@OpenEyesJa, Du hast mich gemeint, das geht aus dem Kontext klar hervor.
Und was soll die Frage mit den Links? Totschlagargument Zirkelschluss kannst Du Dir schenken ,, Links auf eine VT Site in der die offizielle Version bestätigt wird?,,
Davon abgesehen bist Du ! derjenige der flamed und offtopic geht, nicht ich.
@MorpheuS8382Ah ja, jetzt kommt das altbekannte Manöver mit dem USA Hetzer und ins lächerliche ziehen. Oh, wie schrecklich!
Es ist nicht unwichtig für den Pentagon Flug ob der Pilot überhaupt eine Schleife fliegen konnte während er von 5000 Meter auf 2000 Meter und am Ende auf Bodenhöhe herab sinkt mit einem Flugzeug das weit über 500KM/H schnell sein musste für das Manöver.
(Und das auf Sicht!, was bei der Boeing 757 nur seitwärts und nach vorne nur über die Bugnase geht im Geradeausflug ).
Dabei dann anschliessend exact ein Gebäude oder die Landebahn korrekt anzufliegen
ohne einen stall oder Turbulenzen, ohne Gebäude, Masten, Türme abzusäbeln....
Man sieht nach vorne fast nichts.
Dazu gehört mehr als nur ein paar dutzend Stunden Flugunterricht auf kleinen Maschienen und Simulatortraining.
aus:
http://www.journalof911studies.com/volume/2008/AutopilotSystemsMonaghan.pdfComparable Method Patent
On October 9, 2001, Cubic Defense Systems, Inc. applied for a U.S. patent for a system that removes control of an aircraft from its pilot and utilizes an aircraft's auto-pilot system to implement an uninterruptable pre-programmed auto-pilot flight plan in order to navigate an aircraft to a given destination during an emergency.
This would be accomplished through the use of electronic or mechanical relays, that become activated by pilot operation of an aircraft hijack notification system. Surprisingly to some, none of the four aircraft destroyed on September 11, 2001 are known to have entered unique transponder hijack notification codes, suggesting either modified function or insufficient activation time.
One optional feature of the Cubic system is termination of an aircraft's ability to communicate.
In two cases, hijacker communications reportedly aimed at passengers on-board American Airlines flight 11 and United Airlines flight 93 on September 11, 2001 were heard instead by air traffic controllers, suggesting modified communication functions. The Cubic patent also references Honeywell's 1995 augmented GPS flight navigation research and development, apparently as a signal navigation aid.
The system also envisions the use of new aircraft flight instructions transmitted by a remote sender, that would override aircraft functions already underway and direct an aircraft auto-pilot system to navigate an aircraft to a predetermined destination.
A data link interface between an aircraft Flight Management System (FMS) and the Management Unit for the Aircraft Communication Addressing and Reporting System (ACARS), was developed during the early 1990s. This communication system allows for the update an aircraft FMS in mid-flight.[44] An aircraft auto-pilot system is part of the FMS.
One feature of the Future Air Navigation System (FANS) technology provided by the Pegasus FMS is Dynamic Rerouting. This capability allows for direct contact between a remotely located transmitter and a FANS capable FMS and the ability to upload new flight plan waypoint coordinates into a FMS, while the FMS is executing a previously loaded flight plan.
"Dynamic Rerouting, meaning the ability of controllers ... to change a filed routing once the flight is in progress ... "[The] new flight plan with all new waypoints goes into the data link to the comm satellite and is then downlinked into the FMSes of the individual aircraft," ... "And 'Wow,' say all the old pilots, 'Untouched by human hands!'" ... Our [dispatch] computer uplinks a route into the FMS that is identified as 'Route 2.' [You're already flying 'Route 1.']"
Unreliable Evidence
Because the Flight Data Recorders (FDRs) for American Airlines flight 11 and United Airlines flight 175 were not recovered, details regarding the operation of each aircraft are not known.
The FDRs for American Airlines flight 77 and United Airlines flight 93 were recovered and indicate pilot control of each aircraft.
However, the FDR readout file for American Airlines flight 77 was completed four hours and fifteen minutes before the said FDR was recovered, suggesting false or altered FDR information.
And the FDRs for American Airlines flight 77 and United Airlines flight 93 are virtually the only ones during the previous 20 years of major National Transportation Safety Board (NTSB) U.S. aviation mishap investigations, for which unique inventory control serial numbers were not published.
Such serial numbers are required to facilitate FDR data readouts.
In fact the NTSB possesses no records pertaining to the positive identification of the FDRs for American Airlines flight 77 and United Airlines flight 93.
redpirate schrieb:Volume 23 - October 2008
