Turbulence doesn’t have to be a matter of word-of-mouth. Commercial jets have the capacity to measure and transmit it automatically—using the software Cornman developed at NCAR in the early nineties—and have it relayed to other pilots. The software is freely available to airlines, but most of them balk at the cost of sending and processing the data, and sharing it with others. “It’s not much, but it adds up,” Sharman told me. “A lot of them are saying, ‘Wait a second, we’re barely making it. We can’t afford another hundred thousand on transmission!’ While the ones that are willing to pay for it say, ‘Why should I share my data with somebody else who doesn’t?” So far, only around two thousand planes have been equipped with the software—about one in four planes in the American fleet.
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In 2002, a team of researchers from NASA, the F.A.A., and six commercial airlines ran a series of experiments in Oklahoma City, in a decommissioned Boeing 747. They wanted to see how quickly a commercial jet could be secured in case of turbulence. They recruited a group of volunteer passengers, gave them all fake boarding passes and luggage, and had three of them carry around life-size baby dolls. Some of the volunteers were told to stay in their seats and act as if they were sleeping, reading, or working on a laptop. Others were told to stand in the aisles or sit in the lavatories. A crew of experienced flight attendants, drawn from the airlines participating in the study, made their way up and down the plane, serving fake food.
The full architecture - Twilio streams audio to Deepgram Flux for turn detection, which triggers either a barge-in (cancel everything) or an agent turn (LLM → TTS → audio back to the caller).
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