Posted on 06/03/2005 7:25:05 AM PDT by Petronski
The pilot says the hijack code is an error and the plane is secure, but naturally the authorities are not trusting him.
Yep !
Must......there are procedures to prevent dialing in the wrong transponder codes. Every good pilot follows such to prevent such an accidential procedure. Too easy to cross 7200 with 7700 per se.
I don't know much about the Avro Arrow (except that it is one sweet looking bird). But it wouldn't be the first (or the last) time that a tremendous technical achievement got cancelled. Lockheed was planning a fighter-variant of the SR-71 Blackbird (the YF-12, I believe). It was shut down around because the USAF was persuaded that with all the SAM's that were being fielded, low-altitude, sub-mach was the way to go -- hence we got that pig, the F-111.
Operational costs for the YF-12 would have been outta sight as continued flights of the SR-71 eventually proved. It probably wouldn't have flown much, even if we'd fielded it.
Well, it made it through spell check....lol
Yes it can. The code is 7500. If you're sqauking 6500 and told to go to 7400, you should first change the 5 to a 4, and then the 6 to a 7, so you pass through 7400 for a second. If you change the digits in the other order, you pass through 7500 before getting to 7400 ... this apparently has happened. I'm not saying it's the case here.
I'm sorry to dissapoint you, but a lot of the F18's f15's etc. parts are made in various places in Canada.
The Canadian CF18 hornet is built to Canadian Airforce requirements, they have features not found on USAF models. Canada uses them for and has longer range requirements for them than we do, they double as their long range bomber.
Is it like that on Nova Scotia?
Much of the aircraft industry that we know today was in fact founded in Canada, as was intercontinental flights. Madonald Douglas builder of the first pressurized long range passenger jets was a Canadian.
The aircraft industry has a very interesting (with heavy Canadian influence) history. You should reseach it sometime.
The sad thing is that the Arrow was ahead of its time; it was just designed for a role that turned out to be superfluous (intercepting Soviet manned bombers at Mach 2).
Thanks!!!!!!!
...and Boeing was founded in Washington State, in part, to be closer to the vast quantities of cheap lumber (aircraft being chiefly made from wood in those days).
Thanks, I will remember your family on Thursday!
The engineers were even considering using it for a high altitude satalite launching plateform. It really is sad it was not developed. But we do know the same engineers took their idea's with them and went to work for NASA and such, so who knows just how much of their brainwork is in actual use today.
Incorrect. Air Force F-4Gs started out as Navy F-4Es. The Navy also flew a small number of F-4Gs. The Luftwaffe flew F-4Fs and RF-4Es. The variant designator is not country specific.
C-102 not CF-102.
Each of the scenarios you mention are different from the others.
I'm not arguing that efforts should not be made to keep confidential information confidential -- on the contrary, each piece of information needs to be considered on its merits to determine the appropriate level of confidentiality, and the security appropriate to that level of confidentiality.
I do not agree with your implicit assertion that there are similar confidentiality/security requirements for aviation transponder security codes, air martial identities, medical records, SSNs, credit card numbers, and classified military documents.
I believe ALL information should be public unless there is a sufficient reason to make the effort to keep the information out of the public.
In the case of transponder emergency codes, I have difficulty thinking of a way to limit the public knowledge of the codes without basically banning general aviation, and only letting the professionals fly. I do not believe that this solution is commensurate with the risk posed by having public transponder codes.
If there is a reasonable way to ensure that 600,000 US (and who knows how many worldwide) GA pilots keep these codes confidential, please let me know. I just don't think something that a million or more people from every country in the world need to know fits the criteria of "confidential information." Lacking an implementable method of securing that information, we need to assume its knowledge by the bad guys, and formulate policies and procedures appropriately.
We may just have to disagree on that point.
As a former air traffic controller, I know the first thing the controller does, is tell the pilot he is squawking 7500, is this intentional? The possible problem may be, if there is a hijacker in the cockpit, he may know exactly what 7500 means, and may force the pilot to say it is a mistake.
7501 yes, 7499 no. The digits of the transponder only go up to 7. Therefore, 7777 would be the highest number the transponder can go. 7500 is hijack, 7600 is nordo and 7700 is emergency.
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