Aircraft Mechanics Quotes

I was in bed at my beach house, but could not sleep because of some fried chicken in the icebox that I felt entitled to. I waited till my wife dropped off, and tiptoed into the kitchen. I remembered looking at the clock. It was precisely four-fifteen. I'm quite certain of this, because our kitchen clock has not worked in twenty-one years and is always at that time. I also noticed that our dog, Judas, was acting funny. He was sanding up on his hind legs and singing, 'I Enjoy Being a Girl.' Suddenly the room turned bright orange. At first, I thought my wife had caught me eating between meals and set fire to the house. Then I looked out the window, where to my amazement I saw a gigantic cigar-shaped aircraft hovering just over the treetops in the yard and emitting an orange glow. I stood transfixed for what must have been several hours, though our clock still read four-fifteen, so it was difficult to tell. Finally, a large, mechanical claw extended from the aircraft and snatched the two pieces of chicken from my hand and quickly retreated. When I reported the incident to the Air Force, they told me that what I had seen was a flock of birds. When I protested, Colonel Quincy Bascomb personally promised that the Air Force would return the two pieces of chicken. To this day, I have only received one piece.

If you were to say to a physicist in 1899 that in 1999, a hundred years later, moving images would be transmitted into homes all over the world from satellites in the sky; that bombs of unimaginable power would threaten the species; that antibiotics would abolish infectious disease but that disease would fight back; that women would have the vote, and pills to control reproduction; that millions of people would take to the air every hour in aircraft capable of taking off and landing without human touch; that you could cross the Atlantic at two thousand miles an hour; that humankind would travel to the moon, and then lose interest; that microscopes would be able to see individual atoms; that people would carry telephones weighing a few ounces, and speak anywhere in the world without wires; or that most of these miracles depended on devices the size of a postage stamp, which utilized a new theory called quantum mechanics—if you said all this, the physicist would almost certainly pronounce you mad.

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!

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.

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

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.

What I have said makes it appear that this process of improvement by internal replacement applies to the technology as a whole. But by our recursion principle, it applies to all constituent parts of the technology as well: a technology improves as better subparts and sub-subparts are swapped into its assemblies and subassemblies. This means we need to think of a technology as an object-more an organism, really-that develops through its constituent parts and subparts improving simultaneously at all levels in its hierarchy. And there is something else. A technology developls not just by the direct efforts applied to it. Many of a technology's parts are shared by other technologies, so a great deal of development happens automatically as components improve in other uses "outside" that technology. For decades, aircraft instruments and control mechanism benefited from outside progress in electronic components. A technology piggybacks on the external development of its components.

Once every few weeks, beginning in the summer of 2018, a trio of large Boeing freighter aircraft, most often converted and windowless 747s of the Dutch airline KLM, takes off from Schiphol airport outside Amsterdam, with a precious cargo bound eventually for the city of Chandler, a western desert exurb of Phoe­nix, Arizona. The cargo is always the same, consisting of nine white boxes in each aircraft, each box taller than a man. To get these pro­foundly heavy containers from the airport in Phoenix to their des­tination, twenty miles away, requires a convoy of rather more than a dozen eighteen-wheeler trucks. On arrival and family uncrated, the contents of all the boxes are bolted together to form one enormous 160-ton machine -- a machine tool, in fact, a direct descendant of the machine tools invented and used by men such as Joseph Bramah and Henry Maudslay and Henry Royce and Henry Ford a century and more before. "Just like its cast-iron predecessors, this Dutch-made behemoth of a tool (fifteen of which compose the total order due to be sent to Chandler, each delivered as it is made) is a machine that makes machines. Yet, rather than making mechanical devices by the pre­cise cutting of metal from metal, this gigantic device is designed for the manufacture of the tiniest of machines imaginable, all of which perform their work electronically, without any visible mov­ing parts. "For here we come to the culmination of precision's quarter­millennium evolutionary journey. Up until this moment, almost all the devices and creations that required a degree of precision in their making had been made of metal, and performed their vari­ous functions through physical movements of one kind or another. Pistons rose and fell; locks opened and closed; rifles fired; sewing machines secured pieces of fabric and created hems and selvedges; bicycles wobbled along lanes; cars ran along highways; ball bearings spun and whirled; trains snorted out of tunnels; aircraft flew through the skies; telescopes deployed; clocks ticked or hummed, and their hands moved ever forward, never back, one precise sec­ond at a time."Then came the computer, then the personal computer, then the smartphone, then the previously unimaginable tools of today -- and with this helter-skelter technological evolution came a time of translation, a time when the leading edge of precision passed itself out into the beyond, moving as if through an invisible gateway, from the purely mechanical and physical world and into an immobile and silent universe, one where electrons and protons and neutrons have replaced iron and oil and bearings and lubricants and trunnions and the paradigm-altering idea of interchangeable parts, and where, though the components might well glow with fierce lights send out intense waves of heat, nothing moved one piece against another in mechanical fashion, no machine required that mea­sured exactness be an essential attribute of every component piece.

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.

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

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.

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Thousands of commercial airplanes using fly-by-wire technology systems lose wing and tail controls, lose cabin pressure and landing gear, lose instrument landing systems as they head violently toward the ground. One class of passenger aircraft is mercifully spared, namely the older model 747s, used by the Defense Department for its Doomsday Planes. “747 pilots still use a foot pedal and a yoke, mechanically linked to the control surfaces,” Yago tells us. “There’s no fly-by-wire technology there.

A loud, relentless mechanical moaning filled the air, as if a giant hound constructed by the gods of iron and steel were baying at the moon. The air raid warning started, and then other sounds came - the whine of aircraft engines followed by the crump, crump, crump of bombs falling.

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