Airplane Pilot Quotes

Most people hear an airplane in the sky and think, ‘There’s an airplane,’ and go back to what they were doing. A few folks look around for the airplane, try to figure out what kind of plane it is, and watch it from the time they spot it to the time it disappears on the horizon, maybe after that. Those kids are the ones who will be pilots." He pointed at me. "I knew that about you. I’ve just been waiting for you to show up.

And like no other sculpture in the history of art, the dead engine and dead airframe come to life at the touch of a human hand, and join their life with the pilot's own.

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 said Jeannine why are you unhappy? I'm not unhappy. You have everything (I said). What is there that you want and haven't got? I want to die. Do you want to be an airplane pilot? is that it? And they won't let you? Did you have a talent for mathematics, which they squelched? Did they refuse to let you be a truck driver? What is it? I want to live.

I’m amazed this guy manages to get out of bed in the morning without working himself into a panic attack over the chance that he might trip on the bath mat and stab himself through the eye socket with his toothbrush and be left with a permanent twitch that’ll ruin his chances of landing an airplane safely if the pilot has a heart attack and doom hundreds to a fiery death.

There's only one job in this world that gives you an office in the sky; and that is pilot.

He tilted his head to one side, considering me, his weathered face impossible to read. But his voice was kind as he said, "There are lots of mistakes you can make. Pilots make them, and pilots die. Obstacles will kill you. The weather will kill you. But, as I’m about to show you, the airplane is your friend. The plane wants to fly.

Many wives of fighter pilots would end up looking on helplessly as their husbands grew more and more distant, a fact they would acknowledge in what were meant as lighthearted remarks, such as: “I’m only his mistress—he’s married to an airplane.” Often she would be overstating their intimacy; the actual mistress would be someone she didn’t know about.

The Engine Is The Heart Of An Airplane But The Pilot Is Its Soul.

Pilots have an established history of committing mass murder during their suicides.

I believe the signs we are seeing today most certainly point to the rapture of the church. These are indeed end times. I believe that one day very soon, Jesus Christ Himself will come in the clouds and millions of people will see their battles end... I believe that followers of Christ from all around the world, of every race, creed, color, age, economic standing, and religious affiliation will vanish in a single moment of time ... gone. The Word of God describes it as a 'twinkling of an eye.' In an instant, there will be boardrooms without directors, classrooms without teachers, hospitals without doctors and nurses, cars without drivers, airplanes without pilots, and loved ones disappearing mid-sentance and mid-morning coffee. I am sure that complete chaos won't even begin to describe it. I imagine a worldwide crescendo of screaming voices. When the dust clears, everone left on earth will know emptiness beyond description and a greater sense of evil than has ever been thought to exist. It will be the condition of things. Overwhelming sadness, confusion, loss, and insecurity will be worldwide. It will happen at that time, even as it did on that September morning.

Think about taking a trip on an airplane. Before taking off, the pilot has a very clear destination in mind, which hopefully coincides with yours, and a flight plan to get there. The plane takes off at the appointed hour toward that predetermined destination. But in fact, the plane is off course at least 90 percent of the time. Weather conditions, turbulence, and other factors cause it to get off track. However, feedback is given to the pilot constantly, who then makes course corrections and keeps coming back to the exact flight plan, bringing the plane back on course. And often, the plane arrives at the destination on time. It’s amazing. Think of it. Leaving on time, arriving on time, but off course 90 percent of the time. If you can create this image of an airplane, a destination, and a flight plan in your mind, then you understand the purpose of a personal mission statement. It is the picture of where you want to end up—that is, your destination is the values you want to live your life by. Even if you are off course much or most of the time but still hang on to your sense of hope and your vision, you will eventually arrive at your destination. You will arrive at your destination and usually on time. That’s the whole point—we just get back on course.

Then he went on to bore me with a lot of details about jet engines, the venturi effect, increasing lift by increasing camber with the flaps, and how after all four engines flame out the plane will turn into a 450,000-pound glider. Then since the autopilot will have trimmed out to fly a straight line, the glider will begin what the pilot calls a controlled descent. That kind of descent, I tell him, would be nice for a change. You just don't know what I've been through this past year.

The airplane was a complicated system encompassing many components, but to a skilled pilot it still had the intimate quality of a hand tool. The love that lays the swale in rows is also the love that parts the clouds for the stick-and-rudder man.

X-Plane tells us that flight on Mars is difficult, but not impossible. NASA knows this, and has considered surveying Mars by airplane. The tricky thing is that with so little atmosphere, to get any lift, you have to go fast. You need to approach Mach 1 just to get off the ground, and once you get moving, you have so much inertia that it’s hard to change course—if you turn, your plane rotates, but keeps moving in the original direction. The X-Plane author compared piloting Martian aircraft to flying a supersonic ocean liner.

It is the professional pilot's bounden duty to know the idiosyncrasies of each type (of airplane), for he must spend a large proportion of his active career exploiting its qualities and compensating for its faults. These secrets cannot be discovered in a ground school.

Think about taking a trip on an airplane. Before taking off, the pilot has a very clear destination in mind, which hopefully coincides with yours, and a flight plan to get there. The plane takes off at the appointed hour toward that predetermined destination. But in fact, the plane is off course at least 90 percent of the time. Weather conditions, turbulence, and other factors cause it to get off track. However, feedback is given to the pilot constantly, who then makes course corrections and keeps coming back to the exact flight plan, bringing the plane back on course. And often, the plane arrives at the destination on time. It’s amazing. Think of it. Leaving on time, arriving on time, but off course 90 percent of the time. If you can create this image of an airplane, a destination, and a flight plan in your mind, then

Who else had ever met the business-end of a bolt of lightning in mid-flight, as he had just now, flying blind through a storm, lost a wing, managed to come down still alive even if it is on a wooded mountainside, to cut the contact at the moment of crashing so that he wasn't roasted alive, and crawl out with just a wrenched shoulder and a lot of cuts and bruises? He couldn't bail out because he was flying too low, hoping for a break through the clouds through which to spot something flat enough to come down on; he doesn't like bailing out anyway, hates to throw away a good plane. ("Jane Brown's Body")

Also, like Bush, Bauer is open to a little good-natured ribbing. Even about his religion. According to Prophecy, at the moment of the Rapture everyone who has taken Christ as his savior will immediately ascend to heaven. So if you’re in an airplane, and your pilot has accepted Christ, you’re in trouble.

And they were always young, Air Corps pilots and ensigns, and good-looking girls in fur coats, and always the government secretary or two, the working girl as a carry-over from the fraternity parties when she was always the girl who could be made because in some mysterious way the women of the lower classes could be depended upon to copulate like jack rabbits. And they all knew they were going to die soon with a sentimental and unstated English attitude which was completely phony. It came from books they had never read, and movies they shouldn’t have seen; it was fed by the tears of their mothers, and the knowledge quite shocking, quite unbelievable, that a lot of them did die when they went overseas. Its origins were spurious; they never could connect really the romance of their impending deaths with the banal mechanical process of flying an airplane and landing and living in the barren eventless Army camps that surrounded their airfields. But nevertheless they had discovered it was a talisman, they were going to die soon, and they wore it magically until you believed in it when you were with them. And they did magical things like pouring whisky on each other’s hair, or setting mattresses afire, or grabbing hats on the fly from the heads of established businessmen. Of all the parties those were perhaps the best, but he had come to them too old.

Dwayne's bad chemicals made him take a loaded thirty-eight caliber revolver from under his pillow and stick it in his mouth. This was a tool whose only purpose was to make holes in human beings. It looked like this: In Dwayne's part of the planet, anybody who wanted one could get one down at his local hardware store. Policemen all had them. So did the criminals. So did the people caught in between. Criminals would point guns at people and say, "Give me all your money," and the people usually would. And policemen would point their guns at criminals and say, "Stop" or whatever the situation called for, and the criminals usually would. Sometimes they wouldn't. Sometimes a wife would get so mad at her husband that she would put a hole in him with a gun. Sometimes a husband would get so mad at his wife that he would put a hole in her. And so on. In the same week Dwayne Hoover ran amok, a fourteen-year-old Midland City boy put holes in his mother and father because he didn't want to show them the bad report card he had brought home. His lawyer planned to enter a plea of temporary insanity, which meant that at the time of the shooting the boy was unable to distinguish the difference between right and wrong. · Sometimes people would put holes in famous people so they could be at least fairly famous, too. Sometimes people would get on airplanes which were supposed to fly to someplace, and they would offer to put holes in the pilot and co-pilot unless they flew the airplane to someplace else.

The way Karma Ura sees it, a government is like a pilot guiding an airplane. In bad weather, it must rely on its instruments to navigate. But what if the instruments are faulty? The plane will certainly veer off course, even though the pilot is manipulating the controls properly. That, he says, is the state of the world today, with its dependence on gross national product as the only real measure of a nation’s progress. “Take education,” he says. “We are hooked on measuring enrollment, but we don’t look at the content. Or consider a nation like Japan. People live a long time, but what is the quality of their life past age sixty?” He has a point. We measure what is easiest to measure, not what really matters to most people’s lives—a disparity that Gross National Happiness seeks to correct.

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?

In the quiet, I talked to my friend, who happened to be a T-33, and asked point-blank the questions I could never answer. 'What are you, airplane? What is it about you and all your wide family that has made so many men leave all they know and come to you? Why do they waste good human love and concern on you who are nothing but so many pounds of steel and aluminum and gasoline and hydraulic fluid?

Auto rotation is practiced over and over when learning to fly helicopters. It is the prime life-saving maneuver, and it is an enormous amount of fun to do. To accomplish a perfect auto rotation, landing like a feather and right on the mark, is another pure joy of flying. So if you lose your only engine while flying, hope you are in a helicopter rather than an airplane. Your odds of a safe landing are infinitely greater.

The plane was on descent. Reacher could feel it in his ears. And he could feel abrupt turns. The pilot was military, so he was using the rudder. Civilian pilots avoid using the rudder. Using the rudder makes the plane slew, like a car skids. Passengers don't like the feeling. So civilian pilots turn by juicing the engines on one side and backing off on the others. Then the plane comes around smoothly. But military pilots don't care about their passengers' comfort. It's not like they've bought tickets.

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.)

The best-known sign of the success of state Shinto is the fact that Japan was the first power to develop and use precision-guided missiles. Decades before the United States fielded the smart bomb, and at a time when Nazi Germany was only beginning to deploy dumb V-2 rockets, Japan sank dozens of allied ships with precision-guided missiles—better known as kamikaze. Whereas in present-day precision-guided munitions the guidance is provided by computers, the kamikaze were ordinary airplanes loaded with explosives and guided by human pilots willing to go on one-way missions.

Most people think that it is more difficult to fly a helicopter than an airplane. This is a myth. The myth survives because when a student pilot takes his or her first lesson in a small, single engine airplane, at the end of the hour of instruction the student can imagine that some day, way—way off in the future maybe, but someday—he will learn to fly the aircraft all by himself. When student pilots have their first hour of instruction in a small, single engine helicopter, they know that if they live to be one hundred they will never learn to fly it. They also believe this after their second lesson and into the third. The problem is the hover.

Fly with those who lift you up and thrust you forward A pilot friend of mine told me there are four main principles to master when flying airplanes: lift, thrust, weight, and drag. You have to take all these into account to make sure the plane will fly. It struck me that these same principles apply to specific types of people. There are some who lift you, brighten your day, cheer you up, and make you feel better about yourself. You meet them and you have a spring in your step. They’re a lift. Then there are people who thrust you. They inspire you, motivate you, challenge you to move forward and pursue your dreams. The third group are weights. They pull you down, dump their problems on you, so that you leave feeling heavier, negative, discouraged, and worse than you did before. Finally, there are those who are a drag. They’ve always got a sad song. The dishwasher broke. The goldfish died. They didn’t get invited to a party. They’re stuck in a pit. They expect you to cheer them up, fix their problems, and carry their loads. We all encounter people from each of these four groups. You have to make sure you’re spending the majority of your time with lifters and thrusters. If you’re only hanging out with weights and drags, it will keep you from becoming everything you were created to be.

The kinds of errors that cause plane crashes are invariably errors of teamwork and communication. One pilot knows something important and somehow doesn’t tell the other pilot. One pilot does something wrong, and the other pilot doesn’t catch the error. A tricky situation needs to be resolved through a complex series of steps—and somehow the pilots fail to coordinate and miss one of them. “The whole flight-deck design is intended to be operated by two people, and that operation works best when you have one person checking the other, or both people willing to participate,” says Earl Weener, who was for many years chief engineer for safety at Boeing. “Airplanes

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?

I’d prefer to never witness that again, so a full weather report will be added to Shera’s daily tasks,” Arion chimes in, looking idly around the airplane. “On another note, so long as I learn to land a plane, I’ll already be an exceptionally better pilot than Vance.” “Do you have any idea how damn fine of a job I just did?” Vance asks Arion with narrowed eyes. Arion glances over at the smoking wreckage, quirking an eyebrow. “Not really, no,” the vampire quips in a very genuine tone. “Fuck’s sake, Arion. It wasn’t me who crashed the plane; it was the—fuck it. Never mind,” Vance says, sighing in exasperation as he pulls out his phone. “I’ll have someone come take care of this and pick us up.

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.

Filming was done outside San Antonio, Texas. The scale of the production was vast and complex. Whole battlefields were scrupulously re-created on the plains of Texas. Wellman deployed as many as five thousand extras and sixty airplanes in some scenes—an enormous logistical exercise. The army sent its best aviators from Selfridge Field in Michigan—the very men with whom Lindbergh had just flown to Ottawa—and stunt fliers were used for the more dangerous scenes. Wellman asked a lot of his airmen. One pilot was killed, another broke his neck, and several more sustained other serious injuries. Wellman did some of the more dangerous stunt flying himself. All this gave the movie’s aerial scenes a realism and immediacy that many found almost literally breathtaking. Wellman captured features of flight that had never been caught on film before—the shadows of planes moving across the earth, the sensation of flying through drifting smoke, the stately fall of bombs, and the destructive puffs of impact that follow. Even the land-bound scenes were filmed with a thoughtfulness and originality that set Wings apart. To bring the viewer into a Parisian nightclub, Wellman used a boom shot in which the camera traveled through the room just above table height, skimming over drinks and between revelers, before arriving at the table of Arlen and Rogers. It is an entrancing shot even now, but it was rivetingly novel in 1927. “Wings,” wrote Penelope Gilliatt simply in The New Yorker in 1971, “is truly beautiful.” Wings was selected as best picture at the very first Academy Awards ceremony in 1929. Wellman, however, wasn’t even invited to the ceremony.

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.*

THIS IS MY ABC BOOK of people God loves. We’ll start with . . .           A: God loves Adorable people. God loves those who are Affable and Affectionate. God loves Ambulance drivers, Artists, Accordion players, Astronauts, Airplane pilots, and Acrobats. God loves African Americans, the Amish, Anglicans, and Animal husbandry workers. God loves Animal-rights Activists, Astrologers, Adulterers, Addicts, Atheists, and Abortionists.           B: God loves Babies. God loves Bible readers. God loves Baptists and Barbershop quartets . . . Boys and Boy Band members . . . Blondes, Brunettes, and old ladies with Blue hair. He loves the Bedraggled, the Beat up, and the Burnt out . . . the Bullied and the Bullies . . . people who are Brave, Busy, Bossy, Bitter, Boastful, Bored, and Boorish. God loves all the Blue men in the Blue Man Group.           C: God loves Crystal meth junkies,           D: Drag queens,           E: and Elvis impersonators.           F: God loves the Faithful and the Faithless, the Fearful and the Fearless. He loves people from Fiji, Finland, and France; people who Fight for Freedom, their Friends, and their right to party; and God loves people who sound like Fat Albert . . . “Hey, hey, hey!”           G: God loves Greedy Guatemalan Gynecologists.           H: God loves Homosexuals, and people who are Homophobic, and all the Homo sapiens in between.           I: God loves IRS auditors.           J: God loves late-night talk-show hosts named Jimmy (Fallon or Kimmel), people who eat Jim sausages (Dean or Slim), people who love Jams (hip-hop or strawberry), singers named Justin (Timberlake or Bieber), and people who aren’t ready for this Jelly (Beyoncé’s or grape).           K: God loves Khloe Kardashian, Kourtney Kardashian, Kim Kardashian, and Kanye Kardashian. (Please don’t tell him I said that.)           L: God loves people in Laos and people who are feeling Lousy. God loves people who are Ludicrous, and God loves Ludacris. God loves Ladies, and God loves Lady Gaga.           M: God loves Ministers, Missionaries, and Meter maids; people who are Malicious, Meticulous, Mischievous, and Mysterious; people who collect Marbles and people who have lost their Marbles . . . and Miley Cyrus.           N: God loves Ninjas, Nudists, and Nose pickers,           O: Obstetricians, Orthodontists, Optometrists, Ophthalmologists, and Overweight Obituary writers,           P: Pimps, Pornographers, and Pedophiles,           Q: the Queen of England, the members of the band Queen, and Queen Latifah.           R: God loves the people of Rwanda and the Rebels who committed genocide against them.           S: God loves Strippers in Stilettos working on the Strip in Sin City;           T: it’s not unusual that God loves Tom Jones.           U: God loves people from the United States, the United Kingdom, and the United Arab Emirates; Ukrainians and Uruguayans, the Unemployed and Unemployment inspectors; blind baseball Umpires and shady Used-car salesmen. God loves Ushers, and God loves Usher.           V: God loves Vegetarians in Virginia Beach, Vegans in Vietnam, and people who eat lots of Vanilla bean ice cream in Las Vegas.           W: The great I AM loves will.i.am. He loves Waitresses who work at Waffle Houses, Weirdos who have gotten lots of Wet Willies, and Weight Watchers who hide Whatchamacallits in their Windbreakers.           X: God loves X-ray technicians.           Y: God loves You.           Z: God loves Zoologists who are preparing for the Zombie apocalypse. God . . . is for the rest of us. And we have the responsibility, the honor, of letting the world know that God is for them, and he’s inviting them into a life-changing relationship with him. So let ’em know.

The goal was ambitious. Public interest was high. Experts were eager to contribute. Money was readily available. Armed with every ingredient for success, Samuel Pierpont Langley set out in the early 1900s to be the first man to pilot an airplane. Highly regarded, he was a senior officer at the Smithsonian Institution, a mathematics professor who had also worked at Harvard. His friends included some of the most powerful men in government and business, including Andrew Carnegie and Alexander Graham Bell. Langley was given a $50,000 grant from the War Department to fund his project, a tremendous amount of money for the time. He pulled together the best minds of the day, a veritable dream team of talent and know-how. Langley and his team used the finest materials, and the press followed him everywhere. People all over the country were riveted to the story, waiting to read that he had achieved his goal. With the team he had gathered and ample resources, his success was guaranteed. Or was it? A few hundred miles away, Wilbur and Orville Wright were working on their own flying machine. Their passion to fly was so intense that it inspired the enthusiasm and commitment of a dedicated group in their hometown of Dayton, Ohio. There was no funding for their venture. No government grants. No high-level connections. Not a single person on the team had an advanced degree or even a college education, not even Wilbur or Orville. But the team banded together in a humble bicycle shop and made their vision real. On December 17, 1903, a small group witnessed a man take flight for the first time in history. How did the Wright brothers succeed where a better-equipped, better-funded and better-educated team could not? It wasn’t luck. Both the Wright brothers and Langley were highly motivated. Both had a strong work ethic. Both had keen scientific minds. They were pursuing exactly the same goal, but only the Wright brothers were able to inspire those around them and truly lead their team to develop a technology that would change the world. Only the Wright brothers started with Why. 2.

In a typical crash, for example, the weather is poor—not terrible, necessarily, but bad enough that the pilot feels a little bit more stressed than usual. In an overwhelming number of crashes, the plane is behind schedule, so the pilots are hurrying. In 52 percent of crashes, the pilot at the time of the accident has been awake for twelve hours or more, meaning that he is tired and not thinking sharply. And 44 percent of the time, the two pilots have never flown together before, so they’re not comfortable with each other. Then the errors start—and it’s not just one error. The typical accident involves seven consecutive human errors. One of the pilots does something wrong that by itself is not a problem. Then one of them makes another error on top of that, which combined with the first error still does not amount to catastrophe. But then they make a third error on top of that, and then another and another and another and another, and it is the combination of all those errors that leads to disaster. These seven errors, furthermore, are rarely problems of knowledge or flying skill. It’s not that the pilot has to negotiate some critical technical maneuver and fails. The kinds of errors that cause plane crashes are invariably errors of teamwork and communication. One pilot knows something important and somehow doesn’t tell the other pilot. One pilot does something wrong, and the other pilot doesn’t catch the error. A tricky situation needs to be resolved through a complex series of steps—and somehow the pilots fail to coordinate and miss one of them. “The whole flight-deck design is intended to be operated by two people, and that operation works best when you have one person checking the other, or both people willing to participate,” says Earl Weener, who was for many years chief engineer for safety at Boeing. “Airplanes are very unforgiving if you don’t do things right. And for a long time it’s been clear that if you have two people operating the airplane cooperatively, you will have a safer operation than if you have a single pilot flying the plane and another person who is simply there to take over if the pilot is incapacitated.

In the shock of the moment, I gave some thought to renting a convertible and driving the twenty-seven hundred miles back alone. But then I realized I was neither single nor crazy. The acting director decided that, given the FBI’s continuing responsibility for my safety, the best course was to take me back on the plane I came on, with a security detail and a flight crew who had to return to Washington anyway. We got in the vehicle to head for the airport. News helicopters tracked our journey from the L.A. FBI office to the airport. As we rolled slowly in L.A. traffic, I looked to my right. In the car next to us, a man was driving while watching an aerial news feed of us on his mobile device. He turned, smiled at me through his open window, and gave me a thumbs-up. I’m not sure how he was holding the wheel. As we always did, we pulled onto the airport tarmac with a police escort and stopped at the stairs of the FBI plane. My usual practice was to go thank the officers who had escorted us, but I was so numb and distracted that I almost forgot to do it. My special assistant, Josh Campbell, as he often did, saw what I couldn’t. He nudged me and told me to go thank the cops. I did, shaking each hand, and then bounded up the airplane stairs. I couldn’t look at the pilots or my security team for fear that I might get emotional. They were quiet. The helicopters then broadcast our plane’s taxi and takeoff. Those images were all over the news. President Trump, who apparently watches quite a bit of TV at the White House, saw those images of me thanking the cops and flying away. They infuriated him. Early the next morning, he called McCabe and told him he wanted an investigation into how I had been allowed to use the FBI plane to return from California. McCabe replied that he could look into how I had been allowed to fly back to Washington, but that he didn’t need to. He had authorized it, McCabe told the president. The plane had to come back, the security detail had to come back, and the FBI was obligated to return me safely. The president exploded. He ordered that I was not to be allowed back on FBI property again, ever. My former staff boxed up my belongings as if I had died and delivered them to my home. The order kept me from seeing and offering some measure of closure to the people of the FBI, with whom I had become very close. Trump had done a lot of yelling during the campaign about McCabe and his former candidate wife. He had been fixated on it ever since. Still in a fury at McCabe, Trump then asked him, “Your wife lost her election in Virginia, didn’t she?” “Yes, she did,” Andy replied. The president of the United States then said to the acting director of the FBI, “Ask her how it feels to be a loser” and hung up the phone.

I think irradiating pilots with WiFi radio frequency (RF) radiation is really going to hit about five years from now as 'Delayed Radiation Complications' show up. I am expecting to see increased airplane accidents & crashes for various reasons starting in 2020 onward.

After all, each person who walks in the door expressing the desire to fly is much braver than the average member of our society because he or she has spent a lifetime being inundated by our media happily extolling the dangers of little airplanes.

After all, humans have only been flying since 1783, and that isn’t time for tens of thousands of years of evolution to have caught up ... we have to think about each flight we make because it isn’t yet a natural part of us.

No one is an ‘expert’ on terrorism. That is nonsense. Terrorism is fluid. It changes daily. Terrorism used to be hijacking an aircraft and forcing the pilot to take it to another location. This evolved into holding hostages aboard the craft to force governments to do something. Now we have hijackers willing to die on an airplane and kill every passenger along with them. Terrorists have become more desperate and bold.

Notice who is telling you not to get the rating, that it’s not worth it. It’s the hangers-on with the ancient private ratings, who nearly roll airplanes into balls of aluminum when landing in mild crosswinds. It’s easier for them to accept their own lack of ambition or desire to be better pilots by holding others back. Do they represent the level at which you want to remain?

very safe pilot. He had never had an accident, had never raised his pulse to an almost unbearable rate because he was pushing an airplane--or himself--to see what he could see. The top pilots did this. They needed to know the envelope of the airplane and of themselves. They needed to know the limits to which they could push themselves and their craft and still be in control. They needed to know the precise point at which they or the airplane would depart from stable and controlled flight. So Rawson was now the CO (commanding officer), albeit

The Frenchman is the most natural pilot and the most adroit. Flying comes easier to him than to an Englishman or American, but once accustomed to an airplane and the air they all accomplish the same amount of work. A Frenchman goes about it with a little more dash than the others, and puts on a few extra frills, but the Englishman calmly carries out his mission and obtains the same results. An American is a combination of the two, but neither better nor worse.

The recklessness of the governments of two terrestrial countries has been obvious, when they have ordered their combat pilots to attack our space and scout ships, as soon as they are detected on their radar. This is highly dangerous for the crew members of your airplanes, because if they approach our gravitational field, their engines and controls become inoperative. In this way, several have lost their lives . . . They do not seem to understand that our orders are clear, not to harm their craft. Otherwise, at least 50 of their planes would have been destroyed. We are aware that many high-ranking military personnel and scientists have been silenced under the pretense of endangering the security of their countries, if public statements were to be made. This is another serious mistake of those governments. If we had any ambition or desire to conquer this planet, we would have done it 300 years ago, when the population could not have opposed any resistance. Even now, it would not be difficult to do. This phase is alternative: we shall continue making appearances, landings, contacts, all over the world, more and more frequently, as planned. You will be responsible for the education of the people in the different countries . . . using all means available. This is a difficult task, because you will be left to your own means [and] you will have against you those who do not take you seriously, and the dark machinations of the great established powers on your planet, hampering, creating doubts, and attacking you as promoters of this knowledge . . . After many years of observation and analysis of your world . . . the conclusion was that humankind, with few exceptions, were a barbarian horde . . . from the deepest levels of their spirit, and utterly incorrigible. Nevertheless, because of the merit of the few, [we are giving] direct help to many men, instructing them. It requires in many cases their evacuation from this planet, to a special place where they will be provided with a new conscience, to be transmitted afterwards to their fellow men . . . The disappearances of such people from Earth have already begun . . . This procedure holds the key to the future of your planet.

When he climbed into the Penelope or any other airplane, the same change always came over him and the character of the change was so strong that even Stutz himself was aware of it. He exchanged his earthly freedom of thinking for what had to be a series of disciplined facts. To absorb and segregate these facts, all in their right and proper order, was his duty, a$ it was of any professional pilot. Not only was it his duty but it was his sole defense against dependency on luck, and although he was aware of the power of luck, it was indicative that Stutz never considered it as a means to an end as long as he was flying.

FOREVER THERE   A businessman once said: “Sometimes, after waking in the morning, I am appalled by the thought of all the duties and appointments that await me in the next eight or ten hours.” “Then I repeat to myself the words: ‘in quietness and confidence shall be thy strength’; and ‘Thou wilt keep him in perfect peace, whose mind is stayed on thee.’ It is astonishing how quickly the load is lifted once I remind myself of God’s presence and help. The strain and tension disappear and in its place a feeling of serenity and peace wells up within me.” Dr. Frank Laubach learned to be aware of the presence of God by disciplining his thoughts to think on God once every minute. He called it “the game of the minutes.” Jacob Boehm, a sixteenth-century saint, also spoke of a practice that involved an almost continual awareness of God’s presence: “If Thou dost once every hour throw thyself . . . into the abysmal mercy of God, then thou shalt receive power to rule over death and sin.” The airplane pilot radios a message to a control tower every hour and receives an answer. Thus he keeps “on the beam.” He is in touch with the controller; he receives his orders, and reports his position. He knows if the station does not hear from him at the appointed time, they will be alerted to the fact he and his passengers may be in danger. Not everyone has Laubach’s or Boehm’s discipline. Wouldn’t it be reassuring to talk to and hear from the control tower at least every hour during the day? It is as simple as uttering a prayer or repeating a Scripture—“Thou wilt keep me in perfect peace.”   THOU WILT KEEP HIM IN PERFECT PEACE, WHOSE MIND IS STAYED ON THEE: BECAUSE HE TRUSTETH IN THEE. ISAIAH 26:3 KJV

•   FAR 91.21 – You must determine that the iPad, as a portable electronic device, does not cause interference in the airplane’s communication or navigation equipment.

The highlight of this propaganda campaign came in November 1959, in comic-opera style. Johnny Abbes was in general charge of the anti-Betancourt activities, and he now conceived the idea of sending an airplane over Caracas to drop leaflets whose message would incite an uprising. Thousands of leaflets were loaded aboard, and the plane departed in the direction of South America. But the pilot couldn't find Caracas. Worse, he couldn't find Venezuela, or even South America, although these are not small targets. Blundering around the Caribbean in misery and confusion, he was happy to find a spot of land underneath him, and he released the leaflets, which came fluttering down on astonished Dutchmen who inhabit the island of Curaçao, miles off the coast of Venezuela.

an enormous number of World War I pilots learned to fly without ever having anyone else in the airplane with them.

Don’t accept that the application is too complex or that you release code too often as excuses that you can’t roll back. No sane pilot would take off in an airplane without the ability to land, and no sane engineer would roll code that they could not pull back off in an emergency.

The Intruder seemed like a house on wheels coming directly at me. The pilot and bombardier/navigator in the seat next to him sat nearly ten feet up. A pilot with a million dollar education in a twenty-two-million-dollar airplane relied on me, a nineteen-year-old kid with a high school diploma.

Bob Hoover, a famous test pilot and frequent performer at air shows, was returning to his home in Los Angeles from an air show in San Diego. As described in the magazine Flight Operations, at three hundred feet in the air, both engines suddenly stopped. By deft maneuvering he managed to land the plane, but it was badly damaged although nobody was hurt. Hoover’s first act after the emergency landing was to inspect the airplane’s fuel. Just as he suspected, the World War II propeller plane he had been flying had been fueled with jet fuel rather than gasoline. Upon returning to the airport, he asked to see the mechanic who had serviced his airplane. The young man was sick with the agony of his mistake. Tears streamed down his face as Hoover approached. He had just caused the loss of a very expensive plane and could have caused the loss of three lives as well. You can imagine Hoover’s anger. One could anticipate the tongue-lashing that this proud and precise pilot would unleash for that carelessness. But Hoover didn’t scold the mechanic; he didn’t even criticize him. Instead, he put his big arm around the man’s shoulder and said, “To show you I’m sure that you’ll never do this again, I want you to service my F-51 tomorrow.

Think about taking a trip on an airplane. Before taking off, the pilot has a very clear destination in mind, which hopefully coincides with yours, and a flight plan to get there. The plane takes off at the appointed hour toward that predetermined destination. But in fact, the plane is off course at least 90 percent of the time. Weather conditions, turbulence, and other factors cause it to get off track. However, feedback is given to the pilot constantly, who then makes course corrections and keeps coming back to the exact flight plan, bringing the plane back on course. And often, the plane arrives at the destination on time.

The pilot does not need an Airplane to feel the Wings around his Neck.

There are many people that think that UFOs don’t exist.  They feel that UFOs are only airplanes, strange clouds, planets and other natural things.  The United States government says it has no reason to believe that UFOs exist or that they are a danger to us.  Most scientists agree that UFOs are not real. Most Americans now believe that UFOs are real and that they are from other worlds.  It’s hard to know what to believe when it comes to UFOs. Many respected people like pilots, astronauts and even a president say they have seen UFO’s.  Maybe we will find out the truth soon or at least in your lifetime. What do you think about UFOs?

In today’s world, even a non-Stagnated version, the flying car is not a replacement for the car; it is a replacement for the airplane. A reasonably well-designed convertible could fit right in to today’s airspace system; it would fit right into our road system as well. Without the Stagnation there might well be a 50,000 airplane per year market, and enough licensed pilots to buy them. Remember, average family income would be well into six figures. In 1950, about one quarter of one percent of Americans were licensed pilots; that percentage today amounts to over three quarters of a million, which is market aplenty, for a start.

What is proximate for one nation, one organization, or even one person may be far out of reach to another. The obvious reason is differences in skills and accumulated resources. My understanding of this was sharpened during an afternoon discussion about helicopters. A man I know only as PJ lives on the East Cape of Baja California, about thirty miles north of San Jose del Cabo, on the Sea of Cortez. He is now a surfer and fisherman, but PJ was once a helicopter pilot, first in Vietnam, and then in rescue work. The land in Baja California is unspoiled by shopping malls, industry, paved highways, or fences. Sitting on a hilltop in the warm winter we could see the gray whales jump and hear their tails slap on the water. Making conversation, I offered that “helicopters should be safer than airplanes. If the engine fails, you can autorotate to the ground. It’s like having a parachute.” PJ snorted. “If your engine fails you have to pull the collective all the way down, get off the left pedal and hit the right pedal hard to get some torque. You have about one second to do this before you are dropping too fast.” He paused and then added, “You can do it, but you better not have to think about it.” “So, everything has to be automatic?” I asked.

But when we repeat 1 percent errors, day after day, by replicating poor decisions, duplicating tiny mistakes, and rationalizing little excuses, our small choices compound into toxic results. It’s the accumulation of many missteps—a 1 percent decline here and there—that eventually leads to a problem. The impact created by a change in your habits is similar to the effect of shifting the route of an airplane by just a few degrees. Imagine you are flying from Los Angeles to New York City. If a pilot leaving from LAX adjusts the heading just 3.5 degrees south, you will land in Washington, D.C., instead of New York. Such a small change is barely noticeable at takeoff—the nose of the airplane moves just a few feet—but when magnified across the entire United States, you end up hundreds of miles apart.

Technology is constantly replacing old jobs with new ones. A hundred years ago no one would have thought of being a computer code writer or a video game designer as a career. Two hundred years ago, no one would have thought of being a movie actress or an airplane pilot. To make way for new jobs, old ones are pushed aside. Today, we see the cashier at large stores being replaced with self-checkout; in a few years, the cashier may be as rare as the full-service gas station attendant.

There are many promises in the word of God to get you through the storms of life. Just like any pilot gets trained to fly with their instruments and trust their instruments when they cannot see anything out of the airplane window, likewise we need to trust the promises of God and not rely on our feelings, emotions or instincts when in a storm of doubt, fear, worry or discouragement.

Rogers’s favorite quotation, which he often cited and which he kept framed near his desk in his office, came from The Little Prince, by the French author, airplane pilot, and war hero Antoine de Saint-Exupéry: “L’essentiel est invisible pour les yeux.” In English translation, the full passage reads: “And now here is my secret, a very simple secret: It is only with the heart that one can see rightly; what is essential is invisible to the eye.”6

It originated in World War One. Fighter pilots referenced the rear of the airplane as the six o’clock position.

Target fixation” is a term first coined by the military to explain crashes of ground-attack planes that could not be attributed to enemy fire. Investigators found that pilots could fixate so completely on their target that they ceased to take in outside data, which would tell them important things like, “You’re about to hit the ground.” In their zeal to make a perfect “drop,” it is not uncommon for pilots who are suffering from target fixation to fly their airplanes directly into the target before dropping their bombs, or to pull out so low that they have no chance to avoid hitting the ground. Target fixation is exactly what afflicted the investigation in Perugia, and with such ferocity that the detectives and the prosecutors continued on that fatal course, to the destruction of their case, their credibility, and, likely, their careers.

Rather, researchers recommend that we implement a specific sequence of actions in response to our teammates’ contributions: we should acknowledge, repeat, rephrase, and elaborate on what other group members say. Studies show that engaging in this kind of communication elicits more complete and comprehensive information. It re-exposes the entire group to the information that was shared initially, improving group members’ understanding of and memory for that information. And it increases the accuracy of the information that is shared, a process that psychologists call “error pruning.” Although it may seem cumbersome or redundant, research suggests that this kind of enhanced communication is part of what makes expert teamwork so effective. A study of airplane pilots, for example, found that experienced aviators regularly repeated, restated, and elaborated on what their fellow pilots said, while novice pilots failed to do so—and as a result, the less experienced pilots formed sparser and less accurate memories of their time in the air.

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.

Benjamin Franklin was the first pilot without an Airplane.

Power controls altitude, pitch controls airspeed

landing area.)

The traffic pattern is made up of four "legs": the "upwind leg", the "downwind leg", the "base leg" and the "final leg".

the runway end appears to be moving towards you, you will land long. Reduce your power, but maintain your airspeed by lowering the nose as necessary. If the runway end appears to be moving away, you will land short. Add power but maintain your airspeed by raising the nose as necessary. If there is no relative movement of the runway end you will touchdown in the landing

Try to fly the pattern so that you will end up with about a three mile final from your base leg.

chaos in her eyes Sitting with Christine, thinking about the chaos in her eyes, his emotional chaos, plotting to lure her out for a weekend of love, he wished in a chaotic, physical logic,” I wish I could count the number of causes and their probabilities that affect your feelings about me and that will determine what kind of answer I get if I ask you out for a date.” -What? What is that you just said? (An internal voice). By knowing the causes and the probabilities of the order in which they occur, you predict emotions Is that possible? Can we treat human emotions like the weather? Are there sensors to measure our emotions across time points in our history from which we can predict our future actions and their impact on us and others? Is there a computer with enormous capacity that can collect, analyze, and predict them? Do human emotions fall within this randomness? Throughout their history, physicists have rejected the idea of a relationship between human emotions and the surrounding world. Emotions are incomprehensible, they cannot be expected, what cannot be expected cannot be measured, what cannot be measured cannot be formulated into equations, and what cannot be formulated into equations, screw it, reject it, get rid of it, it is not part of this world. These ideas were acceptable to physicists in the past before we knew that we can control the effect of randomness to some extent through control sciences, and predict it by collecting a huge amount of data through special sensors and analyzing it. What affects when a plane arrives? Wind speed and direction? Our motors compensate for this unwanted turbulence. A lightning strike could destroy it? Our lightning rods control this disturbance and neutralize its danger. Running out of fuel? We have fuel meter indicators. Engine failure? We have alternative solutions for an emergency landing. All fall under the category of control sciences, But what about the basic building blocks of an airplane model during its flight? Humans themselves! A passenger suddenly felt dizzy, and felt ill, did the pilot decide to change his destination to the nearest airport? Another angry person caused a commotion, did he cause the flight to be canceled? Our emotions are part of this world, affect it, and can be affected by, interact with. Since we can predict chaos if we have the tools to collect, measure, and analyze it, and since we can neutralize its harmful effects through control science, thus, we can certainly do the same to human emotions as we do with weather and everything else that we have been able to predict and neutralize its undesirable effect. But would we get the desired results? nobody knows… -“Not today, not today, Robert”, he spoke to himself. – If you can’t do it today, you can’t do it for a lifetime, all you have to do now is simply to ask her out and let her chaos of feelings take you wherever she wants. Unconsciously, about to make the request, his phone rang, the caller being his mother and the destination being Tel Aviv. Standing next to Sheikh Ruslan at the building door, this wall fascinated him. -The universe worked in some parts of its paint even to the point of entropy, which it broke, so it painted a very beautiful painting, signed by its greatest law, randomness. If Van Gogh was here, he would not have a nicer one. Sheikh Ruslan knocked on the door, they heard the sound of footsteps behind him, someone opened a small window from it, as soon as he saw the Sheikh until he closed it immediately, then there was a rattle in the stillness of the alley, iron locks opening. Here Robert booked a front-row seat for the night with the absurd, illogic and subconscious.

The impact created by change in your habits is similar to the effect of shifting the route of an airplane by just a few degrees. Imagine you are flying from Los Angeles to New York City. If a pilot leaving from L.A.X. adjusts the heading just 3.5 degrees south, you will land in Washington, D.C., instead of New York. Such a small change is barely noticeable at takeoff - the nose of the airplane just moves a few feet - but when magnified across the entire United States, you end up hundreds of miles apart. Similarly, a slight change in your daily habits can guide your life to a very distant destination.

Rules are often contrasted with standards.5 A ban on “excessive” speed on the highway is a standard; so is a requirement that pilots of airplanes be “competent,” or that student behavior in the classroom be “reasonable.” These might be compared with rules specifying a 55-mph speed limit, or a ban on pilots who are over the age of seventy, or a requirement that students sit in assigned seats.

Lanny had read an item to the effect that the Army was dealing with shell-shock cases by means of suggestion implanted by a phonograph record played while the patient slept. They had a device to make radio records audible under the pillows of airplane pilots in training, and when they woke up in the morning they knew their lessons.

When an airplane navigates through the sky it works its way along a route composed of beacons and waypoints – invisible signposts in the sky – which are defined by geographic coordinates. They constitute the pilot’s map of the world. Flight computers are programmed into these waypoints which are put into the systems before take-off. Assuming these coordinates have been programmed correctly, the plane will go from point A, passing through the designated waypoints, before arriving at point B without a hitch. However, if any of these waypoints are wrong, the aircraft will deviate from its flight programme and its destination which can prove fatal. Life for each of us contains thousands of waypoints; signposts that hopefully provide us with directions as to what to do, how to go about things and where to go next – our decision-making processes. But what happens when our own onboard computer, our brain, has initially been programmed with data that is corrupt and socially unacceptable. How are we able to make life decisions – correct decisions that is?

The impact created by a change in your habits is similar to the effect of shifting the route of an airplane by just a few degrees. Imagine you are flying from Los Angeles to New York City. If a pilot leaving from LAX adjusts the heading just 3.5 degrees south, you will land in Washington, D.C., instead of New York. Such a small change is barely noticeable at takeoff—the nose of the airplane moves just a few feet—but when magnified across the entire United States, you end up hundreds of miles apart.fn2 Similarly, a slight change in your daily habits can guide your life to a very different destination. Making a choice that is 1 percent better or 1 percent worse seems insignificant in the moment, but over the span of moments that make up a lifetime these choices determine the difference between who you are and who you could be. Success is the product of daily habits—not once-in-a-lifetime transformations.

Despite the crashes, airplanes remain one of the safest forms of transportation known to man, as long as you are not part of the crew.

An airplane's soul, which [the pilot] can never see or touch, is something that her pilot senses: an eagerness to fly; a little bit of performance that according to the charts should not be there, but is; a spirit behind the bullet-holed mass of torn metal with three propellers feathered, touching down on an English airfield. Not the metal, but the soul of an airplane is what her pilot wants to fly, and the reason he paints the name on her cowling. And with that soul, all planes have an immortality that you can feel when you walk onto any airport.

Aviation is different from science but it is underpinned by a similar spirit. After all, an airplane journey represents a kind of hypothesis: namely, that this aircraft, with this design, these pilots, and this system of air traffic control, will reach its destination safely. Each flight represents a kind of test. A crash, in a certain sense, represents a falsification of the hypothesis. That is why accidents have a particular significance in improving system safety, rather as falsification drives science.

An airplane does not need a pilot, a master or God.

Next time you run across an unusually good designer, landscaper, mechanic, electrician, carpenter, plumber, radiologist, surgeon, orthodontist, small business owner, computer software or graphics designer, computer networker, photographer, artist, boat captain, airplane pilot, or skilled member of any of the dozens of “dyslexia-rich” fields we’ll discuss in this book, ask if that person or anyone in his or her immediate family is dyslexic or had trouble learning to read, write, or spell. We’ll bet you dollars for dimes that person will say yes—the connection is just that strong. In fact, many of the most important and perceptive experts in the field of dyslexia have remarked on the link they’ve seen between dyslexia and talent.

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)

Just as airplane pilots must maintain contact with air traffic control towers, you and I must stay in touch with God—the one who sees the big picture of our lives and who orchestrates everything that involves us. He

Place lag doesn’t require the crossing of a time zone. It doesn’t even require an airplane. Sometimes I’ve been in a forest, for a hike or a picnic, and then later the same day I have returned to a city. Surrounded by cars and noise and blocks of concrete and glass, I’ll find myself asking, how is it that I was walking in the woods this morning? I know it was only this morning I was in that different place; but already it feels like a week ago. We

How do pilots remember? They transform the new knowledge they have just received into memory in the world, sometimes by writing, sometimes by using the airplane’s equipment. The design implication? The easier it is to enter the information into the relevant equipment as it is heard, the less chance of memory error. The air-traffic control system is evolving to help. The instructions from the air-traffic controllers will be sent digitally, so that they can remain displayed on a screen as long as the pilot wishes. The

Will" Rogers, known as "Oklahoma's Favorite Son,” was born on November 4, 1879, in what was then considered Indian Territory. His career included being a cowboy, writer, vaudeville performer, movie star and political wit. He poked fun at politicians, government programs, gangsters and current events, in a home spun and folksy way, making him one of the most idolized people in America. He became the highest paid Hollywood movie star at the time. Will Rogers died on August 15, 1935 with his friend and pilot Wiley Post, when their small airplane crashed in Alaska. He once said that he wanted his tombstone to read "I joked about every prominent man of my time, but I never met a man I didn’t like.

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.

Planes will never have the final, perfect model because their idea is all about the infinity.

Forecasting helps head people attain a sense of safety. Those dominant in type Five analyze everything to predict the future based on research and a proper understanding of history. Sixes are on constant alert, always attempting to cut off any threat through contingency planning (the kind of person I always want seated in an airplane’s exit row since they’ll already know there’s a problem before the pilots do and will make sure everyone has a chance to get out before the plane goes down). Sevens feel an inner compulsion to maintain access to opportunity as a way of experiencing freedom.

I was captivated by the description of the Navy test pilots, young hotshots catapulting off aircraft carriers, testing unstable airplanes, drinking hard, and generally moving through the world like exceptional badasses. The idea here (in the all-enclosing fraternity) seemed to be that a man should have the ability to go up in a hurtling piece of machinery and put his hide on the line and then have the moxie, the reflexes, the experience, the coolness, to pull it back in the last yawning moment—and then to go up again the next day, and the next day, and every next day, even if the series should prove infinite—and, ultimately, in its best expression, do so in a cause that means something to thousands, to a people, a nation, to humanity, to God.

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.

dramatically, but helium gas was 10 times as expensive. Under these conditions, Dr. Eckener, a pilot whose primary concern was safety and as Director of a Company attempting to make a profit, he was forced to make a difficult decision. His discussions with American businessmen and political officials had not resulted in the helium gas he so badly wanted. On the other hand he realized, an airship without lifting gas could not fly. His own company officials believed hydrogen to be safe and they did not share the American concern nor that of Eckener. During many of the flights in 1936, U.S. Naval officials were onboard the LZ-129, to study German operating methods of using hydrogen gas. Their resulting reports concluded that hydrogen properly used, was safe and should be considered used in any new or future American airships. The building of a dream The LZ-129 was a typical design for a Zeppelin airship, only it’s size was so remarkable. The structure was primarily built of triangular girders made of Duralumin, the interior was divided by a wire braced main frame, into 16 bays, in which each held a gas cell.2 Duralumin was an alloy of aluminum and copper with traces of magnesium, manganese, iron and silicon. It had been discovered by Dr. Alfred Wilm and his assistant Ing. Jablonsky, in September 1906. Late one Saturday evening, Jablonsky had completed testing numerous pieces and was ready to go home, when Dr. Wilm entered the lab, with just one more test. To everyone’s astonishment, the test piece was harder, with only ½% more Magnesium having been added. The last train for Berlin had departed and the two men worked the through the weekend, to perfect their Duralumin. Although Dr. Wilm wanted to obtain a patent on this new metal, that so many industries so badly required, he failed to take action. By not obtaining a patent, he gave German industry the opportunity to copy. Count von Zeppelin was amongst the first to realize the value of this new material. Dr. Alfred Wilm did not achieve the wealth he so rightfully desired and passed away on a small farm in the Riesengebirge, on August 6, 1937. Dr. Wilm placed an important mark on not only Zeppelin history, but in the design of countless airplanes ever since.3 The first Zeppelin airships had been constructed of simple aluminum, which is considerably weaker, so that strength was a major problem. It was not until LZ-26, which was the only Zeppelin assembled in Frankfurt-Rebstock, that Duralumin was practically used. Designed as a passenger airship, production of it’s parts had begun, when World War One started. Suddenly, this airship was no longer needed for civilian purposes and would fulfill military requirements only marginally. In order to provide space in the Friedrichshafen Zeppelin Sheds, for newer and larger designs; the completed girders and materials were transported to Frankfurt for assembly. The ship, approx. only 1/8 the

The other pilot may have been trying to be heroic but each time we pilots sign in to fly an aircraft we are duty-bound, morally and professionally, to operate the airplane as safely as possible. In all honesty, I'd rather be a coward than a dead hero.

On August 18, 1941, Officer John Gillespie Magee, Jr. of the Royal Canadian Air Force took a new airplane, the Spitfire Mk I, on a test flight. Magee had received his wings as a pilot only two months earlier. As he flew the Spitfire up to new heights of 33,000 feet, he felt inspired to write a poem that has now become the official poem of both the Royal Canadian Air Force and the British Royal Air Force. Short films have been created with this poem as a basis. In its entirety or in part, the poem can be found in songs, on headstones, in presidential addresses, in museums, and in eulogies. Some have even used it as a prayer. High Flight Oh! I have slipped the surly bonds of earth And danced the skies on laughter-silvered wings; Sunward I’ve climbed, and joined the tumbling mirth Of sun-split clouds—and done a hundred things You have not done—wheeled and soared and swung High in the sunlit silence. Hov’ring there, I’ve chased the shouting wind along, and flung My eager craft through footless halls of air. Up, up the long, delirious blue I’ve topped the windswept heights with easy grace Where never lark, or even eagle flew. And, while with silent, lifting mind I’ve trod The high, untrespassed sanctity of space, Put out my hand, and touched the face of God.