Aircraft Engineer Quotes

Before the first streaks of light at dawn on December 7, 275 miles north of Oahu, the six (Japanese) carriers of the Striking Force turned into the southeast wind. Pounding into heavy swells at high speed, the carriers pitched severely with thunderous impact. The wind, surging seas, and roar of warming aircraft engines made communications possible only by hand signals and handheld signal lamps. Salt spray reached the high flight decks, and Commander Fuchida, the group leader, was very concerned about the conditions for launching planes. If this had been a training exercise the launch might have been delayed until conditions improved. However, this was not an exercise, and there would be no delay.

Ladies and gentleman," he said over the speakers, "welcome aboard this recently liberated Gulfstream V. If I could have your attention for just a few moments, I'd like to go over the safety features of this aircraft. It has an engine, to make us go, and wings, to keep us in the air. There are seatbelts, which won't do you an awful lot of good if we fly into the side of a mountain.

But more often than not the missing face has been sucked into the engines of the Nazi death machine, like an unlucky lapwing hitting the propeller of a Lancaster bomber-nothing left but feathers blowing away in the aircraft's wake, as if those warm wings and beating heart had never existed.

Lentokonesuihkuturbiinimoottoriapumekaanikkoaliupseerioppilas (technical warrant officer trainee specialised in aircraft jet engines)

I thought you were happy about having a baby.’ I was happy in the way that I would be happy if the captain of an aircraft in which I was travelling announced that he had succeeded in restarting one engine after both had failed. Pleased that I would now probably survive, but shocked that the situation had arisen in the first place, and expecting a thorough investigation into the circumstances.

There is no point in expending good money on the pursuit of an engine that can power aircraft without propellers. What is wrong with airships anyway? They have borne mankind aloft for over a hundred relatively accident-free years and I see no reason to impugn their popularity...

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.

This is a common theme in human progress. We make things beyond what we understand, and we always have done. Steam engines worked before we had a theory of thermodynamics; vaccines were developed before we knew how the immune system works; aircraft continue to fly to this day, despite the many gaps in our understanding of aerodynamics. When theory lags behind application, there will always be mathematical surprises lying in wait. The important thing is that we learn from these inevitable mistakes and don’t repeat them.

Finding a taxi, she felt like a child pressing her nose to the window of a candy store as she watched the changing vista pass by while the twilight descended and the capital became bathed in a translucent misty lavender glow. Entering the city from that airport was truly unique. Charles de Gaulle, built nineteen miles north of the bustling metropolis, ensured that the final point of destination was veiled from the eyes of the traveller as they descended. No doubt, the officials scrupulously planned the airport’s location to prevent the incessant air traffic and roaring engines from visibly or audibly polluting the ambience of their beloved capital, and apparently, they succeeded. If one flew over during the summer months, the visitor would be visibly presented with beautifully managed quilt-like fields of alternating gold and green appearing as though they were tilled and clipped with the mathematical precision of a slide rule. The countryside was dotted with quaint villages and towns that were obviously under meticulous planning control. When the aircraft began to descend, this prevailing sense of exactitude and order made the visitor long for an aerial view of the capital city and its famous wonders, hoping they could see as many landmarks as they could before they touched ground, as was the usual case with other major international airports, but from this point of entry, one was denied a glimpse of the city below. Green fields, villages, more fields, the ground grew closer and closer, a runway appeared, a slight bump or two was felt as the craft landed, and they were surrounded by the steel and glass buildings of the airport. Slightly disappointed with this mysterious game of hide-and-seek, the voyager must continue on and collect their baggage, consoled by the reflection that they will see the metropolis as they make their way into town. For those travelling by road, the concrete motorway with its blue road signs, the underpasses and the typical traffic-logged hubbub of industrial areas were the first landmarks to greet the eye, without a doubt, it was a disheartening first impression. Then, the real introduction began. Quietly, and almost imperceptibly, the modern confusion of steel and asphalt was effaced little by little as the exquisite timelessness of Parisian heritage architecture was gradually unveiled. Popping up like mushrooms were cream sandstone edifices filigreed with curled, swirling carvings, gently sloping mansard roofs, elegant ironwork lanterns and wood doors that charmed the eye, until finally, the traveller was completely submerged in the glory of the Second Empire ala Baron Haussmann’s master plan of city design, the iconic grand mansions, tree-lined boulevards and avenues, the quaint gardens, the majestic churches with their towers and spires, the shops and cafés with their colourful awnings, all crowded and nestled together like jewels encrusted on a gold setting.

The B-29 itself was an awesome weapon, capable of nearly twice the performance of the time-tested B-17 being used in Europe. Built by Boeing, the silver-painted four-engine aircraft was 99 feet long, 27 feet 9 inches high, with a wing span of slightly over 141 feet. Its armament included twelve 50-caliber machine guns and a 20-millimeter cannon in the tail. The B-29 could operate at 38,000 feet and cruise at over 350 miles per hour. It could fly 3,500 miles with four tons of bombs.

I once compiled a list of events that frightened her, and it was quite comprehensive: very loud snoring; low-flying aircraft; church bells; fire engines; trains; buses and lorries; thunder; shouting; large cars; most medium-sized cars; noisy small cars; burglar alarms; fireworks, especially crackers; loud radios; barking dogs; whinnying horses; nearby silent horses; cows in general; megaphones; sheep; corks coming out of sparkling wine bottles; motorcycles, even very small ones; balloons being popped; vacuum cleaners (not being used by her); things being dropped; dinner gongs; parrot houses; whoopee cushions; chiming doorbells; hammering; bombs; hooters; old-fashioned alarm clocks; pneumatic drills; and hairdryers (even those used by her).

Here the query A320 returns algorithmic search results about the Airbus aircraft, together with advertisements for various non-aircraft goods numbered A320 that advertisers seek to market to those querying on this query. The lack of advertisements for the aircraft reflects the fact that few marketers attempt to sell A320 aircraft on the web.

I was happy in the way that I would be happy if the captain of an aircraft in which I was traveling announced that he had succeeded in restarting one engine after both had failed. Pleased that I would now probably survive, but shocked that the situation had arisen in the first place, and expecting a thorough investigation into the circumstances.

Now, he thought, a satanic grin on his lips, I’ll show you an Immelmann. He threw the aircraft into a half loop and then snapped it over in a half roll, heading on a direct course toward the helicopter. “Write your will, sucker!” he shouted, his voice drowned out by the rush of wind and the roar of the engine’s exhaust. “Here comes the Red Baron.

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.

As the helicopter fell, its dead rotors started to spin, and Ruvola used that energy to slow the aircraft down. Like downshifting a car on a hill, a hovering auto-rotation is a way of dissipating the force of gravity by feeding it back through the engine. By the time the helicopter hit the water it had slowed to a manageable speed, and all the torque had been bled out of the rotors;

I thought you were happy about having a baby.” I was happy in the way that I would be happy if the captain of an aircraft in which I was traveling announced that he had succeeded in restarting one engine after both had failed. Pleased that I would now probably survive, but shocked that the situation had arisen in the first place, and expecting a thorough investigation into the circumstances.

Ireland, like Ukraine, is a largely rural country which suffers from its proximity to a more powerful industrialised neighbour. Ireland’s contribution to the history of tractors is the genius engineer Harry Ferguson, who was born in 1884, near Belfast. Ferguson was a clever and mischievous man, who also had a passion for aviation. It is said that he was the first man in Great Britain to build and fly his own aircraft in 1909. But he soon came to believe that improving efficiency of food production would be his unique service to mankind. Harry Ferguson’s first two-furrow plough was attached to the chassis of the Ford Model T car converted into a tractor, aptly named Eros. This plough was mounted on the rear of the tractor, and through ingenious use of balance springs it could be raised or lowered by the driver using a lever beside his seat. Ford, meanwhile, was developing its own tractors. The Ferguson design was more advanced, and made use of hydraulic linkage, but Ferguson knew that despite his engineering genius, he could not achieve his dream on his own. He needed a larger company to produce his design. So he made an informal agreement with Henry Ford, sealed only by a handshake. This Ford-Ferguson partnership gave to the world a new type of Fordson tractor far superior to any that had been known before, and the precursor of all modern-type tractors. However, this agreement by a handshake collapsed in 1947 when Henry Ford II took over the empire of his father, and started to produce a new Ford 8N tractor, using the Ferguson system. Ferguson’s open and cheerful nature was no match for the ruthless mentality of the American businessman. The matter was decided in court in 1951. Ferguson claimed $240 million, but was awarded only $9.25 million. Undaunted in spirit, Ferguson had a new idea. He approached the Standard Motor Company at Coventry with a plan, to adapt the Vanguard car for use as tractor. But this design had to be modified, because petrol was still rationed in the post-war period. The biggest challenge for Ferguson was the move from petrol-driven to diesel-driven engines and his success gave rise to the famous TE-20, of which more than half a million were built in the UK. Ferguson will be remembered for bringing together two great engineering stories of our time, the tractor and the family car, agriculture and transport, both of which have contributed so richly to the well-being of mankind.

A tall, leggy French girl on her way to work was looking at her phone and almost walked into me as I crossed the street. I dodged her just in time and she glanced back to give me a dirty look. How dare I not realize the importance of her early morning text message. I wondered how humanity managed to work and accomplish things before our time in history; the invention of electricity, the radio and the light bulb; creating the combustion engine and then building roads for people to travel on; creating aircraft so mankind could travel faster between great cities they planned and built; the industrial revolution; NASA landing a man on the moon; the invention of the microwave so single guys could make TV dinners and not starve. How had mankind managed it all without texting each other every five minutes? Or had they been able to accomplish all these things because they didn’t have this frivolous distraction disconnecting them from dreaming and inventing, and human interaction?

Dinner proceeded as if no raid were occurring. After the meal, Biddle told Churchill that he would like to see for himself “the strides which London had made in air-raid precautions.” At which point Churchill invited him and Harriman to accompany him to the roof. The raid was still in progress. Along the way, they put on steel helmets and collected John Colville and Eric Seal, so that they, too, as Colville put it, could “watch the fun.” Getting to the roof took effort. “A fantastic climb it was,” Seal said in a letter to his wife, “up ladders, a long circular stairway, & a tiny manhole right at the top of a tower.” Nearby, anti-aircraft guns blasted away. The night sky filled with spears of light as searchlight crews hunted the bombers above. Now and then aircraft appeared silhouetted against the moon and the starlit sky. Engines roared high overhead in a continuous thrum. Churchill and his helmeted entourage stayed on the roof for two hours. “All the while,” Biddle wrote, in a letter to President Roosevelt, “he received reports at various intervals from the different sections of the city hit by the bombs. It was intensely interesting.” Biddle was impressed by Churchill’s evident courage and energy. In the midst of it all, as guns fired and bombs erupted in the distance, Churchill quoted Tennyson—part of an 1842 monologue called Locksley Hall, in which the poet wrote, with prescience: Heard the heavens fill with shouting, and there rain’d a ghastly dew From the nations’ airy navies grappling in the central blue.

Most people think that it is more difficult to fly a helicopter than an airplane. This is a myth. The myth survives because when a student pilot takes his or her first lesson in a small, single engine airplane, at the end of the hour of instruction the student can imagine that some day, way—way off in the future maybe, but someday—he will learn to fly the aircraft all by himself. When student pilots have their first hour of instruction in a small, single engine helicopter, they know that if they live to be one hundred they will never learn to fly it. They also believe this after their second lesson and into the third. The problem is the hover.

The goal of Combined Intelligence Objectives Subcommittee was to investigate all things related to German science. Target types ran the gamut: radar, missiles, aircraft, medicine, bombs and fuses, chemical and biological weapons labs. And while CIOS remained an official joint venture, there were other groups in the mix, with competing interests at hand. Running parallel to CIOS operations were dozens of secret intelligence-gathering operations, mostly American. The Pentagon’s Special Mission V-2 was but one example. By late March 1945, Colonel Trichel, chief of U.S. Army Ordnance, Rocket Branch, had dispatched his team to Europe. Likewise, U.S. Naval Technical Intelligence had officers in Paris preparing for its own highly classified hunt for any intelligence regarding the Henschel Hs 293, a guided missile developed by the Nazis and designed to sink or damage enemy ships. The U.S. Army Air Forces (AAF) were still heavily engaged in strategic bombing campaigns, but a small group from Wright Field, near Dayton, Ohio, was laying plans to locate and capture Luftwaffe equipment and engineers. Spearheading Top Secret missions for British intelligence was a group of commandos called 30 Assault Unit, led by Ian Fleming, the personal assistant to the director of British naval intelligence and future author of the James Bond novels. Sometimes, the members of these parallel missions worked in consort with CIOS officers in the field.

it was probably more dangerous to remain aboard the fuel- and explosive-laden jeep carrier than to take off and glide-bomb a Japanese capital ship. As Leonard Moser, a plane captain on the Fanshaw Bay, was changing a carburetor on a VC-68 aircraft, half a dozen pilots hovered nearby, coveting a chance to climb into that cockpit and get their tails off the ship. The aviation machinist’s mate finished the job, then climbed up into the cockpit. “What are you doing?” one of the pilots asked. “I’m going to check this damn engine out,” Moser said, “and then go find a hole to hide in.” The pilot said that he would do his own engine check this time, thank you very much. Moser stepped aside. “He got in, started it up, and took off with a cold motor. My helper didn’t even have all of the cowling on. That pilot was glad to leave.

The plight of Jews in German-occupied Europe, which many people thought was at the heart of the war against the Axis, was not a chief concern of Roosevelt. Henry Feingold's research (The Politics of Rescue) shows that, while the Jews were being put in camps and the process of annihilation was beginning that would end in the horrifying extermination of 6 million Jews and millions of non-Jews, Roosevelt failed to take steps that might have saved thousands of lives. He did not see it as a high priority; he left it to the State Department, and in the State Department anti-Semitism and a cold bureaucracy became obstacles to action. Was the war being fought to establish that Hitler was wrong in his ideas of white Nordic supremacy over "inferior" races? The United States' armed forces were segregated by race. When troops were jammed onto the Queen Mary in early 1945 to go to combat duty in the European theater, the blacks were stowed down in the depths of the ship near the engine room, as far as possible from the fresh air of the deck, in a bizarre reminder of the slave voyages of old. The Red Cross, with government approval, separated the blood donations of black and white. It was, ironically, a black physician named Charles Drew who developed the blood bank system. He was put in charge of the wartime donations, and then fired when he tried to end blood segregation. Despite the urgent need for wartime labor, blacks were still being discriminated against for jobs. A spokesman for a West Coast aviation plant said: "The Negro will be considered only as janitors and in other similar capacities.... Regardless of their training as aircraft workers, we will not employ them." Roosevelt never did anything to enforce the orders of the Fair Employment Practices Commission he had set up.

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. —

Astrophage has a predator!” There’s a whole biosphere at Adrian. Not just Astrophage. There’s even an active biosphere within the Petrova line. This is where it all started. Has to be. How else can we explain countless extremely different life-forms that all evolved to migrate in space? They all came from the same genetic root. Astrophage was just one of many, many life-forms that evolved here. And with all life, there is variance and predation. Adrian isn’t just some planet that Astrophage infected. It’s the Astrophage homeworld! And it’s the home of Astrophage’s predators. “This is amazing!” I yell. “If we find a predator…” “We take home!” Rocky says, two octaves higher than normal. “It eat Astrophage, breed, eat more Astrophage, breed, eat more more more! Stars saved!” “Yes!” I press my knuckles against the tunnel wall. “Fist-bump!” “What, question?” I rap the tunnel again. “This. Do this.” He emulates my gesture against the wall opposite my hand. “Celebration!” I say. “Celebration!” The crew of the Hail Mary sat on the couch in the break room, each with their drink of choice. Commander Yáo had a German beer, Engineer Ilyukhina had a distressingly large tumbler of vodka, and Science Specialist DuBois had a glass of 2003 Cabernet Sauvignon that he had poured ten minutes in advance to ensure it had time to breathe. The break room itself had been a struggle to arrange. Stratt didn’t like anything that wasn’t directly related to the mission, and an aircraft carrier wasn’t exactly overflowing with extra space. Still, with more than a hundred scientists from all over the world demanding a place to relax, she had relented. A small room in the corner of the hangar deck was built to house the “extravagance.” Dozens of people crowded into the room and watched the TV feed on the wall-mounted monitor. By silent agreement, the crew got to sit on the couch.

A stock Gulfstream G650, a top-of-the-line business jet, cruises at altitudes up to 50,000 feet. If a G650 were retrofitted with a low-bypass military engine such as the Pratt & Whitney F100, it could lift a payload of 13 tons to 60,000 feet, an altitude that would likely be adequate for the minimal deployment described in Phase 3. A fleet of just twenty aircraft acquired within a few years at a cost of $1.5 billion should enable sufficient radiative forcing to produce large-scale climatic effects that are just barely detectable.

Battered by the mind noise, huddled in the back with eyes closed and fists clenched, the old Melissa had understood pep rallies about as well as a bird sucked through a jet engine comprehended aircraft design.

Pratt & Whitney, the aerospace manufacturer, now can predict with 97% accuracy when an aircraft engine will need to have maintenance, conceivably helping it run its operations much more efficiently, says Anjul Bhambhri, VP of Big Data at IBM.

All day this strange pilot had flown his antique aeroplane over the abandoned space centre, a frantic machine lost in the silence of Florida. The flapping engine of the old Curtiss biplane woke Dr Mallory soon after dawn, as he lay asleep beside his exhausted wife on the fifth floor of the empty hotel in Titusville. Dreams of the space age had filled the night, memories of white runways as calm as glaciers, now broken by this eccentric aircraft veering around like the fragment of a disturbed mind.

In her magazine, Sherkat explored these issues and exposed the gross injustices of Iran’s legal system. She wrote about women who were victims of battery, a practice that, according to some interpretations of the Koran, the holy text endorses. Women needed their husbands’ permission to work outside the house or to travel. Without a notarized letter from their husbands, women couldn’t even get a passport. Sherkat began a public conversation about these issues by asking what good female cabinet ministers or members of Parliament were as long as their husbands could subvert the will of the Iranian people by barring their elected officials from leaving the house in the morning. Zanan challenged the government’s stance toward women in other ways, as well. Once, it quoted the conservative Speaker of Parliament, Ali Akbar Nateq-Nouri, as saying that “women’s most important endeavor must be their struggle as homemakers,” right above a quote by an open-minded cleric, Mohammad Khatami: “This must be the year that women will have a dominant presence at universities.” Next to those contrasting comments, the magazine published the news about the appointment of Iran’s first female professor of aircraft engineering. Women were making progress, despite what officials said.

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.

The P-39 "Aircobra" had its big, heavy, Allison piston engine mounted behind its single-seat cockpit. The spinning propeller shaft ran between the pilot's legs up to the nose. It was one of the least successful fighter aircraft of WWII.

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?

Those familiar with the research of Tesla in the early 20th Century will quickly realize that this is tantamount to stating that the B 2 is able to function as an antigravity aircraft. Aviation Week obtained their information about the B 2 from a small group of renegade west coast scientists and engineers who were formerly

In addition to improving R&D and engineering processes, we pushed hard for our business leaders to treat R&D more strategically. Our individual business units used to decide how much to spend on R&D based on previous budgets and what they thought their proper “share” of available money was, regardless of the impact on current and future projects. We centralized R&D budgeting at the business level, analyzing potential projects and channeling more funds to those we thought would yield the biggest business impact. In our Aerospace business, we also began choosing new projects in ways that would balance long- and short-term growth. Most new product development had entailed what we called “long-cycle” projects. We’d invest in designing a revolutionary new cockpit design, but it might be six to eight years before the project was finished and sales started coming in. Beginning around 2005, we balanced these kinds of projects with new, “short-cycle” ones—products that customers might purchase within months, not years (incremental enhancements to existing aircraft, for instance, rather than entirely new platforms for new aircrafts). Then we started adding the salespeople to support it, giving it an even bigger boost in 2010. Together, the combination of short- and long-cycle projects would allow us to realize steadier, more predictable growth. Over the years, our shorter-cycle products have grown, and today they are a highly profitable, $1 billion business.

In the extensive Milan exhibition of 1939, the Italian fascists turned Leonardo into an ideal model of a virile, war-mongering man who would conquer the world through rationalism and technology. At the end of the twentieth century engineers were more in demand than fighters, and consequently Leonardo, the solitary visionary, was now said to have foreseen the inventions of the modern age and became the hero of both aircraft and computer technology. 2

The military implications are obvious, if difficult to act upon in today’s fiscal environment. There’s a clear and continuing need for Marines, for amphibious units and naval supply ships, for platforms that allow operations in littoral and riverine environments, and for capabilities that enable expeditionary logistics in urbanized coastal environments. Rotary-wing or tilt-rotor aircraft, and precise and discriminating weapons systems, will also be needed. There’s also a clear need to structure ground forces so that they can rapidly aggregate or disaggregate forces and fires, enabling them to operate in a distributed, small-unit mode while still being able to concentrate quickly to mass their effect against a major target. Combat engineers, construction engineers, civil affairs units, intelligence systems that can make sense of the clutter of urban areas, pre-conflict sensing systems such as geospatial tools that allow early warning of conflict and instability, and constabulary and coast guard capabilities are also likely to be important. The ability to operate for a long period in a city without drawing heavily on that city’s water, fuel, electricity, or food supply will be important as well, with very significant implications for expeditionary logistics. I go into detail on all these issues, and other military aspects of the problem, in the Appendix.

A recent history of the British Aircraft Corporation’s ‘Mustard’ concept of the 1960s is Dan Sharp’s British Secret Projects 5: Britain’s Space Shuttle (Crecy Publishing, 2016).

The problem was that some people preached social philosophies that paid no attention to reality. Some French philosophers had a tendency to do this, Big Lou had noted: they did not care in the slightest if their theories could have disastrous consequences – because they considered themselves to be above such consequences. It was perfectly possible to portray scientific knowledge as socially determined – and therefore not true in any real sense – when one was safe on the ground in Paris; but would you ask the same question in a jet aircraft at thirty-five thousand feet, when that same knowledge underpinned the very engineering that was keeping one up in the air? By the same token, French philosophers had been able to admire Mao and his works because they did not have to live in China at the time.

ON A WARM, drowsy afternoon in early September, Ed Murrow, Vincent Sheean, and Ben Robertson, a correspondent for the New York newspaper PM, stopped at the edge of a field several miles south of London. The three had spent the day driving down the Thames estuary in Murrow’s Talbot Sunbeam roadster, enjoying the sun and looking for dogfights between Spitfires and Messerschmitts. Their search had been fruitless, and they stopped to buy apples from a farmer. Stretching out on the field to eat them, they drowsily listened to the chirp of crickets and buzzing of bees. The war seemed very far away. Within minutes, however, it returned with a vengeance. Hearing the harsh throb of aircraft engines, the Americans looked up at a sky filled with wave after wave of swastika-emblazoned bombers that clearly were not heading for their targets of previous days—the coastal defenses and RAF bases of southern England. Following the curve of the Thames, they were aimed straight at London. In minutes the sky over the capital was suffused with a fiery red glow; black smoke billowed up into a vast cloud that blanketed much of the horizon. When shrapnel from antiaircraft guns rained down around the American reporters, they dived into a nearby ditch, where, stunned, they watched the seemingly endless procession of enemy aircraft flying north. “London is burning. London is burning,” Robertson kept repeating. Returning to the city, they found flames sweeping through the East End, consuming dockyards, oil tanks, factories, overcrowded tenements, and everything else in their path. Hundreds of people had been killed, thousands injured or driven from their homes. Under a blood-red moon, women pushed prams piled high with their salvaged belongings. That horrific evening marked the beginning of the Blitz: from September 7 on, London would endure fifty-seven straight nights of relentless bombing. Until then, no other city in history had ever been subjected to such an onslaught. Warsaw and Rotterdam had been heavily bombed by the Germans early in the war, but not for the length of time of the assault on London. Although

Glenn Hammond Curtiss was a bicycle enthusiast before he started building motorcycles. Although he only attended grammar school to the 8th grade, his interests motivated him to move on to greater things. In 1904, as a self-taught engineer, he began to manufacture engines for airships. During this time, Curtiss became known for having won a number of international air races and for making the first long-distance flight in the United States. On September 30, 1907, Curtiss was invited to join a non-profit pioneering research program named the “Aerial Experimental Association,” founded under the leadership of Dr. Alexander Graham Bell, to develop flying machines. The organization was established having a fixed time period, which ended in March of 1909. During this time, the members produced several different aircraft in a cooperative, rather than a competitive, spirit.

Between 1931 and 1946, Pan American Airways had 28 flying boats known as “Clippers,” These four radial engine aircraft were S-40’s and 42’s built in 1934, later replaced by Boeing 314 Clippers, that became the familiar symbol of the company. Following the war, Pan American Airways flew land based airliners such as the Boeing 377 Stratocruiser, developed from the C-97, Stratofreighter, and a military derivative of the B-29 Superfortress, used as a troop transport, and the DC-4 series, converted from the blueprints of the C-54 Skymaster. Both of these airliners were originally developed for the United States Army Air Corps, during World War II. On January 1950 Pan American Airways Corporation adopted the name it had been unofficially called since 1943, and formally became “Pan American World Airways, Inc.” That September Pan American bought out American Airlines’ overseas division and simultaneously placed an order for 45 DC-6Bs, replacing their DC-4’s. Throughout Pan-American was known simply as Pan-Am. The Douglas DC-6 is a four engine “Double Wasp” radial piston-powered airliner manufactured for long flights. It was built by the Douglas Aircraft Company from 1946 until 1958. More than 700 were built between those years and some are still flying today. The rugged, reliable DC-6B, was regarded as the ultimate piston-engine airliner, from the perspective of having excellent handling qualities and relatively economical operations.

People still said that “The Sun Never Sets on the British Empire,” even though the Commonwealth was starting to come apart. In spite of the obvious, it was unthinkable that the United States had a colony in Africa; well they had one, and that was where I was headed! World War II had been over for ten years and in Europe they were getting on with things and for now all was well in Africa, and with the World! Unless especially fitted out, aircraft didn’t have the range to cross the Atlantic in one jump, so after leaving Idlewild Airport in New York City, we flew halfway across the Atlantic Ocean to the Portuguese island of Santa Maria in the Azores. After refueling and stretching our legs we continued on to Lisbon. Our layovers were only for as long as it took to take care of business. There were no days built in, for me to have a leisurely, gentlemanly, civilized journey to my destination. Instead my seat was beginning to feel as hard as a rock pile. The engines continued to drone on as the Atlantic Ocean eventually gave way to the Iberian Peninsula. My view of Portugal was only what I could see from the air and what was at the airport. Again we landed for fuel in Lisbon, and then without skipping a beat, headed south across the Mediterranean to the North African desert. The beaches under us, in Morocco and the Spanish Sahara, were endless and the sand went from the barren coastal surf inland, to as far as the eye could see. With very few exceptions there was no evidence of civilization.

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.

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.

The Coeur d’Alene Airport was a sleepy little airfield with three paved runways laid out in a standard triangle configuration. Two small FBOs (fixed base operators) on the field rented airplanes and offered instruction. I felt a little discouraged upon seeing the dilapidated condition of the buildings at both of these businesses. It appeared they were both operating on a shoestring budget—just as Martha and I were at the time. The airport had no air terminal or commercial airline service. I was nevertheless hoping I would at least see a little airplane taxiing, taking off, or landing that day, but there was no activity whatsoever. It was exciting, though, for me to just see a number of single-engine private aircraft tied down on the tarmac as I imagined myself climbing into one, taxiing out, and taking off.

After nightfall, when most of the American planes had been taken aboard, a new formation of planes arrived over the task force. First, the drone of their engines could be heard above the cloud cover; then they slipped into view, at about the height of the Lexington’s masts. “These planes were in very good formation,” recalled Lieutenant Commander Stroop. They had their navigation lights on, indicating that they intended to land. But many observers on both carriers and several of the screening vessels noted that something was awry. Captain Sherman of the Lexington counted nine planes, more than could be accounted for among the American planes that were still aloft. They were flying down the Yorktown’s port side, a counterclockwise approach, the reverse of the American landing routine. They were flashing their blinker lights, but none of the Americans could decipher the signal. Electrician’s mate Peter Newberg, stationed on the Yorktown’s flight deck, noticed that the aircraft exhausts were a strange shape and color, and Stroop noted that the running lights were a peculiar shade of red and blue. The TBS (short-range radio circuit) came alive with chatter. One of the nearby destroyers asked, “Have any of our planes got rounded wingtips?” Another voice said, “Damned if those are our planes.” When the first of the strangers made his final turn, he was too low, and the Yorktown’s landing signal officer frantically signaled him to throttle up. “In the last few seconds,” Newberg recalled, “when the pilot was about to plow into the stern under the flight deck, he poured the coal to his engine and pulled up and off to port. The signal light flicked briefly on red circles painted on his wings.” One of the screening destroyers opened fire, and red tracers reached up toward the leading plane. A voice on the Lexington radioed to all ships in the task force, ordering them to hold fire, but the captain of the destroyer replied, “I know Japanese planes when I see them.” Antiaircraft gunners on ships throughout the task force opened fire, and suddenly the night sky lit up as if it was the Fourth of July. But there were friendly planes in the air as well; one of the Yorktown fighter pilots complained: “What are you shooting at me for? What have I done now?” On the Yorktown, SBD pilot Harold Buell scrambled out to the port-side catwalk to see what was happening. “In the frenzy of the moment, with gunners firing at both friend and foe, some of us got caught up in the excitement and drew our .45 Colt automatics to join in, blasting away at the red meatballs as they flew past the ship—an offensive gesture about as effective as throwing rocks.” The intruders and the Americans all doused their lights and zoomed back into the cloud cover; none was shot down. It was not the last time in the war that confused Japanese pilots would attempt to land on an American carrier.

They looked like some kind of military rescue craft, but they didn't use rotors or jet engines and they didn't have any wings or lifting airframes. They just moved through the air as if gravity and wind resistance were no longer design concerns for aircraft engineers.

was increasingly convinced that The Science needed a Red Team exercise, a concept I’d already been refining for a few years. In such an exercise, a group of scientists (the “Red Team”) would be charged with rigorously questioning one of the assessment reports, trying to identify and evaluate its weak spots. In essence, a qualified adversarial group would be asked “What’s wrong with this argument?” And, of course, the “Blue Team” (presumably the report’s authors) would have the opportunity to rebut the Red Team’s findings. Red Team exercises are commonly used to inform high-consequence decisions such as testing national intelligence findings or validating complex engineering projects like aircraft or spacecraft; they’re also common in cybersecurity.

The boys reached the flight line just as Randy was completing a preflight check of the aircraft. In a few minutes they were strapped in their seats and taxiing toward the active runway. The pilot remarked, “Because of the direction of the wind, that runway is the only one I can use to head the plane into the wind.” He tuned his radio to the proper frequency and contacted Bayport tower. An immediate reply crackled from the plane’s receiver. “Ace Service Flight Two-Six is cleared to runway One-Niner. Wind’s from the southeast at fifteen knots. Altimeter setting, Two-Niner-Eight-Six.” Randy paused to check his instruments, controls, and engine magnetos. The tower then cleared him for immediate take-off. Turning into the runway, he eased the throttle ahead. Soon he and his passengers were airborne and taking a course to the northwest. The boys gazed down at the earth below. The terrain became more hilly with each passing mile. The expanses of wooded areas looked like rumpled deep-green carpet. Here and there, lakes and small streams reflected the sun in bright

The aircraft’s engines in the original design had so much power that we could not swing a propeller of the proper diameter to take advantage of it. We really needed a 17-foot propeller, which would have chopped about a foot into the fuselage! Starting with a new design, we put the engine nacelles far enough out on the wing to provide for the proper-diameter propeller. Ten feet, six inches was the largest diameter we could handle with that configuration.

The first Superfortress reached Tokyo just after midnight, dropping flares to mark the target area. Then came the onslaught. Hundreds of planes—massive winged mechanical beasts roaring over Tokyo, flying so low that the entire city pulsed with the booming of their engines. The US military’s worries about the city’s air defenses proved groundless: the Japanese were completely unprepared for an attacking force coming in at five thousand feet. The full attack lasted almost three hours; 1,665 tons of napalm were dropped. LeMay’s planners had worked out in advance that this many firebombs, dropped in such tight proximity, would create a firestorm—a conflagration of such intensity that it would create and sustain its own wind system. They were correct. Everything burned for sixteen square miles. Buildings burst into flame before the fire ever reached them. Mothers ran from the fire with their babies strapped to their backs only to discover—when they stopped to rest—that their babies were on fire. People jumped into the canals off the Sumida River, only to drown when the tide came in or when hundreds of others jumped on top of them. People tried to hang on to steel bridges until the metal grew too hot to the touch, and then they fell to their deaths. After the war, the US Strategic Bombing Survey concluded: “Probably more persons lost their lives by fire at Tokyo in a six-hour period than at any time in the history of man.” As many as 100,000 people died that night. The aircrews who flew that mission came back shaken. [According to historian] Conrad Crane: “They’re about five thousand feet, they are pretty low... They are low enough that the smell of burning flesh permeates the aircraft...They actually have to fumigate the aircraft when they land back in the Marianas, because the smell of burning flesh remains within the aircraft. (...) The historian Conrad Crane told me: I actually gave a presentation in Tokyo about the incendiary bombing of Tokyo to a Japanese audience, and at the end of the presentation, one of the senior Japanese historians there stood up and said, “In the end, we must thank you, Americans, for the firebombing and the atomic bombs.” That kind of took me aback. And then he explained: “We would have surrendered eventually anyway, but the impact of the massive firebombing campaign and the atomic bombs was that we surrendered in August.” In other words, this Japanese historian believed: no firebombs and no atomic bombs, and the Japanese don’t surrender. And if they don’t surrender, the Soviets invade, and then the Americans invade, and Japan gets carved up, just as Germany and the Korean peninsula eventually were. Crane added, The other thing that would have happened is that there would have been millions of Japanese who would have starved to death in the winter. Because what happens is that by surrendering in August, that givesMacArthur time to come in with his occupation forces and actually feedJapan...I mean, that’s one of MacArthur’s great successes: bringing in a massive amount of food to avoid starvation in the winter of 1945.He is referring to General Douglas MacArthur, the supreme commander for the Allied powers in the Pacific. He was the one who accepted theJapanese emperor’s surrender.Curtis LeMay’s approach brought everyone—Americans and Japanese—back to peace and prosperity as quickly as possible. In 1964, the Japanese government awarded LeMay the highest award their country could give a foreigner, the First-Class Order of Merit of the Grand Cordon of the Rising Sun, in appreciation for his help in rebuilding the Japanese Air Force. “Bygones are bygones,” the premier of Japan said at the time.

Heavy turbulence shook the aircraft, yet it held course toward its destination. Its powerful engines barely produced any noise, and the black hull made it almost invisible against the darkness. Three more of the same type of aircraft followed it, traveling in formation, like silent birds of prey hiding in the shadows of the night. The passengers inside weren't bothered by the shaky ride. Highly focused and ready for anything, they sat there in silence, secured with safety bars into long rows of seats facing each other. All wore the same tight black combat suits and gloves, firearms were strapped to their thighs, and everyone had a rucksack on their back. Matching, tight-fitting helmets covered their heads, cheeks, and upper necks. Only a small part of their faces was visible, and their eyes. All of them had identical neon-blue eyes. Their stares were somewhat chilling and disturbing; the unnatural eyes and their unmoving faces made them look like an army of living dolls, waiting to spring into action.

Difficulties of technical translation: features, problems, rules Technical translation is one of the most important areas of written translation in modern translation practice. Like the interpretation technique, it has its own characteristics and requirements. The need for this type of work is due to economic and scientific and technical progress, as well as the development of international relations. Thanks to technical translation, people share experience, knowledge and developments in various fields. What are the features of this type of translation? What pitfalls can be encountered on the translator's path? You will learn about this and much more from our article. ________________________________________ Technical translation is one of the most difficult types of legal translation. This is due to the large number of requirements for such work. Technical translation includes all scientific and technical texts, documents, instructions, reports, reference books and dictionaries. The texts of this plan contain a lot of specific terminology, which is the main difficulty of technical translation. A term is a word or a combination of words that accurately names a phenomenon, subject or scientific concept, revealing its meaning as much as possible. The most common technical texts in the following areas: • engineering; • defense; • physics and mathematics; • aircraft construction; • oil industry; • shipbuilding, etc. The main feature of technical translation is the requirement for its high accuracy (equivalence). The task of the translator is to convey information as close as possible to the original. Otherwise, distortions may appear in the text, leading to a misunderstanding of important information. Vocabulary selection is carried out carefully and carefully. The construction of phrases should be logical and meaningful. Other technical translation requirements include adequacy and informativeness. It is equally important to maintain the style of such texts. This includes not only vocabulary, but also the grammatical structure of the text, as well as the way the material is presented. Most often, this is a formal and logical style. Unlike artistic translation, where the main task is to convey the content, and the translator can use his imagination, include fancy turns and various figures of speech, the presence of emotionality and subjectivity is unacceptable in technical translation. Let's consider the peculiarities of technical translation in English. According to the well-known linguist and translator Y. Y. Retsker, English technical literature is characterized by the predominant use of complex or complex sentences, which include adjectives, nouns, as well as impersonal forms of verbs (infinitives, gerundial inflections, etc.). Passive constructions are also often found. In this direction, it is permissible to use only generally accepted grammatical structures. Another feature of such texts may be the absence of a predicate or subject and a large number of enumerations. In addition, the finished text should have an appropriate layout equivalent to the original. Let's consider the basic rules of technical translation for a specialist: • knowledge of the vocabulary, grammar and word structure of the foreign language from which the translation is performed (at the level required for understanding the source text); • knowledge of the language into which the translation is performed (at a level sufficient for a competent presentation of the material); • excellent knowledge of the specifics of texts and terminology; • ability to use linguistic and technical sources of information; • familiarity with the specifics of the field

Doppler vibrometer – a $500,000 machine that uses laser technology to measure infinitesimal surface vibrations. It was developed in the 1960s and is commonly used by industrial engineers to inspect jet aircraft safety. It’s also been co-opted by spies looking to eavesdrop on indoor conversations from outside a building. Osama bin Laden’s fate was sealed when the CIA detected his voice vibrating on the windows of a compound in Pakistan.

Compared to a conventional debt instrument, what makes securitization so attractive is the fact that the airline often retains the junior tranches. These become an asset on its balance sheet. Any discount associated with the low credit rating of these layers is more than offset by the discount on the purchase of the aircraft, thereby creating an immediate profit and cash inflow on delivery of the aircraft. Such are the wonders of modern financial alchemy. Under good, even normal, business conditions, the airline makes lease payments to the securitization vehicle. But in a recession or a bankruptcy filing, when payments are suspended, the owners of the senior strata are able to seize the collateral. The junior participants in the securitization have no rights, and any such assets on the airline’s balance sheet must be written down to zero, further increasing the airline’s losses. By this clever piece of financial engineering, the airline gets shiny new planes for an extremely low cost of funds–recently as low as 6 per cent–while equity shareholders carry nearly all of the business risk. That an industry which has rarely earned an acceptable return on capital should have access to such cheap capital is quite astonishing.

the four-million-dollar aircraft hit with a bone-jarring impact. He immediately killed the engines. The turbines

Reciprocating (piston) engines rotating aircraft propellers dominated commercial aviation until the late 1950s, but in 1943 both the UK and Germany were preparing to deploy their first jet fighter planes (the Gloster Meteor and the Messerschmitt 262, respectively, with the Germans being first in combat) powered by turbojet, continuous-combustion gas turbines. While the Mustang, America’s most successful propeller fighter, could reach about 630 km/h and the British Supermarine Spitfire less than 600 km/h, the maximum speeds of the two pioneering jet fighters, 970 km/h and 900 km/h, approached the speed of sound.

The pilot tapped his GPS screen a few times until he found the nearest airport. "Closest airfields are north. The Virgin Islands.” “You crazy, man? They’re probably already tracking us on radar. DEA or the Coast Guard would probably be waiting for us...” Marco tapped on the touchscreen map. “What about this island over here? Says it’s got a private air strip. Small, but we could go there.” The pilot squinted down at the GPS chart. “I know that one. Some rich guy owns it, I think. He’ll probably have security guards.” Marco tapped the map again, changing the layering to show the satellite image. “The buildings are all on the northwest side of the island. It would take people time to get to the runway, even if they knew we were there. It’s been storming hard so they won’t be outside. We can land on goggles, keep the lights off. We’ll cut the engine as soon as we touch down. We only need ten, fifteen minutes at the most. I’ll check the oil and top us off, then we’ll take off before anyone has time to reach us.” The aircraft jolted as they flew through more turbulence. More lightning in the distance. “Fine,” said the pilot. Marco tapped on the GPS display screen. “There. Your waypoint is in.” The aircraft banked slowly left as the pilot turned them toward the private island.

The second point which now strikes me forcibly is the need to design our warships, aircraft and weapons for a tough war in all climates and to try them out in realistic tests in peace in every kind of weather. In World War I, our shells had been no good; but in World War II, we remembered this, and our explosives were on the whole satisfactory, though some of the bombs were bad. Our torpedoes were elderly but well tried and reliable — both the Germans and the Americans started the war with advanced but useless torpedoes! The design of our main propulsion machinery was also rather ancient, but both engines and boilers were rugged and reliable and ran like trains throughout the war. The Germans introduced some sophisticated high-pressure, high-temperature machinery just before the war started, and they had many teething troubles which resulted in ships being out of action for months at a time. The lesson here is to avoid getting new equipment into full production until it has been thoroughly tested at sea.

In their open front cockpit the crew were completely unprotected from the bitter lash of the wind. And the same westerly winds also proved an additional threat when at last, mission accomplished, they tried to fly back to safety: The prevailing wind was against us when returning from any flight over the lines and when it was strong, as it often was, our ground speed was much reduced thereby presenting us as ‘sitting birds’ for the anti-aircraft guns. When landing back at the aerodrome I have known the wind speed to be greater than my landing speed, so that I had to use my engine to get down after finding that my aeroplane was flying backwards relative to the ground.7 Second Lieutenant Geoffrey Hopkins, 22 Squadron, RFC

It was perfectly possible to portray scientific knowledge as socially determined – and therefore not true in any real sense – when one was safe on the ground in Paris; but would you ask the same question in a jet aircraft at thirty-five thousand feet, when that same knowledge underpinned the very engineering that was keeping one up in the air?

Ten years ago this would probably never have been reported,” says Simpson. “The engineers would have just thought ‘Oh, that’s broken. We’ll just quietly replace it,’ and then carried on. Now we’re creating a culture where everyone is thinking ‘Gosh, there could be other aircraft on this station with the same problem that might not be spotted in future, so I’d better tell someone right now.’ That way you stop a small problem becoming a big one.

It’s a well-known statistic that there are 800 burial sites around Chernobyl. He was expecting some sort of amazing engineering structures, but they were just ordinary pits. They were filled with trees from the ‘red forest’ that was cut down in a 150 hectare area around the reactor. In the first two days after the accident, pine trees turned red and then russet. There were thousands of tonnes of iron and steel, pipes, work clothes, concrete structures. He showed me an illustration from an English magazine, panoramic, from the air. Thousands of tractors, aircraft, fire engines and ambulances. The largest burial site was said to be next to the reactor. He wanted to photograph it now, ten years on, and had been promised a lot of money for the image. So there we were, being sent from one senior official to another. One said they needed a location from us, another that we needed a permit. We were just getting the run-around, until it dawned on me that this burial site did not exist. There no longer was a site in reality, only in reports. The machinery had long ago been looted and taken off to markets, to collective farms or people’s homes for spare parts. It was all gone. The Englishman could not understand that. He could not believe it. When I told him the truth, he simply could not believe it!

His first major project was to invent a new flying machine. He sent one design after another aloft, many of them blowing up, and with each experiment the team refined its ideas. He worked in a mad sprint for the glory of being the inventor of the first helicopter. But there was much more at stake. This was the late 1930s, with a looming crisis in Western civilization. Arthur Young’s research had strong competition. A group of Nazi engineers was striving toward the same goal of providing its military with the world’s most advanced aircraft.

Finance is not a hard science like physics or engineering; rather, it’s a social science. The difference is this: a bridge, electrical circuit, or aircraft will always respond in exactly the same way to a given set of circumstances, while the financial markets do not,

The second, much larger group of “motors” includes all organic or mechanical arrangements that move bodies in a more complex fashion than the “motors” of the first category, which simply push or pull loads linearly. Although this second category ranges across ten orders of magnitude—from flying insects and bats, through birds and running and swimming mammals, to electric motors and piston and jet engines—the maximum force output of all of these motors scales at an almost perfectly isometric rate (M1.0), with exponents of 1.08 for electric rotary motors and bats, 0.96 for flying birds and aircraft turbines, and 0.95 for running animals!

the scaling of piston aircraft engines is also nearly isometrical. Data for more than 50 engines, from the one powering a 1.5-kilogram micro air vehicle to the four turboprops of the Antonov An-22 (an old Soviet heavy transporter weighing 250 tons) showed that their power is proportional to the 0.9th power of mass and 0.8th power of speed.

You feel like you're the king of creation in an A-10. You're up front and the plane itself--wings, engines, rudders--is way back. You sit at the end of the long snout in a fishbowl wide and bright to the world and the only thing in your head-up display is a little rubbery smudge of nose. It's really just you, slung out there. That's why pilots like Leo Pell loved the ship; you really fly her, you're really airborne, on the wind. It's World War II stuff, Jugs and Bostons lowlevel over the hedgerows of occupied Europe.

We came to a stop just in front of the aircraft. The smell of engine fuel was strong enough to make your eyes water. I could see the ground all churned up and the plane’s cockpit smashed on one side. It was incredible to think anyone had even survived. Yet there he was, head bowed, kneeling on the grass maybe twenty feet away. The pilot’s uniform was in tatters. The damaged arm hung limp at his side. I didn’t see a bone, thankfully, but it was certainly bleeding badly. He was skinny in a way that made him look young – perhaps not much older than Ephraim. I’d not expected that; I’d not expected him to be crying, either. It made me more uncomfortable than ever.

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.

We had therefore invented the perfect weapon for blowing up an entire sky full of multi-engine aircraft in one swat, so we could have defeated ourselves two wars back.

You might be surprised to learn that a yo-yo controlled by 1992 World Champion Dale Oliver was actually clocked at a blistering 14,300 revolutions per minute (rpm). Conversely, the Hornet plods along at a slower 2200 rpm. This is the same aircraft engine, however, that catapulted legendary aviator Roscoe Turner to victory in his Hornet-powered Wedell-Turner racer during the 1934 Thompson Trophy Race. During this race, Turner was able to sustain speeds in excess of 290 mph.

May 5th 2018 was one of the first nice spring days the beautiful State of Maine had seen since being captured by the long nights and cold days of winter. Ursula, my wife of nearly 60 years and I were driving north on the picturesque winding coastal route and had just enjoyed the pleasant company of Beth Leonard and Gary Lawless at their interesting book store “Gulf of Maine” in Brunswick. I loved most of the sights I had seen that morning but nothing prepared us for what we saw next as we drove across the Kennebec River on the Sagadahoc Bridge. Ursula questioned me about the most mysterious looking vessel we had ever seen. Of course she expected a definitive answer from me, since I am considered a walking encyclopedia of anything nautical by many. Although I had read about this new ship, its sudden appearance caught me off guard. “What kind of ship is that?” Ursula asked as she looked downstream, at the newest and most interesting stealth guided missile destroyer on the planet. Although my glance to the right was for only a second, I was totally awed by the sight and felt that my idea of what a ship should look like relegated me to the ashbin of history where I would join the dinosaurs and flying pterosaurs of yesteryear. Although I am not privileged to know all of the details of this class of ship, what I do know is that the USS Zumwalt (DDG 1000) first underwent sea trials in 2015. The USS Michael Monsoor (DDG-1001) delivered to the Navy in April 2018, was the second ship this class of guided missile destroyers and the USS Lyndon B. Johnson (DDG-1002) now under construction, will be the third and final Zumwalt-class destroyer built for the United States Navy. It was originally expected that the cost of this class would be spread across 32 ships but as reality set in and costs overran estimates, the number was reduced to 24, then to 7 and finally to 3… bringing the cost-per-ship in at a whopping $7.5 billion. These guided missile destroyers are primarily designed to be multi-mission stealth ships with a focus on naval gunfire to support land attacks. They are however also quite capable for use in surface and anti-aircraft warfare. The three ship’s propulsion is similar and comes from two Rolls-Royce gas turbines, similar to aircraft jet engines, and Curtiss-Wright electrical generators. The twin propellers are driven by powerful electric motors. Once across the bridge the landscape once again became familiar and yet different. Over 60 years had passed since I was here as a Maine Maritime Academy cadet but some things don’t change in Maine. The scenery is still beautiful and the people are friendly, as long as you don’t step on their toes. Yes, in many ways things are still the same and most likely will stay the same for years to come. As for me I like New England especially Maine but it gets just a little too cold in the winter!

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

On the Flight Deck this afternoon, a young plane captain, his mind obviously preoccupied with other matters, walked directly in front of an F-8 intake as the bird was turning up. He was instantly sucked off his feet and pulled down into the jet turbine tunnel. Fortunately, someone saw it happen and frantically signaled for the pilot to cut his engine. Once silenced, two squadron crew members crawled into the intake to rescue the dumb shit or what was left of him. They found his body wrapped around the generator hump directly in front of the turbine blades. He had miraculously avoided being chopped to pieces like steak in a meat grinder.

A jet engine is basically a large metal tube, mounted with one open end pointing toward the front of the aircraft and the other end at the back. With the plane moving forward, air blows into the front of the tube. An axial compressor spinning at high speed at the front acts as a one-way door, encouraging air to come into the tube while preventing anything from escaping out. In the center of the tube is a continuous explosion of jet fuel mixed with the compressed incoming air. The mixture, burned and heated to the point of violence in the explosion, instead of blowing the airplane to pieces finds a clear path out through the back of the tube. The escaping explosion products create a reactive force, just as would be made by a rocket engine, pushing the engine and the vehicle to which it is attached forward. On its way out, the expanding gases spin a turbine, like a windmill, and it is connected forward to the spinning compressor wheel.

BITE tries to address many of these issues and lets the engineer focus on actual exploratory and regression testing—not the process and mechanics. Modern jet fighters have dealt with this information overload problem by building Heads Up Displays (HUDs). HUDs streamline information and put it in context, right over the pilot’s field of view. Much like moving from propeller-driven aircraft to jets, the frequency with which we ship new versions of software at Google also adds to the amount of data and the premium on the speed at which we can make decisions. We’ve taken a similar approach with BITE for regression and manual testing. We implemented BITE as a browser extension because it allows us to watch what the tester is doing (see Figure 3.35) and examine the inside of the web application (DOM). It also enables us to project a unified user experience in the toolbar for quick access to data while overlaying that data on the web application at the same time, much like a HUD.

FOOD FOR THOUGHT: Once upon a time our politicians did not tend to apologize for our country’s prior actions! Here’s a refresher on how some of our former patriots handled negative comments about our great country. These are quite good JFK’S Secretary of State, Dean Rusk, was in France in the early 60’s when De Gaulle decided to pull out of NATO. De Gaulle said he wanted all US military out of France as soon as possible. Rusk’s response: “Does that include those who are buried here?” De Gaulle did not respond. You could have heard a pin drop. When in England, at a fairly large conference, Colin Powell was asked by the Archbishop of Canterbury if our plans for Iraq were just an example of ‘empire building’ by George Bush. He answered by saying, “Over the years, the United States has sent many of its fine young men and women into great peril to fight for freedom beyond our borders. The only amount of land we have ever asked for in return is enough to bury those that did not return.” You could have heard a pin drop. There was a conference in France where a number of international engineers were taking part, including French and American. During a break, one of the French engineers came back into the room saying, “Have you heard the latest dumb stunt Bush has done? He has sent an aircraft carrier to Indonesia to help the tsunami victims. What does he intend to do, bomb them?” A Boeing engineer stood up and replied quietly: “Our carriers have three hospitals on board that can treat several hundred people; they are nuclear powered and can supply emergency electrical power to shore facilities; they have three cafeterias with the capacity to feed 3,000 people three meals a day, they can produce several thousand gallons of fresh water from sea water each day, and they carry half a dozen helicopters for use in transporting victims and injured to and from their flight deck. We have eleven such ships; how many does France have?” You could have heard a pin drop. A U.S. Navy Admiral was attending a naval conference that included Admirals from the U.S., English, Canadian, Germany and France. At morning tea the Frenchman complained that the conference should be conducted in French since it was being held in Paris. The German replied that, so far as he could see, the reason that it was being held in English was as a mark of respect to the other attendees, since their troops had shed so much blood so that the Frenchman wouldn’t be speaking German.

A young American was almost hit by a piece of enemy shrapnel, then found his father’s name cut into the metal—his father, a mechanic at Boeing Aircraft, had cut his name on the engine of his 1929 automobile but had no idea how the scrap fell into the hands of the “Japs” and nearly killed the son.

I have to ensure that everyone has a voice,” Aaron said when I asked him about his most important responsibility as a team leader. “There were times when it was awesome to have the flight engineer’s opinion, but there were a couple times where he treated his perspective as the end-all be-all.” That was when Aaron intervened. He asked others on the crew to offer their view. “Tom, what do you think?” “Petty Officer Robbins, what about you?” This is an important point about psychological safety: it needs to be cultivated lest crucial voices be lost. Making sure that everyone is heard is not a matter of good manners or inclusivity for its own sake. Rather, it’s what helps to keep an aircraft in the air and to safely land it.

Damage to Curtiss resulted from an enemy aircraft colliding with the forward crane. The enemy plane burned on the boat deck. This occurred at 0905. Another bombing attack occurred at 0912. One bomb fell on the mooring buoy aft and two bombs fell alongside. Fragment damage from these three bombs was considerable. Another bomb struck the starboard side of the boat deck, passed through three decks, and exploded on the main deck causing considerable damage. These bombs were about 250 kilograms, measured about 12 inches in diameter, and carried about 130 pounds of TNT. They were released by dive-bombers from a height of about 300 to 400 feet. The widespread damage caused by fragments to the piping, electric wires, steam lines, and ammunition supply, etc. overshadowed entirely the structural damage which they caused. Even the after engine room was affected by fragments from the bomb hit. Many fires were started and these were difficult to extinguish due to smoldering cork insulation and poor lighting. Much of the fragment damage could have been prevented by use of some armor, which was forbidden in auxiliary vessels under the arms limitation treaties. Later designs provided two-inch splinter protection for sixty percent of the length, as well as splinter protection for gun, fire control, and ship control stations. The Navy Yard undertook repairs to Curtiss on two separate availabilities; the first was from 19 to 27 December. When replacement parts were received, Curtiss was in the Yard from 26 April to 28 May 1942. At that time final repairs were made. 9. U.S.S. HELM, DESTROYER (LAUNCHED IN 1937) We have seen how Helm got underway promptly and patrolled the waters for submarines

Raleigh was struck by a torpedo early in the attack. Like Utah, she occupied a berth usually used by an aircraft carrier. At 0756 the two torpedoes were dropped about 300 yards from the ship. One hit the ship below the eighty pound armor belt and another passed about twenty-five yards ahead of the ship. The one which hit the ship caused immediate flooding of the two forward boiler rooms and the forward engine room. General Quarters was sounded at once, and the anti-aircraft battery went into action promptly. Men not at the guns were ordered to jettison weights on the port side, especially those high up on the ship. About 0900 the ship received a bomb hit from a dive-bomber. This was dropped from about 800 feet and passed through three decks and out the side of the ship. It exploded clear of the vessel at frame 112 and caused damage typical of a near-miss. Luckily the compartment, which held 3,500 gallons of aviation gasoline, was left intact. The ship counterflooded, but the construction of the ship was not favorable to a great deal of counterflooding as loss of buoyancy was more important than list. Due to defective hatches the main deck had some free water surface, which, added to that produced by the damage, was almost fatal. The jettisoning of topside weights and the reduction of free surface by pumping water from the main deck saved the ship. It certainly would have been lost in a seaway, as it developed negative stability. This was gradually overcome, partly by lashing an available barge alongside. 80-G-32448 USS Raleigh after taking one torpedo hit amidships and one bomb hit aft.

When I think back over those days and my thoughts roam to English girls and women I feel a deep sense of gratitude. They served, in their way. They served, as American women and girls did, in the ways that would make feminists proud. They ferried our planes across the Atlantic. They talked us in through the overcast. If you want to know how gratitude can feel, think of being in a B-17, or any aircraft, with two engines out, with a hole in your starboard wing and two of your crew dying of shell fire. Then think of being lost. You are in white, fleecy clouds, and you can hardly see the tips of your wings. Then think of a woman’s voice, coming in to your headset: “It’s all right, Yah-ink, I’ll get you in.” Then her British voice from Flying Control nestles you down, “Eye-zy, mite, you’re just starboard of the glide path. Heading two-fy-uv-nigh-yun.

Never Doubt His Plan A cargo helicopter flying over Alaska had some engine trouble. The pilot did excellent work to get the aircraft down, but electrics had been damaged, meaning he couldn't radio for help. He knew a search party would be looking for him, but there was such a vast area to cover. Being from a family of deep faith, he started to pray for God to send the rescuers in the right direction. Just when he thought it couldn't get any worse. One day while out getting freshwater, there was an electrical fire in the helicopter. He stood at a safe distance and watched it going up in flames. Then the gas tank exploded. He fell to his knees as it did. Watching his pride and joy go up in smoke felt like pouring salt on his wounds. He cried out to God, "I give up, I ask you to help me, and this happens. A few hours later he heard a distance sound, he perked up, he couldn't see anything, but it kept getting closer. Next thing he saw a helicopter in the distance, it was the coast guard coming to rescue him. When they landed, he ran over and gave them a big hug—asking how in the world did they find him. It turned out the smoke from the wreckage had travelled over 300 miles with the wind. The rescue team had followed the smoke. Sometimes what looks like a disappointment is God positioning us for a new level. If your helicopter is on fire today, so to speak, instead of being bitter, complaining, being upset. Have a new perspective, trust in God's plan. It may not make sense now. Being stranded is tough; being in the pits of life will feel uncomfortable. The setbacks, the closed doors can be discouraging, but you have to remind yourself. It's not working against you; it's working for you. Now you only see in part, but one day you will see in full.