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Originally posted by eyewitness86
I have for a long time believed that the biggest smoking gun proof of remote control highjacking, and therefore an inside job, is the FACT that not ONE of EIGHT pilots, and over a dozen crew members, were able to activate the ' Highjack ' alert, which according to professional pilots here on ATS is as simple as flipping a switch. It takes just a second to do, yet not ONE pilot or other crew member managed to do so.
Nothing was heard from 93 until the faked tapes about ' take your seats, we have control " type nonsense..as if the ' highjackers ' could do superhuman feats and then didn't know how to use the radio and ' mistakenly ' hit the intercom button!! Yeah, right.
A little off subject, but did you know that several companies are making missile detection and warning systems for airliners due to terrorist using shoulder fired missiles.
Originally posted by johnlear
No I didn't but I think that DHL would be their first customer.
Assembled in response to a perceived urgent requirement for civilian airliner self-protection in Israel , FLIGHT GUARD is an integrated pulse-Doppler radar missile warning system (MWS) and decoy dispensing system. Currently in the latter stages of testing with Israeli government licensing expected during early 2004, the system is under joint development by Israel Aircraft Industries’ subsidiary Elta Electronic Systems Ltd and the Re’em Electronic Systems Division of Israel Military Industries (IMI). The MWS component is Elta’s EL/M-2160 (or variant), a pulse-Doppler radar system operationally deployed on military aircraft within Israel and elsewhere. The dispensing system is IMI’s SAMP, which would almost certainly use flares produced by IMI’s Rocket Systems Division (e.g., the FG-6).
FLIGHT GUARD competes primarily with an infrared-jamming system called BRITENING within Israel’s commercial airliner market, although there are applicable US and Russian systems also. BRITENING, produced by Israel’s Rafael Armament Authority, is an integrated ultraviolet MWS and lamp-based directed infrared countermeasures (DIRCM) system. The appeal of FLIGHT GUARD rests primarily in that it is significantly less expensive than BRITENING and it is fully-developed, utilizing mature, battle-tested subsystems. Applicable US systems include Northrop Grumman’s (N-G) AN/AAQ-24(V) Nemesis, an integrated UV MWS and lamp-based DIRCM, that is in production and operationally deployed, N-G’s LAIRCM (a laser-based adaptation of Nemesis), and the SAFEFLIGHT system, an integrated pulse-Doppler radar MWS and decoy dispenser produced jointly by the Raytheon Company of the US and Israel’s Elta. It is not clear, however, whether Nemesis, LAIRCM, or SAFEFLIGHT would be granted license by the US Government for installation on foreign commercial aircraft. The Airborne Laser Jamming System (ALJS), produced and marketed by Russia’s NPO AS, also competes for sales to commercial airliners.
British Airways has held talks with the defence company BAe Systems about arming its fleet of 300 aircraft with lasers to deflect terrorist missiles.
The national flag carrier's interest emerged as BAe Systems announced that it was among three companies to win $2m (1.1m pounds) US government contracts to work on anti-missile systems for American commercial airliners. Airlines have become increasingly concerned about the threat of missiles since an Israeli charter flight came under attack from shoulder-launched rockets while taking off from Mombasa in 2002.
BAe Systems' technology detects incoming rockets and fires a laser beam to act as a decoy. The equipment has been deployed on 6,000 military aircraft worldwide and is being adapted for civilian use.
A BA spokesman said BAe Systems was "one of a number" of companies which the airline had spoken to. Other potential suppliers are believed to include Boeing and Airbus. The spokesman said it was "still early days", adding: "The issue is whether the cur rent technology can be adapted for civilian aircraft."
The US Department of Homeland Security wants to begin fitting anti-missile systems to commercial jets in America by 2006. It said yesterday that BAe Systems, Northrop Grumman and United Airlines were to carry out feasibility studies.
Elbit Systems subsidiary Elop Electro-Optics Industries and Rafael Armament Development Authority, which is government-owned, have formed a team to complete the development, manufacture, and marketing of a system to protect aircraft from Man Portable Air Defense Systems (MANPADS), also known as shoulder-launched missiles. The combined system is based on Rafael's Britening Directed Infra-Red Counter-Measures (DIRCM) suite and on El-Op's MUSIC (Multi-Spectral Infrared Countermeasure ) system.
The companies said they had agreed that Rafael would lead the activities in the civil aviation markets, while El-Op would lead the activities in the military markets. The Israeli Ministry of Transportation and the Ministry of Defense have already selected the Rafael-Elbit Systems protection suite as the long-term solution for the Civil Aviation Protection Plan, which calls for a long-term, robust DIRCM solution for all Israeli commercial aircraft.
Elbit Systems corporate VP Hayim Russo, who is general manager of El-Op, said: "As the major electro-optics (EO) supplier to the IDF, we have accumulated vast experience with lasers and other EO systems. Our Multi-Spectral Fiber-Laser is eye-safe and provides an outstanding IR countermeasure source. Its maturity and design constitutes a pioneering solution in airborne lasers."
The airlines began installing short-term reinforcements—such as metal locking bars— soon after the attacks. But the long term goal of making cockpit doors impenetrable to would-be attackers will require much more engineering work. Doors that once served primarily as privacy screens for the flight crew will have to be redesigned, according to a report from the U.S. Secretary of Transportation's Rapid Response Team.
Good topic EW 86. Let's start with the cockpit doors and how the hijackers breached the cockpit. According to this designnews.com article, the cockpit doors were considered weak enough to be able to be breached.
originally posted by jprophet420
So were they feeble enough to be breached faster than the panic button could be activated? if they were made out of anything stronger than open air I would guess the answer to be 'no'.
Until a pilot or Mr. Lear answers this, allow me to guess: Cockpit doors in 2001 were not ' privacy screens, but as I recall seeing them from flying a lot during that period were about 1/2 to 3/4' thick and seemed to be made of the melamine type board used in walls and lavatorie doors, etc. Cockpit doors, since at least the 60's, HAVE to be shut and locked unless a good reason exists for opening it, such as a pilot going aft or some other reason. It is obvious: Why would any flight take a risk of some deranged passenger just popping into the cockpit and caausing trouble when locking it keeps them out?