Airplane Cockpit Quotes

I realized that the childish impression I had always had of my father, as Just Lawgiver, was entirely wrong. We were utterly dependent on this man, who was not only deluded and ignorant, but incompetent in every way. What was more, I knew that my mother was incapable of standing up to him. It was like walking into the cockpit of an airplane and finding the pilot and co-pilot passed out drunk in their seats. And standing outside the Lyceum, I was struck with a black, incredulous horror, which in fact was not at all unlike the horror I had felt at twelve, sitting on a bar stool in our sunny little kitchen in Plano. Who is in control here? I thought, dismayed. Who is flying this plane?

But the kid could think, too. He wasn’t academic like Joe, but he was practical. His IQ was probably about the same, but it was a get-the-job-done type of street smart IQ, not any kind of for-the-sake-of-it cerebral indulgence. Reacher liked facts, for sure, and information too, but not theory. He was a real-world character. Stan had no idea what the future held for the guy. No idea at all, except he was going to be too big to fit inside a tank or an airplane cockpit. So it was going to have to be something else.

The rain started a few minutes later, a fine mist at first, growing more steady as the miles flew by. The Mercedes hummed along, following the ribbon of road. The night enveloped us, the darkness broken only by the lights on the dash. All the comforts of a womb with the technology of a jet airplane cockpit

IMAGINE ENTERING THE COCKPIT of a modern jet airplane and seeing only a single instrument there. How

The airplanes slowly taxied to the beginning of the runway, humbly and calmly with flaps down, bowing with deference to the infinite sky.

It was like walking into the cockpit of an airplane and finding the pilot and co-pilot passed out drunk in their seats. And standing outside the Lyceum, I was struck with a black, incredulous horror, which in fact was not at all unlike the horror I had felt at twelve, sitting on a bar stool in our sunny little kitchen in Plano. Who is in control here? I thought, dismayed. Who is flying this plane?

I realized that the childish impression I had always had of my father, as Just Lawgiver, was entirely wrong. We were utterly dependent on this man, who was not only deluded and ignorant, but incompetent in every way. What was more, I knew that my mother was incapable of standing up to him. It was like walking into the cockpit of an airplane and finding the pilot and co-pilot passed out drunk in their seats. And standing outside the Lyceum, I was struck with a black, incredulous horror, which in fact was not at all unlike the horror I had felt at twelve, sitting on a bar stool in our sunny little kitchen in Plano. Who is in control here? I thought, dismayed. Who is flying this plane?

I realized that the childish impression I had always had of my father, as Just Lawgiver, was entirely wrong. We were utterly dependent on this man, who was not only deluded and ignorant, but incompetent in every way. What was more, I knew that my mother was incapable of standing up to him. It was like walking into the cockpit of an airplane and finding the pilot and co-pilot passed out drunk in their seats. And standing outside the Lyceum, I was struck with a black, incredulous horror, which in fact was not at all unlike the horror I had felt at twelve, sitting on a bar stool in our sunny little kitchen in Plano. Who is in control here?> I thought, dismayed. Who is flying this plane?

That done, we could finally relax about the baggage and start seriously to worry about the state of the plane, which was terrifying. The door to the cockpit remained open for the duration of the flight and might actually have been missing entirely. Mark told me that Air Merpati bought their planes second-hand from Air Uganda, but I think he was joking. I have a cheerfully reckless view of this kind of air travel. It rarely bothers me at all. I don’t think this is bravery, because I am frequently scared stiff in cars, particularly if I’m driving. But once you’re in an airplane, everything is completely out of your hands, so you may as well just sit back and grin manically about the grinding and rattling noises the old wreck of a plane makes as the turbulence throws it around the sky. There’s nothing you can do.

We may not recognize how situations within our own lives are similar to what happens within an airplane cockpit. But think, for a moment, about the pressures you face each day. If you are in a meeting and the CEO suddenly asks you for an opinion, your mind is likely to snap from passive listening to active involvement—and if you’re not careful, a cognitive tunnel might prompt you to say something you regret. If you are juggling multiple conversations and tasks at once and an important email arrives, reactive thinking can cause you to type a reply before you’ve really thought out what you want to say. So what’s the solution? If you want to do a better job of paying attention to what really matters, of not getting overwhelmed and distracted by the constant flow of emails and conversations and interruptions that are part of every day, of knowing where to focus and what to ignore, get into the habit of telling yourself stories. Narrate your life as it’s occurring, and then when your boss suddenly asks a question or an urgent note arrives and you have only minutes to reply, the spotlight inside your head will be ready to shine the right way. To become genuinely productive, we must take control of our attention; we must build mental models that put us firmly in charge. When you’re driving to work, force yourself to envision your day. While you’re sitting in a meeting or at lunch, describe to yourself what you’re seeing and what it means. Find other people to hear your theories and challenge them. Get in a pattern of forcing yourself to anticipate what’s next. If you are a parent, anticipate what your children will say at the dinner table. Then you’ll notice what goes unmentioned or if there’s a stray comment that you should see as a warning sign. “You can’t delegate thinking,” de Crespigny told me. “Computers fail, checklists fail, everything can fail. But people can’t. We have to make decisions, and that includes deciding what deserves our attention. The key is forcing yourself to think. As long as you’re thinking, you’re halfway home.

I remember a story by a flight instructor I knew well. He told me about the best student he ever had, and a powerful lesson he learned about what it meant to teach her. The student excelled in ground school. She aced the simulations, aced her courses. In the skies, she showed natural skill, improvising even in rapidly changing weather conditions. One day in the air, the instructor saw her doing something naïve. He was having a bad day and he yelled at her. He pushed her hands away from the airplane’s equivalent of a steering wheel. He pointed angrily at an instrument. Dumbfounded, the student tried to correct herself, but in the stress of the moment, she made more errors, said she couldn’t think, and then buried her head in her hands and started to cry. The teacher took control of the aircraft and landed it. For a long time, the student would not get back into the same cockpit. The incident hurt not only the teacher’s professional relationship with the student but the student’s ability to learn. It also crushed the instructor. If he had been able to predict how the student would react to his threatening behavior, he never would have acted that way. Relationships matter when attempting to teach human beings—whether you’re a parent, teacher, boss, or peer. Here we are talking about the highly intellectual venture of flying an aircraft. But its success is fully dependent upon feelings.

It is a painful irony that silent movies were driven out of existence just as they were reaching a kind of glorious summit of creativity and imagination, so that some of the best silent movies were also some of the last ones. Of no film was that more true than Wings, which opened on August 12 at the Criterion Theatre in New York, with a dedication to Charles Lindbergh. The film was the conception of John Monk Saunders, a bright young man from Minnesota who was also a Rhodes scholar, a gifted writer, a handsome philanderer, and a drinker, not necessarily in that order. In the early 1920s, Saunders met and became friends with the film producer Jesse Lasky and Lasky’s wife, Bessie. Saunders was an uncommonly charming fellow, and he persuaded Lasky to buy a half-finished novel he had written about aerial combat in the First World War. Fired with excitement, Lasky gave Saunders a record $39,000 for the idea and put him to work on a script. Had Lasky known that Saunders was sleeping with his wife, he might not have been quite so generous. Lasky’s choice for director was unexpected but inspired. William Wellman was thirty years old and had no experience of making big movies—and at $2 million Wings was the biggest movie Paramount had ever undertaken. At a time when top-rank directors like Ernst Lubitsch were paid $175,000 a picture, Wellman was given a salary of $250 a week. But he had one advantage over every other director in Hollywood: he was a World War I flying ace and intimately understood the beauty and enchantment of flight as well as the fearful mayhem of aerial combat. No other filmmaker has ever used technical proficiency to better advantage. Wellman had had a busy life already. Born into a well-to-do family in Brookline, Massachusetts, he had been a high school dropout, a professional ice hockey player, a volunteer in the French Foreign Legion, and a member of the celebrated Lafayette Escadrille flying squad. Both France and the United States had decorated him for gallantry. After the war he became friends with Douglas Fairbanks, who got him a job at the Goldwyn studios as an actor. Wellman hated acting and switched to directing. He became what was known as a contract director, churning out low-budget westerns and other B movies. Always temperamental, he was frequently fired from jobs, once for slapping an actress. He was a startling choice to be put in charge of such a challenging epic. To the astonishment of everyone, he now made one of the most intelligent, moving, and thrilling pictures ever made. Nothing was faked. Whatever the pilot saw in real life the audiences saw on the screen. When clouds or exploding dirigibles were seen outside airplane windows they were real objects filmed in real time. Wellman mounted cameras inside the cockpits looking out, so that the audiences had the sensation of sitting at the pilots’ shoulders, and outside the cockpit looking in, allowing close-up views of the pilots’ reactions. Richard Arlen and Buddy Rogers, the two male stars of the picture, had to be their own cameramen, activating cameras with a remote-control button.

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.*

Pilot’s joke: In the airplane of the future, there will be a man and a dog in the cockpit. The dog is there to prevent the man from touching anything, and the man is there to feed the dog.

I was keenly aware of this growing interest in aviation within me, but I hadn’t lost focus on my goal of establishing a private practice of medicine. I reasoned that my choices had been made and my life path was now set in stone. I suspected any second thoughts creeping into my head questioning my career choice would vanish when the Navy finally released me from active duty and I would then be away from this exposure to pilots, airplanes, and astronauts." (Page 233)

Pilot’s joke: In the airplane of the future, there will be a man and a dog in the cockpit. The dog is there to prevent the man from touching anything, and the man is there to feed the dog. Ziggy

Why don’t you make airplanes out of the same material as you make the little black boxes in the cockpit?

The Coeur d’Alene Airport was a sleepy little airfield with three paved runways laid out in a standard triangle configuration. Two small FBOs (fixed base operators) on the field rented airplanes and offered instruction. I felt a little discouraged upon seeing the dilapidated condition of the buildings at both of these businesses. It appeared they were both operating on a shoestring budget—just as Martha and I were at the time. The airport had no air terminal or commercial airline service. I was nevertheless hoping I would at least see a little airplane taxiing, taking off, or landing that day, but there was no activity whatsoever. It was exciting, though, for me to just see a number of single-engine private aircraft tied down on the tarmac as I imagined myself climbing into one, taxiing out, and taking off.

One of the plane captains came out to meet us on the flight-line and climbed up to help us both unstrap. I hadn’t gotten sick, but, when I got my feet on the ground, my knees were shaking terribly and I wasn’t sure I could walk. Both of our flight suits were soaked with sweat. The lieutenant and I stood next to the airplane for a moment and he said, “How’d you like that, Doc?” I liked it a lot, and I told him. ... Now, three years later, I was sitting in my living room in Spokane and reminiscing about that flight as I perused the materials I had received, which included the necessary applications for the program. (Page 58)

I just saw one that’s doing the rounds on Twitter where you said you wouldn’t get on an airplane if you saw that the pilot was a woman.’ ‘I stand by that. I still wouldn’t. Unless there was a man sitting in the cockpit to watch her.

There was also a joke that we had filmed where the announcer says, “Air Poland, please clear the runway.” And then we cut into the cockpit, it’s Jose Feliciano, Ray Charles, and Stevie Wonder. Two of the guys were look-alikes, but we actually got Jose Feliciano. Jerry: I got a call from someone at the Jewish Anti-Defamation League.

Navigating our health sometimes feels like glancing into an airplane cockpit on the way to our seat. We see complicated stuff everywhere: screens, dials, flashing lights,

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.

There’s a saying in aviation that the airplane of the future will no longer have two humans in the cockpit. Instead, there will be a pilot and a dog. The pilot will be there to keep the dog company. The dog will be there to bite the pilot if he tries to touch the controls.

He didn’t just fly an airplane,” a fellow pilot once said of Wiley Post; “he put it on.” 42 Today’s pilots don’t wear their planes. They wear their planes’ computers—or perhaps the computers wear the pilots. The transformation that aviation has gone through over the last few decades—the shift from mechanical to digital systems, the proliferation of software and screens, the automation of mental as well as manual work, the blurring of what it means to be a pilot—offers a roadmap for the much broader transformation that society is going through now. The glass cockpit, Don Harris has pointed out, can be thought of as a prototype of a world where “there is computer functionality everywhere.” 43 The experience of pilots also reveals the subtle but often strong connection between the way automated systems are designed and the way the minds and bodies of the people using the systems work. The mounting evidence of an erosion of skills, a dulling of perceptions, and a slowing of reactions should give us all pause. As we begin to live our lives inside glass cockpits, we seem fated to discover what pilots already know: a glass cockpit can also be a glass cage.

Glenn’s record spoke for itself. He had downed four MiGs in combat, but, more importantly, he had brought back airplanes so badly shot up they were judged not to be flyable by other pilots. Not only had he brought them back and landed them safely, when he climbed from the cockpit the maintenance officers marked these planes as junk, to be cannibalized for parts only.

The demo flight changed dramatically when, seemingly out of nowhere, another T-2 jumped us from behind and we were suddenly a participant in a dog fight. I had no idea at the time that this was strictly against regulations. It was ACM (air combat maneuvers) that was taught and practiced, but to do it spontaneously like this, without a thorough briefing on the ground, was against the rules for obvious reasons. From that point on, the previous maneuvers we had been doing seemed mild. My pilot was trying to outmaneuver our pursuer to get him off our tail and turn the fight around so that he was our prey, we were on his tail, and we were in kill-shot position had this been real combat. The maneuvers were violent. I kept my knees wide apart to prevent the control stick from bruising my legs as it slammed back and forth to its full limits. My helmet clanked against the left side of the canopy and then the right side. Looking directly ahead out the windshield, I was staring straight up at the sky and the clouds, and the next moment I was looking straight down at the Gulf of Mexico. The horizon and the instruments were spinning around one direction and then the other direction. The altimeter needles were whirling around as the gauge indicated a higher and higher altitude as we climbed, and then indicated a smaller and smaller number as we plummeted toward the water below. I was spatially disoriented much of the time. There were moments when the airplane seemed completely out of control; it probably was. I could hear my pilot breathing heavily in his oxygen mask through his hot mic and cursing the other plane and its pilot. I could only see the other aircraft in a small combat rearview mirror. (Page 57)

... I arrived at the Coeur d’Alene Airport at about 3:30 AM to fuel and preflight an airplane. My assignment was to land on an unimproved grass strip near Priest Lake at first morning light to pick up an armed special agent. I had to time my night departure out of Coeur d’Alene to land on the strip as early as possible, but the airstrip was unlighted, so I needed just enough natural light to see the runway. The landing area in the forest was a narrow grass strip, which had been cut out in a dense stand of Ponderosa Pine and Douglas Fir, just to the west of the central portion of Lower Priest Lake. The sun hadn’t risen when I arrived at the airstrip, but there was just enough light to pick out the narrow runway carved into the forest below and land. It all seemed very clandestine as I bumped to a stop in the dim morning light. A shadowy figure dressed in dark-green fatigues emerged from the trees and walked quickly toward the airplane. As he got closer, I saw a holstered pistol on his belt and a gold badge on his chest. He got into the plane with the engine idling and the propeller still turning, and we took off immediately. (Page 355)