8 Passengers Quotes

No matter how old you are now. You are never too young or too old for success or going after what you want. Here’s a short list of people who accomplished great things at different ages 1) Helen Keller, at the age of 19 months, became deaf and blind. But that didn’t stop her. She was the first deaf and blind person to earn a Bachelor of Arts degree. 2) Mozart was already competent on keyboard and violin; he composed from the age of 5. 3) Shirley Temple was 6 when she became a movie star on “Bright Eyes.” 4) Anne Frank was 12 when she wrote the diary of Anne Frank. 5) Magnus Carlsen became a chess Grandmaster at the age of 13. 6) Nadia Comăneci was a gymnast from Romania that scored seven perfect 10.0 and won three gold medals at the Olympics at age 14. 7) Tenzin Gyatso was formally recognized as the 14th Dalai Lama in November 1950, at the age of 15. 8) Pele, a soccer superstar, was 17 years old when he won the world cup in 1958 with Brazil. 9) Elvis was a superstar by age 19. 10) John Lennon was 20 years and Paul Mcartney was 18 when the Beatles had their first concert in 1961. 11) Jesse Owens was 22 when he won 4 gold medals in Berlin 1936. 12) Beethoven was a piano virtuoso by age 23 13) Issac Newton wrote Philosophiæ Naturalis Principia Mathematica at age 24 14) Roger Bannister was 25 when he broke the 4 minute mile record 15) Albert Einstein was 26 when he wrote the theory of relativity 16) Lance E. Armstrong was 27 when he won the tour de France 17) Michelangelo created two of the greatest sculptures “David” and “Pieta” by age 28 18) Alexander the Great, by age 29, had created one of the largest empires of the ancient world 19) J.K. Rowling was 30 years old when she finished the first manuscript of Harry Potter 20) Amelia Earhart was 31 years old when she became the first woman to fly solo across the Atlantic Ocean 21) Oprah was 32 when she started her talk show, which has become the highest-rated program of its kind 22) Edmund Hillary was 33 when he became the first man to reach Mount Everest 23) Martin Luther King Jr. was 34 when he wrote the speech “I Have a Dream." 24) Marie Curie was 35 years old when she got nominated for a Nobel Prize in Physics 25) The Wright brothers, Orville (32) and Wilbur (36) invented and built the world's first successful airplane and making the first controlled, powered and sustained heavier-than-air human flight 26) Vincent Van Gogh was 37 when he died virtually unknown, yet his paintings today are worth millions. 27) Neil Armstrong was 38 when he became the first man to set foot on the moon. 28) Mark Twain was 40 when he wrote "The Adventures of Tom Sawyer", and 49 years old when he wrote "Adventures of Huckleberry Finn" 29) Christopher Columbus was 41 when he discovered the Americas 30) Rosa Parks was 42 when she refused to obey the bus driver’s order to give up her seat to make room for a white passenger 31) John F. Kennedy was 43 years old when he became President of the United States 32) Henry Ford Was 45 when the Ford T came out. 33) Suzanne Collins was 46 when she wrote "The Hunger Games" 34) Charles Darwin was 50 years old when his book On the Origin of Species came out. 35) Leonardo Da Vinci was 51 years old when he painted the Mona Lisa. 36) Abraham Lincoln was 52 when he became president. 37) Ray Kroc Was 53 when he bought the McDonalds Franchise and took it to unprecedented levels. 38) Dr. Seuss was 54 when he wrote "The Cat in the Hat". 40) Chesley "Sully" Sullenberger III was 57 years old when he successfully ditched US Airways Flight 1549 in the Hudson River in 2009. All of the 155 passengers aboard the aircraft survived 41) Colonel Harland Sanders was 61 when he started the KFC Franchise 42) J.R.R Tolkien was 62 when the Lord of the Ring books came out 43) Ronald Reagan was 69 when he became President of the US 44) Jack Lalane at age 70 handcuffed, shackled, towed 70 rowboats 45) Nelson Mandela was 76 when he became President

Every year, at 8:00 PM on the second Saturday of July, hundreds of people gather along a section of Los Angeles rail track to drop their pants and moon passing passenger trains.

I'm one of those passengers who arrives at the airport five or six hours early so I can throw back a few drinks and muster up the courage to board the plane. Apparently I'm not alone because I've never been in an empty airport bar. I don't care what time you get there. Even at 8:00 a.m. you have to fight your way to the bar. At that hour, everyone drinks Bloody Marys so no one can tell it's booze- at least until they fall off their chair.

The compartment built to ‘seat 8 passengers; 4 British Troops, or 6 Indian Troops’ now carried only nine.

I'm driving." Roarke's hand paused as it reached for the car door, and his brow winged up. "It's my car." "It's my deal." They studied each other a minute, crowded together at the driver's side door. "Why are you driving?" "Because." Vaguely embarrassed, she dug her hands in her pockets. "Don't smirk." "I'll try to resist. Why?" "Because," she said again, "I drive when I'm on a case, so if I drive, it'll feel like -- it'll feel official instead of criminal." "I see. Well, that makes perfect sense. You drive." She started to climb in while he circled around to the passenger side. "Are you smirking behind my back?" "Yes, of course." He sat, stretched out his legs. "Now, to make it really official, I should have a uniform. I'll go that far, but I refuse to wear those amazingly ugly cop shoes." "You're a real joker," she muttered and jerked the car into reverse, did a quick, squealing spin, and shot out of the garage. "Too bad this vehicle doesn't have a siren. But we can pretend nothing works on it, so you'll feel official." "Keep it up. Just keep it up." "Maybe I'll call you sir. Could be sexy." He smiled blandly when she glared at him. "Okay, I'm done. How do you want to play this?

The concern scientists had regarding passenger viruses was not unfounded. You may recall the disastrous SV40 monkey virus which contaminated the polio vaccines. There are scientists who claim this virus is the cause of multiple human cancers. On CDC’s website a page on vaccine safety, which was suddenly removed (archived copies exist), states that: “SV40 virus has been found in certain types of cancer in humans, but it has not been determined that SV40 causes these cancers.

Nothing's going to happen between us until you're ready for it to happen." She stared at him, stil clutching her stick in a death grip, then finally nodded and silently walked to her car. She let Toby in the backseat, then opened the passenger door and slid the tip of her stick on the floor to lean it against the console. "Jess," Ian said quietly. She turned, still not saying anything. "Just so long as you know that it is going to happen.

The Humvee came to a stop right in front of me and I tracked around to the driver’s window. Summer took up station on the passenger side, standing easy. The driver rolled his glass down. Stared out at me. “I’m looking for Major Marshall,” I said. The driver was a captain and his passenger was a captain too. They were both dressed in Nomex tank suits, with balaclavas and Kevlar helmets with built-in headphones. The passenger had sleeve pockets full of pens. He had clipboards strapped to both thighs. They were all covered with notes. Some kind of score sheets. “Marshall’s not here,” the driver said. “So where is he?” “Who’s asking?” “You can read,” I said. I was wearing last night’s BDUs. They had oak leaves on the collar and Reacher on the stencil.

Another inventor, J. B. McComber, representing the Chicago-Tower Spiral-Spring Ascension and Toboggan Transportation Company, proposed a tower with a height of 8,947 feet, nearly nine times the height of the Eiffel Tower, with a base one thousand feet in diameter sunk two thousand feet into the earth. Elevated rails would lead from the top of the tower all the way to New York, Boston, Baltimore, and other cities. Visitors ready to conclude their visit to the fair and daring enough to ride elevators to the top would then toboggan all the way back home. “As the cost of the tower and its slides is of secondary importance,” McComber noted, “I do not mention it here, but will furnish figures upon application.” A third proposal demanded even more courage from visitors. This inventor, who gave his initials as R. T. E., envisioned a tower four thousand feet tall from which he proposed to hang a two-thousand-foot cable of “best rubber.” Attached at the bottom end of this cable would be a car seating two hundred people. The car and its passengers would be shoved off a platform and fall without restraint to the end of the cable, where the car would snap back upward and continue bouncing until it came to a stop. The engineer urged that as a precaution the ground “be covered with eight feet of feather bedding.

Included in the bounty were “253 aircraft (including six- and seven-passenger airplanes, UH-60 Blackhawk and UH-1 Huey helicopters, 7,856 M-16 rifles, 181 grenade launchers, 8,131 bulletproof helmets, and 1,161 pairs of night-vision goggles.”37 A retired police chief in New Haven, Connecticut, told the New York Times, “I was offered tanks, bazookas, anything I wanted.”38

The Bible says not that everything is good, but he will work it for good -- to those who love God [Romans 8:28]. Todd didn't claim to be perfect, and neither do I, but we do fall into the category of those who love God. That means as we choose to trust God and follow his desire for our lives, he promises to work everything for good to us both now and in the future. Although I never could have imagined the awful circumstances brought about in the life of my family by the events of September 11, I know that promise from God proved true for Todd on that day. God provided Todd with what he needed -- strong teammates in his fellow passengers, a steady voice of reason in Lisa Jefferson, an opportunity to knowingly make a difference in the course of events, and, of course, after the crash of United Flight 93, the reality of heaven.

Be Still and Know Let be and be still, and know (recognize and understand) that I am God. I will be exalted among the nations! I will be exalted in the earth! PSALM 46:10 AMP September 11, 2001. A day Americans will remember forever. Terrorists took over passenger planes and ran two of them into the World Trade Center towers in New York City. Another crashed into the Pentagon in Washington, DC. Yet another plane headed to the nation’s capitol crashed into a Pennsylvania field when the passengers took out the hijackers, refusing to let them fulfill their purpose. While the whole world watched the horrible events unfold, many turned to the Word of God to find comfort in this unprecedented carnage. Psalm 46 is one of the passages promising peace in the midst of cataclysmic events. The psalmist starts the song with “God is our refuge and strength, always ready to help in times of trouble. So we will not fear when earthquakes come and the mountains crumble into the sea” (vv. 1–2 NLT). No matter what happens, God is standing ready to help. Later in the psalm, the reader is invited to “see the glorious works of the LORD” (v. 8), to watch as the Lord destroys all those who stand in opposition to Him. Then the reader sees the command: “Be still, and know that I am God.” In another version the phrase is translated, “Cease striving” (NASB). No matter what happens, God has it all under His control. There is no need for fear. Father, quiet my spirit before You today so I may know who You are.

1. First, we admire people who work hard. We dislike passengers who don’t pull their weight in the boat. 2. We admire people with first-class brains, because you cannot run a great advertising agency without brainy people. 3. We admire people who avoid politics – office politics, I mean. 4. We despise toadies who suck up to their bosses; they are generally the same people who bully their subordinates. 5. We admire the great professionals, the craftsmen who do their jobs with superlative excellence. We notice that these people always respect the professional expertise of their colleagues in other departments. 6. We admire people who hire subordinates who are good enough to succeed them. We pity people who are so insecure that they feel compelled to hire inferior specimens as their subordinates. 7. We admire people who build up and develop their subordinates, because this is the only way we can promote from within the ranks. We detest having to go outside to fill important jobs, and I look forward to the day when that will never be necessary. 8. We admire people who practice delegation. The more you delegate, the more responsibility will be loaded upon you. 9. We admire kindly people with gentle manners who treat other people as human beings – particularly the people who sell things to us. We abhor quarrelsome people. We abhor people who wage paper warfare. We abhor buck passers, and people who don’t tell the truth. 10. We admire well-organized people who keep their offices shipshape, and deliver their work on time. 11. We admire people who are good citizens in their communities – people who work for their local hospitals, their church, the PTA, the Community Chest and so on.

My sisters and I giggled at “Dance: Ten; Looks: Three” (“Tits and ass / bought myself a fancy pair / tightened up the derriere”) while our parents sat in the front of the car—my father at the wheel, my mom in the passenger seat—both distracted and nonplussed. We flipped through the Jacqueline Susann and Harold Robbins hardbacks in my grandmother’s bookshelf and watched The Exorcist on the Z Channel (the country’s first pay-cable network that premiered in LA in the mid-’70s) after our parents sternly told us not to watch it, but of course we did anyway and got properly freaked out. We saw skits about people doing cocaine on Saturday Night Live, and we were drawn to the allure of disco culture and unironic horror movies. We consumed all of this and none of it ever triggered us—we were never wounded because the darkness and the bad mood of the era was everywhere, and when pessimism was the national language, a badge of hipness and cool. Everything was a scam and everybody was corrupt and we were all being raised on a diet of grit. One could argue that this fucked us all up, or maybe, from another angle, it made us stronger. Looking back almost forty years later, it probably made each of us less of a wuss. Yes, we were sixth and seventh graders dealing with a society where no parental filters existed. Tube8.com was not within our reach, fisting videos were not available on our phones, nor were Fifty Shades of Grey or gangster rap or violent video games, and terrorism hadn’t yet reached our shores, but we were children wandering through a world made almost solely for adults. No one cared what we watched or didn’t, how we felt or what we wanted, and we hadn’t yet become enthralled by the cult of victimization. It was, by comparison to what’s now acceptable when children are coddled into helplessness, an age of innocence.

264. The longest passenger rail service currently running directly between two cities runs from Moscow, Russia to Pyongyang, North Korea, a distance of 6,380 mi (10,267 km). The trip takes 206 hours (8.5 days). 265. There is a popular myth that bats always turn left when exiting a cave but this is not true. In fact, some bats can fly in any direction, and some bats don’t live in caves. 266. The Assyrian New Year is celebrated on the 1st of April. However, this day is better known as April Fools’ Day. 267. A person who looked very like you or even exactly like you once lived or will live on the planet. There’s even a small chance this person lives today and that you will meet one day.

Nizar claims, complicit officials are paid up to 100,000 Egyptian pounds (about £8,900) a trip. By agreement with the smugglers, police arrive after most of the migrants have managed to leave the beach. At that point, the remaining passengers are arrested and taken for a few days’ detention in police cells, to maintain the pretence that Egypt is playing its part in ending the smuggling trade. ‘It’s normal that if I want to smuggle three hundred [migrants],’ says Nizar, ‘the authorities will take fifty and let two hundred and fifty go, to show the Italians that they are doing some work.

Almost I'm ediately after the federal dollars began to f,ow, law enfkrce,ent agencies across the country began to compete for funding, equipmemt, and trainging. . . . Included in the bounty were "253 aircraft (including six- and seven-passenger planes, UH-80 blackhawk and UH-1 Hey helicopters, 7,856 M-16 rifles, 181 grenade launchers 8,13+ bulttetproof helmets and 1,161 pairs of night-vision gogflsz.

Frequently the CIA was blamed, and perhaps justifiably so, for what partisan individuals did as part of the anti-Castro movement. The bombing of Cuban Airlines Flight 455 is certainly an example of this. On October 6, 1976, a Cuban DC-8-40 was brought down by two bombs made using C-4 military-type explosives with a preset timer. The flight was just leaving Barbados for Jamaica. All 73 passengers, which included 24 members of the Cuban fencing team, plus the 5 crew members on the aircraft, were killed.

Studies show that enthusiastic people get better breaks. They’re promoted more often, have higher incomes, and live happier lives. That’s not a coincidence. The word enthusiasm comes from the Greek word entheos. Theos is a term for “God.” When you’re enthusiastic, you are full of God. When you get up in the morning excited about life, recognizing that each day is a gift, you are motivated to pursue your goals. You will have a favor and blessing that will cause you to succeed. The eight undeniable quality of a winner is that they stay passionate throughout their lives. Too many people have lost their enthusiasm. At one time they were excited about their futures and passionate about their dreams, but along the way they hit some setbacks. They didn’t get the promotions they wanted, maybe a relationship didn’t work out, or they had health issues. Something took the wind out of their sails. They’re just going through the motions of life; getting up, going to work, and coming home. God didn’t breathe His life into us so we would drag through the day. He didn’t create us in His image, crown us with His favor, and equip us with His power so that we would have no enthusiasm. You may have had some setbacks. The wind may have been taken out of your sails, but this is a new day. God is breathing new life into you. If you shake off the blahs and get your passion back, then the winds will start blowing once again--not against you, but for you. When you get in agreement with God, He will cause things to shift in your favor. On January 15, 2009, Capt. Chelsey “Sully” Sullenberger successfully landed a jet airplane in the Hudson River after the plane’s engines were disabled by multiple bird strikes. Despite the dangers of a massive passenger plane landing in icy waters, all 155 passengers and crew members survived. It’s known as the “Miracle on the Hudson.” Just after the successful emergency landing and rescue, a reporter asked a middle-aged male passenger what he thought about surviving that frightening event. Although he was shaken up, cold and wet, the passenger had a glow on his face, and excitement in his voice when he replied: “I was alive before, but now I’m really alive.” After facing a life-and-death situation, the survivor found that his perspective had changed. He recognized each moment as a gift and decided that instead of just living, he would start really living.

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As Karen returned from the restroom, the gate agent explained the order of boarding: People with disabilities or in wheelchairs, people over the age of 100, people who act like they’re over the age of 100, families with children (children are two-year olds and younger, not fifteen-year olds), in-uniform military personnel, first class, business class, platinum frequent flyer members, gold members, silver members, bronze members, associate members, people who just applied for the airline’s credit card five minutes ago, group 1, groups 2 through 10 in that order, and finally, anyone too clueless to figure out how to get into one of the groups already called. We had “group 8” boarding passes. We felt smug as we pushed our way past the five remaining passengers who were lower on the boarding list than us. I don’t like being trapped in a small place, such as an airplane, with a large cross-section of humanity. I think airlines should announce before every flight, “Listen up people. We’re all sealed in here together for the next four hours, so try not to be annoying until the flight is over. Once you exit the plane, then you can whistle, hum, fart, snore, talk baby talk, take your shoes off and put on as much bad perfume as you want.” I think this would make air travel more bearable. We arrived in El Paso with enough time to pick up the rental car, have dinner (at Carlos and Mickey’s) and buy groceries for the week: peanut butter, jelly, bread, water, blue corn chips, peppermint patties, animal crackers and beer.

On December 3, 1934, the grand jury handed out indictments. Accused of willful negligence were Acting Captain William Warms, Chief Engineer Eban Abbott, and Ward Line vice-president Henry E. Cabaud. In the preamble to the charges against Warms, the indictment declared: “Members of the crew were without discipline and did not know what to do, and the passengers were left to help themselves; the passengers in large numbers were pushed into the water or jumped in the water or perished in the fire.” Warms was accused specifically of failing to observe the law in ten matters: 1. To divide the sailors in equal watches. 2. To keep himself advised of the extent of the fire. 3. To maneuver, slow down, or stop the vessel. 4. To have the passengers aroused. 5. To provide the passengers with life preservers. 6. To take steps for the protection of lives. 7. To organize the crew to fight the fire properly. 8. To send distress signals promptly. 9. To see that the passengers were put in lifeboats and that the lifeboats were lowered. 10. To control and direct the crew in the lifeboats after the lifeboats had been lowered.

But traveling faster than light would require infinite energy; it is possible on paper, not in practice. More recently, physicists have theorized other ways that physical travel into the past could be achieved, but they are still exotic and expensive. A technological civilization thousands or more years in advance of our own, one able to harness the energy of its whole galaxy, could create a wormhole linking different points in the fabric of spacetime and send a spaceship through it.8 It is an idea explored widely in science fiction and depicted vividly in Christopher Nolan’s 2014 film Interstellar. But all this is academic for our purposes. For Gleick, what we are really talking about with time travel is a thought experiment about the experiencer—the passenger—in a novel, disjointed relationship to the external world. We can readily perform feats of “mental time travel,” or at least simulate such feats, as well as experience a dissociation between our internal subjective sense of time and the flux of things around us and even our own bodies.9 According to Gleick, part of what suddenly facilitated four-dimensional thinking in both popular writing and the sciences was the changing experience of time in an accelerating society. The Victorian age, with its steam engines and bewildering pace of urban living, increased these experiences of dissociation, and they have only intensified since then. Time travel, Gleick argues, is basically just a metaphor for modernity, and a nifty premise upon which to base literary and cinematic fantasies that repair modernity’s traumas. It also shines a light on how confused we all are about time. The most commonly voiced objection to time travel—and with it, precognition—is that any interaction between the future and past would change the past, and thus create a different future. The familiar term is the grandfather paradox: You can’t go back in time and kill your grandfather because then you wouldn’t have been born to go back in time and kill your grandfather (leaving aside for the moment the assumed inevitability of wanting to kill your grandfather, which is an odd assumption). The technical term for meddling in the past this way is “bilking,” on the analogy of failing to pay a promised debt.10 Whatever you call it, it is the kind of thing that, in Star Trek, would make the Enterprise’s computer start to stutter and smoke and go haywire—the same reaction, in fact, that greets scientific claims of precognition. (As Dean Radin puts it, laboratory precognition results like those cited in the past two chapters “cause faces to turn red and sputtering noises to be issued from upset lips.”11) Information somehow sent backward in time from an event cannot lead to a future that no longer includes that event—and we naturally intuit that it would be very hard not to have such an effect if we meddled in the timeline. Our very presence in the past would change things.

of the tiny aircraft and helped the third passenger aboard, his girlfriend Sandra, 30. The plane taxied and sped down the runway. As it rose into the blue California sun, Norman felt a surge of excitement. But as they banked east over Venice Beach, it was clear there was a storm ahead. In front of them a thick blanket of grey cloud was smothering the San Bernardino Mountains. Only the very tips of their 3,000 m (10,000 ft) peaks showed above the gloom. Norman Senior asked the pilot if it was okay to fly in that weather. The pilot reassured them: it was just a thirty-minute hop. They’d stay low and pop through the mountains to Big Bear before they knew it. Norman wondered if he’d be able to see the slope he’d won the championship on when they wheeled round Mount Baldy. His dad nodded and sat back to read the paper and whistle a Willie Nelson tune. Up front, Norman was savouring every moment. He stretched up to see over the plane’s dashboard and listened to the air traffic chatter on his headphones. As the foothills rose below them, he heard Burbank control pass their plane on to Pomona Control. The pilot told Pomona he wanted to stay below 2,300 m (7,500 ft) because of low freezing levels. Then a private plane radioed a warning against flying into the Big Bear area without decent instruments. Suddenly, the sun went out. The greyness was all around them, as thick as soup. They had pierced the storm. The plane shook and lurched. A tree seemed to flit by in the mist, its spiky fingers lunging at the window. But that couldn’t be, not up here. Then there really was a branch outside and with a sickening yawn, time slowed down and the horror unfurled. Norman instinctively curled into a ball. A wing clipped into a tree, tumbling the plane round, up, down, over and round. The spinning only stopped when they slammed into the rugged north face of Ontario Peak. The plane was instantly smashed into debris and the passengers hurled across an icy gully. And there they lay, sprawled amid the wreckage, 75 m (250 ft) from the top of the 2,650 m (8,693 ft) high mountain and perched on a 45-degree ice slope in the heartless storm.

My point is this: most of us are bad passengers who treat the Lord as though He were a bad driver. The Bible makes clear that God is in the driver’s seat. This is what predestination is all about (Rom. 8:28–39). There is no question about God’s perfection nor about His ability. We are the question mark. Do we act as though some fool, or some careless person, is in the driver’s seat of the universe? Are we bad passengers who are trying to second-guess God, put on the brakes for Him, and to correct His every step? Are our prayers really insults? Do we pray as though God has to be corrected, or nagged into doing the right thing? Or do we pray with confidence to the perfect Lord, knowing that He delights in our trust and welcomes our trusting prayer?

There is only one unsolved case of hijacking in US aviation history - that of DB Cooper. A man, actually going by the name of Dan Cooper (it was later reported incorrectly by the media) bought a one-way ticket for flight 305 between Portland International Airport and Seattle, Washington. Shortly after take-off, Cooper whispered to an air stewardess to take a note from him, and that he had a bomb. The note requested she sit next to him and that he was hijacking the place. She did as told, and with some trepidation asked to see the bomb. Cooper opened up his briefcase enough the stewardess to see eight red cylinders in two rows. He gave her his demands - $200,000, four parachutes (two main and two reserve) and a fuel truck standing by in Seattle to refuel the aircraft as soon as it landed. This was communicated to the pilot, who in turn made the authorities aware of the situation. When the plane landed in Seattle, Cooper let all of the passengers go in exchange for the money, which the FBI had quickly assembled from nearby banks. As the plane was being refuelled, Cooper discussed his intended flight plan with the cockpit crew; he made a number of requests about altitude, direction, and even the position of the aircraft’s wing flaps. He also requested that the aircraft take off with the rear staircase deployed, however the captain refused - yet Cooper said he would lower it himself once they were airborne. Eventually, the aircraft took off, Cooper politely asked the remaining flight steward to join the crew in the cockpit and close the door. He did so, and at around 8pm the pilot saw the warning sign that the rear stairs had been lowered, and he and the rest of the crew felt a change in air pressure, indicating that the rear door had been opened. Dan Cooper - or whoever he was - had parachuted out with the money. He has never been found, and no additional information about the case have ever since come to light!

The man who’d been on the passenger side wore his hair in a ponytail and looked liked that hip, middle-school art teacher who always smelled like a bong. Myron ran through his options. He did this in tenths of a second. That was how it worked. When you’re in danger, time either slows down or the mind races. Hard to say which. Myron

Pentagon.Across the Potomac River, the United States Congress was back in session. At the other end of Pennsylvania Avenue, people began to line up for a White House tour. In Sarasota, Florida, President George W. Bush went for an early morning run. For those heading to an airport, weather conditions could not have been better for a safe and pleasant journey.Among the travelers were Mohamed Atta and Abdul Aziz al Omari, who arrived at the airport in Portland, Maine. 1.1 INSIDE THE FOUR FLIGHTS Boarding the Flights Boston:American 11 and United 175. Atta and Omari boarded a 6:00 A.M. flight from Portland to Boston’s Logan International Airport.1 When he checked in for his flight to Boston,Atta was selected by a computerized prescreening system known as CAPPS (Computer Assisted Passenger Prescreening System), created to identify passengers who should be subject to special security measures. Under security rules in place at the time, the only consequence of Atta’s selection by CAPPS was that his checked bags were held off the plane until it was confirmed that he had boarded the aircraft. This did not hinder Atta’s plans.2 Atta and Omari arrived in Boston at 6:45. Seven minutes later,Atta apparently took a call from Marwan al Shehhi, a longtime colleague who was at another terminal at Logan Airport.They spoke for three minutes.3 It would be their final conversation. 1 2 THE 9/11 COMMISSION REPORT Between 6:45 and 7:40,Atta and Omari, along with Satam al Suqami,Wail al Shehri, and Waleed al Shehri, checked in and boarded American Airlines Flight 11, bound for Los Angeles.The flight was scheduled to depart at 7:45.4 In another Logan terminal, Shehhi, joined by Fayez Banihammad, Mohand al Shehri, Ahmed al Ghamdi, and Hamza al Ghamdi, checked in for United Airlines Flight 175,also bound for Los Angeles.A couple of Shehhi’s colleagues were obviously unused to travel;according to the United ticket agent,they had trouble understanding the standard security questions, and she had to go over them slowly until they gave the routine, reassuring answers.5 Their flight was scheduled to depart at 8:00. The security checkpoints through which passengers, including Atta and his colleagues, gained access to the American 11 gate were operated by Globe Security under a contract with American Airlines. In a different terminal, the single checkpoint through which passengers for United 175 passed was controlled by United Airlines, which had contracted with Huntleigh USA to perform the screening.6 In passing through these checkpoints,each of the hijackers would have been screened by a walk-through metal detector calibrated to detect items with at least the metal content of a .22-caliber handgun.Anyone who might have set off that detector would have been screened with a hand wand—a procedure requiring the screener to identify

When Boeing prepared to launch the design of the 727 passenger plane in the 1960s, its managers set a goal that was deliberately concrete: The 727 must seat 131 passengers,8 fly nonstop from Miami to New York City, and land on Runway 4-22 at La Guardia. (The 4-22 runway was chosen for its length—less than a mile, which was much too short for any of the existing passenger jets.) With a goal this concrete, Boeing effectively coordinated the actions of thousands of experts in various aspects of engineering or manufacturing. Imagine how much harder it would have been to build a 727 whose goal was to be “the best passenger plane in the world.

Last year’s Boeing contract in Washington State saw members of the International Association of Machinists vote down a contract that would transfer their pensions to a 401k plan and increase their healthcare costs with minimal raises over eight years. “Because of the massive takeaways,” Local 751 President Thomas Wroblewski told his members, “the union is adamantly recommending members reject this offer.” After the members voted down the contract by 67 percent, Washington State found $8.5 billion in tax breaks for the company and International President Thomas Buffenbarger stepped in to carry this corporate sweetheart deal through the last mile. With Boeing threatening to move the assembly of the new 777X passenger jet to another state, the International demanded a re-vote and the intimidated membership agreed to the same deal they previously rejected. The collusion of a multinational corporation and the state in transferring billions of dollars of wealth from working-class people into the hands of the rich could hardly have been possible in this case without the assistance of the International leadership. Boeing workers got to keep their jobs—but the fight that they may have been prepared to have with their employer was swiftly shut down.

Norm hadn’t had to swerve and skid to avoid hitting it he might not have noticed that sitting in the driver’s seat was none other than Mikey’s mum. And that sitting next to Mikey’s mum in the passenger seat was none other than some completely random bloke who Norm had never clapped eyes on before in his life. Of course it was all ifs and buts. Because Norm wasn’t completely focused on riding his bike. He did have to swerve and skid to avoid hitting the car. And he did notice that Mikey’s mum was sitting in the driver’s seat. Except luckily, the car was actually parked at the side of the road at the time. So it could have been a lot worse, thought Norm, as he regained his composure and carried on down the road towards Mikey’s house as if nothing had happened.

Behold, this is the joy of his way, and out of the earth shall others grow. —Job 8:19 (KJV) I often tell people that sometimes life is like Roller Derby: We may be skating along at the back of the pack, until God grabs our hands and whips us to the front to score. But sitting on a plane departing Atlanta for Kansas City, I was discouraged. I had been hard at work on a project that I thought would take six months to complete. Six months stretched to two years and then five. The more I worked, the further behind I was. The flight attendant interrupted my thoughts: “We will be taking off as soon as our last few passengers arrive.” When a young woman slid into the seat beside me, I glanced at her and the other interesting-looking last-minute boarders. Two words popped into my brain: Roller Derby! “Hi,” I said to my seatmate. “Are you all some sort of team?” She nodded. “We play for the Kansas City Roller Warriors.” I giggled as I recalled Roller Derby matches I’d watched on TV as a child. I rejoiced thinking that I sat in the presence of roller-skating angels, living reenactors of the metaphor I used to encourage others. I chuckled. Life is like Roller Derby. I am never so behind that God cannot reach down His mighty hand and whip me forward. God, thank You for making me smile. When I feel frustrated or too far behind, help me to remember Your Roller Derby angels. —Sharon Foster Digging Deeper: Prv 17:22; Phil 4:4

dramatically, but helium gas was 10 times as expensive. Under these conditions, Dr. Eckener, a pilot whose primary concern was safety and as Director of a Company attempting to make a profit, he was forced to make a difficult decision. His discussions with American businessmen and political officials had not resulted in the helium gas he so badly wanted. On the other hand he realized, an airship without lifting gas could not fly. His own company officials believed hydrogen to be safe and they did not share the American concern nor that of Eckener. During many of the flights in 1936, U.S. Naval officials were onboard the LZ-129, to study German operating methods of using hydrogen gas. Their resulting reports concluded that hydrogen properly used, was safe and should be considered used in any new or future American airships. The building of a dream The LZ-129 was a typical design for a Zeppelin airship, only it’s size was so remarkable. The structure was primarily built of triangular girders made of Duralumin, the interior was divided by a wire braced main frame, into 16 bays, in which each held a gas cell.2 Duralumin was an alloy of aluminum and copper with traces of magnesium, manganese, iron and silicon. It had been discovered by Dr. Alfred Wilm and his assistant Ing. Jablonsky, in September 1906. Late one Saturday evening, Jablonsky had completed testing numerous pieces and was ready to go home, when Dr. Wilm entered the lab, with just one more test. To everyone’s astonishment, the test piece was harder, with only ½% more Magnesium having been added. The last train for Berlin had departed and the two men worked the through the weekend, to perfect their Duralumin. Although Dr. Wilm wanted to obtain a patent on this new metal, that so many industries so badly required, he failed to take action. By not obtaining a patent, he gave German industry the opportunity to copy. Count von Zeppelin was amongst the first to realize the value of this new material. Dr. Alfred Wilm did not achieve the wealth he so rightfully desired and passed away on a small farm in the Riesengebirge, on August 6, 1937. Dr. Wilm placed an important mark on not only Zeppelin history, but in the design of countless airplanes ever since.3 The first Zeppelin airships had been constructed of simple aluminum, which is considerably weaker, so that strength was a major problem. It was not until LZ-26, which was the only Zeppelin assembled in Frankfurt-Rebstock, that Duralumin was practically used. Designed as a passenger airship, production of it’s parts had begun, when World War One started. Suddenly, this airship was no longer needed for civilian purposes and would fulfill military requirements only marginally. In order to provide space in the Friedrichshafen Zeppelin Sheds, for newer and larger designs; the completed girders and materials were transported to Frankfurt for assembly. The ship, approx. only 1/8 the

Construction of the SS Morro Castle was begun by the Newport News Shipbuilding and Dry Dock Company in January of 1929 for the New York and Cuba Mail Steam Ship Company, better known as the Ward Line. The ship was launched in March of 1930, followed in May by the construction of her sister ship the SS Oriente. Both ships were 508 feet long and had a breath of almost 80 feet and weighed in at 11,520 gross tons (GRT). The ships were driven by General Electric turbo generators, which supplied the necessary electrical current to two propulsion motors. Having twin screws both ships could maintain a cruising speed of 20 knots. State of the art, each ship was elegantly fitted out to accommodate 489 passengers and had a complement of 240 officers and crew. It is estimated that the ships cost approximately $5 million each, of which 75% was given to the company as a low cost government loan to be repaid over twenty years. The SS Morro Castle was named for the fortress that guards the entrance to Havana Bay. On the evening of September 5, 1934 Captain Robert Willmott had his dinner delivered to his quarters. Shortly thereafter, he complained of stomach trouble and shortly after that, died of an apparent heart attack. With this twist of fate the command of the ship went to the Chief Mate, William Warms. During the overnight hours, with winds increasing to over 30 miles per hour, the ship continued along the Atlantic coast towards New York harbor. Early on September 8, 1934 the ship had what started as a minor fire in a storage locker. With the increasing winds, the fire quickly intensified causing the ship to burn down to the waterline, killing a total of 137 passengers and crew members. Many passengers died when they jumped into the water with the cork life preservers breaking their necks and killing them instantly on impact. Only half of the ships 12 lifeboats were launched and then losing power the ship drifted, with heavy onshore winds and a raging sea the hapless ship ground ashore near Asbury Park. Hard aground she remained there for several months as a morbid tourist attraction. On March 14, 1935 the ship was towed to Gravesend Bay, New York and then to Baltimore, MD, where she was scrapped. The Chief Mate Robert Warms and Chief Engineer Eban Abbott as well as the Ward Line vice-president Henry Cabaud were eventually indicted on various charges, including willful negligence. All three were convicted and sent to jail, however later an appeals court later overturned the ship’s officers convictions and instead placed much of the blame on the dead Captain Willmott. Go figure….

Children under 8 years of age and weighing less than 80 pounds require appropriate restraints. Children under 5 years of age and weighing less than 40 pounds must be secured in the rear seat if there is an active passenger-side airbag.

was 8 years old when Congress approved this mail contract to Mr. Butterfield and his associates. Congress agreed to pay $600,000—by jingo, that be a right smart of money—and Mr. Butterfield had a lot of work to do. Stagecoaches carrying mail, and some passengers, would leave twice a week from Missouri and California, and those stagecoaches had to get there in 25 days or less. That’s 2,800 miles, meaning the stages would be running day and night.

As 1:00 a.m. approached, Second Officer Lightoller was feeling frustrated. None of the lifeboats on the port side had yet been launched, despite his best efforts. He had managed to get Lifeboat 4 swung out and lowered half an hour ago, even though Chief Officer Wilde had twice told him to wait. Both times Lightoller had jumped rank and gone directly to Captain Smith to get the go-ahead to proceed. The captain had also suggested that Lifeboat 4 be lowered to A deck since he thought it would be easier for the passengers to board from there. But a crewman had just shouted up that the A-deck windows were locked. (Smith may have forgotten that, unlike the Olympic, the Titanic had a glassed-in forward promenade.) Lightoller sent someone to unlock the windows and to recall the passengers who had been sent down there. Meanwhile, he moved aft to prepare Lifeboats 6 and 8, ordering that the masts and sails be lifted out of them. Just then the roaring steam was silenced and Lightoller was slightly startled by the sound of his own voice. Arthur Peuchen overheard the order and, ever handy around boats, jumped in to help cut the lashings and lift the masts out onto the deck. After that the call went out for women and children to come forward. The “women and children only” order would be more strictly enforced here than on the starboard side where men were being allowed into boats. When a crowd of grimy stokers and firemen suddenly appeared carrying their dunnage bags, Chief Officer Wilde was spurred into action. “Down below, you men! Every one of you, down below!” he bellowed in a stern, Liverpool-accented voice. Major Peuchen was very impressed with Wilde’s commanding manner as he drove the men right off the deck, and thought it “a splendid act.” Helen Candee, however, felt sympathy for the stokers whom she later described as a band of unknown heroes who had accepted their fate without protest. She was waiting by Lifeboat 6 with Hugh Woolner, who had been by her side ever since he had gone down to her cabin from the smoking room after the collision. “The Two” had then walked together on the boat deck, amid the roar of venting steam, and had noticed that the ship was listing to starboard. They went into the lounge to escape the cold and the noise, and there a young man came over to them with something in his hand. “Have some iceberg!” he said with a smile as he dropped a piece of ice into Helen’s palm. The ice soon chilled Helen’s fingers, so Woolner dashed it from her and rubbed her hand and then kept it clasped in his.

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Friday, 2.] The Talbot arrived there. She had lost fourteen passengers. My son, Henry Winthrop, was drowned at Salem.[55] Saturday, 3.] The Hopewell and William and Francis arrived. Monday, 5.] The Trial arrived at Charlton, and the Charles at Salem. Tuesday, 6.] The Success arrived. She had [blank] goats and lost [blank] of them, and many of her passengers were near starved, etc. Wednesday, 7.] The Lion went back to Salem. Thursday, 8.] We kept a day of thanksgiving in all the plantations.

It’s possible that Brailey and Taylor could have continued playing on other instruments once they moved away from the upright piano at the top of the staircase. We know, for example, that Hume had two violins with him and that Brailey was a multi-instrumentalist. The fact that the musicians played for the passengers as the lifeboats were lowered can’t seriously be questioned. There were a handful of survivors who claimed not to have heard them, but the evidence for the music is far too substantial to ignore.

Even if Smith had made this demand, however, the band was under no obligation to obey him. As had been made very clear from the outset, they were not employees of White Star, they had not signed the ship’s articles, and they had the same rights as any other passenger to expect their safety to be a prime consideration of the crew.

While the attention of the world was on the glamour and high living of the top decks, the musicians, along with stewards, nurses, clerks, cooks, waiters, and other second-and third-class passengers were down below, not far from the casings of the ship’s engines, in what the crew jokingly referred to as “the glory hole.” They would have perhaps been on board by 10:00 or 10:30 a.m., preparing for the arrival of the first-class passengers who were traditionally played on to the ship and offered a glass of champagne from a silver tray.

Whether or not they had traveled down to Southampton on the boat train that arrived early in the morning of April 10, the musicians would have joined the crowd of second-and third-class passengers streaming toward berths 43/44 of the White Star’s dock, where the majestic Titanic lay with its bow pointed at the Solent. They would have boarded by the second-class entrance on C Deck, toward the back of the ship, and taken the elevator or staircase two flights down to E Deck, where there was a designated musicians’ room on the starboard side with three sets of bunk beds, drawers, a wardrobe, a basin, and a separate cabin in which to store their instruments. A second room, again for 5 musicians was on the port side, squeezed between a room for washing potatoes, and accomodation for its workers. It’s likely that the ‘saloon orchestra’ took the better cabin.1

By 12:15 a.m. the musicians had set up on the Promenade Deck and played for around twenty-five minutes in the entrance as the passengers awaited instructions. Jack Thayer, only seventeen at the time, recalled them playing there as crowds milled around. Then they moved upstairs to the Boat Deck level of the grand staircase, where there was a piano, before eventually moving out onto the Boat Deck itself. This fits with Lawrence Beesley’s account of seeing a cellist walking down the deck at 12:40 a.m.

Why the band came to be playing in these circumstances is a question that will never be satisfactorily answered. Pierre Maréchal, the French aviator, informed the chairman of the Amalgamated Musicians’ Union that they’d been told to do it. He was sure that instructions had come down from Captain Smith, possibly via Purser McElroy, saying that they should play in order to prevent panic. The sound of bright music would have suggested that even if all was not well, at least all was under control. He reasoned that in the captain’s mind, the eventual deaths of eight men were a reasonable sacrifice for the saving of hundreds of passengers.

Despite the awfulness of what was happening, the backdrop was a scene of beauty: a clear sky, a bright moon, clearly visible stars, flat undisturbed water, and an immense liner blazing with pinholes of light. The music would have carried farther than usual because for most of the time there were no competing sounds from engines or waves. Passengers who left from both port and starboard told similar stories of being able to hear the band as they were quickly rowed away to avoid the inevitable drag of the suction. Emily Rugg claimed she could hear the band from a mile away.

In November 1912, shortly before his death, Gracie gave a talk at the University Club in Washington DC in which he went further, saying that if they had dared play that hymn they would have been forcibly restrained by the men on board who were trying to calm the women. “If the band had played that familiar hymn, panic would have resulted. Fixing the minds of the passengers on the possibility of their being nearer to God, and I say it seriously, would have been the last thing they wanted.

It can be difficult for contemporary commentators to appreciate the place that hymns occupied in the lives of typical Edwardians. They were not indicators of doom and gloom but of hope and joy. They were also a register of commonly held assumptions about the most important issues in life. The difference between the early twentieth century and the early twenty-first century can be illustrated by Elizabeth Nye’s reminiscence: “On Sunday the 14th it became very cold. We couldn’t stay out on deck so we all came together in the dining room for a hymn sing.” It’s hard to imagine passengers on a twenty-first-century cruise liner opting for such an alternative.

Ice fields were an ever-present threat to transatlantic ships at this time of year and after only two days at sea the Titanic had begun to receive warnings from eastbound ships. On April 14 alone, it had heard from the Caronia, Noordam, Baltic, Amerika, Californian, and Mesaba. One message wasn’t passed to the bridge, one was passed on but ended up in J. Bruce Ismay’s pocket, and yet another was ignored as the Titanic’s wireless operators struggled with the volume of messages needing to be sent on behalf of passengers. When the iceberg that would do the damage was first spotted, it was only around five hundred yards away. The engines were consequently cut and the ship turned toward port by the helmsman, but there wasn’t enough time to sufficiently navigate so large a vessel and therefore, although the bow avoided the ice, the starboard side rubbed along it in what at the time seemed like a glancing blow.

Passenger ships continued crossing the Atlantic during the early part of the war in the belief that they were of no strategic value to the enemy. That view changed on May 7, 1915, when a German U-boat sank the Lusitania off the Irish coast, with the loss of 1,198 lives, an action that helped drag America into the war. The Arabic, the ship that had brought Wallace Hartley’s body back from Boston, was torpedoed in August 1915. The great liners were repainted in dull grays or with dazzle camouflage and put to military use. The Olympic became a troop ship, as did the Megantic. The Mauretania at first carried troops during the campaign in Gallipoli, and then became a floating hospital. The Oruba was scuttled in Greece to create a breakwater, the Carmania became an Armed Merchant Cruiser fitted with eight 4.7-inch guns, and a U-boat sank the Carpathia off the east coast of Ireland in July 1918.

By now there was no lack of people willing to leave the Titanic, but a new problem arose. The officers in charge of launching the boats were afraid to put too many passengers in them for fear they might buckle and pitch everyone into the sea. Actually, there was no danger of this. Harland & Wolff had designed all the boats on the Olympic and Titanic to be lowered with their full complement of people. In a test on May 9, 1911, the shipyard even loaded one of the Olympic’s boats with weights corresponding to 65 persons, then raised and lowered it six times without any sign of strain. Neither Captain Smith nor his officers seem to have been aware of the test. Harland & Wolff never told them that the boats could be lowered fully loaded; the builders simply assumed they knew this as “a matter of general knowledge.” If they ever knew, nobody remembered it that night. Boat 6 rowed off with a maximum of 28 people; Boat 8 with 39; Boat 2 with 26. Acting on his own, Lightoller decided he might get more people into the boats by utilizing the portside lower deck gangway. He sent six seamen down to open the doors, and ordered the boats, once afloat, to row down to the opening and receive additional passengers. It didn’t work. The doors were never opened; the men sent down were never seen again. They were probably trapped by some sudden inflow of water before they could get the job done.

Mathematically: moment = weight 180 lb × arm 85 in. = 15,300 lb-in, or 153 mom/100. Nontabulated Weights For nontabulated weights, it will be necessary to interpolate when using the tabular data. For example, find the mom/100 for a passenger weighing 177 pounds in the rear seat. There are several ways of interpolating, as follows: for a difference of 10 pounds between 170 pounds and 180 pounds, there is a mom/100 difference of 12. A moment/100 difference of 12 for 10 pounds = 1.2 per pound—therefore, for 7 pounds = 7 × 1.2 = 8.4 mom/100, plus the 206 gives 214 mom/100; or for a difference of 7 pounds between 170 pounds and 177 pounds, there will be a mom/100 difference of 7/10 of 12 = 8.4 (say 8), and for a weight of 177 pounds, the mom/100 = 206 + 8 = 214. Note. For nontabulated weights, or for weights outside the table, it is easier to use the mathematical method to find the moment index. Weight-Shift Calculations If, after calculating the weight and balance, you find that the CG is outside the limits of the CG range, it will be necessary to shift some weight to bring the CG position back within limits. Note. The tabulated method shown here does not require the use of a formula. Some instructors prefer to use a formula for weight-shift and weight-change problems. We discuss the formula method at the end of this chapter in the section for commercial pilots. Example 11-5 You have calculated the total weight to be 4,000 pounds with the CG located at 100 inches aft of datum. What is the new CG position if you shift 50 pounds of baggage from the rear baggage area at station 200 to the forward baggage area at station 50?

The difference between the early twentieth century and the early twenty-first century can be illustrated by Elizabeth Nye’s reminiscence: “On Sunday the 14th it became very cold. We couldn’t stay out on deck so we all came together in the dining room for a hymn sing.” It’s hard to imagine passengers on a twenty-first-century cruise liner opting for such an alternative.

in 1997 alone, the Pentagon handed over more than 1.2 million pieces of military equipment to local police departments.36 Similarly, the National Journal reported that between January 1997 and October 1999, the agency handled 3.4 million orders of Pentagon equipment from over eleven thousand domestic police agencies in all fifty states. Included in the bounty were “253 aircraft (including six- and seven-passenger airplanes, UH-60 Blackhawk and UH-1 Huey helicopters), 7,856 M-16 rifles, 181 grenade launchers, 8,131 bulletproof helmets, and 1,161 pairs of night-vision goggles.”37 A retired police chief in New Haven, Connecticut, told The New York Times, “I was offered tanks, bazookas, anything I wanted.”38

The carriage was wooden and ornately painted, without a roof. It was merely a chassis and two seats mounted on enormous wheels, although the rear seat was cushier, designed for the passengers. Mike sat in the driver’s seat, snapping the reins. “Have no fear!” he shouted. “The cavalry is here!” “Don’t stop!” Catherine yelled to him. “There’s no time for that!” “Good!” Mike yelled back. “Because I don’t know how to stop this thing!

The passenger door opened and someone else got in, holding a gun in one hand and a triple-scoop ice-cream cone in the other.

The first rail connection reached Titusville in 1862, eventually superseding the artificial-freshet mêlée. In its first fourteen months, the new Oil Creek Rail Road carried away more than 430,000 barrels of oil and delivered more than 459,000 empty barrels to the oil well sites; sixty thousand passengers traveled in and out of the region by rail during the same period.8 The ultimate improvement would be pipelines to move the oil from the wellhead to the railroad. Those came in various gauges from two to six inches, the oil flowing by gravity or pumped by steam, beginning in 1863.

Present on every street a century and a half ago, largely invisible today, the horse is a prime mover often overlooked in accounts of the history of energy. Yet Manhattan, as late as 1900, with 1.8 million people occupying an area of about twenty-three square miles, shared that narrow island with some 130,000 horses.1 Except for the mounted police and for exercise in Central Park, few in the city rode on horseback. The horses of Manhattan, as in all the urban areas of America and Europe, pulled two-wheeled cabs and four-wheeled hacks, omnibuses and streetcars, carts and wagons. Besides passengers, they delivered milk, food, laundry, beer, ice, and coal, hauled fire engines and sprinkler trucks,

Flywheel, which provides an app for users to summon taxicabs with their smartphones, will offer a flat $10 rate for all Flywheel-summoned cab rides within San Francisco from 8 p.m. Wednesday to 3 a.m. Thursday. The same price will apply in Seattle and Flywheel’s new markets of San Diego and Sacramento. “Uber can charge 30 times (normal) or whatever they hell they want to do, but we want to make sure anyone who takes a taxi pays a flat fee,” said Flywheel CEO Rakesh Mathur. (He clarified that the 30-times number was “just made up.”) That promotion will cost Flywheel a pretty penny. The startup will pay cabbies double what the metered rates would have been — so in effect, they receive surge pricing, without passengers having to pay it. While Flywheel doesn’t have the massive war chest of Uber, which has raised about $3 billion, it has a respectable $30 million in venture backing, including a recent $12 million round.