Airline Pilot Quotes

He was sure people detested accountants; they were boring. In fact, he had put down his profession as an airline pilot on the form he had filled in for a dating agency. As an airline pilot you could be away just the right amount of time, when you needed a break from your love life, without facing awkward questions from her when you got back.

I am equal to a baby and to a hundred year old lady. I am equal to an airline pilot and a car mechanic. I am equal to you. You are equal to me. It's that universal. Except that it's not.

I never trust the airlines from those countries where the pilots believe in the afterlife. You are safer when they don't.

Why do airline pilots always call passengers "folks"? I don't usually take umbrage at generic terminology--I'm one of those forward-thinkers who believes that "man" encompasses the whole darned race -- but at whatever 0'clock in the mornning. I thought it would be nice to be called sometihng that suggested unwashed masses a little less.

It’s like the saying among airline pilots that the best flying team has three components: a pilot, a computer and a dog. The computer is there to fly the plane, the pilot is there to feed the dog. And the dog is there to bite the human if it tries to touch the computer.

Well … things are beginning to stack up a little,” said Gordo. It was the same old sod-hut drawl. He sounded like the airline pilot who, having just slipped two seemingly certain mid-air collisions and finding himself in the midst of a radar fuse-out and control-tower dysarthria, says over the intercom: “Well, ladies and gentlemen, we’ll be busy up here in the cockpit making our final approach into Pittsburgh, and so we want to take this opportunity to thank you for flying American and we hope we’ll see you again real soon.” It was second-generation Yeager, now coming from earth orbit. Cooper was having a good time. He knew everybody was in a sweat down below. But this was what he and the boys had wanted all along, wasn’t it?

ARTHUR: It'd have to be a 747. COBB: Why? ARTHUR: On a 747 the pilots are up above, first class is in the nose so nobody walks through the cabin. We'd have to buy out the whole cabin, and the first class flight attendant- SAITO: We bought the airline. Everyone turns to Saito. SAITO: It seemed... neater.

nothing more than his favorite image of himself. The mirror in my room in the Windsor Hotel in Paris reflected my favorite image of me—a darkly handsome young airline pilot, smooth-skinned, bull-shouldered and immaculately groomed. Modesty is not one of my virtues.

nothing more than his favorite image of himself. The mirror in my room in the Windsor Hotel in Paris reflected my favorite image of me—a darkly handsome young airline pilot, smooth-skinned, bull-shouldered and immaculately groomed. Modesty is not one of my virtues. At the time, virtue was not one of my virtues.

The only characteristic all airliners share is that upon proper urging they are normally capable of leaving the earth's surface.

The more arid and affectless life became in the high-rise, the greater the possibilities it offered. By its very efficiency, the high-rise took over the task of maintaining the social structure that supported them all. For the first time, it removed the need to suppress every kind of anti-social behavior and left them free to explore any deviant or wayward impulses. It was precisely in these areas where the most important and interesting aspects of their lives would take place. Secure within the shell of the high-rise, like passengers on board an automatically-piloted airliner, they were free to behave in any way they wished, explore the darkest corners they could find. In many ways, the high-rise was a model of all that technology had done to make possible the expression of a truly free psychopathology.

A great example of Guiding Structure is the “Sterile Cockpit Rule” that the Federal Aviation Administration (FAA) instituted in 1981. Most airline accidents happen below ten thousand feet, where distractions can be deadly. Above ten thousand feet, pilots can talk about anything they want, but below ten thousand feet, the only discussion permitted is about information directly related to the flight in progress. By eliminating distractions, the Sterile Cockpit Rule reduces errors and accidents.

For all that has recently been said about ‘the wisdom of crowds’, the authors prefer to fly with airlines which rely on the services of skilled and experienced pilots, rather than those who entrust the controls to the average opinion of the passengers.

He though continually about the apartment building, a Pandora’s Box whose thousand lids were one by one, inwardly opening. The dominant tenants of the high-rise, those who had adapted most successfully to life there, were not the unruly airline pilots and film technicians of the lower floors, nor the bad-tempered and aggressive wives of the tax specialists on the upper levels. Although at first sight these people appeared to provoke all the tension and hostility, the people really responsible were the quiet and self-contained residents, like the dental surgeons Steele and his wife.

I avoid traveling on budget airlines.

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.

And a whole lot of people who go flying with him and his pilots get a taste of real flying, not the airline passenger stuff, which is to flying what masturbation is to sex, merely a pale imitation of the real thing.

Had Shastri been given another five years, there would have been no Nehru–Gandhi dynasty. Sanjay Gandhi and Rajiv Gandhi would almost certainly still be alive, and in private life. The former would be a (failed) entrepreneur, the latter a recently retired airline pilot with a passion for photography. Finally, had Shastri lived longer, Sonia Gandhi would still be a devoted and loving housewife, and Rahul Gandhi perhaps a middle-level manager in a private sector company.

As he walked along the runway, he came upon a United Airlines pilot. “He tried to sit up,” Martz said. “I saw a huge triangular hole in his forehead and I told him to just lie still and that help was on the way, but it was too late for him.

When calculating the likely future constraints on our options, the presence or absence of a competitive agent makes all the difference, just because when there is an information-gathering, feedback-loop-closing agent out there, one’s activities may be predicted by this agent, and hence foreseen and systematically thwarted.21 It is important that the airline pilot, in evading the thunderstorm, doesn’t have to worry about hiding his true intentions from the storm, which might, if it knew, switch its own course and come after him!

A new social type was being created by the apartment building, a cool, unemotional personality impervious to the psychological pressures of high-rise life, with minimal needs for privacy, who thrived like an advanced species of machine in the neutral atmosphere. This was the sort of resident who was content to do nothing but sit in his over-priced apartment, watch television with the sound turned down, and wait for his neighbours to make a mistake. Perhaps the recent incidents represented a last attempt by Wilder and the airline pilots to rebel against this unfolding logic? Sadly, they had little chance of success, precisely because their opponents were people who were content with their lives in the high-rise, who felt no particular objection to an impersonal steel and concrete landscape, no qualms about the invasion of their privacy by government agencies and data-processing organizations, and if anything welcomed these invisible intrusions, using them for their own purposes. These people were the first to master a new kind of late twentieth-century life. They thrived on the rapid turnover of acquaintances, the lack of involvement with others, and the total self-sufficiency of lives which, needing nothing, were never disappointed. Alternatively,

Underground Airlines is a figure of speech: it's the root of a grand, extended metaphor, "pilots" and "stewards" and "baggage handlers" and "gate agents." Connecting flights and airport security. The Airlines flies on the ground, in package trucks and unmarked vans and stolen tractor-trailers. It flies in the illicit adjustment of numbers on packing slips, in the suborning of plantation guards and the bribing of border security agents, in the small arts of persuasion: by threat or cashier's check or blow job. The Airlines is orders placed by imaginary corporations for unneeded items to be shipped to such-and-such a place at such-and-such a time.

The key to understanding the situation is the most elementary principle of economics: the law of demand—the higher the price of anything, the less of it people will be willing to buy. Make labor of any kind more expensive and the number of jobs of that kind will be fewer. Make carpenters more expensive, and fewer houses than otherwise will be built, and those houses that are built will tend to use materials and methods requiring less carpentry. Raise the wage of airline pilots, and air travel will become more expensive. Fewer people will fly, and there will be fewer jobs for airline pilots. Alternatively, reduce the number of carpenters or pilots, and they will command higher wages. Keep down the number of physicians, and they will be able to charge higher fees.

The Sun King had dinner each night alone. He chose from forty dishes, served on gold and silver plate. It took a staggering 498 people to prepare each meal. He was rich because he consumed the work of other people, mainly in the form of their services. He was rich because other people did things for him. At that time, the average French family would have prepared and consumed its own meals as well as paid tax to support his servants in the palace. So it is not hard to conclude that Louis XIV was rich because others were poor. But what about today? Consider that you are an average person, say a woman of 35, living in, for the sake of argument, Paris and earning the median wage, with a working husband and two children. You are far from poor, but in relative terms, you are immeasurably poorer than Louis was. Where he was the richest of the rich in the world’s richest city, you have no servants, no palace, no carriage, no kingdom. As you toil home from work on the crowded Metro, stopping at the shop on the way to buy a ready meal for four, you might be thinking that Louis XIV’s dining arrangements were way beyond your reach. And yet consider this. The cornucopia that greets you as you enter the supermarket dwarfs anything that Louis XIV ever experienced (and it is probably less likely to contain salmonella). You can buy a fresh, frozen, tinned, smoked or pre-prepared meal made with beef, chicken, pork, lamb, fish, prawns, scallops, eggs, potatoes, beans, carrots, cabbage, aubergine, kumquats, celeriac, okra, seven kinds of lettuce, cooked in olive, walnut, sunflower or peanut oil and flavoured with cilantro, turmeric, basil or rosemary … You may have no chefs, but you can decide on a whim to choose between scores of nearby bistros, or Italian, Chinese, Japanese or Indian restaurants, in each of which a team of skilled chefs is waiting to serve your family at less than an hour’s notice. Think of this: never before this generation has the average person been able to afford to have somebody else prepare his meals. You employ no tailor, but you can browse the internet and instantly order from an almost infinite range of excellent, affordable clothes of cotton, silk, linen, wool and nylon made up for you in factories all over Asia. You have no carriage, but you can buy a ticket which will summon the services of a skilled pilot of a budget airline to fly you to one of hundreds of destinations that Louis never dreamed of seeing. You have no woodcutters to bring you logs for the fire, but the operators of gas rigs in Russia are clamouring to bring you clean central heating. You have no wick-trimming footman, but your light switch gives you the instant and brilliant produce of hardworking people at a grid of distant nuclear power stations. You have no runner to send messages, but even now a repairman is climbing a mobile-phone mast somewhere in the world to make sure it is working properly just in case you need to call that cell. You have no private apothecary, but your local pharmacy supplies you with the handiwork of many thousands of chemists, engineers and logistics experts. You have no government ministers, but diligent reporters are even now standing ready to tell you about a film star’s divorce if you will only switch to their channel or log on to their blogs. My point is that you have far, far more than 498 servants at your immediate beck and call. Of course, unlike the Sun King’s servants, these people work for many other people too, but from your perspective what is the difference? That is the magic that exchange and specialisation have wrought for the human species.

I HAS RITTEN A BOOK AND IT IS SO EXCITING NOBODY CAN PUT IT DOWN. AS SOON AS YOU HAS RED THE FIRST LINE YOU IS SO HOOKED ON IT YOU CANNOT STOP UNTIL THE LAST PAGE. IN ALL THE CITIES PEEPLE IS WALKING IN THE STREETS BUMPING INTO EACH OTHER BECAUSE THEIR FACES IS BURIED IN MY BOOK AND DENTISTS IS READING IT AND TRYING TO FILL TEETHS AT THE SAME TIME BUT NOBODY MINDS BECAUSE THEY IS ALL READING IT TOO IN THE DENTIST’S CHAIR. DRIVERS IS READING IT WHILE DRIVING AND CARS IS CRASHING ALL OVER THE COUNTRY. BRAIN SURGEONS IS READING IT WHILE THEY IS OPERATING ON BRAINS AND AIRLINE PILOTS IS READING IT AND GOING TO TIMBUCTOO INSTEAD OF LONDON. FOOTBALL PLAYERS IS READING IT ON THE FIELD BECAUSE THEY CAN’T PUT IT DOWN AND SO IS OLIMPICK RUNNERS WHILE THEY IS RUNNING. EVERYBODY HAS TO SEE WHAT IS GOING TO HAPPEN NEXT IN MY BOOK AND WHEN I WAKE UP I IS STILL TINGLING WITH EXCITEMENT AT BEING THE GREATEST RITER THE WORLD HAS EVER KNOWN UNTIL MY MUMMY COMES IN AND SAYS I WAS LOOKING AT YOUR ENGLISH EXERCISE BOOK LAST NITE AND REALLY YOUR SPELLING IS ATROSHUS SO IS YOUR PUNTULASHON.

space-time is not flat, as had been previously assumed: it is curved, or ‘warped,’ by the distribution of mass and energy in it. Bodies like the earth are not made to move on curved orbits by a force called gravity; instead, they follow the nearest thing to a straight path in a curved space, which is called a geodesic. A geodesic is the shortest (or longest) path between two nearby points. For example, the surface of the earth is a two-dimensional curved space. A geodesic on the earth is called a great circle, and is the shortest route between two points (Fig. 2.7). As the geodesic is the shortest path between any two airports, this is the route an airline navigator will tell the pilot to fly along. In general relativity, bodies always follow straight lines in four-dimensional space-time, but they nevertheless appear to us to move along curved paths in our three-dimensional space. (This is rather like watching an airplane flying over hilly ground. Although it follows a straight line in three-dimensional space, its shadow follows a curved path on the two-dimensional ground.)

Critics of disparities often either explicitly or implicitly call for some kind or approximation of equality. But when we speak of “equality” among human beings, what do we mean? We certainly cannot all sing like Pavarotti, think like Einstein or land a commercial airliner safely in the Hudson River like pilot “Sully” Sullenberger. Clearly we cannot all be equally capable of doing concrete things. In terms of specific capabilities in real life, a given man is not even equal to himself at different stages of life—sometimes not even on different days—much less equal to all others who are in varying stages of their own lives.

Until as late as the early 1950s a round-trip aeroplane ticket from Australia to England cost as much as a three-bedroom suburban home in Melbourne or Sydney. With the introduction by Qantas of larger Lockheed Super Constellation airliners in 1954, prices began to fall, but even by the end of the decade travelling to Europe by air still cost as much as a new car. Nor was it a terribly speedy or comfortable service. The Super Constellations took three days to reach London and lacked the power or range to dodge most storms. When monsoons or cyclones were encountered, the pilots had no choice but to put on the seat-belt signs and bounce through them. Even in normal conditions they flew at a height guaranteed to produce more or less constant turbulence. (Qantas called it, without evident irony, the Kangaroo Route.) It was, by any modern measure, an ordeal.

Sometimes you don’t just want to risk making mistakes; you actually want to make them—if only to give you something clear and detailed to fix. Making mistakes is the key to making progress. Of course there are times when it is really important not to make any mistakes—ask any surgeon or airline pilot. But it is less widely appreciated that there are also times when making mistakes is the only way to go. Many of the students who arrive at very competitive universities pride themselves in not making mistakes—after all, that’s how they’ve come so much farther than their classmates, or so they have been led to believe. I often find that I have to encourage them to cultivate the habit of making mistakes, the best learning opportunities of all. They get “writer’s block” and waste hours forlornly wandering back and forth on the starting line. “Blurt it out!” I urge them. Then they have something on the page to work with. We philosophers are mistake specialists. (I know, it sounds like a bad joke, but hear me out.) While other disciplines specialize in getting the right answers to their defining questions, we philosophers specialize in all the ways there are of getting things so mixed up, so deeply wrong, that nobody is even sure what the right questions are, let alone the answers. Asking the wrongs questions risks setting any inquiry off on the wrong foot. Whenever that happens, this is a job for philosophers! Philosophy—in every field of inquiry—is what you have to do until you figure out what questions you should have been asking in the first place. Some people hate it when that happens. They would rather take their questions off the rack, all nicely tailored and pressed and cleaned and ready to answer. Those who feel that way can do physics or mathematics or history or biology. There’s plenty of work for everybody. We philosophers have a taste for working on the questions that need to be straightened out before they can be answered. It’s not for everyone. But try it, you might like it. In

All airplanes must carry two black boxes, one of which records instructions sent to all on-board electronic systems. The other is a cockpit voice recorder, enabling investigators to get into the minds of the pilots in the moments leading up to an accident. Instead of concealing failure, or skirting around it, aviation has a system where failure is data rich. In the event of an accident, investigators, who are independent of the airlines, the pilots’ union, and the regulators, are given full rein to explore the wreckage and to interrogate all other evidence. Mistakes are not stigmatized, but regarded as learning opportunities. The interested parties are given every reason to cooperate, since the evidence compiled by the accident investigation branch is inadmissible in court proceedings. This increases the likelihood of full disclosure. In the aftermath of the investigation the report is made available to everyone. Airlines have a legal responsibility to implement the recommendations. Every pilot in the world has free access to the data. This practice enables everyone—rather than just a single crew, or a single airline, or a single nation—to learn from the mistake. This turbocharges the power of learning. As Eleanor Roosevelt put it: “Learn from the mistakes of others. You can’t live long enough to make them all yourself.” And it is not just accidents that drive learning; so, too, do “small” errors. When pilots experience a near miss with another aircraft, or have been flying at the wrong altitude, they file a report. Providing that it is submitted within ten days, pilots enjoy immunity. Many planes are also fitted with data systems that automatically send reports when parameters have been exceeded. Once again, these reports are de-identified by the time they proceed through the report sequence.*

the greatest inspiration for institutional change in American law enforcement came on an airport tarmac in Jacksonville, Florida, on October 4, 1971. The United States was experiencing an epidemic of airline hijackings at the time; there were five in one three-day period in 1970. It was in that charged atmosphere that an unhinged man named George Giffe Jr. hijacked a chartered plane out of Nashville, Tennessee, planning to head to the Bahamas. By the time the incident was over, Giffe had murdered two hostages—his estranged wife and the pilot—and killed himself to boot. But this time the blame didn’t fall on the hijacker; instead, it fell squarely on the FBI. Two hostages had managed to convince Giffe to let them go on the tarmac in Jacksonville, where they’d stopped to refuel. But the agents had gotten impatient and shot out the engine. And that had pushed Giffe to the nuclear option. In fact, the blame placed on the FBI was so strong that when the pilot’s wife and Giffe’s daughter filed a wrongful death suit alleging FBI negligence, the courts agreed. In the landmark Downs v. United States decision of 1975, the U.S. Court of Appeals wrote that “there was a better suited alternative to protecting the hostages’ well-being,” and said that the FBI had turned “what had been a successful ‘waiting game,’ during which two persons safely left the plane, into a ‘shooting match’ that left three persons dead.” The court concluded that “a reasonable attempt at negotiations must be made prior to a tactical intervention.” The Downs hijacking case came to epitomize everything not to do in a crisis situation, and inspired the development of today’s theories, training, and techniques for hostage negotiations. Soon after the Giffe tragedy, the New York City Police Department (NYPD) became the first police force in the country to put together a dedicated team of specialists to design a process and handle crisis negotiations. The FBI and others followed. A new era of negotiation had begun. HEART

The Sun King had dinner each night alone. He chose from forty dishes, served on gold and silver plate. It took a staggering 498 people to prepare each meal. He was rich because he consumed the work of other people, mainly in the form of their services. He was rich because other people did things for him. At that time, the average French family would have prepared and consumed its own meals as well as paid tax to support his servants in the palace. So it is not hard to conclude that Louis XIV was rich because others were poor. But what about today? Consider that you are an average person, say a woman of 35, living in, for the sake of argument, Paris and earning the median wage, with a working husband and two children. You are far from poor, but in relative terms, you are immeasurably poorer than Louis was. Where he was the richest of the rich in the world’s richest city, you have no servants, no palace, no carriage, no kingdom. As you toil home from work on the crowded Metro, stopping at the shop on the way to buy a ready meal for four, you might be thinking that Louis XIV’s dining arrangements were way beyond your reach. And yet consider this. The cornucopia that greets you as you enter the supermarket dwarfs anything that Louis XIV ever experienced (and it is probably less likely to contain salmonella). You can buy a fresh, frozen, tinned, smoked or pre-prepared meal made with beef, chicken, pork, lamb, fish, prawns, scallops, eggs, potatoes, beans, carrots, cabbage, aubergine, kumquats, celeriac, okra, seven kinds of lettuce, cooked in olive, walnut, sunflower or peanut oil and flavoured with cilantro, turmeric, basil or rosemary ... You may have no chefs, but you can decide on a whim to choose between scores of nearby bistros, or Italian, Chinese, Japanese or Indian restaurants, in each of which a team of skilled chefs is waiting to serve your family at less than an hour’s notice. Think of this: never before this generation has the average person been able to afford to have somebody else prepare his meals. You employ no tailor, but you can browse the internet and instantly order from an almost infinite range of excellent, affordable clothes of cotton, silk, linen, wool and nylon made up for you in factories all over Asia. You have no carriage, but you can buy a ticket which will summon the services of a skilled pilot of a budget airline to fly you to one of hundreds of destinations that Louis never dreamed of seeing. You have no woodcutters to bring you logs for the fire, but the operators of gas rigs in Russia are clamouring to bring you clean central heating. You have no wick-trimming footman, but your light switch gives you the instant and brilliant produce of hardworking people at a grid of distant nuclear power stations. You have no runner to send messages, but even now a repairman is climbing a mobile-phone mast somewhere in the world to make sure it is working properly just in case you need to call that cell. You have no private apothecary, but your local pharmacy supplies you with the handiwork of many thousands of chemists, engineers and logistics experts. You have no government ministers, but diligent reporters are even now standing ready to tell you about a film star’s divorce if you will only switch to their channel or log on to their blogs. My point is that you have far, far more than 498 servants at your immediate beck and call. Of course, unlike the Sun King’s servants, these people work for many other people too, but from your perspective what is the difference? That is the magic that exchange and specialisation have wrought for the human species.

And then, more darkly, there was a list of professions that were out-of-bounds. You couldn’t be an airline pilot or a bus driver. Fair enough, I thought: you don’t want someone flying a plane who might pass out.

Here Ellen Cockrum has discussed the important steps to Becoming a pilot takes years of education, training, and licensure. Preparing early will help you know what to expect and plan out your career map beforehand.

The David Dao incident is a classic example of how a poor articulation of company values can weaken the culture. The employees on the ground believed they needed to bump passengers from the flight so that United could get another flight crew to their plane (i.e., “flying right”) and that meeting metrics such as on-time departures and flight cancellations was more important than treating customers with “respect and dignity” (which most of us would agree does not include breaking their noses and knocking out their teeth). In contrast, Southwest Airlines is not only clear about its company values but makes them the emphasis of hiring and management. The mentality isn’t: “We’ll know it when we see it.” Instead, it is: “Does this person already live the way we do?” The company uses behavioral interview questions to determine whether candidates are a cultural fit. For example, to determine someone’s ability to be a selfless team player, they might ask her to describe a time when she went above and beyond to help a coworker succeed. The airline acknowledges that certain positions call for specific skill sets. As Southwest puts it, “We’re not going to hire a pilot who has a great attitude but can’t fly a plane!” But, when it comes down to two equally qualified candidates, the one who lives Southwest’s values receives the offer. And, even when Southwest finds a qualified candidate who doesn’t have the right values, it will keep looking until it finds someone who does—no matter how long the job has gone unfilled.

Universal City Oakwood, a complex of furnished temporary-stay apartments on Barham Boulevard. The Oakwood was popular with businessmen, airline pilots and stewardesses, recently divorced fathers, and actors staying in LA for auditions, episodic guest shots, or movie shoots. Visiting assassins liked it, too. The best part of staying there was the sex. Unless you had leprosy, it was almost impossible not to get laid. And even then, your chances were still pretty good.

NASA had convened a conference to explore the benefit of a new kind of training: Crew Resource Management. The primary focus was on communication. First officers were taught assertiveness procedures. The mnemonic that has been used to improve the assertiveness of junior members of the crew in aviation is called P.A.C.E. (Probe, Alert, Challenge, Emergency).* Captains, who for years had been regarded as big chiefs, were taught to listen, acknowledge instructions, and clarify ambiguity. The time perception problem was tackled through a more structured division of responsibilities. Checklists, already in operation, were expanded and improved. The checklists have been established as a means of preventing oversights in the face of complexity. But they also flatten the hierarchy. When pilots and co-pilots talk to each other, introduce themselves, and go over the checklist, they open channels of communication. It makes it more likely the junior partner will speak up in an emergency. This solves the so-called activation problem. Various versions of the new training methods were immediately trialed in simulators. At each stage, the new ideas were challenged, rigorously tested, and examined at their limits. The most effective proposals were then rapidly integrated into airlines around the world. After a terrible set of accidents in the 1970s, the rate of crashes began to decline.

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.

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

After a time I saw what I believed, at the time, to be a radio relay station located out on a desolate sand spit near Villa Bens. It was only later that I found out that it was Castelo de Tarfaya, a small fortification on the North African coast. Tarfaya was occupied by the British in 1882, when they established a trading post, called Casa del Mar. It is now considered the Southern part of Morocco. In the early ‘20s, the French pioneering aviation company, Aéropostale, built a landing strip in this desert, for its mail delivery service. By 1925 their route was extended to Dakar, where the mail was transferred onto steam ships bound for Brazil. A monument now stands in Tarfaya, to honor the air carrier and its pilots as well as the French aviator and author Antoine Marie Jean-Baptiste Roger, comte de Saint-Exupéry better known as Antoine de Saint-Exupéry. As a newly acclaimed author in the literary world. “Night Flight,” or “Vol de nuit,” was the first of Saint-Exupéry’s literary works and won him the prix Femina, a French literary prize created in 1904. The novel was based on his experiences as an early mail pilot and the director of the “Aeroposta Argentina airline,” in South America. Antoine is also known for his narrative “The Little Prince” and his aviation writings, including the lyrical 1939 “Wind, Sand and Stars” which is Saint-Exupéry’s 1939, memoir of his experiences as a postal pilot. It tells how on the week following Christmas in 1935, he and his mechanic amazingly survived a crash in the Sahara desert. The two men suffered dehydration in the extreme desert heat before a local Bedouin, riding his camel, discovered them “just in the nick of time,” to save their lives. His biographies divulge numerous affairs, most notably with the Frenchwoman Hélène de Vogüé, known as “Nelly” and referred to as “Madame de B.

The surgeon knows that her work is creative work. A machine can’t do it because it requires human delicacy and decision making. It can’t be done by an automaton because it requires critical thinking and a good dose of winging-it-ness. Her work requires a balance of self-confidence and collaboration, a blend of intuition and improvisation. If the surgeon, while slicing that vulnerable brain, hits an unexpected bump in the process and needs to ask the person beside her for something essential—and quickly—she has absolutely no time to waste on questions like: Do I deserve to ask for this help? Is this person I’m asking really trustworthy? Am I an asshole for having the power to ask in this moment? She simply accepts her position, asks without shame, gets the right scalpel, and keeps cutting. Something larger is at stake. This holds true for firefighters, airline pilots, and lifeguards, but it also holds true for artists, scientists, teachers—for anyone, in any relationship. Those who can ask without shame are viewing themselves in collaboration with—rather than in competition with—the world. Asking for help with shame says: You have the power over me. Asking with condescension says: I have the power over you. But asking for help with gratitude says: We have the power to help each other.

Now, if you’ll indulge me for a minute, I want you to think about the process of boarding a commercial airplane. You wait until your group is called. You step onto an airplane that will rush down the runway and lift you into the air, traveling five hundred miles an hour at thirty thousand feet, for however long it takes to get where you’re going. You greet the flight attendants, make your way to your seat and buckle in for the ride. Usually before the flight departs, you hear from the people in the cockpit, whose job it is to deliver you safely to your destination. In most cases, you don’t see their faces until you’re disembarking, when you finally see the pilots standing at the head of the aisle to thank you for flying with their airline. You’ve just put your life in the hands of two people you’ll probably never see again without having seen their faces beforehand or knowing a thing about their credentials. Many of us have probably flown with a commercial pilot on his or her first day at the controls, yet it never occurs to us to question whether they should be there.

Of the other twenty-seven, they had gone on to infect people from all walks of life, but it was the airline pilots and politicians with easy access to air travel that spread the infection out of the state and beyond the borders of the U.S.

Tim Flaherty of Milwaukee worked with Simmons Airlines and Delta Airlines during his career as an air transport pilot.

And it used six separate negotiation tools that I teach that are, in practice, invisible to almost everyone. What are they? First, be dispassionate; emotion destroys negotiations. You must force yourself to be calm. Second, prepare, even for five seconds. Collect your thoughts. Third, find the decision-maker. Here, it was the pilot. There was not a second to waste on the gate agent, who was not about to change company policy. Fourth, focus on your goals, not on who is right. It didn’t matter if the connecting airline was late, or wrong in not calling ahead to the gate. The goal was to get on the plane to Paris.

It emerged that Douglas engineers had known the design was vulnerable to a catastrophic failure, and indeed, two years earlier, a near disaster had ensued on a flight over Windsor, Ontario, which also lost a cargo door. The pilot had been able to land the plane in that case. Instead of fixing the issue immediately, McDonnell Douglas had convinced the FAA to let it add a support plate over time to the doors—a “gentlemen’s agreement” revealed in the congressional hearings. Records at Douglas showed that the support plate had been added to the Turkish Airlines plane, when it had not. Three company inspectors had signed off on the nonexistent fix.

As I walked away from the cheeky blonde, her sass about the airlines and crew still irritated the hell out of me. She was a damn firecracker; that much was clear. Sure, she had the air of someone who’d never worked a hard day in her life—probably spoiled rotten by her parents. But there was something else about her, the way she challenged me, as though she were a wild mustang daring me to try and break her. Her fiery spirit and sharp tongue contrasted with her delicate features and petite frame, but it had stirred something reckless in me. I’d been compelled to confront her. People always have a way of chasing what’s bad for them, and I wasn’t immune. Maybe it was that instinct, that primal pull to run straight at what could take you down, that appealed to me. Hell, that was how men like me ended up heading off to war.

Look at any profession where the stakes are high and you’ll see a well-thought-out plan being followed. Professionals never just wing it. Doctors follow a treatment plan. Airline pilots follow a flight plan. Soldiers follow a military operation plan. How would you feel about engaging the services of any of the above professions where the practitioner says to you “screw the plan, I’ll just wing it.” Yet this is exactly what most business owners do.

El Al was one of the most secure airlines in the world, with armed sky marshals undercover on every flight, and most of the pilots having military experience. It was even the only airline so far to be equipped with infrared countermeasures systems, to combat the threat of anti-aircraft missiles.

contrary to belief, airline pilots, unlike some helicopter pilots, do not practice ditching in water.

We may be pleased by the still-glinting wings of an airliner high above us, leaving a contrail soaked in crimson light, while at street level the sun has already set. We see the plane we are not on, bound for a place we are not, in the last light of a day that has already left us.

In 80 percent of airline crashes, pilots make mistakes that could have been prevented, particularly if the crew worked together more harmoniously. Teamwork, open lines of communication, cooperation, listening, and speaking one’s mind—rudiments of social intelligence—are now emphasized in training pilots, along with technical prowess.

Freddy left the business and went to work as a pilot with Trans World Airlines. At age twenty-three, he married a stewardess, and the couple had two children, Fred and Mary. Freddy seemed far happier than he had been under his father; Donald, however, couldn’t help but pick on Freddy’s run-of-the-mill ambitions, asking him, “What’s the difference between what you do and driving a bus?

Gary admired the lengths the KGB was willing to go to get their way, and he hoped he would have that kind of power someday, because he certainly wouldn’t be afraid to use that kind of power. Terrorism continued all over the world, which also involved many aircraft hijackings. One of those hijackings was the hijacking of Trans World Airlines Flight 847, which was supposed to fly from Cairo, Egypt, to London, England. When the aircraft was flying between Athens and Rome, the plane was hijacked by Shia Muslims from Lebanon. They ended up killing an American, who was a sailor in the U.S. Navy, but they kept the rest of the passengers as hostages for the next two weeks. What everyone remembered about this particular hijacking, was when the pilot was trying to answer questions from a reporter, while he was hanging out the window of the cockpit, and had a gun at his head by one of the hijackers.

Because the rapture teaching has been promoted so heavily in our society, even outside the church, a rumor has circulated that some higher-ups at American Airlines want at least one non-Christian pilot aboard each flight—just in case!

Welcome onboard the USIC shuttle service to Oasis. Please give your full attention to the safety demonstration even if you are a frequent flyer. The seatbelt is fastened and unfastened as shown. No seatbelt on your seat? Hey, live with it. . . . In the event of a loss of cabin pressure, oxygen will be provided. It will be pumped straight into the mouth of the pilot. The rest of you just hold your breath and sit tight. . . . In the event of a collision, low-level lighting will guide you to an exit, where you will be sucked instantly to your death. Please remember that the nearest usable planet may be three billion miles behind you. . . . This craft is equipped with one emergency escape pod: one at the front, none in the middle and none at the rear. There’s room for the pilot and five really hot chicks. . . . Take your high heels off, girls, before using the escape pod. Hell, take it all off. Blow on my tube if it fails to inflate. There is a light and a whistle for attracting attention, but don’t worry, I’ll get around to all of you in turn. Please consult the instruction card that shows you the position you must adopt if you hear the command ‘suck, suck.’ We recommend you keep your head down at all times. . . . We appreciate that you had no choice of airlines today, and so we would like to thank you for choosing USIC.

Witches are good at dealing with it, and to suddenly find a blank where these tendrils of the future should be has much the same effect on a witch as emerging from a cloud bank and seeing a team of sherpas looking down on him does on an airline pilot.

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.

If you don''t know where you want to go, any road will take you there.

The bankruptcy plan had three principal components: It would boost revenue, largely because a new fleet would enable it to serve more markets with newer airplanes. AA would rid itself of restrictive scope provisions in the pilot contract, so that it could operate more regional jets and engage in more codesharing, particularly with JetBlue at New York Kennedy Airport. And it would reduce labor costs through 13,000 layoffs—including 9,000 among TWU workers. Combined, the improvements were valued at $3 billion by 2017, including $1.25 billion in employee cost savings, resulting from a 20 percent reduction in costs for each work group.

This region of England has the prettiest villages and most beautiful countryside in the world, and yet there is something about such contrived perfection that I find disquieting. For the cramped labourers’ cottages are occupied by stockbrokers and building speculators, and ye host in ye olde village pub turns out to be an airline pilot between trips. The real villagers live near the main road in ugly brick terraced houses, their front gardens full of broken motorcars.

Would Celine do that? Who would want to live to be 102? Nobody but a fool. Why would Celine wish to linger? The whole thing was crazy. Lady Death was crazy. I was crazy. The pilots of airliners were crazy. Never look at the pilot. Just get on board and order drinks.

I have only flown one trip with Frontier Airlines. Outbound they canceled my flights which stranded me in Denver when the final destination was Atlanta. I had to buy a United Airlines ticket to get to Atlanta. I was told I would receive a full refund, but that never happened (fraud?). I purchased the same return ticket again and had a 3-4 hour delay in Atlanta while they flew in a pilot from another city to fly the plane! Expect your personal item to be checked for size on most flights – you will pay more to take it onboard if it is too big. They are at the bottom of my choice of airline for flying now.

I realize this is your first time in Kano, so let me tell you some tips for long life. It’s a good idea to locate a removable ceiling tile so you can hide in the space between floors in case we’re attacked.

This is at the heart of the professional pilot’s eternal conflict,” writes Wilkinson in a comment to the November Oscar case. “Into one ear the airlines lecture, “Never break regulations. Never take a chance. Never ignore written procedures. Never compromise safety.” Yet in the other they whisper, “Don’t cost us time. Don’t waste our money. Get your passengers to their destination—don’t find reasons why you can’t.

Dogfight at thirty five thousand feet. An airline pilot wrote that on this particular flight he had hammered his ship into the runway really hard. The airline had a policy which required the first officer to stand at the door while the passengers exited, smile, and give them a “Thanks for flying XYZ airline.” He said that in light of his bad landing, he had a hard time looking the passengers in the eye, thinking that someone would have a smart comment. Finally everyone had gotten off except for this little old lady, walking with a cane. She said, “Sonny, mind if I ask you a question?” “Why no Ma’am,” said the pilot, “what is it?” The little old lady said, “Did we land or were we shot down?

Since the Roswell Incident in 1947, our government has been willing to ruin the reputation of many professional observers such as airline pilots, police officers, etc., by circulating false reports of their drunkenness or mental instability. It’s only prudent to assume that it’s ready to use such tactics to discredit abductees, as well. (p.60 )

Good leaders seize crises to remake organizational habits. NASA administrators, for instance, tried for years to improve the agency’s safety habits, but those efforts were unsuccessful until the space shuttle Challenger exploded in 1986. In the wake of that tragedy, the organization was able to overhaul how it enforced quality standards.40 Airline pilots, too, spent years trying to convince plane manufacturers and air traffic controllers to redesign how cockpits were laid out and traffic controllers communicated. Then, a runway error on the Spanish island of Tenerife in 1977 killed 583 people and, within five years, cockpit design, runway procedures, and air traffic controller communication routines were overhauled.41

For some of the new airline pilots, withdrawal from the military had not been easy.  They still carried with them, like old school sweaters, the peculiar culture distinctions of their service.

Airlines pay high salaries to pilots despite having autopilots. They do it because humans can handle unforeseen events. When a roof blows off an airliner over the Pacific or when a passenger jet loses both engines to a flock of geese over Manhattan, only a human can handle such crises. These emergencies have been reported in the press, and in each of them, experienced pilots managed to land their airliners by improvising solutions. No autopilot can do that. Betting your money on an automatic system is like betting your life on an autopilot. The first unexpected event will make your account crash and burn.

Where languages are seen as productive tools, rather than social symbols, the policies are very different. A Japanese-owned multinational company has decreed that English will be the sole language of the enterprise, wherever the company’s branches are located around the world.13 In other words, they recognized that English is the lingua franca of international commerce, as it is the language of international airline pilots communicating with airports around the world. Their decision was not based on the qualities of the English or Japanese languages, or their symbolic value, but on hard facts about the economics of doing business around the world.

Before they taxi onto the runway and take off, airline pilots run through a “preflight checklist” that tells them everything they need to check or do. It ensures they complete all the necessary steps without having to rely on their unreliable brains.

My husband’s girlfriend worked for an airline, but she was not a flight attendant, like I’d first assumed. She was an actual pilot. I supposed that made it better.

Without the pilot, there is no flying from one place to another.

Someone’s gotta do it. No one’s gonna do it. So I’ll do it. Your honor, I rise in defense of drunken astronauts. You’ve all heard the reports, delivered in scandalized tones on the evening news or as guaranteed punch lines for the late-night comics, that at least two astronauts had alcohol in their systems before flights. A stern and sober NASA has assured an anxious nation that this matter, uncovered by a NASA-commissioned study, will be thoroughly looked into and appropriately dealt with. To which I say: Come off it. I know NASA has to get grim and do the responsible thing, but as counsel for the defense—the only counsel for the defense, as far as I can tell—I place before the jury the following considerations: Have you ever been to the shuttle launchpad? Have you ever seen that beautiful and preposterous thing the astronauts ride? Imagine it’s you sitting on top of a 12-story winged tube bolted to a gigantic canister filled with 2 million liters of liquid oxygen and liquid hydrogen. Then picture your own buddies—the “closeout crew”—who met you at the pad, fastened your emergency chute, strapped you into your launch seat, sealed the hatch and waved smiling to you through the window. Having left you lashed to what is the largest bomb on planet Earth, they then proceed 200 feet down the elevator and drive not one, not two, but three miles away to watch as the button is pressed that lights the candle that ignites the fuel that blows you into space. Three miles! That’s how far they calculate they must go to be beyond the radius of incineration should anything go awry on the launchpad on which, I remind you, these insanely brave people are sitting. Would you not want to be a bit soused? Would you be all aflutter if you discovered that a couple of astronauts—out of dozens—were mildly so? I dare say that if the standards of today’s fussy flight surgeons had been applied to pilots showing up for morning duty in the Battle of Britain, the signs in Piccadilly would today be in German. Cut these cowboys some slack. These are not wobbly Northwest Airlines pilots trying to get off the runway and steer through clouds and densely occupied airspace. An ascending space shuttle, I assure you, encounters very little traffic. And for much of liftoff, the astronaut is little more than spam in a can—not pilot but guinea pig. With opposable thumbs, to be sure, yet with only one specific task: to come out alive. And by the time the astronauts get to the part of the journey that requires delicate and skillful maneuvering—docking with the international space station, outdoor plumbing repairs in zero-G—they will long ago have peed the demon rum into their recycling units.

As a newly acclaimed author in the literary world, Night Flight, or Vol de nuit, was the first of Saint-Exupéry’s literary works and won him the prix Femina, a French literary prize created in 1904. The novel was based on his experiences as an early mail pilot and the director of the Aeroposta Argentina airline in South America. Antoine is also known for his narrative The Little Prince and his aviation writings, including the lyrical 1939 Wind, Sand and Stars, which is Saint-Exupéry’s 1939 memoir of his experiences as a postal pilot. It tells how on the week following Christmas in 1935, just a year after I was born, he and his mechanic amazingly survived a crash in the Sahara desert. The two men suffered dehydration in the extreme desert heat before a local Bedouin, riding his camel, discovered them “just in the nick of time” to save their lives. His biographies were quite hot for the time and divulged numerous affairs, most notably with the Frenchwoman Hélène de Vogüé, known as “Nelly,” who was referred to as “Madame de B.” Photo Caption: Monument of Saint-Exupéry’s airplane in the Sahara desert. Read these award winning books!

I remember now what one of her sons, who is named “Kurt” like my father and me, asked me as we drove from New Jersey to Cape Cod with the two dogs in back. He was about eight. We were going from south to north, so where we were going was “up” to him. There were just the two of us. His brothers had gone ahead. “Are the kids up there nice?” he said. “Yes, they are,” I replied. He is an airline pilot now. They are all something other than children now.

itself was a flying one. My father was a captain for United Airlines, piloting stretch DC-8’s to West Coast cities and Hawaii. My aspiration was always to be a pilot as well, a compelling interest for me from a young age, fueled undoubtedly by pride in what my dad did. I obtained my pilot’s license at age seventeen, learning to fly in the family’s single-engine

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.

An architect is like an airline pilot, he might not look busy all of the time but he uses decades of experience to constantly monitor the situation, taking immediate action if he sees or hears something out of the ordinary.

A cartoon in the New Yorker captured the absurdity with a scene of airline passengers in a populist mutiny of their own: “These smug pilots have lost touch with regular passengers like us,” bellows one of them. “Who thinks I should fly the plane?

Still, the gross-out footage is what really embodied the band’s aesthetic. “Listen, man, one has no choice but to laugh in the face of terror,” Haynes explained. “I think probably most airline pilots, when they see the ground coming at them, just before they hit, go, ‘Oh my god, we’re in trouble! Ha-ha-ha!

but imagine for a moment that back in 1975, instead of facing a cash crisis Southwest had deep pockets filled with venture capital. Its leaders may have never discovered the innovative solution to quickly turning airplanes based on coordination and cooperation among every job function, from pilot to gate personnel. The company could easily be a footnote in aviation history, like People Express, Skybus, and scores of others. “Not enough” money was certainly the catalyst, the mother of Southwest Airlines’ first reinvention.

We remember the martyrs who died for a cause that we knew about, never those no less effective in their contribution but whose cause we were never aware of—precisely because they were successful. Our ingratitude toward the poètes maudits fades completely in front of this other type of thanklessness. This is a far more vicious kind of ingratitude: the feeling of uselessness on the part of the silent hero. I will illustrate with the following thought experiment. Assume that a legislator with courage, influence, intellect, vision, and perseverance manages to enact a law that goes into universal effect and employment on September 10, 2001; it imposes the continuously locked bulletproof doors in every cockpit (at high costs to the struggling airlines)—just in case terrorists decide to use planes to attack the World Trade Center in New York City. I know this is lunacy, but it is just a thought experiment (I am aware that there may be no such thing as a legislator with intellect, courage, vision, and perseverance; this is the point of the thought experiment). The legislation is not a popular measure among the airline personnel, as it complicates their lives. But it would certainly have prevented 9/11. The person who imposed locks on cockpit doors gets no statues in public squares, not so much as a quick mention of his contribution in his obituary. “Joe Smith, who helped avoid the disaster of 9/11, died of complications of liver disease.” Seeing how superfluous his measure was, and how it squandered resources, the public, with great help from airline pilots, might well boot him out of office. Vox clamantis in deserto. He will retire depressed, with a great sense of failure. He will die with the impression of having done nothing useful.

Southwest—unlike most other airlines, which fly multiple aircraft models—flies only Boeing 737s. As a result, every Southwest pilot, flight attendant, and ground-crew member can work any flight. Plus, all of Southwest’s parts fit all of its planes. All that means lower costs and a business that’s easier to run. They made it easy on themselves.

Anyone who travels very much on airlines in the United States soon gets to know the voice of the airline pilot … coming over the intercom … with a particular drawl, a particular folksiness, a particular down-home calmness that is so exaggerated it begins to parody itself (nevertheless!—it’s reassuring)

Our own work for MACV was all classified, and our missions into Laos secret. We knew of American Special Forces teams inserted into Laos by MACV-SOG.4 We saw and spoke with Air America pilots flying the skies over Laos, rumored to be the CIA’s airline.

Is Spirit Airlines Safe? A Comprehensive Guide to Your Travel Experience When it comes to budget-friendly travel, Spirit Airlines is often the go-to choice for many passengers. However, safety is always a top concern for travelers, especially when flying with low-cost carriers. If you’re considering booking with Spirit Airlines, you might be wondering, “Is Spirit Airlines safe?” Let’s dive into the details to help you make an informed decision. Safety Record of Spirit Airlines Spirit Airlines has a relatively solid safety record, following strict aviation safety protocols. The airline is regulated by the Federal Aviation Administration (FAA), which ensures that all airlines meet safety standards. Spirit Airlines is subject to regular inspections, and it operates a fleet of modern aircraft. As with any airline, there can be occasional mechanical issues, but Spirit’s response time to safety concerns has been quick and effective. Spirit Airlines Safety Measures Spirit Airlines prioritizes passenger safety with a range of measures, including regular maintenance checks and comprehensive pilot training programs. Spirit pilots are certified under FAA regulations and undergo continuous training to handle any in-flight emergency situations. Additionally, Spirit Airlines ensures that all aircraft are equipped with the latest safety features. Customer Reviews on Spirit Airlines Safety Many passengers who have flown with Spirit Airlines report feeling secure throughout their journey. While some reviews mention service-related issues, most do not cite safety concerns. If you have specific worries or need reassurance, Spirit’s customer service is available at +1-888-765-0508 for further assistance. Conclusion In conclusion, Spirit Airlines adheres to the safety standards set by the FAA, and its safety measures are on par with most other airlines. While Spirit Airlines offers budget-friendly flights, you can rest assured that safety remains a priority. If you have any questions or concerns, feel free to contact +1-888-765-0508. When it comes to air travel, peace of mind is essential, and Spirit Airlines works hard to provide that to its passengers. For further inquiries, call +1-888-765-0508 anytime.