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#11
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John A. Weeks III wrote:
In article VP6Xc.135504$sh.122307@fed1read06, Darrell wrote: My local paper this morning said the southernmost plane sent a hijack code just before it went off radar. A report that has not been discounted by Russian authorities. -john- ....which proves, yet again, how little journalists understand: setting the transponder/IFF to emergency mode is done in a hijacking - or any other emergency. All it does is to show the plane with a different display on the radar screen. -- 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! =----- |
#12
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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. BUFDRVR "Stay on the bomb run boys, I'm gonna get those bomb doors open if it harelips everyone on Bear Creek" |
#13
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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. 7500 for hijack. Your other guesses are correct. 77 and 76 came from the old 64 code days. Back when there was only 10 airplanes within a hundred miles of an airport :-) 00 was the intercept code, and 11 was the interceptor weapons free code (nuclear). 12 was contact flying below 12kft. |
#14
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#15
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"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." That's just one option. There are other radio code phrases. We used to get new ones all the time when we filed. |
#16
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Robert Briggs wrote: Vello wrote: They start from the same point, in Russian media poor fuel is one discussed thing. The obvious problem with that idea is that poor fuel would usually just stop the engines, leaving them 30,000 feet or so of gliding descent in which to report their difficulties and attempt power-off landings. See Air Transat and Air Canada for practical examples. Graham |
#17
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Keith Willshaw wrote: Gas turbines are pretty tolerant of fuel quality and if this was the problem I'd expect a lot more than 2 aircraft to be affected. Very true. Jet A is basically kerosene. Not exactly a high tech fuel. Turbines will burn almost any similar rubbish within reason. It would be *very* tricky to fuel just 2 a/c - and no others - with contaminated fuel. Graham |
#18
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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 ? Has it occurred that just maybe, here and there, a hijacker just might not notice the transponder code was changed? Mercuns just love to screw up the admin way. Graham |
#19
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...which proves, yet again, how little journalists understand: setting the
transponder/IFF to emergency mode is done in a hijacking - or any other emergency. All it does is to show the plane with a different display on the radar screen. Well, that depends if he squawks emergency, or if he squawks the hijack code. Two different numbers - and I doubt many folks would dial in the wrong one (although it has happened in the past). v/r Gordon ====(A+C==== USN SAR Its always better to lose -an- engine, not -the- engine. |
#20
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"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 |
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