In February 2014 a co-pilot hijacked Ethopian Airlines flight 702 and took it to Switzerland.
Now in March there is some speculation that Malaysia Airlines flight 370 may have been hijacked and destroyed by the pilots - maybe they took a nose dive into the Andaman Sea?
So my question is this: is there an automatic or say anti-pilot warning system on commercial airliners?
In other words, a system that is non-maskable (can't be disabled by the pilot) and which will automatically warn ATC about unexpected conditions (like a sudden decrease in altitude)?
The system you're asking about is called radar: ATC should monitor it to see what the plane is doing and ask what is going on when something unexpected happens.
It's hard to "automate" these kinds of alerts. For example, a sudden dive can also be cause by an uncontrolled control-surface hard-over (like the boeing 737 rudder problems that brought down 2 planes), or a loss of cabin pressurization (which requires a rapid descent to an altitude where your passengers can breathe).
In February 2014 a co-pilot hijacked Ethopian Airlines flight 702 and took it to Switzerland. Now in March there is some speculation that Malaysia Airlines flight 370 may have been hijacked and destroyed by the pilots - maybe they took a nose dive into the Andaman Sea? So my question is this: is there an automatic or say anti-pilot warning system on commercial airliners? In other words, a system that is non-maskable (can't be disabled by the pilot) and which will automatically warn ATC about unexpected conditions (like a sudden decrease in altitude)?
text. So, questions: Can ACARS be turned off? Would this generate a warning at the base station? Can ACARS send postion, altitude and heading information automatically? Can ACARS be repeatedly pinged to track an aircraft's position and heading? Would this require any intervention by the pilots? (posted separately) Is this system standard on commercial airliners? What data do Airlines collect...An aircraft's Aircraft Communications Addressing and Reporting System uses line of sight HF via ground stations or satellites to communicate with its base station. This system allows for three
See Wikipedia:Drag polar and Wikipedia:Polar curve (aviation) for example. These curves are not on a polar coordinate system. Why are they called polars?
WWII. They didn't have flight control computers back then, and the only control complaints I recall them having is that early versions had a tendency to flip over backwards when approaching stall speeds, well, that and the ground effects were pretty strong. But, no mentions of going into flat spins when going into hard maneuvers (that I recall). So how do they control that Y axis on flying wings...How do flying wings, like the B-2 Stealth bomber, actually keep themselves from yawing out of control without a vertical stabilizer? For the record, I assume this has to be a simple mechanics
I am searching some airports databases and I find some airports with the same IATA code with different ICAO codes. Is it mistake in the database? Is it OK? For example: Beaufort MCAS - Merritt Field (ICAO KNBC IATA BFT) Beaufort County Airport (ICAO KARW IATA BFT) Edit: Another example; Paamiut Airport (ICAO BGPT IATA JFR ) Paamiut Heliport (ICAO BGFH IATA JFR ) Another example with 40 km between them: Desierto de Atacama (IATA: CPO – ICAO: SCAT) Chamonate (IATA: CPO – ICAO: SCHA)
was that this was dangerous to flight operations, and could have resulted in disaster had there been any emergency on-board during the event. Also, that this could result in an unruly cabin...Recently, the crew of an Indian airline performed a short choreographed dance sequence mid-flight on the occasion of Holi. This is, a not so rare practice amongst low-cost Indian carriers, who... of the pilots can be seen recording the dance on his camera. SpiceJet specially planned this event, and had extra cabin crew on-board the flight as a precaution. Also, during the dance, one of the pilots
I've noticed that on some airlines (I may have seen it on SAS) the cabin crew had a small touchscreen at the front of the plane which they were using to select recorded audio messages etc, in both their language, and English. Searching the internet, I found out it's called a Flight Attendant Panel — here are some photos I found: So I gather they can control the lighting, and movies; but what else can these panels do? I also found a FAP trainer, which says: This virtual training environment generates a realistic FAP representation including OBRM, CAM and PRAM What
Is there a particular reason for which thrust vectoring is not used in airliners as with military aircraft besides weight and complexity factors? I understand that on military aircraft maneuverability is a core component but, by implementing this technique also on commercial airliners, wouldn't there be any benefit? For example one thing that comes into my mind would be reduction of stress... of the plane (for example American Airlines 587), you would still have some sort of control, even though reduced, on the plane with directional thrust.
Here is a $C_L$ / $AoA$ curve that I took from Wikipedia. The better textbooks say that a stall is that condition in which a further increase in angle of attack will result in a reduction of lift. The point at which that transition happens is known as the critical angle of attack. Theoretically, sustained flight is possible at angles beyond the critical angle of attack - take a look at the chart. If the airplane can sustain level flight at point $A$, it can sustain level flight at point $B$. Is there a practical way that I can demonstrate sustained flight on the backside of the lift
The major reason that lead Aeroflot Flight 593 to crash was the partial disengagement of the of autopilot (by the pilot's kid who was in the cockpit) which could have been avoided if the pilots were more familiar with the Airbus 310-100 or there was an audible alert. Do new Airbus aircrafts have an audible alert in such cases now? were the old ones some how altered to implement this?