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#41
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Hexogen explosive traces found in the Tu-154 wreck (confirmed/ reported from
Russia). One Chechenian women suspected since nobody asked for her (speculation). Islambouli Brigades allegedly took responsibility. Nele NULLA ROSA SINE SPINA |
#42
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Nele VII wrote:
Hexogen explosive traces found in the Tu-154 wreck (confirmed/ reported from Russia). One Chechenian women suspected since nobody asked for her (speculation). Islambouli Brigades allegedly took responsibility. Widely disbelieved - they have taken responsability for a lot of other things in the past, which were later proven to be bogus. NULLA ROSA SINE SPINA ....except for our patented, genetically modified ones! Never again need your loved one moan "and if you prickle us don't we bleed?" -- Mailman -----= Posted via Newsfeeds.Com, Uncensored Usenet News =----- http://www.newsfeeds.com - The #1 Newsgroup Service in the World! -----== Over 100,000 Newsgroups - 19 Different Servers! =----- |
#43
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BUFDRVR wrote:
Mailman wrote: ...which proves, yet again, how little journalists understand: setting the transponder/IFF to emergency mode is done in a hijacking - or any other emergency. Uhhh...no. The ICAO transponder emergency distress code is 7700 while hijacking is (I think??) 7200. There's also one for NORDO (No Radio) which I think is 7600. That would show or not, depending on the interrogator. I have no idea what kind of coverage (and with what equipment) the Russians have. Even the old(er) IFF on some Western military radars cannot always tell them apart. -- Mailman -----= Posted via Newsfeeds.Com, Uncensored Usenet News =----- http://www.newsfeeds.com - The #1 Newsgroup Service in the World! -----== Over 100,000 Newsgroups - 19 Different Servers! =----- |
#45
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Pooh Bear wrote in message ...
Howard Berkowitz wrote: Hijack is 7500. For some reason I haven't fathomed, the FAA ATC procedure is to contact the aircraft by radio and ask "Sir, please confirm you are squawking 7500." Oh great ! What presence of mind ! What berk thought that one up ? someone has a good presence of mind. let look at this: "'Aircraft X', confirm your squawk, 'Center X'". thats taken what 7 words, how long does it take to say ? now consider the following: 1. when an emergency code is squawked, say for example a 7500 squawk, the controller doesnt leap in his chair exclaiming "A Hijack! A Hijack! what do i do?" for someone else say, "****! get the president on the phone!" rather: an emergency squawk initiates a set procedure, which will involve the controller requiring radio silence from everyone else on that freq. and will likely provide an alternate freq. for everyone else to change to and other aircraft will be vectored from the vicinity. the controllers will implement an action plan or rather set procedure depending on what the situation requires. 2. transponders have a couple of different methods of entereing the squawk code, some have numeric keypads, others have rotating dials. some also have a feature to shortcut to a specific code. accidental input of a specific code, has happened, does happen and will happen. Personally speaking, durin the very first days of instruction, a few moons ago now, i was advised to enter transponder codes from the back first, to prevent any accidental emergency code squwaks (with the rotational dial transponder its possible as you are winding through the numbers to trigger an emergency code) and so set off the alam bells at the handling control center. 3. controllers are pretty capable people, believe it or not, and their familiarity with their daily profession enables them to make accurate judgement calls on many situations. A controller asking an aircraft transmitting an emergency squawk to confirm, is going to get perhaps only a few alternative responses: - the pilot responds with "'Center X', thats a negative on the 'x' squawk, we're good here, please confirm correct squawk, thanks for the heads up "aircraft x'" - the controller gets no response, which is an indication as to a problem. - an unusual response occurs, which again is an indication as to a problem. now, just before people go off on a tangent that the pilot could have a gun to his head and is lectured on how to respond, controllers are pretty adept at working things out for themselves. a controller can pretty much figure out if you have a problem with something from vocal cues. furthermore pilot are pretty adept at dealing with problems, there was one instance during a hijack that the pilots keyed the mic during the hijackers vocal outbursts in the cockpit so not only could the control center hear, but also it was on the tapes. thats not mentioning the basic issue of has the aircraft deviated from the flight plan, has it changed heading or altitude ? listening to the tower tapes of an emergency situation, before all the other pilots on the frequency changed off to the alternative assigned frequency, there were a few blind transmissions from other pilots just quickly and simply "good luck guys, god be with you" though i am not particularly religious nor sentimental, it's something to give to a flight crew in a ****ty situation. as another side note, a friend of mine worked out rather rapidly during flight that he lost the ability to transmit, could recieve fine, but not transmit. which of course led him to input 7600 transponder code. the controller obviously came back to attempt to make communication (bear in mind the controller only knows its lost comms) and at the controllers call attempts, he hit ident. the controller pretty much worked out rather rapidly, that the pilot could hear and not talk, and so an easy day was had by all, as the controller issued him with vectors, confirming by replying with the ident. so, after considering the above, is it more appropriate to say 7 words and confirm the situation, or go all out into full blown emergency situation. presence of mind yes. berk, no. Has it occurred that just maybe, here and there, a hijacker just might not notice the transponder code was changed? which is irrelevant either way. if it hasnt been changed he will continue with his plan, if it has, he will continue with his plan. but the ability remains to provide a non verbal indication of an emergency situation. Mercuns just love to screw up the admin way. hardly. Graham |
#46
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(B2431) wrote in message ...
From: "Kevin Brooks" Date: 8/26/2004 2:24 PM Central Daylight Time Message-id: "B2431" wrote in message ... From: "Vaughn" Date: 8/26/2004 5:20 AM Central Daylight Time Message-id: "Pooh Bear" wrote in message ... It would be *very* tricky to fuel just 2 a/c - and no others - with contaminated fuel. One inadvertantly (or purposly) contaminated fuel truck could manage that trick quite well. But I think we would know by now. Vaughn Assuming a truck on the scale of an R-5 and full fuel loads on both aircraft it is not likely both aircraft would be able to be refueled from the same truck. Of course it depends on initial fule levels in both aircraft And the odds that both aircraft would then crash at about the same time, even though one had been in the air quite a bit longer and covered a lot more distance away from the departure point? The fuel bit has been a long-shot from the get-go when you consider that fact, along with the transponder signal reported to have been received from one aircraft. If the latest reports indicating that no out-of-the-ordinary conversations were heard on the CVR's proves to be true, then you can nail the coffin door shut on "bad fuel". Brooks Dan, U.S. Air Force, retired There is absolutely no reason the crashes could be purely coincidental. The odds of that being the case are extremely long however. Dan, U.S. Air Force, retired more than the unlikely odds of an aircraft crashing multiplied by two. if the odds of being in an aircraft crash are in excess of 14 million to one, the odds of two aircraft departing the same airport on the same day, within 40 minutes of each other, both involving inflight catastrophic loss. i have no idea how many zero's the odds would involve ! |
#47
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#48
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f the odds of being in an aircraft crash are in excess of 14 million
to one, the odds of two aircraft departing the same airport on the same day, within 40 minutes of each other, both involving inflight catastrophic loss. i have no idea how many zero's the odds would involve ! The odds have now become moot, with the announcement that explosive residue has been found among the debris. Its inevitable that the other impact site will reveal some similar agent at work. We're counting angels on the head of a pin while Islamist 'soldiers' strike civilians the world over - I have no doubt they will be found to be the culprits in this case. During the Yugoslav wars of succession, I supported the hard-pressed Muslim civilians and I still do. But when I pass a middle eastern man on the street, I see him now as a potential enemy soldier, someone to be wary of. That this alienates me from a billion of my fellow men bothers me, however I understand we are at war. These airliners were downed by enemy action. |
#49
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#50
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"B2431" wrote in message
... || They were going to overfly the WW2 Nazi nuclear test sites denyev has been | telling us about and might have seen the disc aircraft teuton was telling us | about. These sites have been classified by the United States for 75 years and | only those two have been brave enough to speak up about it. As a result of this | a mercury powered disc shapped missile was fired from the secret Nazi | underground Antarctic base using tarver guidance (no pitot tubes) and released | two optical nukes in the .001 kt range to bring down the two airliners. In a | few days maron will tell us the USAF was involved in refueling the disc missile | in flight. | | I defy anyone to provide proof this didn't happen. | | Dan, U.S. Air Force, retired Dan, you weren't there - you have no right to comment on it. Cheers Dave Kearton |
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