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eatmyshorts wrote: »The whole story is an absolute load of b*llocks. There is no way the Flight control computers or engine FADEC computers could be controlled from a pax seat.
He's just some kind of Walter Mitty character seeking attention
Hacking into a plane from its entertainment system??
:D:D Jeez even the most basic computer whizzes in the business would surely seperate those two components, let alone the mechanics involved on an aircraft. Absolute fairytale! 0 -
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Hacking into a plane from its entertainment system??:D:D Jeez even the most basic computer whizzes in the business would surely seperate those two components, let alone the mechanics involved on an aircraft. Absolute fairytale!
That article is about a 738, right? In that case it's almost certainly nonsense.
OTOH, B787, A350 and A380 aircraft use a variant of ethernet called AFDX and there have been concerns that those networks are not fully "air gapped" from the entertainment systems. In other words, they use the same physical network and rely on software to keep the traffic separate.
Now, I'm still pretty sceptical that a real attack was made. Even if the hardware is ethernet, I don't think the data link layer is standard ethernet and I'm not sure of the protocols the control systems would use on top of that. So it's not like you could use standard tools to probe the network. Even if you did have a fully working AFDX stack there are still firewalls in place (thanks to the FAA raising issues about the lack of an air gap several years ago) so you'd need to find and exploit a vulnerability in those.
Personally I'm not happy about the lack of physical separation between the networks. I write software for a living so I'm deeply mistrustful of software.0 -
That article is about a 738, right? In that case it's almost certainly nonsense.
OTOH, B787, A350 and A380 aircraft use a variant of ethernet called AFDX and there have been concerns that those networks are not fully "air gapped" from the entertainment systems. In other words, they use the same physical network and rely on software to keep the traffic separate.
Now, I'm still pretty sceptical that a real attack was made. Even if the hardware is ethernet, I don't think the data link layer is standard ethernet and I'm not sure of the protocols the control systems would use on top of that. So it's not like you could use standard tools to probe the network. Even if you did have a fully working AFDX stack there are still firewalls in place (thanks to the FAA raising issues about the lack of an air gap several years ago) so you'd need to find and exploit a vulnerability in those.
Personally I'm not happy about the lack of physical separation between the networks. I write software for a living so I'm deeply mistrustful of software.
I stand corrected.
Bit worrying it's possible...I was so sure of myself that it was impossible! I thought it'd be similar to how many redundancy systems there are on an aircraft - everything in completely independent places.0 -
These days its EGPWS, generally we get them going into unlisted or new airports where the airport data hasn't made its way into the navigation database. Thankfully haven't seen these alerts when they weren't expectedWhat GPWS/TCAS alerts have you had? How did you get them?
What type of TCAS alerts are you talking about?0 -
These days its EGPWS, generally we get them going into unlisted or new airports where the airport data hasn't made its way into the navigation database. Thankfully haven't seen these alerts when they weren't expected
What type of TCAS alerts are you talking about?
Out of the blue, at crusing altitude, and suddenly hearing "TRAFFIC TRAFFIC"0 -
Out of the blue, at crusing altitude, and suddenly hearing "TRAFFIC TRAFFIC"
This is a TA, and not an alert that one needs to manoeuvre for. Probably get it once or twice a month. Perfectly normal if someone is climbing or descending at a high rate and hasn't reduced it when approaching their cleared altitude. Also possible while at the same altitude as someone else if passing nearby; usually have been warned by ATC who will also advise in advance of minimum separation before this though.
Never had a RA (Resolution Advisory) though! 0 -
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eatmyshorts wrote: »Shameless self-gloss:...
Just been totalling my logbook and realised I've passed the 10,000 hour milestone, 18 years since the first entry in my first logbook.
Congratulations....
However according to Micheal O'Leary that means you only work under 11 hours per week......:eek:
(18x52=936, 10K /936= 10.68376......if we factor in 8 weeks leave per year you are still only at 12.6 hours per week)0 -
Congratulations....
However according to Micheal O'Leary that means you only work under 11 hours per week......:eek:
(18x52=936, 10K /936= 10.68376......if we factor in 8 weeks leave per year you are still only at 12.6 hours per week)
Im working it out at 23 hours per week over an 18 year period, pretty average0 -
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Its all a bit vague........
Anyway I'm on a 4 hour domestic US flight to the West coast and it got me thinking. Is there an agreed standard as to what constitutes long haul or short haul travel? Is it purely duration or does skipping timezones? (or is it called sectors?)
Wikipedia has these definitions:
Short:
hrs
Medium: 3-6
Long: 6-12
Ultra Long: >12 hrs
For the travelling public anything over 4 hours is 'long'.
US Domestic routes are a bit odd as they are very long but they are not treated the same as International. SOmeone recently posted how they flew 2 sectors with Delta (on the same aircraft) free headsets on the International but charge for them on the Domestic sector.
Generally transoceanic is referred to as longhaul.....hence DUB-BOS-DUB is called longhaul when it just about gets into the over 6 hrs.
So FR would be a short-medium operator, while Aer Lingus would be seen as Short and Longhaul operator. (Its assumed the Medium is also flown)0 -
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