I was watching some clips from Catch Me If You Can starring Leonardo DeCaprio as Frank Abagnale.
I was wondering- If brought a ticket on an airline today, came dressed up like a pilot, would you, be able to sit in the cockpit? (assuming pilots are normally allowed to jumpseat in that jurisdiction) Say you come onboard the plane and present them a fake ID at the door. Is there anything to prevent this from happening, or are we still as vulnerable to this type of trick like in the movie?
A lot has changed since the Frank Abagnale / "Catch Me If You Can" days, and riding as a non-revenue passenger (particularly in the cockpit jump seat) is no longer not as simple as grabbing a passable captain's uniform, polishing your shoes up, and smooth-talking the flight crew.
Someone seeking a ride in an airplane jump seat would still have to pass through airport security and prove their identity & authorization to occupy such a seat to the satisfaction of the crew operating the flight, which would likely include checking credentials that are at lease somewhat difficult to forge.
So in short it's possible – if someone is particularly adept at social engineering, forgery, and has at least a working knowledge of airport & airline security procedures they might get away with it – but it's extremely unlikely, and as has been pointed out the consequences if and when you get caught are particularly unpleasant these days.
Absolutely not, if by “sit in the cockpit” you mean after the door is closed, during the flight, at least on scheduled airline flights in the United States.
Airlines verify the identity and employment status of would-be jumpseat passengers not only through documents presented by the passenger, which might—as mentioned in another answer—be forged, stolen, or or out of date, but also through databases like the Cockpit Access Security System (CASS), operated by Rockwell Collins. CASS includes the names and photographs of crew members from each participating airline, and entries are deleted immediately if a crew member’s employment ends.
(I appreciate others’ concern about disclosure of sensitive security information, but please note that everything in this answer is from public-domain sources, and I am not a “covered person” under the relevant regulations, 49 CFR 1520.)
service only where the person holds an appropriate radio operator certificate [...] However, I can't find a regulation saying I need the piece of paper with me. An example of the wording Canada uses in its regulations to say that you need to actually have the document with you is at CARS 401.03 (1)(d) (regarding pilot licences): the person can produce the permit, licence or rating, and the certificate, when exercising those privileges. I can't find that wording or anything like it relating to my radio operator's certificate in the CARS, the Radiocommunications Regulations
For fun I want to build a flight simulator at home. What are my options from most basic toy environment to more realistic set-up. Great if you can give for each solution a basic indication of cost (software / hardware), and if appropriate the space needed.
I was watching some clips from Catch Me If You Can starring Leonardo DeCaprio as Frank Abagnale. I was wondering- If brought a ticket on an airline today, came dressed up like a pilot, would you, be able to sit in the cockpit? (assuming pilots are normally allowed to jumpseat in that jurisdiction) Say you come onboard the plane and present them a fake ID at the door. Is there anything to prevent this from happening, or are we still as vulnerable to this type of trick like in the movie?
position at 3:11AM. From the ping at 3:11AM, another circle can be drawn, like the one drawn at 8:11AM. The intersection of the two circles give an arc of most likely 3:11 AM positions. At 4:11AM, we will have a series of circles from max distance and one circle from the ping. These intersections will give a series of possible arcs. This process can be repeated (with increasing complexity... information available. For example, from the ping circles separated by one hour, we can get plausible directions the plane may have taken. Why isn't anyone pursuing this line of analysis
Here are a few thoughts: 'Real' accidents happen much too seldom to be of any real measure, and they would have to be compensated for the number of passenger kilometers as well to be objective. Large airlines may have be involved in more accidents, but they have more aircraft. Many airlines low down on the reports had accidents many years ago. Avherald and the like may be good sources but emphasize that they don't report on all accidents. Different jurisdictions have different reporting requirements. What is a fair and unbiased method of measuring airline safety?
I once had a traffic controller give me a hard time about how I requested IFR clearance once in the air. I had previously filed an IFR flight plan, and took off from my untowered home airport. On approach control's frequency, I said: Tampa Approach, Cirrus 123AB, 5 miles southeast of Tampa Exec at 1000 feet, IFR to Ft. Lauderdale Exec The approach controller responded, annoyed, saying something like "Well do you have an IFR flight plan or are you reporting IFR??" I had always used that phraseology because it seems the least wordy way to get the info across, which can be helpful when
that it must be engaged, or even operative. Simply "equipped", and also that this is to approve an aircraft for RVSM. From what I can find, there is no operational requirement for the autopilot to actually be working or engaged. Assuming that my MEL allows me to defer the autopilot and still fly, can I fly in RVSM airspace? Some people however say that if you are in RVSM airspace
StallSpin's answer on the recent question about VFR traffic patterns has got me thinking about the "Remarks" section of the Airport/Facility Directory. We are all taught in training to review the AFD entry for airports we intend to visit (part of FAR 91.103's "become familiar with all available information" requirement), and to comply with any restrictions noted - typically things like "no touch-and-go landings", "Standard traffic pattern required of all aircraft", "Prior Permission Required for jet aircraft", etc. Aside from it being The Right Thing To Do, and avoiding the possibility
I'm interested in short, or trick, take-offs - such as from platforms, tall trees, etc. I think that I should have a wind speed and direction measure an understanding of my wing surface area This will let me add to my intuition from regular launches (from sites with known-good launch conditions), and estimate how much velocity I need to add via a run / push. The methodology to count the wind measure seem a bit more grey, right now. I can have a sense of the wind where I am, but it may quickly change beyond my launch site. Since I'm considering how to launch from a stationary
!) said a few times that practice, knowledge and currency are vital — but as long as you got the entry right (following which you can fly to the ground) and executed at least a decent attempt at the flare and cushion, you would survive. Is this a correct take on the survivability of an autorotation? Do fatalities arise primarily from errors during the autorotation entry or flare? While you might not get to use the machine again, and you might spend some time in hospital, you would live to fly another day. I am assuming a reasonable place on dry land is available to finally come to rest