Aircraft Crash Quotes

After the Battle of Midway it was clear that the Pacific war would be won by planes launched from ships. Both Japan and the United States began crash programs to build aircraft carriers as fast as possible. During 1943 and 1944, Japan produced seven of these huge, costly vessels. In the same period, the United States produced ninety.

In February 2007, six F-22s were flying from Hawaii to Japan when all their systems crashed at once. All navigation systems went offline, the fuel systems went, and even some of the communication systems were out. This was not triggered by an enemy attack or clever sabotage. The aircraft had merely flown over the International Date Line.

Life without God is like an aircraft without a Captain. Anytime, it is bound to crash.

Not knowing what else to try, she got out her heavy cast-iron skillet and banged it against the top of the rad in hopes of reviving the ageing pipes. The noise was deafening, vibrating through the room like a jet aircraft crashing through the sound barrier.

No, on the outside view there was nothing for anyone to notice about me. I remained one pillar of a trinity, another pillar was lying only temporarily (temporarily! temporarily! temporarily!) in the hospital, I was the pilot of a three-engine aircraft, one of whose engines had stalled: there is no reason to panic, this is not a crash landing, the pilot has thousands of flight hours behind him, he will land the plane safely on the ground.

After the Battle of Midway it was clear that the Pacific war would be won by planes launched from ships. Both Japan and the United States began crash programmes to build aircraft carriers as fast as possible. During 1943 and 1944, Japan produced seven of these huge, costly vessels. In the same period, the United States produced ninety.

When aircraft engines fail, it is not the end of the flight. The planes don't fall like stones from the sky. They glide along the huge multi-engine passenger planes for 30 to 45 minutes, before crashing during the landing attempt. The passengers don't notice anything. Flying feels no different when engines are out than when engines are running. It is quieter, but only a little quieter: louder than the engines is the wind breaking against the fuselage and wings. At a certain point, for those who look out the window, the earth or the sea are frighteningly close. Or the film is being shown and the flight attendants have closed the blinds. Perhaps the passengers experience the slightly slower flight as particularly pleasant.

In the air corps, 35,946 personnel died in nonbattle situations, the vast majority of them in accidental crashes.*1 Even in combat, airmen appear to have been more likely to die from accidents than combat itself. A report issued by the AAF surgeon general suggests that in the Fifteenth Air Force, between November 1, 1943, and May 25, 1945, 70 percent of men listed as killed in action died in operational aircraft accidents, not as a result of enemy action.

The perils of aviation in the period are neatly encapsulated in the experience of Harold C. Brinsmead, the head of Australia’s Civil Aviation Department in the first days of commercial aviation. In 1931, Brinsmead was on a flight to London, partly for business and partly to demonstrate the safety and reliability of modern air passenger services, when his plane crashed on takeoff in Indonesia. No one was seriously hurt, but the plane was a write-off. Not wanting to wait for a replacement aircraft to be flown in, Brinsmead boarded a flight with the new Dutch airline, KLM. That flight crashed while taking off in Bangkok. On this occasion, five people were killed and Brinsmead suffered serious injuries from which he never recovered. He died two years later. Meanwhile, the surviving passengers carried on to London in a replacement plane. That plane crashed on the return trip. Daly

Later, as I reflect on the situation, I realize that if the satellite had in fact hit us, we probably wouldn’t even have known it. When an aircraft flies into a mountain in bad weather, at five hundred miles per hour, there is little left to tell the story of what went wrong: this crash would have taken place at a speed seventy times that. When I used to work on investigations of aircraft mishaps as a Navy test pilot, I would sometimes reflect that a crew might never have known that anything had gone wrong. Misha, Gennady, and I would have gone from grumbling to one another in our cold Soyuz to being blasted in a million directions as diffused atoms, all in the space of a millisecond. Our neurological systems would not even have had time to process the incoming data into conscious thought. The energy involved in a collision between two large objects at 35,000 miles per hour would be similar to that of a nuclear bomb. I think of that time I almost flew an F-14 into the water and would have disappeared without a trace. I don’t know whether this comforts me or disturbs me.

Few grown humans can normally survive a fall of much more than twenty-five or thirty feet, though there have been some notable exceptions—none more memorable perhaps than that of a British airman in World War II named Nicholas Alkemade. In the late winter of 1944, while on a bombing run over Germany, Flight Sergeant Alkemade, the tail gunner on a British Lancaster bomber, found himself in a literally tight spot when his plane was hit by enemy flak and quickly filled with smoke and flames. Tail gunners on Lancasters couldn’t wear parachutes because the space in which they operated was too confined, and by the time Alkemade managed to haul himself out of his turret and reach for his parachute, he found it was on fire and beyond salvation. He decided to leap from the plane anyway rather than perish horribly in flames, so he hauled open a hatch and tumbled out into the night. He was three miles above the ground and falling at 120 miles per hour. “It was very quiet,” Alkemade recalled years later, “the only sound being the drumming of aircraft engines in the distance, and no sensation of falling at all. I felt suspended in space.” Rather to his surprise, he found himself to be strangely composed and at peace. He was sorry to die, of course, but accepted it philosophically, as something that happened to airmen sometimes. The experience was so surreal and dreamy that Alkemade was never certain afterward whether he lost consciousness, but he was certainly jerked back to reality when he crashed through the branches of some lofty pine trees and landed with a resounding thud in a snowbank, in a sitting position. He had somehow lost both his boots, and had a sore knee and some minor abrasions, but otherwise was quite unharmed. Alkemade’s survival adventures did not quite end there. After the war, he took a job in a chemical plant in Loughborough, in the English Midlands. While he was working with chlorine gas, his gas mask came loose, and he was instantly exposed to dangerously high levels of the gas. He lay unconscious for fifteen minutes before co-workers noticed his unconscious form and dragged him to safety. Miraculously, he survived. Some time after that, he was adjusting a pipe when it ruptured and sprayed him from head to foot with sulfuric acid. He suffered extensive burns but again survived. Shortly after he returned to work from that setback, a nine-foot-long metal pole fell on him from a height and very nearly killed him, but once again he recovered. This time, however, he decided to tempt fate no longer. He took a safer job as a furniture salesman and lived out the rest of his life without incident. He died peacefully, in bed, aged sixty-four in 1987. —

What I do not understand is the '' Airport Full Emergency Drill'' concept. Are they ''full emergency'' by coverage, meaning the subject matter or are they so by virtue of the stakeholders involved? The bi-annual aerodromes certification parameters under Annex 14 Chapter 9 which dwells mostly on the monotony of air crashes and or aircraft in distress is hardly all encompassing. With an evolving ingenious adversary we face today in terms of terrorists and their capabilities, why is it that these so called ''Full Emergency Drills'' hardly address terrorism, yet the stakeholders are zero prowess rated when it comes to terror consequence management ?

Emma found Stevie Ray Vaughan's Tightrope on the Bluetooth from her phone and eased back for the drive. She loved those Texas blues Stevie Ray belted out. Fantastic guitar player. She had fallen in love with his music long after the singer's untimely death in a helicopter crash. What is it with musicians and aircraft? she thought.

During the “Bay of Pigs Invasion” One Douglas “B-26” airplane with counterfeit Cuban markings was fired on and crashed into the sea about 30 miles north of the island. Another of these aircraft, which was also damaged but still air worthy, continued north and landed at Boca Chica Key Naval Air Station near Key West, Florida. The following day the crew was quickly flown to exile in Nicaragua. The United States government announced that the downed aircraft belonged to the Cuban air force and was manned by Cuban dissidents. In reply to this, Castro appeared on Cuban State television and denounced these claims. He put his military on high alert and directed defensive operations from the Cuban Military Headquarters, which had just been bombed by two of the masquerading airplanes. Fidel issued orders to detain anyone who was suspected of conspiracy or treason. Lists of these people had previously been prepared and were used to round up suspected dissenters. Within days, his overzealous police force and army incarcerated about 20,000 Cuban citizens, using whatever means were available, including a sports stadium. In a speech to the people, Fidel finally admitted to the public that his Movement was Socialistic. The Cuban Foreign Minister Raúl Roa García, successfully presented evidence at the United Nations, proving that the attacks were foreign in origin. Adlai Stevenson, the U.S. Ambassador to the United Nations, replied that the United States had not participated in any action against Cuba. Ambassador Stevenson, knowing better, insisted that the aircraft that had landed in Miami had Cuban markings and therefore must have been of Cuban origin. Stevenson’s comments sounded contrived since the aircraft had Plexiglas noses, normally used as the bombardier’s station, whereas the actual Cuban B-26’s had solid noses with armament. It was obvious to the General Assembly that the United States Ambassador had been perpetrating an outright lie or, in diplomatic double talk, an untruth! It was an embarrassing moment that left the United States’ veracity open to ridicule

A large looming wave crashed down on the aircraft, slamming it into the water. The fuselage tumbled into the swell as it began to rise again. Both Nick and Gail were tossed inside the deathtrap. The crew in back must have lost their mics because they were radio silent. With one final hit,

Sanjay had crashed his light aircraft when he was stunt-flying over central Delhi.

rendered the aircraft no longer airworthy and was thereby beyond the scope of human endeavor to control.” The force that rendered the aircraft uncontrollable was unknown. Another report from a similar disappearance said that “no more baffling problem has ever been presented for investigation.” It was obvious to me that my research into the subject of missing planes had become an obsession, which had everyone concerned, because the media frenzy was over. The public’s fascination with the Bermuda Triangle had passed. I was the only one still fixated on it. One friend suggested it was pregnancy hormones, but Sarah thought I had lost touch with reality. A week ago, she’d begged me, yet again, to see a therapist. As I sat at the kitchen table, I felt the sweet sensation of my baby moving in my belly. It was like a flutter of butterfly wings. Was he kicking or rolling over? Or was he a she? I sat back and stared at those crash reports and realized how quiet the condo was. There was no music or television, laughter or conversation. It was just me, alone with the sound of pages turning. It wasn’t so bad in the daytime, but at night, in the darkness, with only one lamp at my desk or with the cold glare of the fluorescent light bulb over the kitchen table and the unbearable silence, I recognized how desperately I missed Dean.

alcohol kills 17.6 times more people than cocaine every year.141 If we look at drunk driving, the statistics are horrific. Every night and weekend one out of ten drivers on the road are intoxicated, and alcohol-related accidents are the leading cause of death among young people.142 Half of all fatal highway accidents are alcohol-related.143 Imagine if a Boeing 747 aircraft carrying five hundred people crashed, killing all its passengers, every eight days. That is how many people die every eight days as a result of drunk driving.

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.

Aviation is different from science but it is underpinned by a similar spirit. After all, an airplane journey represents a kind of hypothesis: namely, that this aircraft, with this design, these pilots, and this system of air traffic control, will reach its destination safely. Each flight represents a kind of test. A crash, in a certain sense, represents a falsification of the hypothesis. That is why accidents have a particular significance in improving system safety, rather as falsification drives science.

After the get-to-know-you phase has passed, [...], uncertainty in close relationships arises from whether we're sure about our own thoughts (Am I really in love?), those of the other person (Does he really enjoy spending time together?), and the future of the relationship (Are we headed for a breakup?). [...] Knoblosh believes uncertainty leads close partners to experience relational turbulance [...], a good metaphor for partners facing uncertainty and interference: When an aircraft encounters a dramatic hange in weather cinditions, passengers feel turbulence as the place is jostled, jerked, and jolted erratically. Similarly, when a [couple] undergoes turbulence as sudden intense reactions to their circumstances. Just as turbulence during a flight may make passengers [reconsider] their safety, fear a crash, or grip their seat, turbulence in a relationship may make partners ruminate about hurt, cry over jealousy, or scream during conflict. [...] In times of relational turbulence, we're likely to feel unsettling emotions like anger, sadness, and fear. It's a bumpy ride that makes us more reactive, or sensitive, to our partner's actions. [Reducing uncertainty in ongoing relationships: Relational turbulence theory]

We were ready to land, we had on our seat belts, and then I realised we had hit something,’ said one survivor, forty-five-year-old engineer Pierre Cota – who was only on the aircraft because he had missed an earlier flight after being involved in an horrific car crash on his way to the airport.

For several years, I taught Sunday school in my church. As an object lesson, I distributed several excerpts from recent news articles. I had students read the excerpt and then explain to the class what they believed was happening. One news excerpt stated: The huge black triangular-shaped flying object came silently out of nowhere over the treetops and was gone in seconds. The lights – three on each side – were huge, seemingly as big as cars and bright yellow…. After the craft flew over the Laurie area around 8:30 p.m. Oct. 5, a handful of Laurie area residents questioned what this unidentified object flying in the night sky could be. A second excerpt from another article read: The UFO was spotted by hundreds of witnesses with many believing it was the work of an ‘alien’ craft. One saw orangey-yellow spheres skimming across the sky. Another reported a ‘massive ball of light’ with ‘tentacles going right down to the ground.’ Then witnesses told of an ear splitting bang at 4 a.m. Come dawn the plot thickens. At the nearby wind farm one of the 60ft blades from a 200ft turbine was found ripped off. Another had been left twisted and useless.…the strange goings on at a wind farm in Conisholme, Lincolnshire, can be explained by a flying saucer crashing into the turbine in a close encounter that could, at last, provide the evidence of other life forms they have been waiting for all their lives. After reading the excerpts, I asked the students to explain what the article was about. Hesitantly, the students said the articles were about a UFO sighting and crash; after all, that is specifically what the excerpt said. I then held up a printout of the actual news articles, which were titled respectively, “UFO over Laurie ID’d as stealth bomber” and “Unmanned Stealth Bomber Could Have Been UFO Responsible for Destroying Wind Turbine.” The whole article described a US military exercise with the Stealth bomber. The aircraft crashed into a turbine on the wind farm. The local residents were unfamiliar with the Stealth Bomber and some believed it to be a UFO. The problem in accurately interpreting the news excerpts, for my students, was that I did not give them the full article. They did not understand the background or the whole story so they were left to fill in the gaps with their own ideas and interpretations. Sadly, we often do this same thing when interpreting the Bible. Very few of us are well versed in the customs and traditions of the ancient Jews during Jesus’ time. That background provides a context in which the books of the Bible were written. It is a context that shaped the very foundation of Christianity and it is a context that without, we cannot possibly hope to truly understand what the Bible’s authors were trying to teach us.

Later, the Pentagon indicated that the relatively new terrorist group named al Qaeda, formed eight years before, was responsible for the Khobar Towers attack on U. S. military personnel. In 1998 U.S. Embassies in Tanzania and Kenya were bombed, killing 224, and wounding over 4,000. On October 12, 2000, the USS Cole was attacked, killing 56. On September 11, 2001, al Qaeda terrorists hijacked four U.S. commercial aircraft, bringing down both World Trade Center Towers, and crashing into the Pentagon, with the fourth assumed to be headed for either the U.S. Capitol or the White House, brought down by passengers in Pennsylvania. 3,000 died. America’s innocence regarding Jihadists’ plan to conquer the world for Allah also died at the same time.

the Col slammed his canopy and immediately started his engine.  Lt Eicher was calling trying to tell him what the DASC had said but he either didn’t hear or wasn’t going to pay attention.  We could hear him doing his engine accels once he taxied onto the runway and in a flash he was rolling down the runway. The fog was low enough now that we couldn’t see the tops of the pine trees.  We heard the “Whoosh” of the nozzles being slammed down and watched the aircraft jump into the air and disappear into the fog.  I think we both waited for the sound of an ejection or crash but all we heard was the aircraft at full power climbing away.      Todd turned to me and said, “That may be the last time we’ll see that man alive.”      Poor Lt Eicher was horrified and looked at Major Eikenberry with this look on his face and said, “What do I do now?

have intentionally crashed the aircraft. But the flight recording shows the plane’s last moments stretching into an eternity of mounting frustration and panic as the pilot, returning minutes later, is unable to re-enter the cabin. “You can hear the commanding pilot ask for access to the cockpit several times,” the prosecutor said. “He identifies himself, but the co-pilot does not provide any answer.” The German authorities and Lufthansa have declined to identify the commanding pilot because of privacy restrictions, but British and Spanish

Before engineers and scientists had acquired experience with large quantities of liquid hydrogen, they were fearful of its explosive properties. Now, though, after several decades of working with it in laboratories and in rocketry, they've concluded that it's less dangerous than gasoline or jet fuel. In the crash of a hydrogen-fueled aircraft, the hydrogen would tend to rise very quickly because of its light weight. Though it would certainly burn, the flames and heat would be high in the air. Ordinary jet fuel stays on the ground as a liquid, soaks the clothing of crash victims, and burns them at ground level.

staffers in the FAA’s Aircraft Certification Service concluded there might be fifteen more MAX crashes without a software fix, based on the future size of the fleet, the hours of anticipated flight, and a rough estimate that one in every hundred pilots might have trouble handling the rare sensor failure.

We are like passengers on a large aircraft crossing the Atlantic Ocean who suddenly realize just how much carbon dioxide their plane is adding to the already overburdened air. It would hardly help if they asked the captain to turn off the engines and let the plane travel like a glider by wind power alone. We cannot turn off our energy-intensive, fossil-fuel-powered civilization without crashing; we need the soft landing of a powered descent.

Life without God is like an aircraft without a captain. It is bound to crash at any time.

One understands, then, why the Americans make such a show of their debt. The initiative is supposed to shame the State for its bad management and alert the citizens to an imminent collapse of the finances and public services. But the exorbitant scale of the figures robs them of all meaning. It is, in fact, just a massive advertising exercise and, indeed, the luminous billboard looks for all the world like a triumphant stock market index that has broken all records. The population contemplate it with the fascination they might accord to a world record (though few gather in front of the Beaubourg digital clock to see the run-in to the end of the century). At the same time, the people are collectively in the same situation as the Tupolev test pilot who right up to the last second could see his aircraft nose dive and crash into the ground on his internal video circuit. Did he, by some last-minute reflex, glance at the image as he died? He could have imagined himself living out his last moments in virtual reality. Did the image survive the man if only for a fraction of a second? Or was it the other way about? Does virtual reality survive the real world's catastrophic end?

Just in case there is a crash, Prince Charles and Prince William never fly on the same aircraft

The men around the aircraft began to undulate as one. In the glare from the heat pouring out of the arid earth between his overwatch and the crash site, it took him a moment to grasp what was happening, but soon he recognized the inevitable outpouring of gleeful emotion from the butchers around the downed helicopter.

The Japanese were aware that there was a tendency among these young men to close their eyes just before the crash, a very human reaction to the situation. They were repeatedly exhorted to keep their eyes open and to continue aiming their aircraft to the last moment. It is impossible to forget that these were very young men on both sides of this story.

I had recently completed several extremely dangerous test flights in the F-4C trying to determine why eight aircraft flown by Tactical Air Command pilots had crashed while maneuvering at low altitude. In preparation for flying combat, F-4C aircraft were loaded with twenty-five-pound smoke bombs, and pilots dropped them on simulated targets in Air Force gunnery ranges. With a full load of fuel, the aircraft was being flown out of balance. As a result, the flight controls were so light that some pilots maneuvered the F-4C through airframe buffet and into a full stall, ending in loss of control and a crash.

Life without God is like an aircraft without a Captain. Anytime it is bound to crash.

possibly the captain and first officer. One caller reported that a flight attendant had been killed.81 One of the callers from United 93 also reported that he thought the hijackers might possess a gun. But none of the other callers reported the presence of a firearm. One recipient of a call from the aircraft recounted specifically asking her caller whether the hijackers had guns.The passenger replied that he did not see one.No evidence of firearms or of their identifiable remains was found at the aircraft’s crash site, and the cockpit voice recorder gives no indication of a gun being fired or mentioned at any time.We believe that if the hijackers had possessed a gun, they would have used it in the flight’s