Aircraft Maintainer Quotes

The worst-kept secret in modern diplomacy is that the primary function of an embassy nowadays is to serve as a platform for espionage. The old explanations for why a country might try to maintain a notionally sovereign physical presence on another country’s soil faded into obsolescence with the rise of electronic communications and jet-powered aircraft

The Turkish infantry were as fine as they had ever been, and their field artillery was presentable. But they had none of the modern weapons which from May, 1940, were proved to be decisive. Aviation was lamentably weak and primitive. They had no tanks or armoured cars, and neither the workshops to make and maintain them nor the trained men and staffs to handle them. They had hardly any anti-aircraft or anti-tank artillery. Their signal service was rudimentary. Radar was unknown to them. Nor did their warlike qualities include any aptitude for all these modern developments.

As we departed the airfield at Uppottery, the aircraft climbed to the assembly altitude of 1,500 feet and flew in a holding pattern until the entire formation turned on course at 1142 hours to join the stream of planes converging on the coast of France. Descending to an altitude of 1,000 feet, the pilots maintained course until they neared the Normandy course, at which time they descended to 500 feet. The optimum altitude for a drop was 600 feet at a speed of 100 to 120 knots to preclude excessive prop-wash and needless exposure to enemy fire. Twenty minutes out, Lieutenant Sammons hollered back and the crew chief removed the door.

The reality is that Facebook has been so successful, it’s actually running out of humans on the planet. Ponder the numbers: there are about three billion people on the Internet, where the latter is broadly defined as any sort of networked data, texts, browser, social media, whatever. Of these people, six hundred million are Chinese, and therefore effectively unreachable by Facebook. In Russia, thanks to Vkontakte and other copycat social networks, Facebook’s share of the country’s ninety million Internet users is also small, though it may yet win that fight. That leaves about 2.35 billion people ripe for the Facebook plucking. While Facebook seems ubiquitous to the plugged-in, chattering classes, its usage is not universal among even entrenched Internet users. In the United States, for example, by far the company’s most established and sticky market, only three-quarters of Internet users are actively on FB. That ratio of FB to Internet user is worse in other countries, so even full FB saturation in a given market doesn’t imply total Facebook adoption. Let’s (very) optimistically assume full US-level penetration for any market. Without China and Russia, and taking a 25 percent haircut of people who’ll never join or stay (as is the case in the United States), that leaves around 1.8 billion potential Facebook users globally. That’s it. In the first quarter of 2015, Facebook announced it had 1.44 billion users. Based on its public 2014 numbers, FB is growing at around 13 percent a year, and that pace is slowing. Even assuming it maintains that growth into 2016, that means it’s got one year of user growth left in it, and then that’s it: Facebook has run out of humans on the Internet. The company can solve this by either making more humans (hard even for Facebook), or connecting what humans there are left on the planet. This is why Internet.org exists, a vaguely public-spirited, and somewhat controversial, campaign by Facebook to wire all of India with free Internet, with regions like Brazil and Africa soon to follow. In early 2014 Facebook acquired a British aerospace firm, Ascenta, which specialized in solar-powered unmanned aerial vehicles. Facebook plans on flying a Wi-Fi-enabled air force of such craft over the developing world, giving them Internet. Just picture ultralight carbon-fiber aircraft buzzing over African savannas constantly, while locals check their Facebook feeds as they watch over their herds.

Zero percent? Zero percent?” Chen said loudly to himself, rapidly sober. “Who are these two bastards then? Where are the real pilots, and where is my aircraft?” Chen slammed his hand down on the metal desk, and the booming sound reverberated throughout the hangar. Maintainers looked in the office direction once again but kept repairing Black Scorpion’s left wing.

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

The organization of high-tempo air operations from carriers remains an extremely challenging proposition even today, but in June 1942, the Japanese were world leaders in this field. Their fleet carriers would typically hold about 90 aircraft, confined into a very tight space. There were two hangar decks, with lifts connecting them to the flight deck above. Japanese ground crews were very well trained, with the result that they could turn around aircraft much faster than their British or American counterparts. Nonetheless, these were crowded ships, and they were already coming under attack from the Midway-based American aircraft. Furthermore, in addition to switching armament for Nagumo’s reserve bomber force, the crews were maintaining a rotating force of covering fighters. There were always Zeros on deck waiting to take off, being refuelled, or just having landed. Hoisting heavy torpedoes into the bomb bays of the Kates was also a very skilled operation that only specialist torpedo armorers were able to undertake. In short, this was a recipe for delay and confusion, even given the superb quality of the Japanese ground crew, and as Nagumo changed his mind twice in the span of less than an hour, the issues the Japanese faced on the carriers were exacerbated. 

After January 1, 1959, the Castro Revolution changed the way business was done in Cuba. Abruptly, supplies for Cubana were no longer available, most routes were altered or suspended, and many of the pilots deserted their jobs or were exiled. In May of 1960, the new Castro administration merged all of the existing Cuban airlines and nationalized them under a drastically restructured Cubana management. At the time, many of Cubana’s experienced personnel took advantage of their foreign connections, and left for employment with other airlines. During the Bay of Pigs Invasion in April of 1961, two of the remaining Cubana DC-3’s were destroyed in the selective bombing of Cuba’s airports. Actually the only civil aviation airport that was proven to be bombed was the Antonio Maceo Airport in Santiago de Cuba. During the following years, the number of hijackings increased and some aircraft were abandoned at American airports, as the flight crews sought asylum in the United States. This corporate instability, as well as political unrest, resulted in a drastic reduction of passengers willing to fly with Cubana. Of course, this resulted in a severe reduction in revenue, making the airline less competitive. The Castro régime reacted by blaming the CIA for many of Cubana’s problems. However, slowly, except to the United States, most of the scheduled flights were restored. Not being able to replace their aging fleet with American manufactured aircraft, they turned to the Soviet Union. Currently Cubana’s fleet includes Ukrainian designed and built Antonov An-148’s and An-158’s. The Cubana fleet also has Soviet designed and built Illyushin II-96’s and Tupolev TU-204’s built in Kazan, Russia. Despite daunting difficulties, primarily due to the United States’ imposed embargo and the lack of sufficient assistance from Canada, efforts to expand and improve operations during the 1990’s proved successful. “AeroCaribbean” originally named “Empresa Aero” was established in 1982 to serve as Cuba’s domestic airline. It also supported Cubana’s operations and undertook its maintenance. Today Cubana’s scheduled service includes many Caribbean, European, South and Central American destinations. In North America, the airline flies to Mexico and Canada. With Cuban tourism increasing, Cubana has positioned itself to be relatively competitive. However much depends on Cuba’s future relations with the United States. The embargo imposed in February of 1962 continues and is the longest on record. However, Cubana has continued to expand, helping to make Cuba one of the most important tourist destinations in Latin America. A little known fact is that although Cubana, as expected, is wholly owned by the Cuban government, the other Cuban airlines are technically not. Instead, they are held, operated and maintained by the Cuban military, having been created by Raúl Castro during his tenure as the Minister of the Revolutionary Armed Forces.

As the producer states gradually forced the major oil companies to share with them more of the profits from oil, increasing quantities of sterling and dollars flowed to the Middle East. To maintain the balance of payments and the viability of the international financial system, Britain and the United States needed a mechanism for these currency flows to be returned. [...] The purchase of most goods, whether consumable materials like food and clothing or more durable items such as cars or industrial machinery, sooner or later reaches a limit where, in practical terms, no more of the commodity can be used and further acquisition is impossible to justify. Given the enormous size of oil revenues, and the relatively small populations and widespread poverty of many of the countries beginning to accumulate them, ordinary goods could not be purchased at a rate that would go far to balance the flow of dollars (and many could be bought from third countries, like Germany and Japan – purchases that would not improve the dollar problem). Weapons, on the other hand, could be purchased to be stored up rather than used, and came with their own forms of justification. Under the appropriate doctrines of security, ever-larger acquisitions could be rationalised on the grounds that they would make the need to use them less likely. Certain weapons, such as US fighter aircraft, were becoming so technically complex by the 1960s that a single item might cost over $10 million, offering a particularly compact vehicle for recycling dollars. Arms, therefore, could be purchased in quantities unlimited by any practical need or capacity to consume. As petrodollars flowed increasingly to the Middle East, the sale of expensive weaponry provided a unique apparatus for recycling those dollars – one that could expand without any normal commercial constraint.

Democracy is a rare thing, Pete. You hear how democracies are all over the place, but it isn’t really true. They call it democracy. They use the vocabulary, the props, but it’s theater. What your Founding Fathers did was the real thing. But the problem with democracies is they’re hard to maintain. Especially in the face of high technology. How do you preserve your freedom when the powerful can use software bots to detect dissent and deploy drone aircraft to take out troublemakers? Human beings are increasingly unnecessary to wield power in the modern world.

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

Over the next three months, the Princess of Wales and the Crown were immersed in intense negotiations that would determine the details of a final divorce settlement. Diana demanded the right to continue living at Kensington Palace, share custody of the children, and maintain access to all the perks that went with being a member of the royal family—including use of the royal fleet of cars and aircraft, and a staff commensurate with her status as the mother of a future king. All this, and $70 million. Needless

Our system is run by a set of dreamers who call themselves realists. To expect the future to be different is not of course to maintain that it will be better. It might be a great deal worse. The point is that history is malleable enough for us to choose. No sooner had the political theorists of the 1990s proclaimed that history was at an end than two aircraft slammed into the World Trade Center, and a whole new historical narrative began to unfold. History may not have been improved by this development, but it certainly didn’t stand still.

One day in his new job he was handed the budget for the Department of Agriculture. “I was like, Oh yeah, the USDA—they give money to farmers to grow stuff.” For the first time, he looked closely at what this arm of the United States government actually does. Its very name is seriously misleading—most of what it does has little to do with agriculture. It runs 193 million acres of national forest and grasslands, for instance. It is charged with inspecting almost all the animals Americans eat, including the nine billion birds a year. Buried inside it is a massive science program, a large fleet of aircraft for firefighting, and a bank with $ 220 billion in assets. It monitors catfish farms. It maintains a shooting range inside its DC headquarters. It keeps an apiary on its roof, to study bee-colony collapse. There’s a drinking game played by people who have worked at the Department of Agriculture: Does the USDA do it? Someone names an odd function of government (say, shooting fireworks at Canada geese that flock too near airport runways) and someone else has to guess if the USDA does it. (In this case, it does.)

Helicopters Nothing has done more to change the face of wilderness rescue than helicopters. They land in remote areas that were inaccessible to aircraft only a few years ago. If the spot isn’t flat enough, helicopters have been known to land on one skid while a patient is quickly loaded. When there is no spot to land, they have hovered with a rescuer hanging from a rope or cable, a rescuer equipped to attach the patient to the hauling system for evacuation. Helicopters go where the pilot wants because of the rapid spinning of two sets of blades. The large overhead blades create air by forcing air down. The pilot can vary the angle at which the blades attack the air and the speed at which they rotate to vary the amount of lift. The entire rotor can be tilted forward, backward, or sideways to determine the direction of travel. Without a second set of blades spinning in an opposite direction, the helicopter would turn circles helplessly in the air. Some large helicopters have two large sets of blades spinning in opposite directions, one fore and one aft, but most helicopters used in the wilderness maintain stability with one small tail rotor. When they are close to the ground, the spinning blades build a cushion of air that helps support the helicopter. This cushion of air varies in its ability to work, depending on its density. Rising air temperatures and increasing altitude reduce air density. So trying to land a helicopter on a mountaintop on a hot day is dangerous, and the weight of one person may prevent liftoff. Air density also is altered by the nearness of a mountainside. The downward shove of air by the blades can recirculate off the mountainside and reduce lift. One of the greatest fears of mountain flying is a sudden downdraft of air that can slam a helicopter toward the ground. Downdrafts are not only dangerous but also unpredictable. Add to air density and downdrafts the possibility of darkness and fog and wind, and you can understand that even if a helicopter is available it may not be able to come to your rescue.

Exactly. Democracy is a rare thing, Pete. You hear how democracies are all over the place, but it isn’t really true. They call it democracy. They use the vocabulary, the props, but it’s theater. What your Founding Fathers did was the real thing. But the problem with democracies is they’re hard to maintain. Especially in the face of high technology. How do you preserve your freedom when the powerful can use software bots to detect dissent and deploy drone aircraft to take out troublemakers? Human beings are increasingly unnecessary to wield power in the modern world.

The MS City of New York commanded by Captain George T. Sullivan, maintained a regular schedule between New York City and Cape Town, South Africa until the onset of World War II when on March 29, 1942 she was attacked off the coast of Cape Hatteras, North Carolina by the German submarine U-160 commanded by Kapitänleutnant Georg Lassen. The torpedo struck the MS City of New York at the waterline under the ship’s bridge instantly disabling her. Surfacing the U-boat circled the crippled ship making certain that all of the crew had a chance to abandon ship. In all four lifeboats were lowered holding 41 passengers, 70 crewmen and 13 officers. The armed guard stayed behind but considering the fate of those in the lifeboats did not fire on the submarine. At a distance of about 250 yards the submarine fired a round from her deck gun striking the hapless vessel on the starboard side at the waterline, by her number 4 hold. It took 20 minutes for the MS City of New York to sink stern first. The nine members of the armed guard waited until the water reached the ships after deck before jumping into the water. The following day, a U. S. Navy PBY Catalina aircraft was said to have searched the area without finding any survivors. Almost two days after the attack, a destroyer, the USS Roper rescued 70 survivors of which 69 survived. An additional 29 others were picked up by USS Acushnet, formally a seagoing tugboat and revenue cutter, now operated by the U.S. Coast Guard. All of the survivors were taken to the U.S. Naval Base in Norfolk, Virginia. Almost two weeks later, on 11 April, a U.S. Army bomber on its way to Europe, located the forth boat at 38°40N/73°00W having been carried far off shore by the Gulf Stream. The lifeboat contained six passengers, four women, one man and a young girl plus 13 crew members. Two of the women died of exposure. The eleven survivors and two bodies (the mother of the child and the armed guard) were picked up by the U.S. Coast Guard Cutter CG-455 and were brought to Lewes, Delaware. The final count showed that seven passengers, one armed guard and 16 crewmen died.

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