Aircraft Best Quotes

As well, they used their B-52 bombers to drop thousands of tons of bombs which included napalm and cluster bombs. In a particularly vile attack, they used poisonous chemicals on our base regions of Xuyen Moc, the Minh Dam and the Nui Thi Vai mountains. They sprayed their defoliants over jungle, and productive farmland alike. They even bull-dozed bare, both sides along the communication routes and more than a kilometre into the jungle adjacent to our base areas. This caused the Ba Ria-Long Khanh Province Unit to send out a directive to D445 and D440 Battalions that as of 01/November/1969, the rations of both battalions would be set at 27 litres of rice per man per month when on operations. And 25 litres when in base or training. So it was that as the American forces withdrew, their arms and lavish base facilities were transferred across to the RVN. The the forces of the South Vietnamese Government were with thereby more resources but this also created any severe maintenance, logistic and training problems. The Australian Army felt that a complete Australian withdrawal was desirable with the departure of the Task Force (1ATF), but the conservative government of Australia thought that there were political advantages in keeping a small force in south Vietnam. Before his election, in 1964, Johnston used a line which promised peace, but also had a policy of war. The very same tactic was used by Nixon. Nixon had as early as 1950 called for direction intervention by American Forces which were to be on the side of the French colonialists. The defoliants were sprayed upon several millions of hectares, and it can best be described as virtual biocide. According to the figure from the Americans themselves, between the years of 1965 to 1973, ten million Vietnamese people were forced to leave their villages ad move to cities because of what the Americans and their allies had done. The Americans intensified the bombing of whole regions of Laos which were controlled by Lao patriotic forces. They used up to six hundred sorties per day with many types of aircraft including B52s. On 07/January/1979, the Vietnamese Army using Russian built T-54 and T-59 tanks, assisted by some Cambodian patriots liberated Phnom Penh while the Pol Pot Government and its agencies fled into the jungle. A new government under Hun Sen was installed and the Khmer Rouge’s navy was sunk nine days later in a battle with the Vietnamese Navy which resulted in twenty-two Kampuchean ships being sunk.

I’ve always wanted to kill a CIA officer. With my own hands. I’ve dreamed of the day, wrapping my fingers around his throat, squeezing the life from him, watching his eyes bug out and then go blank.” The comment was in Mandarin, and it came not from the man with the binoculars but from his partner, on his left. Both stood on the roof of an airport outbuilding, doing their best to ignore the stifling morning heat. The man with the binoculars also did his best to ignore his colleague, and he kept his focus on the approaching aircraft.

The blitzkrieg is one of the best-known examples of a “military technical revolution”—and one of the most misunderstood by the general public. It is commonly assumed, based on the ease with which German armies overran Poland, Norway, Denmark, the Low Countries, and France, that they possessed a big technological and numerical edge over their adversaries. Nothing could be further from the truth; Hitler actually fielded fewer tanks and aircraft than the British and French, and the quality of the Allied weapons was in many cases higher than the Germans’. The German edge lay in their superior ability to coordinate their forces, and in their high quality of leadership, training, and morale. They figured out how to make the best use of the technology of the day; the Allies did not.

I remember a story by a flight instructor I knew well. He told me about the best student he ever had, and a powerful lesson he learned about what it meant to teach her. The student excelled in ground school. She aced the simulations, aced her courses. In the skies, she showed natural skill, improvising even in rapidly changing weather conditions. One day in the air, the instructor saw her doing something naïve. He was having a bad day and he yelled at her. He pushed her hands away from the airplane’s equivalent of a steering wheel. He pointed angrily at an instrument. Dumbfounded, the student tried to correct herself, but in the stress of the moment, she made more errors, said she couldn’t think, and then buried her head in her hands and started to cry. The teacher took control of the aircraft and landed it. For a long time, the student would not get back into the same cockpit. The incident hurt not only the teacher’s professional relationship with the student but the student’s ability to learn. It also crushed the instructor. If he had been able to predict how the student would react to his threatening behavior, he never would have acted that way. Relationships matter when attempting to teach human beings—whether you’re a parent, teacher, boss, or peer. Here we are talking about the highly intellectual venture of flying an aircraft. But its success is fully dependent upon feelings.

This, the profoundest of all mysteries, would be left for the living to ponder. Soldiers who survived also would struggle to reconcile the greatest catastrophe in human history with what the philosopher and Army officer J. Glenn Gray called “the one great lyric passage in their lives.” The war’s intensity, camaraderie, and sense of high purpose left many with “a deplorable nostalgia,” in the phrase of A. J. Liebling. “The times were full of certainty,” Liebling later wrote. “I have seldom been sure I was right since.” An AAF crewman who completed fifty bomber missions observed, “Never did I feel so much alive. Never did the earth and all of the surroundings look so bright and sharp.” And a combat engineer mused, “What we had together was something awfully damned good, something I don’t think we’ll ever have again as long as we live.” They had been annealed, touched with fire. “We are certainly no smaller men than our forefathers,” Gavin wrote his daughter. Alan Moorehead, who watched the scarlet calamity from beginning to end, believed that “here and there a man found greatness in himself.” The anti-aircraft gunner in a raid and the boy in a landing barge really did feel at moments that the thing they were doing was a clear and definite good, the best they could do. And at those moments there was a surpassing satisfaction, a sense of exactly and entirely fulfilling one’s life.… This thing, the brief ennoblement, kept recurring again and again up to the end, and it refreshed and lighted the whole heroic and sordid story. In Moorehead’s view, the soldier to whom this grace was granted became, “for a moment, a complete man, and he had his sublimity in him.” For those destined to outlive the

Who is going to fight them off, Randy?” “I’m afraid you’re going to say we are.” “Sometimes it might be other Ares-worshippers, as when Iran and Iraq went to war and no one cared who won. But if Ares-worshippers aren’t going to end up running the whole world, someone needs to do violence to them. This isn’t very nice, but it’s a fact: civilization requires an Aegis. And the only way to fight the bastards off in the end is through intelligence. Cunning. Metis.” “Tactical cunning, like Odysseus and the Trojan Horse, or—” “Both that, and technological cunning. From time to time there is a battle that is out-and-out won by a new technology—like longbows at Crecy. For most of history those battles happen only every few centuries—you have the chariot, the compound bow, gunpowder, ironclad ships, and so on. But something happens around, say, the time that the Monitor, which the Northerners believe to be the only ironclad warship on earth, just happens to run into the Merrimack, of which the Southerners believe exactly the same thing, and they pound the hell out of each other for hours and hours. That’s as good a point as any to identify as the moment when a spectacular rise in military technology takes off—it’s the elbow in the exponential curve. Now it takes the world’s essentially conservative military establishments a few decades to really comprehend what has happened, but by the time we’re in the thick of the Second World War, it’s accepted by everyone who doesn’t have his head completely up his ass that the war’s going to be won by whichever side has the best technology. So on the German side alone we’ve got rockets, jet aircraft, nerve gas, wire-guided missiles. And on the Allied side we’ve got three vast efforts that put basically every top-level hacker, nerd, and geek to work: the codebreaking thing, which as you know gave rise to the digital computer; the Manhattan Project, which gave us nuclear weapons; and the Radiation Lab, which gave us the modern electronics industry. Do you know why we won the Second World War, Randy?” “I think you just told me.” “Because we built better stuff than the Germans?” “Isn’t that what you said?” “But why did we build better stuff, Randy?” “I guess I’m not competent to answer, Enoch, I haven’t studied that period well enough.” “Well the short answer is that we won because the Germans worshipped Ares and we worshipped Athena.” “And am I supposed to gather that you, or

sheer size, it has no rival. Of the two American fleets involved in the battle, one was comprised of 738 ships and carried an invasion force of approximately 165,000 men in addition to the 50,000 sailors aboard the ships.1 The other American fleet was the most powerful in the world, with a total of 16 aircraft carriers and six of the world’s most powerful battleships. In total, the two fleets brought 235 surface combatants and 1,500 aircraft to the battle. Opposed to this collection of naval might was the Imperial Japanese Navy. Once the most powerful navy in the Pacific, the Imperial Fleet was forced into a desperate fight with all its remaining strength. In total, the Japanese committed 69 ships and some 375 aircraft, most of which were land based.2 Both sides committed so much because the stakes were so high. The Americans planned to invade Leyte Island in the Philippines as a potential first step to occupying the entire archipelago. The Leyte invasion force was larger than the initial American contribution to the assault force at Normandy. If the Philippines could be occupied, Japanese sea lines of communications between the Home Islands and the resource areas in Southeast Asia would be severed, fatally compromising Japan’s ability to continue the war. This demanded that the Japanese respond to the invasion with all of their remaining strength. The ensuing battle was the most complex naval battle of the entire Second World War. Its complexity makes it compelling. Instead of being a single battle as the name implies, it was actually comprised of four major engagements and several lesser actions fought over the span of three days. The characteristics of the battle continue to astound – it contained the largest air-sea battle in history; it included the last carrier and battleship clashes in history; it was the only time that a surface force engaged a carrier force while under air attack; and it featured the first pre-planned use of suicide attacks during the Pacific War. Adding to the drama of this momentous event was the role personalities played in the battle. On the American side were the flamboyant General Douglas MacArthur, the steady Admiral Chester Nimitz, and the impulsive Admiral William Halsey. Overlooked but still key commanders included Vice Admiral Thomas Kinkaid and the brilliant Clifton Sprague, commander of the escort carrier group known as Taffy 3. For the Japanese, the taciturn Vice Admiral Kurita Takeo was placed in command of their most important force. He was charged to execute a plan devised by Admiral Toyoda Soemu, who cared more about presenting the Imperial Navy’s Combined Fleet with an opportunity to die fighting than to produce a plan in the best interests of the nation.

If you can’t fit your house in an airplane, you could try putting it on one. That’s how NASA transported the Space Shuttles across the country using a specialized Boeing 747 which carried the Shuttle on its back. To carry the Space Shuttle orbiter, the carrier aircraft has a special mount that protrudes from the top of the fuselage. This mount fits into a socket in the belly of the Shuttle orbiter. Next to the mount is an instructional plaque, which features the single best joke in the history of the aerospace industry: ATTACH ORBITER HERE NOTE: BLACK SIDE DOWN

If you are sitting way at the back of a lecture theatre or cinema and do not find it entertaining, this dart will get your message across!

To carry the Space Shuttle orbiter, the carrier aircraft has a special mount that protrudes from the top of the fuselage. This mount fits into a socket in the belly of the Shuttle orbiter. Next to the mount is an instructional plaque, which features the single best joke in the history of the aerospace industry: ATTACH ORBITER HERE NOTE: BLACK SIDE DOWN

It was Christmas Eve in 1971 and more than anything in the world, 17-year-old Juliane Köpcke was looking forward to seeing her father. She was travelling with her mother Maria, an ornithologist. The flight in the Lockheed Electra turboprop would take less than an hour. It would leave Lima and cross the huge wilderness of the Reserva Comunal El Sira before touching down in Pucallpa in the Amazonian rainforest where her parents ran a research station in the jungle studying wildlife. The airline, LANSA, didn’t have the best safety reputation: it had recently lost two aircraft in crashes. The weather forecast was not good. But the family desperately wanted to be together for Christmas, so they stepped on board. For the first twenty-five minutes everything was fine. Then the plane flew into heavy clouds and started shaking. Juliane’s mother was very nervous.

The question was asked why torpedo nets were not used by the fleet, and why captive balloons were not employed. The answers are very simple. Due to the restricted area, and the need for seaplane lanes for taking off and landing, torpedo nets could not be used. Balloon barrages were considered undesirable because they interfered with our own aircraft over the fleet. Probably, the best answer is that these items were not available in sufficient quantity at that time.

The W right brothers were already the best and most experienced glider pilots in the world before they started to build a powered aircraft.

My vision. In 2027, Israel’s leader will become convinced that Iran is fielding its nuclear arsenal. Israel will ask us to destroy that arsenal for them, using our submarines and ASW aircraft. If we refuse, Israel will attempt to do it alone. There our scenario becomes a true three-body problem. China—wishing to be seen as taking the moral high ground—announces that if we attack Iran, it will seize and hold Taiwan, arguing that Iran has just as much right to self-defense as the Israelis. At that point, the best predictions of our experts are that, if we fulfill the Israelis’ wish, we will set ourselves on the road to global nuclear war. At the very least, the U.S. president will have to disappoint our closest ally and religious cousin in the Middle East—Israel—while at worst, we might actually have to attack Israel to prevent them initiating Armageddon out of paranoia.

When Bill Wyman left, in 1991, I got extremely stroppy. I really did have a go at him. I wasn’t very nice. He said he didn’t like to fly anymore. He had been driving to every gig because he’d developed a fear of flying. That’s not an excuse—get outta here! I couldn’t believe it. I’d been in some of the most ramshackle aircraft in the world with that guy and he’d never batted an eyelid. But I guess it’s something that one can develop. Or maybe he did a computer analysis. He was very into that. Bill had one of the first. It satisfied that meticulous mind of his, I suppose. He probably got something out of the computer, like the odds against you after flying so many miles. I don’t know why he’s so worried about dying. It’s not a matter of avoiding it. It’s where and how! But then what did he do? Having freed himself by luck and talent from the constraints of society, that one-in-ten-million chance, he goes back into it, into the retail trade, putting his energy into opening up a pub. Why would you leave the best band in the fucking world to open a fish-and-chip shop called Sticky Fingers? Taking one of our titles with him. It seems to be doing well.

When Bill Wyman left, in 1991, I got extremely stroppy. I really did have a go at him. I wasn’t very nice. He said he didn’t like to fly anymore. He had been driving to every gig because he’d developed a fear of flying. That’s not an excuse—get outta here! I couldn’t believe it. I’d been in some of the most ramshackle aircraft in the world with that guy and he’d never batted an eyelid. But I guess it’s something that one can develop. Or maybe he did a computer analysis. He was very into that. Bill had one of the first. It satisfied that meticulous mind of his, I suppose. He probably got something out of the computer, like the odds against you after flying so many miles. I don’t know why he’s so worried about dying. It’s not a matter of avoiding it. It’s where and how! But then what did he do? Having freed himself by luck and talent from the constraints of society, that one-in-ten-million chance, he goes back into it, into the retail trade, putting his energy into opening up a pub. Why would you leave the best band in the fucking world to open a fish-and-chip shop called Sticky Fingers? Taking one of our titles with him. It seems to be doing well. Not so Ronnie’s similarly inexplicable foray into the catering trade, always a nightmare of keeping people’s fingers out of the till. Josephine’s dream was to have a spa. They opened it, it was a disaster, it fell apart and went down in a blaze of insolvency proceedings.

When you’re in need of a rescue the approaching thump-thump-thump of rapidly rotating blades is a joyous sound. To give the helicopter rescue the greatest chance of success, a suitable landing zone will have to be found. The ideal landing zone should not require a completely vertical landing or takeoff, both of which reduce the pilot’s control. The ground should slope away on all sides, allowing the helicopter to immediately drop into forward flight when it’s time to take off. Landings and liftoffs work best when the aircraft is pointed into the wind because that gives the machine the greatest lift. The area should be as large as possible, at least 60 feet across for most small rescue helicopters, and as clear as possible for obstructions such as trees and boulders. Clear away debris (pine needles, dust, leaves) that can be blown up by the wash of air, with the possibility of producing mechanical failure. Light snow can be especially dangerous if it fluffs up dramatically to blind the pilot. Wet snow sticks to the ground and adds dangerous weight. If you have the opportunity, pack snow flat well before the helicopter arrives—the night before would be ideal—to harden the surface of the landing zone. Tall grass can be a hazard because it disturbs the helicopter’s cushion of supporting air and hides obstacles such as rocks and tree stumps. To prepare a landing zone, clear out the area as much as possible, including removing your equipment and all the people except the one who is going to be signaling the pilot. Mark the landing zone with weighted bright clothing or gear during the day or with bright lights at night. In case of a night rescue, turn off the bright lights before the helicopter starts to land—they can blind the pilot. Use instead a low-intensity light to mark the perimeter of the landing area, such as chemical light sticks, or at least turn the light away from the helicopter’s direction. Indicate the wind’s direction by building a very small smoky fire, hanging brightly colored streamers, throwing up handfuls of light debris, or signaling with your arms pointed in the direction of the wind. The greatest danger to you occurs while you’re moving toward or away from the helicopter on the ground. Never approach the rear and never walk around the rear of a helicopter. The pilot can’t see you, and the rapidly spinning tail rotor is virtually invisible and soundless. In a sudden shift of the aircraft, you can be sliced to death. Don’t approach by walking downhill toward the helicopter, where the large overhead blade is closest to the ground. It is safest to come toward the helicopter from directly in front, where the pilot has a clear field of view, and only after the pilot or another of the aircraft’s personnel has signaled you to approach. Remove your hat or anything that can be sucked up into the rotors. Stay low because blades can sink closer to the ground as their speed diminishes. Make sure nothing is sticking up above your pack, such as an ice ax or ski pole. In most cases someone from the helicopter will come out to remind you of the important safety measures. One-skid landings or hovering while a rescue is attempted are solely at the discretion of the pilot. They are a high risk at best, and finding a landing zone and preparing it should always be given priority.

This is what I was made for. I felt it in my gut. In the last hour, I'd been shot by the Taliban, had my aircraft riddled with bullets, and landed hard in enemy territory. 'I can do this. I'm not scared.' At that moment, I wouldn't have switched spots with anyone in the world, because I knew I was the best person for the job.

I was captivated by the description of the Navy test pilots, young hotshots catapulting off aircraft carriers, testing unstable airplanes, drinking hard, and generally moving through the world like exceptional badasses. The idea here (in the all-enclosing fraternity) seemed to be that a man should have the ability to go up in a hurtling piece of machinery and put his hide on the line and then have the moxie, the reflexes, the experience, the coolness, to pull it back in the last yawning moment—and then to go up again the next day, and the next day, and every next day, even if the series should prove infinite—and, ultimately, in its best expression, do so in a cause that means something to thousands, to a people, a nation, to humanity, to God.

The last year of the Vajpayee government, 2003–04, was the best ever—not just reckoning the years since 1947 but even going back to the last century, to the years of the East India Company, to the reign of Akbar and of Ashoka, and to the time when our forefathers had discovered Pythagoras’s theorem, mastered the art of organ transplant and flew aircraft to other planets.

Love is not the foundation for marriage, people normally get married to someone they think, they are in love with. Can I say to you that love does not make marriage work, don't be fooled by that funny feeling, don't get married because you love someone. I love aircraft but I can't fly them, I failed two times my pilot license, I love cars but I failed two times in the driving school made it on the third time. I love diving but not yet ready to go to diving school. You can love something and still don't know how to do it. So love is not the problem but the knowledge. I still maintain love doesn't make marriage work but knowledge and understanding. . Acquire enough knowledge before going into it.

There was no doubt that whether it concerned the direction of the convoy, the escorting aircraft, or other groups which were supporting, the Commander of the close escort must exercise tactical command, whatever his rank. He usually had the best facilities, he was in the closest touch with the Commodore and he was with the convoy throughout the passage and so provided the continuity of experience which a support group lacked. This problem raised much controversy, but having carried out the roles of close escort commander, support group commander, and having flown often in escorting aircraft, I am convinced that it was the only answer.

An exercise in illusion via allusion. Wear it and after a few hours you will find your daily life suffused by the same feeling of peace you get when you settle into an armchair after tidying your apartment from end to end. If you think of all the best Chanel fragrances as varieties of little black dress - sleek, dependable, perfectly proportioned - Bois des iles is the one in cashmere. I have worn it on and off for years, whenever I felt I needed extra insulation from the cold world. To my nose Chinatown ( Bond No. 9 ) smells like a corner of a small French grocery in summer, in the exact spot where the smell of floor wax meets that of ripe peaches. Lignin, the stuff that prevents all trees from adopting the weeping habit, is a polymer made up of units that are closely related to vanillin. When made into paper and stored for years, it breaks down and smells good. Which is how divine providence has arranged for secondhand bookstores to smell like good quality vanilla absolute, subliminally stoking a hunger for knowledge in all of us. Perfume is, among other things, the most portable form of intelligence. Oman was making perfumes when Europeans only bathed once a year on doctor's orders. Chanel No. 5 is a Brancusi. The beauty and fragrance industry has lied to women for so long, convincing us to fork over cash for crud in shiny packages, that at this point event pure quality has trouble getting taken seriously. Clever marketing can get us to buy something once, but rarely again. We don't wear Chanel No. 5 because Marilyn Monroe wore it, we wear it for the same reason that Marilyn did: because it''s gorgeous. Sycomore, Chanel. If putting it on does not make you shiver with pleasure, see a doctor. Aside from beautiful aircraft, nuclear power stations, food and wine, perfumery is France's biggest export, yet there is no perfume museum in Paris. The ability possessed by certain fragrances to briefly turn the most arid mind into a fairy garden, to make us lament the passing of loves and losses we know full well we never had, is a miracle specific to perfumery.

William James said near the end of the nineteenth century, “No mental modification ever occurs which is not accompanied or followed by a bodily change.” A hundred years later, Norman Cousins summarized the modern view of mind-body interactions with the succinct phrase “Belief becomes biology.”6 That is, an external suggestion can become an internal expectation, and that internal expectation can manifest in the physical body. While the general idea of mind-body connections is now widely accepted, forty years ago it was considered dangerously heretical nonsense. The change in opinion came about largely because of hundreds of studies of the placebo effect, psychosomatic illness, psychoneuroimmunology, and the spontaneous remission of serious disease.7 In studies of drug tests and disease treatments, the placebo response has been estimated to account for between 20 to 40 percent of positive responses. The implication is that the body’s hard, physical reality can be significantly modified by the more evanescent reality of the mind.8 Evidence supporting this implication can be found in many domains. For example: • Hypnotherapy has been used successfully to treat intractable cases of breast cancer pain, migraine headache, arthritis, hypertension, warts, epilepsy, neurodermatitis, and many other physical conditions.9 People’s expectations about drinking can be more potent predictors of behavior than the pharmacological impact of alcohol.10 If they think they are drinking alcohol and expect to get drunk, they will in fact get drunk even if they drink a placebo. Fighter pilots are treated specially to give them the sense that they truly have the “right stuff.” They receive the best training, the best weapons systems, the best perquisites, and the best aircraft. One consequence is that, unlike other soldiers, they rarely suffer from nervous breakdowns or post-traumatic stress syndrome even after many episodes of deadly combat.11 Studies of how doctors and nurses interact with patients in hospitals indicate that health-care teams may speed death in a patient by simply diagnosing a terminal illness and then letting the patient know.12 People who believe that they are engaged in biofeedback training are more likely to report peak experiences than people who are not led to believe this.13 Different personalities within a given individual can display distinctly different physiological states, including measurable differences in autonomic-nervous-system functioning, visual acuity, spontaneous brain waves, and brainware-evoked potentials.14 While the idea that the mind can affect the physical body is becoming more acceptable, it is also true that the mechanisms underlying this link are still a complete mystery. Besides not understanding the biochemical and neural correlates of “mental intention,” we have almost no idea about the limits of mental influence. In particular, if the mind interacts not only with its own body but also with distant physical systems, as we’ve seen in the previous chapter, then there should be evidence for what we will call “distant mental interactions” with living organisms.

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Hiring and paying ones own regulators is as easy as hiring a private rent-a-cop. In Canada, for about $100 million, the financial industry can fund any of our Securities Commissions, and the ability to then obtain exemptions to the law from the regulator, is by itself worth hundreds of billions. Just ONE exemption to the law, can earn billions. Capturing and funding regulators is the simply best (but corrupt) investment any industry can make. Another example comes to us from Boeing in late 2019, with the 737 Max, and the news that Boeing’s influence over the Federal Aviation Administration (FAA ) was powerful enough to allow Boeing itself to legally approve its own aircraft, which is like being able to mark your own exams…(or print your own money).

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In some ways the beginnings of Israeli high-tech could be traced to one particular failure. In the 1980s, as young people around the world were logging on to their first desktop computers, Israel brought together some of its best engineers to work on an ambitious project: the Lavi fighter jet, a made-in-Israel aircraft and part of the doctrine of self-reliance. A catalyst for groundbreaking technology in avionics and electronics, it proved to be a spectacularly expensive escapade and was shut down in 1987 under intense pressure from the Americans, who preferred Israel to spend their military aid on American aircraft. Hundreds of highly specialized scientists and engineers were released into the Israeli civilian market. The injection of the aforementioned Soviet immigrant engineers in the 1990s boosted the genesis of the start-up phenomenon, encouraged by prescient government support and incentives. The country’s new moniker and brand was minted with the publication in 2009 of a proud, blue-and-white-covered volume titled Start-Up Nation that chronicled what its authors, Dan Senor and Saul Singer, called the story of Israel’s economic miracle. It fast became a bestseller.

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