Airline Food Quotes

It is a challenge to believe that there was ever a time that airline food was exciting, when stewardesses were happy to see you, when flying was such an occasion that you wore your finest clothes.

What a wonderful world that was, and how remote it seems now. It is a challenge to believe that there was ever a time that airline food was exciting, when stewardesses were happy to see you, when flying was such an occasion that you wore your finest clothes. I grew up in a world in which everything was like that: shopping malls, TV dinners, TV itself, supermarkets, freeways, air conditioning, drive-in movies, 3D movies, transistor radios, backyard barbecues, air travel as a commonplace—all were brand-new and marvelously exciting. It is amazing we didn’t choke to death on all the novelty and wonder in our lives. I remember once my father brought home a device that you plugged in and, with an enormous amount of noise and energy, it turned ice cubes into shaved ice, and we got excited about that. We were idiots really, but awfully happy, too. —

Today, we ask not what we can do for our country but what our country, employer, fast-food purveyor, or favorite airline can do for us.

if I had a thigh gap, I’d probably only use it to hold more snacks or not have to pay for a carry-on while flying Spirit Airlines. Dieting

Three black men walked past us wearing airline uniforms, visored caps, white pants and jackets whose shoulders bristled with epaulettes. Black pilots? Black captains? It was 1962. In our country, the cradle of democracy, whose anthem boasted ‘the land of the free, the home of the brave,’ the only black men in our airports fueled planes, cleaned cabins, loaded food or were skycaps, racing the pavement for tips.

the consequences of scientific illiteracy are far more dangerous in our time than in any that has come before. It’s perilous and foolhardy for the average citizen to remain ignorant about global warming, say, or ozone depletion, air pollution, toxic and radioactive wastes, acid rain, topsoil erosion, tropical deforestation, exponential population growth. Jobs and wages depend on science and technology. If our nation can’t manufacture, at high quality and low price, products people want to buy, then industries will continue to drift away and transfer a little more prosperity to other parts of the world. Consider the social ramifications of fission and fusion power, supercomputers, data “highways,” abortion, radon, massive reductions in strategic weapons, addiction, government eavesdropping on the lives of its citizens, high-resolution TV, airline and airport safety, fetal tissue transplants, health costs, food additives, drugs to ameliorate mania or depression or schizophrenia, animal rights, superconductivity, morning-after pills, alleged hereditary antisocial predispositions, space stations, going to Mars, finding cures for AIDS and cancer. How can we affect national policy—or even make intelligent decisions in our own lives—if we don’t grasp the underlying issues?

We’re forever blaming the airline industry for turning us into monsters: it’s the fault of the ticket agents, the baggage handlers, the slowpokes at the newsstands and the fast food restaurants. But what if this is who we truly are, and the airport’s just a forum that allows us to be our real selves, not just hateful but gloriously so?

The free marketeers will scream, but the fact is, free markets don’t provide safety. Only regulation does that. You want safe food, you better have inspectors. You want safe water, you better have an EPA. You want a safe stock market, you better have the SEC. And you want safe airlines, you better regulate them, too. Believe me, they will.

We want to sell ourselves the idea of travel as shown in airline commercials, the one in which each journey is filled with bright and vibrant stimuli and an almost mandatory sense of discovery: Travel is supposed to mean new foods, new sounds, and new friends. But much of the time, travel and the places we find ourselves as we travel are remarkably boring.

We need to confront honestly the issue of scale. Bigness has a charm and a drama that are seductive, especially to politicians and financiers; but bigness promotes greed, indifference, and damage, and often bigness is not necessary. You may need a large corporation to run an airline or to manufacture cars, but you don’t need a large corporation to raise a chicken or a hog. You don’t need a large corporation to process local food or local timber and market it locally.

I don’t know to what extent ignorance of science and mathematics contributed to the decline of ancient Athens, but I know that the consequences of scientific illiteracy are far more dangerous in our time than in any that has come before. It’s perilous and foolhardy for the average citizen to remain ignorant about global warming, say, or ozone depletion, air pollution, toxic and radioactive wastes, acid rain, topsoil erosion, tropical deforestation, exponential population growth. Jobs and wages depend on science and technology. If our nation can’t manufacture, at high quality and low price, products people want to buy, then industries will continue to drift away and transfer a little more prosperity to other parts of the world. Consider the social ramifications of fission and fusion power, supercomputers, data “highways,” abortion, radon, massive reductions in strategic weapons, addiction, government eavesdropping on the lives of its citizens, high-resolution TV, airline and airport safety, fetal tissue transplants, health costs, food additives, drugs to ameliorate mania or depression or schizophrenia, animal rights, superconductivity, morning-after pills, alleged hereditary antisocial predispositions, space stations, going to Mars, finding cures for AIDS and cancer.

I know that the consequences of scientific illiteracy are far more dangerous in our time than in any that has come before. It’s perilous and foolhardy for the average citizen to remain ignorant about global warming, say, or ozone depletion, air pollution, toxic and radioactive wastes, acid rain, topsoil erosion, tropical deforestation, exponential population growth. Jobs and wages depend on science and technology. If our nation can’t manufacture, at high quality and low price, products people want to buy, then industries will continue to drift away and transfer a little more prosperity to other parts of the world. Consider the social ramifications of fission and fusion power, supercomputers, data “highways,” abortion, radon, massive reductions in strategic weapons, addiction, government eavesdropping on the lives of its citizens, high-resolution TV, airline and airport safety, fetal tissue transplants, health costs, food additives, drugs to ameliorate mania or depression or schizophrenia, animal rights, superconductivity, morning-after pills, alleged hereditary antisocial predispositions, space stations, going to Mars, finding cures for AIDS and cancer. How can we affect national policy—or even make intelligent decisions in our own lives—if we don’t grasp the underlying issues? As I write, Congress is dissolving its own Office of Technology Assessment—the only organization specifically tasked to provide advice to the House and Senate on science and technology. Its competence and integrity over the years have been exemplary. Of the 535 members of the U.S. Congress, rarely in the twentieth century have as many as one percent had any significant background in science. The last scientifically literate President may have been Thomas Jefferson.* So how do Americans decide these matters? How do they instruct their representatives? Who in fact makes these decisions, and on what basis? —

As an experiment, I tweaked the questions using Kelly’s “Did I do my best to” formulation. • Did I do my best to be happy? • Did I do my best to find meaning? • Did I do my best to have a healthy diet? • Did I do my best to be a good husband? Suddenly, I wasn’t being asked how well I performed but rather how much I tried. The distinction was meaningful to me because in my original formulation, if I wasn’t happy or I ignored Lyda, I could always blame it on some factor outside myself. I could tell myself I wasn’t happy because the airline kept me on the tarmac for three hours (in other words, the airline was responsible for my happiness). Or I overate because a client took me to his favorite barbecue joint, where the food was abundant, caloric, and irresistible (in other words, my client—or was it the restaurant?—was responsible for controlling my appetite). Adding the words “did I do my best” added the element of trying into the equation. It injected personal ownership and responsibility into my question-and-answer process. After a few weeks using this checklist, I noticed an unintended consequence. Active questions themselves didn’t merely elicit an answer. They created a different level of engagement with my goals. To give an accurate accounting of my effort, I couldn’t simply answer yes or no or “30 minutes.” I had to rethink how I phrased my answers. For one thing, I had to measure my effort. And to make it meaningful—that is, to see if I was trending positively, actually making progress—I had to measure on a relative scale, comparing the most recent day’s effort with previous days. I chose to grade myself on a 1-to-10 scale, with 10 being the best score. If I scored low on trying to be happy, I had only myself to blame. We may not hit our goals every time, but there’s no excuse for not trying. Anyone can try.

Jenks and I stood there like statues watching him twitch, his eyes rolling up in his head. He clutched at his clothes pulling the wooden pole they hung from down on top of him. Slowly his right hand came scrambling out away from his body to clutch at my left leg. Without thinking I shoved my crucifix at him and he pulled his hand back with a hiss, shielding his face again. As quickly as I could, I dug my tubes of Holy Water out of my coat pocket and emptied them on his head. He shrieked again and clawed at his face. Jenks followed suit, pouring his two vials on Skorzeny's body and legs. Skorzeny started to foam and bubble before our eyes. I was paralyzed. I couldn't quite believe what was happening. Those books hadn't described any of this. I was feeling dizzy and sick. The shrieks turned to groans and a gurgling deep in his throat. He pulled his hands away from his face and it looked like the disintegrating Portrait of Dorian Gray. I looked over to Jenks who had an odd expression on his face. I looked over to Jenks who had on odd expression on his face. He motioned to me and reached for my left hand which, I noticed, was still clutching the airline hag with the stake and hammer in it. I dropped it and he grabbed it off the floor, moving over to the smoking form still squirming in the closet which smelled even more foul than before, and oozing a greenish yellow pus from the crumpled clothing on his scarecrow frame. Jenks looked back at me and handed me the stake and hammer. 'Go ahead. This was your idea. Finish it.' I declined, turning away. Jenks spun me around violently and thrust the stake into my left hand. He pushed me toward what was left of Skorzeny and forced me to my knees. He forced my hand toward Skorzeny, positioning the stake over the man's chest. Then he stuck the hammer in my right hand. 'Do it, you gutless sonofabitch. Finish it... now!' And he stepped away. I looked at him and back at Skorzeny. Then I gave one vicious swing and hit the stake dead center. The thing made a gurgling grunt, like a pig snuffling for food, and started to regurgitate a blackish fluid from its mouth. I closed my eyes, took a deep breath and hit the stake three more times. Then I fell back and threw up. When I looked back, Skorzeny's hands, or what was left of them, clutched at the stake trying to pull it out. Suddenly, he emitted a kind of moaning, sucking sound, gagged and more bile-colored liquid flecked with black and red came coiling up in a viscous rope like some evil worm from his mouth. And he stopped moving, his hands still clutching the stake. Then a sort of gaseous mist started to rise from his body and it was so much worse than the original smell that I pushed Jenks aside and ran from the house. I ran all the way to a patrol car where I slumped against the left front wheel as Jenks slowly strolled toward me. He walked past me, ignoring me, and opened his trunk, taking out a couple of small gas cans, and headed back to the house. I wasn't paying much attention until he left the house again and I saw it was aflame.

Sinclair James International Review: What to With Your Pets on a Flight Most of the times, most pet owners do not know what to do with their pets when on a flight. To make it easier, we have allotted today’s feature for pet owners and address their challenges when flying with their pets. Whether you are flying with your pet or it is flying without you, it is important to choose an airline that serves the entire route from beginning to end. After finding your airline, you will need to know their pet policies. Will the airline allow your dog or cat to fly in the cabin with you? What are the restrictions? Will your pet need to travel in the cargo hold? Health Certificate A health certificate is required when shipping your pet as cargo. Most airlines will require a health certificate for all pets checked as baggage. Some destination states may require a health certificate for your pet such as health cities like Manila, Philippines or Singapore. It is best to ask you veterinarian for more requirements. If a health certificate is required, it must be issued by a licensed veterinarian within 10 days of transport. It must be authentic and not fraud. Airlines now have a lot of ways to know the authenticity of your documents. It must include: • shipper’s name and address • tag numbers or tattoos assigned to the animal • age of the animal being shipped (USDA regulations require animals be at least 10 weeks old and fully weaned before traveling) • statement that the animal is in good health (If the shipper knows that the pet is pregnant, it must be noted on the health certificate) • list of administered inoculations, when applicable • signature of the veterinarian • date of the certificate Live Animal Checklist/Confirmation of Feeding When you check in your pet, you will be asked to complete a live animal checklist. When you sign this checklist, you are confirming that your pet has been offered food and water within four hours of check-in. On the checklist, you must also provide feeding and watering instructions for a 24-hour period. If in-transit feeding is necessary, you must provide food. This is to avoid any complaints of improper handling of animals on board. Tranquilizers The use of pet tranquilizers at high altitudes is unpredictable. If you plan to sedate your pet, you must have written consent from the pet’s veterinarian. This information must be attached to the kennel. Please keep in mind that some airline agents cannot administer medication of any kind.

THE VARIOUS GAINS OF FLIGHT DELAY DAMAGES Travelling byair is one of the handiest means to get from one point to another. It's quick, safe, and hassle-free. Obviously, hassle-free is a subjective term as some folks find all the safety precautions cumbersome. Since there are much fewer plane accidents when compared with automobile accidents however, it's a good deal better mathematically talking. Naturally, travel issues are not merely limited to injuries and crashes; occasionally, the ones that are most problematic are the small things that eventually become larger. Having the flight postponed for 5 - 10 minutes does not seem much to most folks. However, for people who will be catching a connecting flight after, this really is an extremely large difficulty. They need to run across the next airport simply to make it in time or they will need to get it rescheduled and watch for the next available flight. Either way, it's a very big hassle and it all came from a 5 minute delay. What You Can Get That is why you should be aware of the many benefits that you can get. Flight delay compensation isn't a simple thing that airlines give just to keep customers satisfied; the law requires to give damages for faulty service as mandated them. Different areas have different laws regarding this but it usually means that if your flight got delayed, the airline must help you during that time. If, for example, you may end up late to your connecting flight, then you can certainly ask aid from the airline to assist you look for an accessible connecting flight, have it reserved, and even request financial compensation as you need to wait for the brand new boarding time if it's a few hours more. Typically, you can demand help for the amount of money you are going to be spending simply because your flight was delayed. This can happen whether the flight was delayed for a very long time due to technical issues. That those can get somewhere to sleep in, some airports will open up the VIP lounge. Also, they are going to be given free food and drinks especially if they must stay for more than one night. Inclusions and Exceptions Flight delay settlement is all about getting compensated for hassle and all the trouble that an undue delay has brought on. Delays caused by neglect or some other reason which was a result of the airline can be deemed as such. This implies that if they couldn't have prevented the issue no matter what, you won't be able to seek damages. For example, if the weather suddenly took a turn for the worse and the whole airport was locked down and no airplanes are permitted to fly, then this is a problem that they couldn't avert. It would not be safe to fly with such conditions and no one can do anything about it. Naturally, you can still seek assistance but remember that they have no obligation to do so and you've got no right to demand money as reimbursement for the delay. In the end, the biggest difference between force of nature accidents and those due to negligence is that you can ask for aid but they're just required to do so during the latter. They have to give money for the hassle to you as well if it was their fault.

The party of technocrats and consultants—of calculating triangulators and fans of the smoke-filled rooms—must eventually give way to the populism that we must have. Thus will the Democratic Party learn once again to breathe hope into those who despair. The populism I am describing is not formless anger that might lash out in any direction. It is not racism. It is not resentment. It is not demagoguery. It is, instead, to ask the most profound question of them all: “For whom does America exist?” I take that question from the culture critic Gilbert Seldes, who saw it as the great unanswered demand of the 1890s Populist revolt. The question was raised again in 1936, the year when Seldes wrote those words. It came up again in the 1960s. And here we are, asking it again today.8 For whom does America exist? Its billionaires? Its celebrities? Its tech companies? Are we the people just a laboring, sweating instrument for the bonanza paydays of our betters? Are we just glorified security guards, obeying orders to protect their holdings? Are we nothing more than a vast test market to be tracked and probed and hopefully sold on airline tickets, fast food, or Hollywood movies featuring some awesome new animation technology?

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Page 3: My family is part of the Philippines’ tiny but entrepreneurial, economically powerful Chinese minority. Just 1 percent of the population, Chinese Filipinos control as much as 60 percent of the private economy, including the country’s four major airlines and almost all of the country’s banks, hotels, shopping malls, and major conglomerates. ... Since my aunt’s murder, one childhood memory keeps haunting me. I was eight, staying at my family’s splendid hacienda-style house in Manila. It was before dawn, still dark. Wide awake, I decided to get a drink from the kitchen. I must have gone down an extra flight of stairs, because I literally stumbled onto six male bodies. I had found the male servants’ quarters. My family’s houseboys, gardeners, and chauffeurs—I sometimes imagine that Nilo Abique [the chauffeur that murdered her aunt] was among those men—were sleeping on mats on a dirt floor. The place stank of sweat and urine. I was horrified. Later that day I mentioned the incident to my Aunt Leona, who laughed affectionately and explained that the servants—there were perhaps twenty living on the premises, all ethnic Filipinos—were fortunate to be working for our family. If not for their positions, they would be living among rats and open sewers without even a roof over their heads. A Filipino maid then walked in; I remember that she had a bowl of food for my aunt’s Pekingese. My aunt took the bowl but kept talking as if the maid were not there. The Filipinos, she continued—in Chinese, but plainly not caring whether the maid understood or not—were lazy and unintelligent and didn’t really want to do much else. If they didn’t like working for us, they were free to leave any time. After all, my aunt said, they were employees, not slaves.

there are several airlines that require the pilot and co-pilot to eat different meals. The reasoning is simple. If, for whatever reason, a meal causes food poisoning, one of the pilots will still be well enough to fly the plane.

Yogurt is good for you. And it’s just one spoon,” Sharpcot had replied, but this stack summoned a billion voices, all of them saying in a chorus, “Just one spoon.” From kids’ lunches and store shelves and desk drawers and airline meal packs, in every country of the world: Canada and the United States and Nicaragua and Uruguay and Argentina and Ireland and Burkina Faso and Russia and Papua New Guinea and New Zealand and very probably the Antarctic. Where wasn’t there disposable cutlery? Plastic spoons in endless demand, in endless supply, from factory floors where they are manufactured and packaged in boxes of 10 or 20 or 100 or 1000 or individually in clear wrap, boxed on skids and trucked to trains freighting them to port cities and onto giant container ships plying the seas to international ports to intercity transport trucks to retail delivery docks for grocery stores and retail chains, supplying restaurants and homes, consumers moving them from shelf to cart to bag to car to house, where they are stuck in the lunches of the children of polluting parents, or used once each at a birthday party to serve ice cream to four-year-olds where only some are used but who knows which? So used and unused go together in the trash, or every day one crammed into a hipster’s backpack to eat instant pudding at his software job in an open-concept walkup in a gentrified neighbourhood, or handed out from food trucks by the harbour, or set in a paper cup at a Costco table for customers to sample just one bite of this exotic new flavour, and so they go into trash bins and dumpsters and garbage trucks and finally vast landfill sites or maybe just tossed from the window of a moving car or thrown over the rail of a cruise ship to sink in the ocean deep.

French fries are America’s vegetable of choice, and the average American eats the fat equivalent of one whole stick of butter each day. This has forced airlines to add more fuel to planes to compensate for heavier passengers, manufacturers increase the size of car seats for children while selling seat belt extenders for adults, and curved shower curtain rods are creating space for those needing extra room while bathing. There is no way one size can possibly fit all. Time reports, “As Americans have grown physically larger, brands have shifted their metrics to make shoppers feel skinnier—so much so that a women’s size 12 in 1958 is now a size 6.” Disguising this doubling in size is called vanity sizing but has been derided as “insanity sizing”.

The mythical ‘butterfly effect’ does exist, but we don’t spend enough time butterfly hunting. Here are some recent butterfly effect discoveries, from my own experience: A website adds a single extra option to its checkout procedure – and increases sales by $300m per year. An airline changes the way in which flights are presented – and sells £8m more of premium seating per year. A software company makes a seemingly inconsequential change to call-centre procedure – and retains business worth several million pounds. A publisher adds four trivial words to a call-centre script – and doubles the rate of conversion to sales. A fast-food outlet increases sales of a product by putting the price . . . up. All these disproportionate successes were, to an economist, entirely illogical. All of them worked. And all of them, apart from the first, were produced by a division of my advertising agency, Ogilvy, which I founded to look for counter-intuitive solutions to problems. We discovered that problems almost always have a plethora of seemingly irrational solutions waiting to be discovered, but that nobody is looking for them; everyone is too preoccupied with logic to look anywhere else. We also found, rather annoyingly, that the success of this approach did not always guarantee repeat business; it is difficult for a company, or indeed a government, to request a budget for the pursuit of such magical solutions, because a business case has to look logical.

I have been there, in the world of no electricity, on many occasions—in the aftermath of hurricanes in Houston, in the face of faulty equipment in northern California, after an ice storm in New England. You learn to cope, eating food out of a can and using the water you hopefully stored in your bathtub once you realized a problem was coming. My Houston neighbors maintained one analog phone, which was handy if you wanted to call an airline to see if you could fly somewhere else until electricity was restored—that is, if you had sufficient gasoline to get to the airport, because gasoline pumps need electricity to dispense fuel.

Delta Airlines, you might have noticed, does not run negative TV ads about USAir. It does not show pictures of the crash of USAir Flight 427, with a voice-over saying: “USAir, airline of death. Going to Pittsburgh? Fly Delta instead.” And McDonald’s, you might also have noticed, does not run ads reminding viewers that Jack in the Box hamburgers once killed two customers. Why? Because Delta and McDonald’s know that if the airline and fast-food industries put on that kind of advertising, America would soon be riding trains and eating box-lunch tuna sandwiches. Yet every two years the American politics industry fills the airwaves with the most virulent, scurrilous, wall-to-wall character assassination of nearly every political practitioner in the country—and then declares itself puzzled that America has lost trust in its politicians.

Sometimes, just to see what was happening, my father would drive to the airport…. Before my birth, during the “Roaring 20’s” Newark Airport was the first major airport to serve the greater New York area. It was opened for traffic on October 1, 1928, on 68 acres of reclaimed marshland adjacent to the Passaic River. The Port Authority of New York and New Jersey later took it over from the Army Air Corps and in 1948 started a major expansion and improvement program. Driving by and seeing activity from the road, we drove to where Eastern Airlines had a shiny new DC-3 on display, and as luck would have it, it was open to the public. It was an exciting moment when I boarded this aircraft and discovered that it was first constructed in 1934, the same year I was born. An example of modern technology, it was the first modern airliner and the forerunner of commercial aviation. The DC-3 was used during World War II, when the military version was identified as the C-47. After the war it continued as the primary carrier keeping Berlin open during the Berlin Airlift. On June 24, 1948 the Soviets prevented access to Berlin to the Western Allies’. Two days after the Soviet (Russians) announcement of the blockade, the United States Air Force airlifted the first cargo into Berlin. The American nicknamed the effort, "Operation Vittles," while British pilots dubbed the operation "Plain Fare." In July 1948, the operation was renamed the Combined Airlift Taskforce. Normal daily food requirements for Berlin were 2,000 tons with coal, for heating homes, being the number one commodity and two -thirds of all the tonnage flown in. The airlift ended on May 12, 1949 when the Soviets realized that the blockade wasn’t effective against the “Allied Resolve” and reopened the roads into Berlin.

We afford automatic respect to superstar business moguls, politicians, and actors and to anyone flying around in a private jet, as if their accomplishments must reflect unique qualities not shared by those forced to eat commercial-airline food.

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Today’s equivalent is probably ‘get an engineering degree’, but it will not necessarily be as lucrative. A third of Americans who graduated in STEM subjects (science, technology, engineering and maths) are in jobs that do not require any such qualification.52 They must still pay off their student debts. Up and down America there are programmers working as office temps and even fast-food servers. In the age of artificial intelligence, more and more will drift into obsolescence. On the evidence so far, this latest technological revolution is different in its dynamics from earlier ones. In contrast to earlier disruptions, which affected particular sectors of the economy, the effects of today’s revolution are general-purpose. From janitors to surgeons, virtually no jobs will be immune. Whether you are training to be an airline pilot, a retail assistant, a lawyer or a financial trader, labour-saving technology is whittling down your numbers – in some cases drastically so. In 2000, financial services employed 150,000 people in New York. By 2013 that had dropped to 100,000. Over the same period, Wall Street’s profits have soared. Up to 70 per cent of all equity trades are now executed by algorithms.53 Or take social media. In 2006, Google bought YouTube for $1.65 billion. It had sixty-five employees, so the price amounted to $25 million per employee. In 2012 Facebook bought Instagram, which had thirteen employees, for $1 billion. That came to $77 million per employee. In 2014, it bought WhatsApp, with fifty-five employees, for $19 billion, at a staggering $345 million per employee.54 Such riches are little comfort to the thousands of engineers who cannot find work. Facebook’s data servers are now managed by Cyborg, a software program. It requires one human technician for every twenty thousand computers.

they'll reregulate within ten years. There'll be a string of crashes, and they'll do it. the free marketeers will scream, but the fact is, free markets don't provide safety. Only regulation does that. You want safe food, you better have inspectors. You want safe water, you better have an EPA. You want a safe stock market, you better have an SEC. And you want safe airlines, you better regulate them too. Believe me, they will.

Jugaad starts with the needs of a large population, such as safe drinking water, fresh food, the ability to get from point A to B, improved personal hygiene, etc. Next jugaad looks at existing products stripped of all bells and whistles, searching for simplicity. Finally it uses basic science and two-fisted ingenuity to fashion a solution in spite of limitations—little water, no electricity, tiny incomes, distant communities, and limited infrastructure. One can argue persuasively that it was the principle of jugaad that caused Southwest Airlines to come up with the solution of a ten-minute airplane turnaround or Arrow to acquire dozens of companies without much cash.