The map for pilots
Last updated
This map is a record of where other aircraft lost satellite position accuracy yesterday. For a crew it is background, not a briefing: it shows the regions where GNSS problems have been routine for months, and how yesterday compared, and it never replaces the NOTAMs and the operator's own guidance.
What it is for
Situational awareness before a flight through an affected region: knowing that the loss of GPS over the eastern Black Sea or the Gulf of Finland is routine, where it starts and stops, and whether it has been getting worse. The region pages give the share of monitored areas affected, the most affected named places, the altitude layers in which the loss sits, and the worst day on record; the "Over time" chart shows the last year. The Black Sea today:
From flights on 7 November 2026, 59.6% of the monitored areas in the Black Sea showed interference (292 of 490), 151 of them high. The region page has the day's detail.
What it is not for
It is not current. The map is rebuilt once a day from the previous UTC day, so it says nothing about the next hour. It is not a forecast, and interference moves: an exercise ends, a jammer is switched off, a new one starts. It does not say which constellation was affected, and it does not say whether a receiver was jammed or spoofed. It is built from the reports of transport aircraft at cruise; a light aircraft at 3,000 feet in the same hexagon may see nothing, or far more. Operational decisions rest on NOTAMs, the AIP, the operator's procedures and the aircraft's own indications, as the regulators' guidance says; EASA and IATA's joint plan and the FAA's guidance to pilots are summarised with sources on the About page.
Reading a hexagon at altitude
Each hexagon counts the distinct aircraft that crossed it and the share that reported NACp of 7 or less, a position uncertainty of 0.05 nautical miles or more, at least once inside it. A red hexagon over a cruise corridor means more than one aircraft in ten lost accuracy there yesterday. The "By altitude" table on a region page splits the same count into low, mid and high layers: interference confined to the high layers is typical of a distant, powerful transmitter; a loss in the low layers near an airport points to something close to the ground. The how to read page goes through the colours, the blank areas and the common misreadings.
The regions to know
Since the map began, the areas with sustained interference by its own count have been the Baltic Sea, including the Gulf of Finland and the approaches to Kaliningrad; the Black Sea and its coasts; the Eastern Mediterranean, around Cyprus, Israel and Lebanon; and the Middle East and the Persian Gulf. Each page gives the day's figures and the attributions its regulators have published, with sources. The regions index lists every region and country page.
Other public maps
| Map | Data | What it draws | Updated | Past days |
|---|---|---|---|---|
| GPSInterference.com | Open ADS-B track history from adsb.lol, every receiver feeding it | Share of aircraft per hexagon reporting NACp of 7 or less: green under 3%, yellow 3–10%, red over 10%, purple over 50% | Once a day, about 04:40 UTC, for the previous UTC day | Every saved day, each with its own page and JSON; open data (ODbL) |
| gpsjam.org | ADS-B from airplanes.live and ADS-B Exchange, by its FAQ | Share of aircraft per hexagon reporting low accuracy: green under 2%, yellow 2–10%, red over 10% | Once a day, soon after midnight UTC | Daily maps back to February 2022 |
| Flightradar24 | ADS-B from Flightradar24's own receivers, by its support page | Areas where a significant number of flights report lowered NIC | Every 6 hours | Not stated |
| GPSwise | ADS-B relayed by the OpenSky Network, by its site | Anomalies in reported positions, flagged as jamming or spoofing | Live, as it describes it | Not stated |
The API returns the same hexagons as JSON for any saved day, for anyone building a briefing tool; the data is open under the Open Database License, with attribution to GPSInterference.com and adsb.lol.