Since pilots are permitted to communicate in their own language to eachother in the cockpit, and to ATC in their own country, it stands to reason that some fwc's might say "te laag, terrein!"
I've seen some Russian planes with everything written in Russian in the cockpit:
Do any planes have callouts in languages other than English?
Are any planes built with the option to change the spoken language? E.g. an Airbus talking French.
I am quite sure that the systems that provide audio warnings for commercial aircraft, such as enhanced ground proximity warning computers, provide English Only. I am pretty sure because on the wiring diagrams there are no kind of dip-switches for language selection and for loadable software it is tightly regulated without any 'language selection' options. One could imagine that separate part numbers are created for different languages but I know this is also not case case as international carriers share/pool spare black boxes. Basically aviation language is English.
I also see no future provision for other languages as it was only recently in 2008 that ICAO mandated English for all international flights (Amendment 164 to Annex 1 ). Under this ruling Air Traffic Controllers and Flight Crew Members engaged in or in contact with international flights must be proficient in the English language as a general spoken medium.
Regarding Airbus (and the love that the French have of their language) we might do well to know that actual official language of the Airbus company is surprisingly to some 'English.'
Of course I can't comment on military applications much. Actually, I was previously slightly involved in supporting a military aircraft and from what I can tell they use many modified versions of the same components commercial aircraft do. At least for US, British or French allies, who are allowed to import the technology. However, they are modified directly by the customer to be more security tolerant. For example, a military aircraft might not be transmitting its location around the globe unless the receiver has a decoding ability to a secure military key. So even in the small exposure I have encountered with military applications, I have not encountered or heard of 'language options.' This is not to say that some Chinese or Russian might be heard in some remote aviation system somewhere but that if it does outside their aerospace industries it must be rare and still a 'one language' only feature. Possibly there are missile guidance systems in Russian, Chinese, or Korean but certainly not in international commercial aviation.
Since pilots are permitted to communicate in their own language to eachother in the cockpit, and to ATC in their own country, it stands to reason that some fwc's might say "te laag, terrein!" I've seen some Russian planes with everything written in Russian in the cockpit: Do any planes have callouts in languages other than English? Are any planes built with the option to change the spoken language? E.g. an Airbus talking French.
In the US, the FFDO programme trains and permits pilots to carry a firearm in the cockpit. Do any other countries have a similar programme?
Referring to the automated callouts and sounds made by the fwc, tcas, gpws, pws, etc. — are these available to download in one repository at all? For any aircraft, Airbus or Boeing. Understandably, these may not be freely available, but I'm curious otherwise too (e.g. the likes of Air Crash Investigation must do this).
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
Several such devices can be placed anywhere in the aircraft and can deploy when they float up to the surface and are exposed to sunlight. It would be much easier to find underwater crash sites. I don't think it's too expensive to make. Certainly cheaper than searching with ships and other planes for days (as in the case with MH370 and the Airbus that crashed into the Atlantic ocean).
by the pilots per this question however on more than one occasion I don't hear read back on critical vector info on departure, despite the visual confirmation of instruction (pilot making proper vector and speed adjustments). I tend to notice this with bigger birds (777,747,340), however smaller regional jets almost always promptly read back. Questions: Is there an alternative way of ATC instruction acknowledgement? (Other than read back?) Is it possible that the reply is somehow on a different frequency? Is this just a problem with LiveATC? (One theory is that A/C leaves receiver coverage area
Can anyone explain how a Boeing 777-200 can vanish without a trace? How can it simply disappear without any indication of an in-flight emergency from the flight crew? Does its disappearance and lack of any physical evidence suggest a catastrophic in-flight emergency which unfolded so rapidly that it caught the flight crew off guard and unable to send a distress signal? Is it possible for someone other than the flight crew to disable its transponder or alter its radar signature to render it undetectable?
Are there any considerations to take into account when flying around supersonic aircraft? I know that wake turbulence from large aircraft can pose a threat to smaller planes. Is the same true of the shock waves generated by planes in supersonic flight? For instance, do fighter pilots need to be aware of the shock waves caused by other fighter planes in the vicinity?
I can see many airplanes circling around to land at KORD. I am wondering if there is a good real-time website or application to track these planes with 30-second accuracy or better. Any ideas?
setting, not compensating for temperature. Some have heard the mnemonic that mountains are higher come wintertime, which basically means that colder weather make your altimeter read higher than you actually are (or, as most pilots prefer to think, you're lower than what your altimeter reads) Have a look at this VOR approach into Newark Most altitude restrictions are a minimum level, so... ground level. Although I don't see any obstructions that high during this segment of the approach, as far as I know instrument approaches are supposed to guarantee a 500 ft obstacle clearance, do