Uninterruptible Autopilot

Boeing Honeywell Uninterruptible Autopilot

1980–1999  Boeing and Honeywell and Lockheed Martin developed the RQ-3 DarkStar unmanned aerial vehicle. The UAV’s flight path could be modified en route from a remote location by up-linking new waypoints to the Darkstar’s Flight management system’s Flight management system.

1986 Flight management system providing minimum total cost. Patent US 4760530 A

Tier III- or “Tier three minus” during development) is an unmanned aerial vehicle (UAV). Its first flight was on March 29, 1996.

AIMS-1 – 1995–2000 Airplane Information Management System (AIMS) and the Integrated Air-data Inertial Reference System (ADIRS), are both supplied by Honeywell.

AIMS-2 – 2000 pilot input no longer necessary.

Wired 2003


The Boeing 777 along with other Boeing models, can be flown remotely through the use of independent embedded software and satellite communication. Once 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.

“USA and Europe hone air security 
Source: Flight International … 
Across the Atlantic, technologies are being pursued under the Security of Aircraft in the Future European Environment (SAFEE) programme – a four-year, €37 million ($48 million) effort that began in 2004, funded 50:50 by the European Commission and industry. Under the programme, Airbus, BAE Systems, Sagem, Thales and Dutch national aerospace laboratory NLR are overseeing key initiatives with the help of 26 additional companies. Focus areas include on-board threat detection systems, threat assessment and response management, and automatic guidance systems to safely secure an aircraft under siege.”

Uninterruptible flight control

December 2006, the patent on an uninterruptible autopilot system for use in commercial aircraft was announced.  The new autopilot patent was reported by John Croft for Flight Global. Croft outlines the clandestine oversight that government has with respect to the uninterruptible autopilot, making note of the auto-land function of the system and stating that the technology has its own power supply self-sufficient of any electrical systems on the plane:

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.”


More history:

In 1917, Archibald Low as head of the RFC [Britain’s Royal Flying Corps] Experimental Works, was the first person to use radio control successfully on an aircraft.

In the 1930s Britain developed the radio controlled Queen Bee, a remotely controlled unmanned Tiger Moth aircraft for a fleet’s gunnery firing practice. The Queen Bee was superseded by the similarly named Queen Wasp, a later, purpose built, target aircraft of higher performance.

On the 31st July 1944 a U.S.N. special air unit, codenamed Project Anvil, moved to Fersfield from Dunkeswell in Devon. The mission was to involve the use of explosive-laden PB4Y-1 Liberator bombers under radio control. The crew of two, Lt Joe Kennedy (pilot), and Lt. Wilford John Willy (radio control technician/co-pilot), were to take off with 21,150 lbs of Torpex in 347 boxes and establish radio control of the Liberator by a Ventura mother-ship. Once full control was established and tested, at a pre-determined point the crew would parachute from the aircraft through the nose wheel bay emergency exit and the bomber would continue the rest of its mission under radio control, finally crashing onto the target.
NORAD (the North American Air Defense Command) had at its disposal a number of U.S. Air Force General Dynamics F-106 Delta Dart fighter aircraft configured to be remotely flown into combat as early as 1959 under the auspices of a program know as SAGE. These aircraft could be started, taxied, taken off, flown into combat, fight, and return to a landing entirely by remote control, with the only human intervention needed being to fuel and re-arm them.
In 1984 NASA Dryden Flight Research Center and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test the impact of a Boeing 720 aircraft using standard fuel with an additive designed to suppress fire.

Boeing 777  By Philip Birtles

After 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.

Daily Mail 3 March 2007

Diagrams: Boeing patents anti-terrorism auto-land system for hijacked airliners

Field McConnell on Germanwings Flight 9525

Published on Mar 29, 2015 Episode #78 – SUNDAY WIRE: ‘The Friendly Skies’, host Patrick Henningsen with guest Field McConnell  http://21stcenturywire.com/2015/03/29…
United States Marine Field McConnell has linked ad hoc way points allegedly imputed by Serco into the Airbus 320 of Germanwings Flight 9525 flown by Andreas Lubitz, to Hillary Clinton’s development of a GyroChip (QRS11) patent pool at Base One Technologies in the Bronx and the apparent Black Hand* navigators wag of a Honeywell dog in the “Method and apparatus for preventing an unauthorized flight of an aircraft US7475851 B2.”
 US 7475851 B2cited
McConnell notes Serco (the world’s largest air traffic controller) processed a 2 millionth patent application for the U.S. Patent and Trademark Office in March 2013 giving its Black Hand navigators access to patented devices including “FR2829865 (A1) – Control transfer for hijacked aircraft involves passing full control to escorting aircraft” needed to cause or to prevent the Airbus crashes of AF Flight 447, QZ Flight 8501 and Germanwings 9525.
source: Abel Danger 4-8-2015 https://www.youtube.com/watch?v=mtMcA9Or7QM
FR2829865 (A1)

Inventor Camus Michel Robert Henri

2829864-A1 Application Date September 17, 2001 Publication Date March 21, 2003

France Patent 2829865-A1 Application Date September 28, 2001 Publication Date March 21, 2003
The control transfer method of an aircraft in distress or being hijacked involves producing an internal distress signal which causes automatic transfer of full control of the aircraft to an escorting aircraft. The control can also allow automatic deployment of the aircraft undercarriage to allow the escort aircraft to land it. The aircraft in distress can produce an external signal using sound radio or light.

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