you rather know? Yeah, I think that you're that you have some semblance of privacy. And I think, you know, even for the people who I'm going to get flack from who are already unhappy with me at the moment. That's really what it was is they thought they had something they just never had. I mean, you don't move multimillion dollar assets through the air into public airports. And really, did you think? And talking on public airwaves with radios that are like from the 1940s, did what they were they were under a really a bad false impression. I mean, ADSB just make the problem worse along with all the other numerous problems. I don't know that anyone actually just touched on the privacy issue. On I'll be honest, scraping this God awful audio is hard. The ASD and ADSB is easy. You know, that's completely automated. It's like a sequel select. I get the tail number right in the field. I don't have to scrape it out and figure out if they said 11 or 11 or 11 Z's. So yeah, you guys should go have fun because this whole airplane privacy thing like just doesn't exist at this point. You might have more privacy on Southwest. Yeah, if you pull like a hood down and stuff. Yeah. And so this I just wanted to say one more thing, going back to the render man's talk. So it's actually even worse than he kind of the situation is worse than how he presented. We kind of emailed beforehand. And he meant he said that, you know, there are preventive measures you can take from the sorts of destroy, you know, crash the London 2012 Olympics by spoofing a billion planes. Oh crap, you're going to scoop in PR. They're gonna hate on you. Because then he said, you know, you could turn on you keep primary radar on and make sure that there's a backup system fall back to the problem with that is you actually can't because the point of 80 SB is to have a closer separation between planes. And the reason like you need a speed to do this because humans plus radar cannot handle that sort of separation. Radar is not so good. So there's like there's no point. There's just no there's it's good to have a backup system. But transitioning between a system that heavily relies on a DSB and a backup system is going to be almost completely impossible. It's like Google saying, oh, well if our cable connection if our, you know, hardware cable goes down, like we'll just use a modem. Yeah, because once you have that many planes in the system that depend on the basically the bandwidth that ADSB offers basically closer separation. ADSB, which is completely relies on a GPS, which is incredibly accurate versus radar, which isn't. Nor is there like anywhere near 100% radar coverage in the United States. Sorry if you're flying home later. You can't just fall back to radar when you have thousands of bogus signals up there. There's no way to know quickly. Or to get everyone else out of the way. Your system is now dependent on this additional bandwidth. I mean, it's like, you know, you make more money, but then you start spending more. You're really dependent on that that income. Now you can't just fall back to your old income level when the economy starts to stink. So yeah, that's so it's bad friends. It's real bad. There's no hope. And there's no way to fix it. Yeah. And there's no way to fix it like quickly because you know, there's spend of several billion dollars doing this. And you have to physically move things onto planes to change these systems. These little boxes. Actually no hope for any of us. No, there's no more. There's no, there's no airplane privacy. And also the entire system is like you either have, you know, either we can't just have more planes because the systems are almost full as they are now, or if we do implement this new system and have more planes, it's going to crash horribly and like stop the world. Someone's going to do it and like hit five, five hub cities and with a billion fake ADSB planes and with like stop the entire plane ecosystem for a few days. You know, I compare it to people used to work with who are like, I got a raise and I'm going to start spending more money. I mean, it's like that. So yeah, we're screwed. Have fun. Thank you.