What having a sky marshal really means

"Dave" wrote in message
...

He also has an obligation to get as much information about the flight as
he
can. If the "intelligence" services have such information he should be
provided with it. Likewise if the are FAMs on board he should know.


Why?



as the
Commander he is legally responsible for what goes on with his flight.


So if his aircraft is hijacked the commander is responsible?



If the Feds can pick an choose when a commander is the commander and
when he is not, where does that leave all pilots?


The Feds are not doing that.



The FARs make it very clear whose in charge. Show me where they have
changed it.


They haven't.

"Richard Riley" wrote in message
...

Uhh, yeah, they do. They're the ones that are flying without a
ticket, without going through security, that aren't on the manifest,
that aren't included in the final head count, that don't have to
buckle their seatbelts on takeoff and landing, that have sat-enabled
com that they can use during flight? Not to mention the pistols that
might get accidentally seen and cause the FAs to panic if they didn't
know it was one of the good guys?


Why wouldn't a marshal be included in the head count, or be on the manifest,
even if under an alias, or wear a seatbelt , etc.? Why would the need
"sat-enabled com that they can use during flight?"

"Andrew Gideon" wrote in message
online.com...

http://www.washingtonpost.com/wp-dyn...-2004Jan1.html
http://www.theage.com.au/articles/20...908945226.html

Note that this fellow was supposedly on duty at the time. Also note that
this took under a minute to research (a search on news.google.com for "tsa
drunk").


The Age cite states, "It was not clear whether Brady was supposed to have
been on duty when he was arrested by a Metropolitan Washington Airports
Authority police officer."

"Jack Davis" wrote in message
...

Your understanding is incorrect. The entire crew knows who and where
the FAMs are


Seems counterproductive to me.

"Jack Davis" wrote in message
...

It should tell you that as a crew member for a major airline I am
qualified to answer the question regarding the crew's knowledge of
FAMs riding aboard our aircraft.


But how does "Jack Davis B-737" indicate that you're a crew member for a
major airline?

"Steven P. McNicoll" wrote
But what about the emergency exits?

At cruise altitude with normal pressurization (8-9 psi), there
would be 2-3 tons of force holding the average emergency exit
in place.

Bob Moore

"Robert Moore" wrote in message
. 7...

At cruise altitude with normal pressurization (8-9 psi), there
would be 2-3 tons of force holding the average emergency exit
in place.


Is there a procedure for a mishap that leaves the cabin at a higher pressure
than the outside atmosphere?

"Steven P. McNicoll" wrote
Is there a procedure for a mishap that leaves the cabin at a higher
pressure than the outside atmosphere?

Well...the flightcrew can switch from automatic to manual on the
pressurization controller and then manually open the outflow valves
.....very slowly.

Bob Moore

"Steven P. McNicoll" wrote in message
hlink.net...



Do the sky marshals guard every emergency exit? What would happen if a
terrorist opened and emergency hatch at 36,000 ft? Can they be opened at
all
when the plane is at altitude?


Well, if they can be opened at altitude, the terrorist would be the first to
depart. So what would his purpose be in opening one?

You don't think the 9/11 hijackers weren't willing to die for the cause?

On Wed, 07 Jan 2004 20:39:46 GMT, "Steven P. McNicoll"
wrote:

But how does "Jack Davis B-737" indicate that you're a crew member for a
major airline?

How many different types of corporate entities operate 737s? I would
think it would be obvious that the chances are pretty good (although
not 100%, admittedly) that a 737 pilot would work for an airline and
would know the answer to the original post in question.

-J

Jack Davis
B-737


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