Aircraft Tail Quotes

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It means this War was never political at all, the politics was all theatre, all just to keep the people distracted…secretly, it was being dictated instead by the needs of technology…by a conspiracy between human beings and techniques, by something that needed the energy-burst of war, crying, “Money be damned, the very life of [insert name of Nation] is at stake,” but meaning, most likely, dawn is nearly here, I need my night’s blood, my funding, funding, ahh more, more…The real crises were crises of allocation and priority, not among firms—it was only staged to look that way—but among the different Technologies, Plastics, Electronics, Aircraft, and their needs which are understood only by the ruling elite… Yes but Technology only responds (how often this argument has been iterated, dogged, humorless as a Gaussian reduction, among the younger Schwarzkommando especially), “All very well to talk about having a monster by the tail, but do you think we’d’ve had the Rocket if someone, some specific somebody with a name and a penis hadn’t wanted to chuck a ton of Amatol 300 miles and blow up a block full of civilians? Go ahead, capitalize the T on technology, deify it if it’ll make you feel less responsible—but it puts you in with the neutered, brother, in with the eunuchs keeping the harem of our stolen Earth for the numb and joyless hardons of human sultans, human elite with no right at all to be where they are—” We have to look for power sources here, and distribution networks we were never taught, routes of power our teachers never imagined, or were encouraged to avoid…we have to find meters whose scales are unknown in the world, draw our own schematics, getting feedback, making connections, reducing the error, trying to learn the real function…zeroing in on what incalculable plot? Up here, on the surface, coal-tars, hydrogenation, synthesis were always phony, dummy functions to hide the real, the planetary mission yes perhaps centuries in the unrolling…this ruinous plant, waiting for its Kabbalists and new alchemists to discover the Key, teach the mysteries to others…
Thomas Pynchon (Gravity’s Rainbow)
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.
William Craig (The Fall of Japan: The Final Weeks of World War II in the Pacific)
All told, Finnish fighter pilots shot down 240 confirmed Red aircraft, against the loss of 26 of their own planes. It was standard practice to send at least one interceptor up to meet every Russian bomber sortie within range. Not infrequently the appearance of a single Fokker caused an entire squadron of SB-2s to jettison its bombs into the snow and turn tail.
William R. Trotter (A Frozen Hell: The Russo-Finnish Winter War of 1939-1940)
The first responders casually walk towards the helicopter, perhaps thinking this is merely a training exercise. Sergeant Funches leaps from the aircraft covered in blood, frantically waving his arms like a madman. The responders belatedly realize this is a real emergency and begin sprinting to the helicopter. Funches barely has time to stop an overzealous fireman running towards the rear of the helicopter. The fireman holds a litter vertically in the air and nearly runs into the spinning tail rotor.
William F. Sine (Guardian Angel: Life and Death Adventures with Pararescue, the World's Most Powerful Commando Rescue Force)
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.
James D. Hornfischer (The Last Stand of the Tin Can Sailors: The Extraordinary World War II Story of the U.S. Navy's Finest Hour)
This new surge in morale had nothing to do with Churchill’s speech and everything to do with his gift for understanding how simple gestures could generate huge effects. What had infuriated Londoners was that during these night raids the Luftwaffe seemed free to come and go as it wished, without interference from the night-blind RAF and the city’s strangely quiescent anti-aircraft guns. Gun crews were under orders to conserve ammunition and fire only when aircraft were sighted overhead and, as a consequence, did little firing at all. On Churchill’s orders, more guns were brought to the city, boosting the total to nearly two hundred, from ninety-two. More importantly, Churchill now directed their crews to fire with abandon, despite his knowing full well that guns only rarely brought down aircraft. The orders took effect that Wednesday night, September 11. The impact on civic morale was striking and immediate. Crews blasted away; one official described it as “largely wild and uncontrolled shooting.” Searchlights swept the sky. Shells burst over Trafalgar Square and Westminster like fireworks, sending a steady rain of shrapnel onto the streets below, much to the delight of London’s residents. The guns raised “a momentous sound that sent a chattering, smashing, blinding thrill through the London heart,” wrote novelist William Sansom. Churchill himself loved the sound of the guns; instead of seeking shelter, he would race to the nearest gun emplacement and watch. The new cacophony had “an immense effect on people’s morale,” wrote private secretary John Martin. “Tails are up and, after the fifth sleepless night, everyone looks quite different this morning—cheerful and confident. It was a curious bit of mass psychology—the relief of hitting back.” The next day’s Home Intelligence reports confirmed the effect. “The dominating topic of conversation today is the anti-aircraft barrage of last night. This greatly stimulated morale: in public shelters people cheered and conversation shows that the noise brought a shock of positive pleasure.
Erik Larson (The Splendid and the Vile: A Saga of Churchill, Family, and Defiance During the Blitz)
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. —
Bill Bryson (The Body: A Guide for Occupants)
Against the velvet of the night sky, the boom operator seated in the tail of the U.S Air Force Lockheed Tristar K. Mk.1 tanker could not to see the Blackbird as it slowly approached. The recon aircraft’s matt fuselage and wings merged with the dark sky, the still secret matt black titanium, and carbon-fibre skin of the hypersonic SR71 designed to absorb most light and all radar waves. However, the hypersonic spy plane’s proximity radarscope clearly revealed the tanker.
Peter Vollmer (Per Fine Ounce)
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.
Nassim Nicholas Taleb (Skin in the Game: Hidden Asymmetries in Daily Life (Incerto))
(Which was probably just an empty casing. Probably.) Mellie stood next to him, supervising. When she saw us, she waved and gave us a sad smile, but she pointed toward the plane, where Piper stood at the base of the steps, talking with the pilot. In her hands, Piper held something large and flat—a display board. She had a couple of books under her arm, too. To her right, near the tail of the aircraft, the luggage compartment stood open. Ground-crew members were carefully strapping down a large wooden box with brass fixtures. A coffin. As Meg and I walked up, the captain shook Piper’s hand. His face was tight with
Rick Riordan (The Burning Maze (The Trials of Apollo, #3))
flight, its upper and lower wings spread wide, its toy-car wheels resting lightly on the grass, its long tail tapering behind. The weather was fine with gentle breezes, and the little aircraft trembled in the wind,
Ken Follett (Ken Follett's Thundering Good Thrillers: Eye of the Needle / Hornet Flight / Jackdaws)
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.
Buck Tilton (Wilderness First Responder: How to Recognize, Treat, and Prevent Emergencies in the Backcountry)
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.
Buck Tilton (Wilderness First Responder: How to Recognize, Treat, and Prevent Emergencies in the Backcountry)
Cal studied Savvy as the C-130 sped down the runway. The plane held a half-dozen marines and supplies bound for Manda Bay. She'd chosen the seat across from him near the tail of the aircraft and donned protective headphones. Between the headphones and other passengers, there was no way for them to discuss the mission during the flight. He’d been released from the brig at two thirty in the morning and was told he’d be departing on the transport as scheduled. Savvy hadn't stopped by his CLU to offer an explanation, and he’d decided not to go to hers. He needed to sleep. They'd have time to sort things out before departure. But daylight brought no communication from her, and he’d been surprised to find himself alone in the vehicle that delivered him to the airstrip the US military shared with the international airport. He’d begun to wonder if the op would be canceled, when she arrived seven minutes before their scheduled takeoff. She’d dropped into the seat across from him with little more than a nod in his direction, donned the headphones, and cracked open a file. She stared at the papers on her lap as if they held the meaning of the universe. They reached cruising altitude. The interior was loud, but not so loud the headphones were necessary. Still, she kept them on. He’d been watching her for twenty minutes, noting that she had yet to turn a page. He’d been looking forward to seeing her. He’d wanted to check the bruises on her neck, make sure she was okay. But the concern had evaporated in the wake of her avoidance. Her utter lack of acknowledgment of what had transpired last night. He reminded himself she’d been assaulted. It was wrong of him to expect her to be rational, cool, and calm today. She’d said the man had assaulted her before, and Evers had indicated the same with his words and actions. She had the right to be messed up. If this were a normal situation. But nothing about this was normal. They were heading into a covert op, and he knew next to nothing of their plan. Worse, he needed to know if she was on her game. He needed Savannah James, Paramilitary Operations Officer for the Special Operations Group within SAD. He needed the covert operator who could do everything he could do, backward and in high heels. He didn’t know if that woman had boarded this turboprop. Flights always took longer on C-130s, and he estimated they’d be in the air about three and a half hours. Too long to wait to find out what was going on in that complex brain of hers. He unbuckled his harness and moved to the empty seat next to her. Her fingers tightened on the files in her lap. He reached over and extracted the papers from her grip and set them aside. He slid a hand down her arm and took her hand, interlocking his fingers with hers. Her hand was tight, stiff, then all at once, she relaxed and squeezed his hand. After a moment, she pulled off the protective headphones and leaned her head on his shoulder. Something in his chest shifted. He was holding hands with Savvy as she leaned on him, and it felt…right. Good. Like something he’d needed forever but hadn't known. Several marines sat too close for them to attempt conversation, and a guy sitting across the empty fuselage watched with unabashed curiosity. Cal didn't care. He liked the way she leaned on him. The way she was willing to accept comfort. The way her hand felt in his. And he was thankful he hadn't been cut from this mission, no matter how much he hadn't wanted it at first. The idea of her having to pretend to be a sexual plaything to anyone but him made his blood pressure spike. It was messed up, but he couldn't deny it. The fact that he didn't like the idea of any other man touching her—even if it was only an act—was a problem to deal with when they returned to Camp Citron. Right now, he was a soldier embarking on a mission, and as he would on any mission, he’d protect his teammate at all costs.
Rachel Grant (Firestorm (Flashpoint #3))
The demo flight changed dramatically when, seemingly out of nowhere, another T-2 jumped us from behind and we were suddenly a participant in a dog fight. I had no idea at the time that this was strictly against regulations. It was ACM (air combat maneuvers) that was taught and practiced, but to do it spontaneously like this, without a thorough briefing on the ground, was against the rules for obvious reasons. From that point on, the previous maneuvers we had been doing seemed mild. My pilot was trying to outmaneuver our pursuer to get him off our tail and turn the fight around so that he was our prey, we were on his tail, and we were in kill-shot position had this been real combat. The maneuvers were violent. I kept my knees wide apart to prevent the control stick from bruising my legs as it slammed back and forth to its full limits. My helmet clanked against the left side of the canopy and then the right side. Looking directly ahead out the windshield, I was staring straight up at the sky and the clouds, and the next moment I was looking straight down at the Gulf of Mexico. The horizon and the instruments were spinning around one direction and then the other direction. The altimeter needles were whirling around as the gauge indicated a higher and higher altitude as we climbed, and then indicated a smaller and smaller number as we plummeted toward the water below. I was spatially disoriented much of the time. There were moments when the airplane seemed completely out of control; it probably was. I could hear my pilot breathing heavily in his oxygen mask through his hot mic and cursing the other plane and its pilot. I could only see the other aircraft in a small combat rearview mirror. (Page 57)
David B. Crawley (Steep Turn: A Physician's Journey from Clinic to Cockpit)
Major (later General) Curtis LeMay recalled the shock of fog when he flew in to a British airfield for the first time from the US. ‘Can you see the runway lights?’ the control tower asked the pilot of his aircraft, to which the pilot replied: ‘Shit, I can’t even see my copilot!
John Nichol (Tail-End Charlies: The Last Battles of the Bomber War 1944-45)