Aeronautical Engineering Quotes

I’m surprised there isn’t a jet airplane designed in the shape of a brick. Some people (aeronautical engineers) might say that’s because bricks aren’t aerodynamic. Yeah, right. I’d like to see someone make that claim as they watch a brick flying towards their face at a high velocity. 


Aeronautical engineering texts do not define the goal of their field as making “machines that fly so exactly like pigeons that they can fool even other pigeons.

By 1929 a handful of farsighted flight pioneers had concluded that “aviation could not progress until planes could fly safely day or night in almost any kind of weather.” Foremost among these was Dr. Jimmy Doolittle, recently armed with a PhD in aeronautical engineering from the Massachusetts Institute of Technology. In

The only other woman among the dozen or so at the table was Shana Diez, an MIT aeronautics engineer who had worked at SpaceX for fourteen years and, having impressed Musk with her plainspoken competence, was now director of Starship engineering.

But having the independence of mind and the strength of personality to defend your work in front of the most incisive aeronautical minds in the world—that’s what got you noticed. Being willing to stand up to the pressure of an opinionated, impatient engineer who put his feet up on the desk and waited while you did the work, who wanted his numbers done right and done yesterday, to spot the bug in his logic and tell him in no uncertain terms that he was the one who was wrong—that was a rarer quality.

He was friendly and funny most of the time—though his work on The Room nearly drove him mad. Years later Sandy would claim to have directed the lion’s share of The Room, which is a bit like claiming to have been the Hindenburg’s principal aeronautics engineer.

An even more important philosophical contact was with the Austrian philosopher Ludwig Wittgenstein, who began as my pupil and ended as my supplanter at both Oxford and Cambridge. He had intended to become an engineer and had gone to Manchester for that purpose. The training for an engineer required mathematics, and he was thus led to interest in the foundations of mathematics. He inquired at Manchester whether there was such a subject and whether anybody worked at it. They told him about me, and so he came to Cambridge. He was queer, and his notions seemed to me odd, so that for a whole term I could not make up my mind whether he was a man of genius or merely an eccentric. At the end of his first term at Cambridge he came to me and said: “Will you please tell me whether I am a complete idiot or not?” I replied, “My dear fellow, I don’t know. Why are you asking me?” He said, “Because, if I am a complete idiot, I shall become an aeronaut; but, if not, I shall become a philosopher.” I told him to write me something during the vacation on some philosophical subject and I would then tell him whether he was complete idiot or not. At the beginning of the following term he brought me the fulfillment of this suggestion. After reading only one sentence, I said to him: “No, you must not become an aeronaut.” And he didn’t. The collected papers of Bertrand Russell: Last Philosophical Testament

Didn't you read the owner's manual?" "Manual? See here, missy. I've been an etheric engineer since before you were born. I think I know how to handle a lift crystal." "Evidently you aren't bright enough to do so, if you cannot read. We provide those manuals and specifications and procedures for a reason, you know.

In the early 1980s, managers at the National Aeronautics and Space Administration (NASA) estimated that the flights would be 99.999 percent reliable, which represents a failure rate of only 1 in 100,000. According to the physicist Richard Feynman, who was a member of the commission that investigated the January 1986 Challenger accident, in which the shuttle broke apart shortly into its flight, killing all seven astronauts on board, this “would imply that one could put a Shuttle up each day for 300 years expecting to lose only one.” He wondered, “What is the cause of management’s fantastic faith in the machinery?” Engineers, who were more familiar with the shuttle itself and with machines in general, predicted only a 99 percent success rate, or a failure every 100 launches. A range safety officer, who personally observed test firings during the developmental phase of the rocket motors, expected a failure rate of 1 in 25. The Challenger accident proved that estimate to be the actual failure rate, giving a success rate of 96 percent after exactly 25 launchings.

I wish I could answer your question. All I can say is that all of us, humans, witches, bears, are engaged in a war already, although not all of us know it. Whether you find danger on Svalbard or whether you fly off unharmed, you are a recruit, under arms, a soldier." "Well, that seems kinda precipitate. Seems to me a man should have a choice whether to take up arms or not." "We have no more choice in that than in whether or not to be born." "Oh, I like choice, though," he said. "I like choosing the jobs I take and the places I go and the food I eat and the companions I sit and yarn with. Don't you wish for a choice once in a while ?" She considered, and then said, "Perhaps we don't mean the same thing by choice, Mr. Scoresby. Witches own nothing, so we're not interested in preserving value or making profits, and as for the choice between one thing and another, when you live for many hundreds of years, you know that every opportunity will come again. We have different needs. You have to repair your balloon and keep it in good condition, and that takes time and trouble, I see that; but for us to fly, all we have to do is tear off a branch of cloud-pine; any will do, and there are plenty more. We don't feel cold, so we need no warm clothes. We have no means of exchange apart from mutual aid. If a witch needs something, another witch will give it to her. If there is a war to be fought, we don't consider cost one of the factors in deciding whether or not it is right to fight. Nor do we have any notion of honor, as bears do, for instance. An insult to a bear is a deadly thing. To us... inconceivable. How could you insult a witch? What would it matter if you did?" "Well, I'm kinda with you on that. Sticks and stones, I'll break yer bones, but names ain't worth a quarrel. But ma'am, you see my dilemma, I hope. I'm a simple aeronaut, and I'd like to end my days in comfort. Buy a little farm, a few head of cattle, some horses...Nothing grand, you notice. No palace or slaves or heaps of gold. Just the evening wind over the sage, and a ceegar, and a glass of bourbon whiskey. Now the trouble is, that costs money. So I do my flying in exchange for cash, and after every job I send some gold back to the Wells Fargo Bank, and when I've got enough, ma'am, I'm gonna sell this balloon and book me a passage on a steamer to Port Galveston, and I'll never leave the ground again." "There's another difference between us, Mr. Scoresby. A witch would no sooner give up flying than give up breathing. To fly is to be perfectly ourselves." "I see that, ma'am, and I envy you; but I ain't got your sources of satisfaction. Flying is just a job to me, and I'm just a technician. I might as well be adjusting valves in a gas engine or wiring up anbaric circuits. But I chose it, you see. It was my own free choice. Which is why I find this notion of a war I ain't been told nothing about kinda troubling." "lorek Byrnison's quarrel with his king is part of it too," said the witch. "This child is destined to play a part in that." "You speak of destiny," he said, "as if it was fixed. And I ain't sure I like that any more than a war I'm enlisted in without knowing about it. Where's my free will, if you please? And this child seems to me to have more free will than anyone I ever met. Are you telling me that she's just some kind of clockwork toy wound up and set going on a course she can't change?" "We are all subject to the fates. But we must all act as if we are not, or die of despair. There is a curious prophecy about this child: she is destined to bring about the end of destiny. But she must do so without knowing what she is doing, as if it were her nature and not her destiny to do it. If she's told what she must do, it will all fail; death will sweep through all the worlds; it will be the triumph of despair, forever. The universes will all become nothing more than interlocking machines, blind and empty of thought, feeling, life...

Witches own nothing, so we’re not interested in preserving value or making profits, and as for the choice between one thing and another, when you live for many hundreds of years, you know that every opportunity will come again. We have different needs. You have to repair your balloon and keep it in good condition, and that takes time and trouble, I see that; but for us to fly, all we have to do is tear off a branch of cloud-pine; any will do, and there are plenty more. We don’t feel cold, so we need no warm clothes. We have no means of exchange apart from mutual aid. If a witch needs something, another witch will give it to her. If there is a war to be fought, we don’t consider cost one of the factors in deciding whether or not it is right to fight. Nor do we have any notion of honor, as bears do, for instance. An insult to a bear is a deadly thing. To us... inconceivable. How could you insult a witch? What would it matter if you did?” “Well, I’m kinda with you on that. Sticks and stones, I’ll break yer bones, but names ain’t worth a quarrel. But ma’am, you see my dilemma, I hope. I’m a simple aeronaut, and I’d like to end my days in comfort. Buy a little farm, a few head of cattle, some horses...Nothing grand, you notice. No palace or slaves or heaps of gold. Just the evening wind over the sage, and a ceegar, and a glass of bourbon whiskey. Now the trouble is, that costs money. So I do my flying in exchange for cash, and after every job I send some gold back to the Wells Fargo Bank, and when I’ve got enough, ma’am, I’m gonna sell this balloon and book me a passage on a steamer to Port Galveston, and I’ll never leave the ground again.” “There’s another difference between us, Mr. Scoresby. A witch would no sooner give up flying than give up breathing. To fly is to be perfectly ourselves.” “I see that, ma’am, and I envy you; but I ain’t got your sources of satisfaction. Flying is just a job to me, and I’m just a technician. I might as well be adjusting valves in a gas engine or wiring up anbaric circuits. But I chose it, you see. It was my own free choice. Which is why I find this notion of a war I ain’t been told nothing about kinda troubling.” “Iorek Byrnison’s quarrel with his king is part of it too,” said the witch. “This child is destined to play a part in that.” “You speak of destiny,” he said, “as if it was fixed. And I ain’t sure I like that any more than a war I’m enlisted in without knowing about it. Where’s my free will, if you please?

ahead of ICAO audit By Tarun Shukla | 527 words New Delhi: India's civil aviation regulator has decided to restructure its safety board and hire airline safety professionals ahead of an audit by the UN's aviation watchdog ICAO (International Civil Aviation Organization). The Directorate General of Civil Aviation (DGCA) announced its intent, and advertised the positions on its website. ICAO told the Indian regulator recently that it would come down to India to conduct an audit, its third in just over a decade, Mint reported on 12 February. Previous ICAO audits had highlighted the paucity of safety inspectors in DGCA. After its 2006 and 2012 audits, ICAO had placed the country in its list of 13 worst-performing nations. US regulator Federal Aviation Authority followed ICAO's 2012 audit with its own and downgraded India, effectively barring new flights to the US by Indian airlines. FAA is expected to visit India in the summer to review its downgrade. The result of the ICAO and FAA audits will have a bearing on the ability of existing Indian airlines to operate more flights to the US and some international destinations and on new airlines' ability to start flights to these destinations. The regulator plans to hire three directors of safety on short-term contracts to be part of the accident investigation board, according to the information on DGCA's website. This is first time the DGCA is hiring external staff for this board, which is critical to ascertain the reasoning for any crashes, misses or other safety related events in the country. These officers, the DGCA said on its website, must have at least 12 years of experience in aviation, specifically on the technical aspects, and have a degree in aeronautical engineering. DGCA has been asked by international regulators to hire at least 75 flight inspectors. It has only 51. India's private airlines offer better pay and perks to inspectors compared with DGCA. The aviation ministry told DGCA in January to speed up the recruitment and do whatever was necessary to get more inspectors on board, a government official said, speaking on condition of anonymity. DGCA has also announced it will hire flight operations inspectors as consultants on a short-term basis for a period of one year with a fixed remuneration of `1.25 lakh per month. "There will be a review after six months and subsequent continuation will be decided on the basis of outcome of the review," DGCA said in its advertisement. The remuneration of `1.25 lakh is higher than the salary of many existing DGCA officers. In its 2006 audit, ICAO said it found that "a number of final reports of accident and serious incident investigations carried out by the DGCA were not sent to the (member) states concerned or to ICAO when it was applicable". DGCA had also "not established a voluntary incident reporting system to facilitate the collection of safety information that may not otherwise be captured by the state's mandatory incident reporting system". In response, DGCA "submitted a corrective action plan which was never implemented", said Mohan Ranganthan, an aviation safety analyst and former member of government appointed safety council, said of DGCA. He added that the regulator will be caught out this time. Restructuring DGCA is the key to better air safety, said former director general of civil aviation M.R. Sivaraman. Hotel industry growth is expected to strengthen to 9-11% in 2015-16: Icra By P.R. Sanjai | 304 words Mumbai: Rating agency Icra Ltd on Monday said Indian hotel industry revenue growth is expected to strengthen to 9-11% in 2015-16, driven by a modest increase in occupancy and small increase in rates. "Industry wide revenues are expected to grow by 5-8% in 2014-15. Over the next 12 months, Icra expects RevPAR (revenue per available room) to improve by 7-8% driven by up to 5% pickup in occupancies and 2-3% growth in average room rates (ARR)," Icra said. Further, margins are expected to remain largely flat for 2014-15 while

It was only after World War II that Stanford began to emerge as a center of technical excellence, owing largely to the campaigns of Frederick Terman, dean of the School of Engineering and architect-of-record of the military-industrial-academic complex that is Silicon Valley. During World War II Terman had been tapped by his own mentor, presidential science advisor Vannevar Bush, to run the secret Radio Research Lab at Harvard and was determined to capture a share of the defense funding the federal government was preparing to redirect toward postwar academic research. Within a decade he had succeeded in turning the governor’s stud farm into the Stanford Industrial Park, instituted a lucrative honors cooperative program that provided a camino real for local companies to put selected employees through a master’s degree program, and overseen major investments in the most promising areas of research. Enrollments rose by 20 percent, and over one-third of entering class of 1957 started in the School of Engineering—more than double the national average.4 As he rose from chairman to dean to provost, Terman was unwavering in his belief that engineering formed the heart of a liberal education and labored to erect his famous “steeples of excellence” with strategic appointments in areas such as semiconductors, microwave electronics, and aeronautics. Design, to the extent that it was a recognized field at all, remained on the margins, the province of an older generation of draftsmen and machine builders who were more at home in the shop than the research laboratory—a situation Terman hoped to remedy with a promising new hire from MIT: “The world has heard very little, if anything, of engineering design at Stanford,” he reported to President Wallace Sterling, “but they will be hearing about it in the future.

It is a fearful thing to love what death can touch. A fearful thing to love, hope, dream: to be – To be and oh! To lose.   A thing for fools this, and a holy thing, A holy thing to love.   For your life has lived in me, Your laugh once lifted me, Your word was gift to me.   To remember this brings a painful joy. ‘Tis a human thing, love, A holy thing. To love What death has touched.           Appendix My Aeronautical Career.

In sum, the physical design of the drone that attacked you surely incorporates scores of insights gleaned from dozens of the industry’s best minds. There’s just no way he managed all that without assembling a team that’s second to none.” Jo could feel the insight coming, but she hadn’t quite grasped it yet. “So he had to recruit people.” “Right—” “The best people.” “Right again.” Jo’s mind was on a roll. “To do that, he’d have to compile a compelling offer.” “Such as?” “This really isn’t an area where I have any expertise. You’re the man from Silicon Valley.” “Give it a shot.” “People like that would want more than money. They’d want ‘the whole package,’ whatever that means to engineers. Stock, I assume. Bonuses.” “Keep going.” Jo drew a blank and gave Achilles a give-it-to-me look.  “You can’t steal Boeing’s best aeronautical engineer without offering something more solid than a monthly paycheck and an unsubstantiated promise. The risk/reward ratio wouldn’t work. Not for the guy everyone acknowledges to be the best.” “You’re talking about reputation,” Jo blurted. “Prestige.”  Achilles didn’t contradict her. She considered her conclusion for a second. “Ivan has a reputation, a huge reputation. He’s the world’s most notorious criminal mastermind

Alarmed at a high incidence of crashes during routine flight training in the 1940s, U.S. Air Force officials looked for evidence of mechanical flaws in the planes or human error perhaps inadvertently introduced by their curriculum, but the cause of the crashes remained mysterious. At last, officials commissioned a lieutenant trained as a scientist, Gilbert Daniels, to look at the physical structures of the cockpit and the men who used them. Daniels noted that all the cockpit structures—seat and back, pedals, knobs, and so on—had been built to specifications calculated for an average military recruit. Recruits for pilot training were already selected for some degree of averageness, had been the reasoning, so these dimensions should fit most pilots, most of the time. But when Daniels measured 4,063 soldiers, he was astonished to find that not a single one of the men fit all ten of the measurements that had been determined to be average. Instead, every body offered its own variation: One pilot might have a longer-than-average arm length, but a shorter-than-average leg length. Another pilot might have a big chest but small hips. Even more astonishing, Daniels discovered that if you picked just three of the ten dimensions of size—say, neck circumference, thigh circumference, and wrist circumference—less than 3.5 percent of pilots would be average sized on all three dimensions. Daniels’s findings were clear and incontrovertible. There was no such thing as an average pilot. The unyielding fixity of the average cockpit ended up being useful to exactly no one. Thereafter, aeronautical engineers began to make everything from seats and foot pedals to flight suits and helmet straps adjustable, and the Air Force adjusted its cockpit specifications to stipulate movable parts that could be adapted to fit a range of body measurements, from 5 to 95 percent of average, just right.

At that time, in order to get a degree in aeronautical engineering you had to study all the different fields of engineering—civil, chemical, electrical, mechanical—leading to the study of aeronautical engineering.

Education Through Excellence (The Sonnet) During my aimless years I once had an urge, To learn about jet propulsion engine. So I wrote content for tech support websites, To buy a couple of books on aeronautics. Education means catering to curiosity, Study to gain excellence not a certificate. If it doesn't open your eyes to social ascension, Education only causes the world to dehydrate. You can stuff entire encyclopedias into your head, That still will not make you an educated being. If education was the same thing as information, Google would be the omniscient superbeing. Certificate without humanity is a ticket to stoneage. If it takes away your warmth, it is all decadence.

How can this hypothesis possibly be true, when the contemporary culture of building, when modern culture itself, when so many prominent institutions and so many aspects of our own lives as individuals, all seem to deny it? When the way we live so often emphasizes motion rather than calm, mobility rather than place, the disposable over the durable, the temporal over the eternal, novelty over beauty? Consider dynamic fields of modern achievement for the pre-modern practices of which few of us do or should long: medicine, sanitation engineering, aeronautics, communication media, and information technology. All these fields are apparently modern in a way that traditional building and traditional urbanism apparently are not. Is this an intellectual and existential contradiction?

all the lights went out and the reassuring hum of the engines was replaced by the unfamiliar whirr of the air driven generator. This is a small, windmill-like device, which is normally stowed inside the fuselage and it is deployed into the airstream in such emergencies. Its role is to provide enough electrical power to run a few key instruments, such as the altimeter,

I taught myself electronics when I fell for it, I taught myself music in my youthful high. I taught myself languages in sheer obsession, I taught myself aeronautics when I wanted to fly. You only see the tip of the ice-berg, Fullness of the Himalayas you'll never see. I chose to put many of my passions aside, One path, one mission - one answer to calamity.

Porter’s aerial palace, complete with twenty-six windows, a long exhaust pipe for steam sticking out the rear, and a giant American flag fluttering over the rudders, was designed to ride beneath an immense cigar-shaped dirigible. The engineering was lunacy, but Porter’s marketing was brilliant. He proposed dispensing entirely with the notorious jumping-off hassles along the Missouri River by launching his “aerial locomotive” from New York. The coast-to-coast trip, Porter’s calculations showed, could be made in just three days—five days if the prevailing headwinds were particularly bad that week. Porter aggressively advertised his “Air Line to California” in eastern newspapers and magazines. Amazingly, over two hundred suckers paid a subscription price of $50, which included three-course meals and wine, for the inaugural balloon hop to the gold fields. That winter, a large crowd gathered in a Long Island cornfield to watch Porter test a model of his airship. But the craft never left the ground because the steam engines were far too heavy for the balloon. The would-be Porter aeronauts, however, were the lucky ones—they never had to leave in the first place. The 125 paying passengers on the first Turner and Allen Pioneer Train were not so fortunate. The Turner and Allen expedition of 1849

Sir Roy Fedden headed the British team sent to defeated Germany by Sir Stafford Cripps. Fedden, a slim, elegant, clean-shaven man whose photographs usually reveal an expression of focused determination, showed keen intelligence and a fascination with car and aircraft engines at an early age. Passionately fond of his wife Norah Crew, and somehow finding time between engine experiments to sail and fish, Fedden, 60 years of age in 1945, attacked his task with customary gusto. Fedden Years earlier, Erhardt Milch and Hermann Goering, to Fedden's astonishment, permitted him to tour no less than 17 of their secret aeronautics facilities when he visited Germany in 1937 and 1938. The Luftwaffe leaders hoped to overawe Fedden with the potential of German military aircraft design, and thus cause him to influence the British government to reach an accommodation with the Third Reich. Fedden, in fact, urged the English leadership to modernize their aircraft design to match the Germans' potential and was fired.               Realizing their error several years later, the government re-employed Fedden in 1944, and a mix of aeronautics engineers, scientists, and RAF officers comprised Fedden's team.

Journeyman stared at Grimm as though Grimm had just suggested that the engineer should prostitute his mother to pirates.

Suppose, for example that the Alliance of Small Island States, a group that has played a vocal role in climate policy, decided to pool resources and begin work. They could choose between many credible suppliers from Hindustan Aeronautics Limited to Brazil’s Embraer. The cost of developing the capability would amount to less than 1% of their GDP over a decade.

And while the black women are the most hidden of the mathematicians who worked at the NACA, the National Advisory Committee for Aeronautics, and later at NASA, they were not sitting alone in the shadows: the white women who made up the majority of Langley’s computing workforce over the years have hardly been recognized for their contributions to the agency’s long-term success. Virginia Biggins worked the Langley beat for the Daily Press newspaper, covering the space program starting in 1958. “Everyone said, ‘This is a scientist, this is an engineer,’ and it was always a man,” she said in a 1990 panel on Langley’s human computers. She never got to meet any of the women. “I just assumed they were all secretaries,” she said. Five

Third Week of May 2012 Dearest Young, I remember Las Vegas well. I regret losing my temper and taking it out on you because I didn’t get to meet my aeronautical engineering idol, Howard Hughes. I was extremely frustrated. He was close, yet so far away. Looking back, I now realize that I would never have garnered an audience with the reclusive Mr. Hughes, no matter how hard I might have tried. At the time, I thought I had a chance to obtain an apprenticeship in his company. I wanted to learn from the man who seemed to know it all.