Anlässlich der 30 jährigen Widerkehr des ersten Auto Remote Landing von Boing sollte am 1. Dezember 2014 das System nach langjähriger Forschung der Öffentlichkeit vorgestellt werden.
Die Hauptbeteiligten an diesem Projekt Boing und Immarsat.
Die Testflüge mit bemannten zivilen Flugzeugen wurden von der Zentrale in den USA durchgeführt und überwacht.
Das Flugzeug wurde dann an einen geheimen Ort gebracht.
Wegen eines Versagens einiger Sensoren aufgrund Batterieprobleme der seperaten Stromversorgung konnte das Flugzeug während Phasen des Fluges nicht mehr kontrolliert werden was allen Passagieren das Leben kostete.
Die Theorie, das MH 370 auf der Wasseroberfläche aufschlug in einem Seegebiet wo Wellengang um die 15 Meter Höhe normal ist und dann ohne das ein Teil auf der Wasseroberfläche blieb gesunken ist, ist volkommen ausgeschlossen.
Einige Zusammenhänge:
The Boeing 777 along with other Boeing models, can in fact be flown remotely through the use of independent embedded software and satellite communication. Once this advanced system is engaged, it can disallow any pilot or potential hijacker from controlling a plane, as the rooted setup uses digital signals that communicate with air traffic control, satellite links, as well as other government entities for the remainder of a flight’s journey.
On December 4th of 2006, it was announced that Boeing had won a patent on an uninterruptible autopilot system for use in commercial aircraft. This was the first public acknowledgment by Boeing about the existence of such an autopilot system.
“The “uninterruptible” autopilot would be activated – either by pilots, by onboard sensors, or even remotely via radio or satellite links by government agencies like the Central Intelligence Agency, if terrorists attempt to gain control of a flight deck.”
“To make it fully independent, the system has its own power supply, independent of the aircraft’s circuit breakers. The aircraft remains in automatic mode until after landing, when mechanics or government security operatives are called in to disengage the system.”
IMAGE: The United States patent for the Boeing Honeywell Uninterruptible Autopilot dated November, 28th 2006 (Photo flightglobal.com).
Boeing and Honeywell have been heavily involved in UAV technology for both civilian and military applications for many decades and in the case of Honeywell, they’ve cornered the aerospace market through the consolidation of many avionics based companies along with their patents. Some researchers have suggested that both corporations could ‘recoup’ the cost of their applied science technology for military development from the commercial sector. It has also been said that
http://www.dfrc.nasa.gov/Gallery/Photo/CID/Small/ECN-28307.jpgAfter the 9/11 attacks on the Pentagon and World Trade Center, President Bush called for the creation of remote control systems in commercial airliners in the event of an emergency, granting air traffic controllers along with other government agencies control over an aircraft – for its final intended destination.
There is also a long held theory that the company Lufthansa, Germany’s state owned airline, had their onboard flight controls stripped from its fleet during the mid 1990′s for fear that the American government could hack into the airline’s autopilot systems. This idea has been loosely associated with the interview of former German Defense Minister Andreas von Bülow conducted by Stephan Lebert for the German Daily discussing some of the major anomalies in the events surrounding 9/11:
“There is also the theory of one British flight engineer: According to this, the steering of the planes was perhaps taken out of the pilots’ hands, from outside. The Americans had developed a method in the 1970s, whereby they could rescue hijacked planes by intervening into the computer piloting [automatic pilot system].”
Von Bülow continued by outlining the difficulty of pulling off such a cataclysmic plot without a massive support apparatus from state run operations:
“I can state: the planning of the attacks was technically and organizationally a master achievement. To hijack four huge airplanes within a few minutes and within one hour, to drive them into their targets, with complicated flight maneuvers! This is unthinkable, without years-long support from secret apparatuses of the state and industry.”
The observed turn stability favors the use of autopilot operation, either functioning in a conventional course control mode or in Control Wheel Steering (CWS) mode. The probability that either of these two control systems were used is discussed. Flight deck images of United and American airlines 757s and 767s suggest that such CWS functions may have been disabled circa 2001. Constant radius turns utilizing plotted waypoints during commercial aviation operations are routinely supported by augmented GPS navigation service and related commercial Flight Management Systems (FMS) available circa 2001.”
“Honeywell’s massive effort on the 777 involved over 550 software developers. The company built the AIMS computer as a custom platform based on the AMD 29050 processor. It was unique among aviation systems for integrating the other computers’ functions; in other systems, each function resides in a different box [the central maintenance had its own box with its own input/output (I/O), its own central processing unit (CPU), etc.]. AIMS combines all these functions and shares the CPU and I/O among them: it uses the same signals for flight management and for displays, so that the data comes in only once instead of twice; one input circuit provides data to all of the functions.”
Some of McConnell’s latest findings along with his partner Hawkins, have connected MH370′s disappearance to British multinational Serco, as many of the UK’s defense functions were granted to Serco throughout the years, including “Skynet satellite military communications necessary for a remotely-controlled hijack.” Over the years, Serco has been outsourced to provide support for various enterprises by governments all over the world, heading up air traffic control services throughout many parts of the globe, maritime security, outfitting operations for modes of transportation such as buses and metro systems, running security operations for private prisons, all while overseeing Britain’s military ballistic munitions and nuclear arsenal since 1964 – as a complex project management provider.
Boeing, Inmarsat & Serco business arrangements in the wake of tragedy
There is an established relationship between Serco, “the global support services company,” and the British satellite telecommunications company Inmarsat, a company who was responsible for the satellite data used to track down MH370 through its ‘handshake’ links, data which has subsequently turned up empty, prompting many to question the various business arrangements involving the support services company Serco and Inmarsat.
Other connections between Serco and Inmarsat bring us to Former Royal Air Force Electronics Engineer, Gordon McMillan, who 1995, was the Operations Director for Serco Aerospace as he later moved on to Inmarsat’s Director of Government services from 2006-2011 and is now the director of Inmarsat’s GX Programme which is partnered up with Boeing to finish the development of the three remaining broadband Inmarsat-5 satellites. In 2013, Serco was scrutinized as they were under investigation for fraud.
