Aircraft Safety Quotes

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.

Let us return to pathemata mathemata (learning through pain) and consider its reverse: learning through thrills and pleasure. People have two brains, one when there is skin in the game, one when there is none. Skin in the game can make boring things less boring. When you have skin in the game, dull things like checking the safety of the aircraft because you may be forced to be a passenger in it cease to be boring. If you are an investor in a company, doing ultra-boring things like reading the footnotes of a financial statement (where the real information is to be found) becomes, well, almost not boring.

Not many years ago, nearly 100 percent of people who thought they were being constantly watched were certifiable paranoids. But recently it was revealed that, in the name of public safety, Homeland Security and more than a hundred other local, state, and federal agencies are operating aerial surveillance drones of the kind previously used only on foreign battlefields— at low altitudes outside the authority of air-traffic control. Soon, the bigger worry will not be that, as you walk your dog, you are secretly being watched but that the rapidly proliferating drones will begin colliding with one another and with passenger aircraft, and that you’ll be killed by the plummeting drone that was monitoring you to be sure that you picked up Fido’s poop in a federally approved pet-waste bag.

After the Christmas and New Year of 1944 my mother and I returned to Strausberg, but the area was full of people evacuated from Berlin due to mass bombings on the capital by the RAF. These had started, in a small way, on 25 August, 1940, and had continued through 1941 and 1942. However, by November, 1943, these air attacks were major, involving mass bomber streams of more than 800 aircraft. I used to stand outside the front of our house and look at the sky, watching the silver bombers turning over Strausberg and heading in the direction of Berlin. Many were shot down, some near us in the fields around Strausberg.

In reality, electrons move in “probability clouds.” So what do you tell a sixth grader? Do you talk about the motion of planets, which is easy to understand and nudges you closer to the truth? Or do you talk about “probability clouds,” which are impossible to understand but accurate? The choice may seem to be a difficult one: (1) accuracy first, at the expense of accessibility; or (2) accessibility first, at the expense of accuracy. But in many circumstances this is a false choice for one compelling reason: If a message can’t be used to make predictions or decisions, it is without value, no matter how accurate or comprehensive it is. Herb Kelleher could tell a flight attendant that her goal is to “maximize shareholder value.” In some sense, this statement is more accurate and complete than that the goal is to be “THE low-fare airline.” After all, the proverb “THE low-fare airline” is clearly incomplete—Southwest could offer lower fares by eliminating aircraft maintenance, or by asking passengers to share napkins. Clearly, there are additional values (customer comfort, safety ratings) that refine Southwest’s core value of economy. The problem with “maximize shareholder value,” despite its accuracy, is that it doesn’t help the flight attendant decide whether to serve chicken salad. An accurate but useless idea is still useless.

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

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. —

Nevertheless, it strikes me more and more that America’s reputation for materialism is unfounded—that is, if a materialist is a person who thoroughly enjoys the physical world and loves material things. In this sense, we are superb materialists when it comes to the construction of jet aircraft, but when we decorate the inside of these magnificent monsters for the comfort of passengers it is nothing but frippery. High-heeled, narrow-hipped, doll-type girls serving imitation, warmed-over meals. For our pleasures are not material pleasures but symbols of pleasure—attractively packaged but inferior in content. The explanation is simple: most of our products are being made by people who do not enjoy making them, whether as owners or workers. Their aim in the enterprise is not the product but money, and therefore every trick is used to cut the cost of production and hoodwink the buyer, by coloring and packaging chicanery, into the belief that the product is well and truly made. The only exceptions are those products which simply must be excellent for reasons of safety or high cost of purchase—aircraft, computers, space-rockets, scientific instruments, and so forth. But the whole scheme is a vicious circle, for when you have made the money what will you buy with it? Other pretentious fakes made by other money-mad manufacturers. The

MidAmerica Jet is a private jet hire service that makes air travel a comfortable and luxurious experience. Offering private jet rental, aircraft sales, aircraft management, aircraft maintenance, and an exclusive travel membership. Since 1980 we have been serving our clients with the utmost care and support. We aim to satisfy you in each step of your needs. Our staff is trained to the highest standards in their respective field and trained in the highest standards of safety. We guarantee safety and customer care in everything we do.

Skin in the game can make boring things less boring. When you have skin in the game, dull things like checking the safety of the aircraft because you may be forced to be a passenger in it cease to be boring. If you are an investor in a company, doing ultra-boring things like reading the footnotes of a financial statement (where the real information is to be found) becomes, well, almost not boring. But there is an even more vital dimension. Many addicts who normally have a dull intellect and the mental nimbleness of a cauliflower—or a foreign policy expert—are capable of the most ingenious tricks to procure their drugs. When they undergo rehab, they are often told that should they spend half the mental energy trying to make money as they did procuring drugs, they are guaranteed to become millionaires. But, to no avail. Without the addiction, their miraculous powers go away. It was like a magical potion that gave remarkable powers to those seeking it, but not those drinking it. A confession. When I don’t have skin in the game, I am usually dumb. My knowledge of technical matters, such as risk and probability, did not initially come from books. It did not come from lofty philosophizing and scientific hunger. It did not even come from curiosity. It came from the thrills and hormonal flush one gets while taking risks in the markets. I never thought mathematics was something interesting to me until, when I was at Wharton, a friend told me about the financial options I described earlier (and their generalization, complex derivatives). I immediately decided to make a career in them. It was a combination of financial trading and complicated probability. The field was new and uncharted. I knew in my guts there were mistakes in the theories that used the conventional bell curve and ignored the impact of the tails (extreme events). I knew in my guts that academics had not the slightest clue about the risks. So, to find errors in the estimation of these probabilistic securities, I had to study probability, which mysteriously and instantly became fun, even gripping. When there was risk on the line, suddenly a second brain in me manifested itself, and the probabilities of intricate sequences became suddenly effortless to analyze and map. When there is fire, you will run faster than in any competition. When you ski downhill some movements become effortless. Then I became dumb again when there was no real action. Furthermore, as traders the mathematics we used fit our problem like a glove, unlike academics with a theory looking for some application—in some cases we had to invent models out of thin air and could not afford the wrong equations. Applying math to practical problems was another business altogether; it meant a deep understanding of the problem before writing the equations.

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.

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.

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

When you made your first offer, I was willing to let you pass it off as a joke,” Satie said. “You’re not the first billionaire I’ve ferried around. I know how you all like to wave around your money dick to see who might be willing to suck on it. If you had let it go when I gave you the opportunity, I was willing to ignore it. But you had to push it. You wanted to see how much it would cost for me to compromise the safety of everyone on this aircraft, me included, to assert your dominance. So, now here is my answer, Mr. Sanders. I will let you out for free. And there is no amount of money, on this planet or the other, that you or anyone else could pay me to let you back in.

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

When the failure of your code could result in the loss of a quarter-billion-dollar aircraft and human lives, clarity counts.

pilot announced the problem and added, “There are four of us but only three parachutes. It’s my plane, my parachutes—I have to take one of them.” The others agreed. He strapped the parachute on and jumped to safety. Left on the aircraft were a brilliant professor (a rocket scientist, no less), a minister of religion and a backpacker. The professor jumped to his feet insisting, “I am one of the greatest minds in the country. I must survive. I must take one of the remaining parachutes.” The others agreed. He prepared himself and launched out. The elderly clergyman started to explain to the young traveler, “I’ve lived a long life. I do not fear death. You take the last parachute.” She stopped him mid-sentence with, “No, it’s fine. That brilliant professor just jumped out with my backpack strapped on!

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.

Sitting on top of an electrical outlet and having radio frequency WiFi devices charging their batteries while streaming wireless movies is a very undesirable dynamic for the biological health of the passengers and aircraft crew.

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.

On 7 December 1941, all major combatant ships at Pearl Harbor were in condition "X" with two machine guns manned and two 5-inch anti-aircraft guns with ready ammunition and crews near at hand. After the attack began, the ships assumed condition "Y" or "Z" as rapidly as possible. The battleships had been in port for several days and had been refueled. Most of the ships were ninety-five percent full of fuel oil. The degree of closure of water-tight doors and hatches is determined by the conditions named. Condition "X" is the minimum safety condition, while condition "Z" is the battle closure condition. Condition "Y" is between the two. These are usually designated by their alphabetical names, that is "X-ray," "Yoke," and "Zed.