Aviation Day Quotes

I have always considered imaginative truth to be more profound, more loaded with significance, than every day reality... Everything we dream about, and by that I mean everything we desire, is true (the myth of Icarus came before aviation, and if Ader or Bleriot started flying it is because all men have dreamed of flight). There is nothing truer than myth... Reality does not have to be: it is simply what is.

By 1929 a handful of farsighted flight pioneers had concluded that “aviation could not progress until planes could fly safely day or night in almost any kind of weather.” Foremost among these was Dr. Jimmy Doolittle, recently armed with a PhD in aeronautical engineering from the Massachusetts Institute of Technology. In

I am locked in a very expensive suit old elegant and enduring Only my hair has been able to get free but someone has been leaving their dandruff in it Now I will tell you all there is to know about optimism Each day in hub cap mirror in soup reflection in other people's spectacles I check my hair for an army of alpinists for Indian rope trick masters for tangled aviators for dove and albatross for insect suicides for abominable snowmen I check my hair for aerialists of every kind Dedicated as an automatic elevator I comb my hair for possibilities I stick my neck out I lean illegally from locomotive windows and only for the barber do I wear a hat

I find myself counting the days/ I find myself counting your lashes/ I think I memorized your face/ But then again who hasn't?

Sorrow was my constant companion, even though I no longer wept. It was the shadow that followed me on sunny days, the weight pressing down upon my spirits on cloudy ones.

Farewell, eyes that I loved! Do not blame me if the human body cannot go three days without water. I should never have believed that man was so truly the prisoner of the springs and freshets. I had no notion that our self-sufficiency was so circumscribed. We take it for granted that a man is able to stride straight out into the world. We believe that man is free. We never see the cord that binds him to wells and fountains, that umbilical cord by which he is tied to the womb of the world. Let man take but one step too many... and the cord snaps. Apart from your suffering, I have no regrets. All in all, it has been a good life. If I got free of this I should start right in again. A man cannot live a decent life in cities, and I need to feel myself live. I am not thinking of aviation. The airplane is a means, not an end. One doesn't risk one's life for a plane any more than a farmer ploughs for the sake of the plough. But the airplane is a means of getting away from towns and their bookkeeping and coming to grips with reality.

by the end of the war American warplanes were dropping seventeen hundred tons of bombs a day on Japanese cities.

Every day we wake up, we have an opportunity to do some good, but there's so much bad that you have to navigate to get to the good.

Yet even now he looked on his days as mayor -- not governor or lieutenant governor or baseball team owner or naval aviator -- as the best job he'd ever had.

After seventeen days of flying school he could now call himself a pilot. After putting in twenty-five hours of flying time, he was commissioned a first lieutenant in the U.S. Army. W

But it was never over for me; I never quite found my way out. Sorrow was my constant companion, even though I no longer wept. It was the shadow that followed me on sunny days, the weight pressing down upon my spirits on cloudy ones.

The day after the nation’s founding in May 1948, its Arab neighbors declared war and blockaded Israeli ports. Israel’s air and ground defense force repelled an invasion, but with access to the Mediterranean cut off, the nation was forced to rely upon aircraft to import the munitions necessary to wage war. Foreign airlines refused to fly into Israel during the hostilities, forcing the fledgling nation to rely completely on their own civil aviation as a means of survival. In this spirit, Israel founded its own airline, El Al, whose name means “to the skies” in Hebrew.

We were flying to Brisbane via Kuala Lumpur, a journey of around fifteen hours, including the brief transit stop. Australia was a long way from anywhere yet modern aviation had made travel so convenient and affordable that no one really thought of it as difficult or hazardous anymore. Today’s travel woes centered around overcoming jet lag or figuring out your duty-free limits. I tried to imagine life in the eighteenth century when the First Fleet made the long and arduous sea voyage from Great Britain. The aviation industry was non-existent at that time, steam-powered ships were still decades away and the sailing vessels that arrived in 1788 took over a hundred days to reach Sydney.

One cannot argue whether Hughes was gifted, visionary, and brilliant. He just was. Literally a mechanical genius, he was also one of the best and bravest pilots in the pioneer days of aviation. And as a businessman and filmmaker he had the ability to predict wide, sweeping changes that came to transform not just the industries he was involved in, but America itself.

I sit far back in my seat, my right foot braced comfortably against the instrument panel, listening to the steady thrumming of the engines, content to reflect that I have at least come a long way since my barnstorming days. Not so long ago, in a rock-fenced field nearby, a young man named Blauvelt stepped away from a sputtering biplane and first sent me into the sky alone.

The perils of aviation in the period are neatly encapsulated in the experience of Harold C. Brinsmead, the head of Australia’s Civil Aviation Department in the first days of commercial aviation. In 1931, Brinsmead was on a flight to London, partly for business and partly to demonstrate the safety and reliability of modern air passenger services, when his plane crashed on takeoff in Indonesia. No one was seriously hurt, but the plane was a write-off. Not wanting to wait for a replacement aircraft to be flown in, Brinsmead boarded a flight with the new Dutch airline, KLM. That flight crashed while taking off in Bangkok. On this occasion, five people were killed and Brinsmead suffered serious injuries from which he never recovered. He died two years later. Meanwhile, the surviving passengers carried on to London in a replacement plane. That plane crashed on the return trip. Daly

As if Singh were thinking of stepping into the Tudor corner store in his uniform and turban to chat casually with the owners about canes. Lord Suffolk was the best of the English, he later told Hana. If there had been no war he would never have roused himself from Countisbury and his retreat, called Home Farm, where he mulled along with the wine, with the flies in the old back laundry, fifty years old, married but essentially bachelor in character, walking the cliffs each day to visit his aviator friend.

Evolution optimizes strongly for energy efficiency because of limited food supply, not for ease of construction or understanding by human engineers. My wife, Meia, likes to point out that the aviation industry didn’t start with mechanical birds. Indeed, when we finally figured out how to build mechanical birds in 2011,1 more than a century after the Wright brothers’ first flight, the aviation industry showed no interest in switching to wing-flapping mechanical-bird travel, even though it’s more energy efficient—because our simpler earlier solution is better suited to our travel needs. In the same way, I suspect that there are simpler ways to build human-level thinking machines than the solution evolution came up with, and even if we one day manage to replicate or upload brains, we’ll end up discovering one of those simpler solutions first. It will probably draw more than the twelve watts of power that your brain uses, but its engineers won’t be as obsessed about energy efficiency as evolution was—and soon enough, they’ll be able to use their intelligent machines to design more energy-efficient ones.

America’s last step into the Vietnam quagmire came on November 22, 1963, when Lyndon Baines Johnson was sworn in as the thirty-sixth president of the United States. Unlike Kennedy, Johnson was no real veteran. During World War II he used his influence as a congressman to become a naval officer, and, despite an utter lack of military training, he arranged a direct commission as a lieutenant commander. Fully aware that “combat” exposure would make him more electable, the ambitious Johnson managed an appointment to an observation team that was traveling to the Pacific. Once there, he was able to get a seat on a B-26 combat mission near New Guinea. The bomber had to turn back due to mechanical problems and briefly came under attack from Japanese fighters. The pilot got the damaged plane safely back to its base and Johnson left the very next day. This nonevent, which LBJ had absolutely no active part of, turned into his war story. The engine had been “knocked out” by enemy fighters, not simply a routine malfunction; he, LBJ, had been part of a “suicide mission,” not just riding along as baggage. The fabrication grew over time, including, according to LBJ, the nickname of “Raider” Johnson given to him by the awestruck 22nd Bomber Group.

No matter how overmatched the Americans were at Samar, no matter how dashing their screening ships were in intercepting the superior force during the critical first ninety minutes of the unlikely battle, the strength of the U.S. forces that Kurita confronted was more formidable than many analysts have allowed. It does nothing to diminish the valor of the tin can sailors aboard Taffy 3’s destroyers and destroyer escorts, or of the gallant aviators and airedales who flew on that day, to say that Kurita’s ultimate victory was by no means assured, and that withdrawing in the face of continuous and savage air assault was perhaps the prudent thing to do.

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

The Soviet Union was the only nation involved in the Second World War to put women in the sky as fighter and bomber pilots, and what women they were! Products of the Soviet aviation drive of the 1930s, these young fliers were championed by Marina Raskova, the Amelia Earhart of the USSR. The day bombers and the fighter pilots (among the latter, Lilia Litviak, seen in cameo at the Engels training camp, was killed in an aerial dogfight during the war, but became history’s first female ace) eventually integrated with male personnel . . . but the night bombers remained all-female throughout their term of service and were fiercely proud of this fact. The ladies of the Forty-Sixth Taman Guards Night Bomber Aviation Regiment went to war in the outdated Polikarpov U-2, an open-cockpit cloth-and-plywood biplane, achingly slow and highly flammable, built without radio, parachute, or brakes. (It was redesignated the Po-2 after 1943; I was unable to pinpoint an exact date for the change, and continued to use the term U-2 for clarity.) The women flew winter and summer, anywhere from five to eighteen runs per night, relying on stimulants that destroyed their ability to rest once off-duty. They flew continuously under these conditions for three years, surviving on catnaps and camaraderie, developing the conveyor belt land-and-refuel routine that gave them a far more efficient record than comparable night bomber regiments. The women’s relentless efficiency waged ruthless psychological warfare on the Germans below, who thought their silent glide-down sounded like witches on broomsticks, and awarded them the nickname “die Nachthexen.” Such dedication took a toll: the regiment lost approximately 27 percent of its flying personnel to crashes and enemy fire. The Night Witches were also awarded a disproportionately higher percentage of Hero of the Soviet Union medals—the USSR’s highest decoration.

As humans formed by the hands of a creative, imaginative God, we crave the supernatural. Believe it or not, we yearn for the very power we are actually destined for. It is why media concerning magic, witchcraft and sorcery is so prevalent today, because we were born for greater planes than most of us have currently seen. Amazingly, we are actually created to work in the same supernatural powers displayed in the bible and we are feeling the lack of it as our culture turns to crafty, counterfeit imitations. Though there are a few who perform miraculous acts around the world, the rest of us are left leading considerably mundane lives in a compromised condition, as if in half-form. Nevertheless, we are sons and daughters made in the image of an all-powerful God Who longs to see us live as supernatural kingdom-beings who have claimed their birthright and are moving in signs and wonders to lead a generation to Him. Assuredly, it is possible to manifest God’s glory through His great power in order to heal the wounded, sick and dying and bring hope and life to people who are dry and desolate. One day, it may even be possible to breathe underwater without scuba gear or fly without aviation. As for seeking, that is a gift accessible to anyone. Seek God, soak up His presence and you will find all that you long for, completing the destiny He planned for you before you were formed in your mother’s womb. My question is this: Do you long to move in the supernatural? If yes, the answer is simple. Seek. Seek Him. He is waiting.

We cannot provide a definition of those products from which the age takes it name, the feuilletons. They seem to have formed an uncommonly popular section of the daily newspapers, were produced by the millions, and were a major source of mental pabulum for the reader in want of culture. They reported on, or rather "chatted" about, a thousand-and-one items of knowledge. The cleverer writers poked fun at their own work. Many such pieces are so incomprehensible that they can only be viewed as self-persiflage on the part of the authors. In some periods interviews with well-known personalities on current problems were particularly popular. Noted chemists or piano virtuosos would be queried about politics, for example, or popular actors, dancers, gymnasts, aviators, or even poets would be drawn out on the benefits and drawbacks of being a bachelor, or on the presumptive causes of financial crises, and so on. All that mattered in these pieces was to link a well-known name with a subject of current topical interest. It is very hard indeed for us to put ourselves in the place of those people so that we can truly understand them. But the great majority, who seem to have been strikingly fond of reading, must have accepted all these grotesque things with credulous earnestness. If a famous painting changed owners, if a precious manuscript was sold at auction, if an old palace burned down, the readers of many thousands of feature articles at once learned the facts. What is more, on that same day or by the next day at the latest they received an additional dose of anecdotal, historical, psychological, erotic, and other stuff on the catchword of the moment. A torrent of zealous scribbling poured out over every ephemeral incident, and in quality, assortment, and phraseology all this material bore the mark of mass goods rapidly and irresponsibly turned out. Incidentally, there appear to have been certain games which were regular concomitants of the feature article. The readers themselves took the active role in these games, which put to use some of their glut of information fodder. Thousands upon thousands spent their leisure hours sitting over squares and crosses made of letters of the alphabet, filling in the gaps according to certain rules. But let us be wary of seeing only the absurd or insane aspect of this, and let us abstain from ridiculing it. For these people with their childish puzzle games and their cultural feature articles were by no means innocuous children or playful Phaeacians. Rather, they dwelt anxiously among political, economic, and moral ferments and earthquakes, waged a number of frightful wars and civil wars, and their little cultural games were not just charming, meaningless childishness. These games sprang from their deep need to close their eyes and flee from unsolved problems and anxious forebodings of doom into an imaginary world as innocuous as possible. They assiduously learned to drive automobiles, to play difficult card games and lose themselves in crossword puzzles--for they faced death, fear, pain, and hunger almost without defenses, could no longer accept the consolations of the churches, and could obtain no useful advice from Reason. These people who read so many articles and listened to so many lectures did not take the time and trouble to strengthen themselves against fear, to combat the dread of death within themselves; they moved spasmodically on through life and had no belief in a tomorrow.

Excuse me, sir.” One the young officers put his hand up to stop them. “Are you Furious Barkley?” “Maybe. Maybe not. Is there a problem, officers?” Doug stepped in front of Furi. “Damn straight there’s a problem.” Syn stepped inside the door, yanking his dark aviator glasses off his face. The scowl he wore told Furi this was not a pleasant coincidence. “Thanks guys, you can go.” Furi stood with his mouth hanging open while Syn dismissed the officers. “Seriously, Starsky. You gonna track my boy down every time he leaves the house?” Doug said angrily, still blocking Furi. “He’s not your boy. And what I do regarding Furi is none of your goddamn business.” Syn’s clenched jaw made his words sound like an evil hiss. He shouldered past Doug and got directly in Furi’s face. “When I’ve been calling him for over six hours and he hasn’t picked up or returned any of my calls, I’ll send a fuckin’ SWAT team to find him if I want to.” Syn spun and pointed his finger in Doug’s face, “That’s my say, not yours.” Syn’s voice was rising with his growing temper, and all eyes were on them. “Okay, let’s get out of here.” Furi pushed at both men, urging them out the door. As soon as they were out in the brisk fall air, Syn rounded on Furi, pushing their chest together. “Where have you been, Furious? I’ve been going crazy trying to check on you, and you’re sitting here casually eating pancakes,” Syn growled. “Hey, back up, man.” Doug tried to wedge in between Furi and Syn. Syn looked up in annoyance. “Doug, I swear, if you touch me, I’m gonna ensure that you never regain the use of that hand.” “Okay, okay.” Furi put both hands flat on Syn’s chest, feeling his rapid heartbeat underneath all that muscle. Fuck. He really was scared. What was I thinking turning off my phone with everything that’s going on? “Syn. I’m so sorry. I turned my phone off because–” “You don’t owe him an explanation. You’re a grown man, Furious. You were having a business meeting; he has no right to demand you be available to him at all times, just like Patrick.” Furi and Syn both snapped at Doug. But Furi took control. “Hey! Don’t you ever say that again. This man is nothing like that asshole.” Furi shook his head at the absurdity of Doug’s accusation. “Don’t even say his name in the same sentence as Patrick’s.” Doug looked at Furi as if he were a stranger. “Doug, you don’t know everything that’s been going on. But I promise I’ll catch you up, okay? Then you’re going to feel pretty shitty about what you just said about Syn.” Furi nodded his head. “Go home. I’ll call you when I’m back at Syn’s place.” “You’re staying with him?” Doug yelled. “Doug. You know it’s not safe at my place,” Furi said softly, his eyes pleading with his friend for him to understand. “Then you should come to stay with me. I don’t trust this guy!” “This is fuckin’ crazy,” Syn snarled. “I know you’re his friend, but you’re sounding more pissed than a friend should be.” “Don’t try to read me, Detective. Furi is my best friend, and I’ve had his back since the first day he got here.” Doug wasn’t backing down from Syn’s intimidating posture. Syn’s dark glasses were back on, creating a perfectly badass look with his black leather coat and boots. All the hardware Syn had tucked under his arms and the shiny badge hanging around his neck was a sight right out of a sexy cop porno.

In Marx’s day, nobody ever thought of that technique of state intervention which is now called ‘counter cycle policy’; and, indeed, such a thought must be utterly foreign to an unrestrained capitalist system. (But even before Marx’s time, we find the beginning of doubts about, and even of investigations into, the wisdom of the credit policy of the Bank of England during a depression29.) Unemployment insurance, however, means intervention, and therefore an increase in the responsibility of the state, and it is likely to lead to experiments in counter cycle policy. I do not maintain that these experiments must necessarily be successful (although I do believe that the problem may in the end prove not so very difficult, and that Sweden30, in particular, has already shown what can be done in this field). But I wish to assert most emphatically that the belief that it is impossible to abolish unemployment by piecemeal measures is on the same plane of dogmatism as the numerous physical proofs (proffered by men who lived even later than Marx) that the problems of aviation would always remain insoluble. When the Marxists say, as they sometimes do, that Marx has proved the uselessness of a counter cycle policy and of similar piecemeal measures, then they simply do not speak the truth; Marx investigated an unrestrained capitalism, and he never dreamt of interventionism. He therefore never investigated the possibility of a systematic interference with the trade cycle, much less did he offer a proof of its impossibility. It is strange to find that the same people who complain of the irresponsibility of the capitalists in the face of human suffering are irresponsible enough to oppose, with dogmatic assertions of this kind, experiments from which we may learn how to relieve human suffering (how to become masters of our social environment, as Marx would have said), and how to control some of the unwanted social repercussions of our actions. But the apologists of Marxism are quite unaware of the fact that in the name of their own vested interests they are fighting against progress; they do not see that it is the danger of any movement like Marxism that it soon comes to represent all kinds of vested interests, and that there are intellectual investments, as well as material ones.

Difficult, is being the head Aviation Security in the Middle East and your hands tied from behind, as vested interests carry the day. However good you are, you will be the sacrificial lamb.

Yes training is important in AVSEC, but if it is to be done using ASTP's that last saw any meaningful revision a decade ago, and are thus overtaken by neo technological inventions. Not to mention the terror peddlers ingenuity & evolution beating most of the aspects covered by the ASTP's hands down. To me modern day AVSEC training needs outside the bos thinking, not the ICAO, IATA tunnel vision staleness of unrevised ASTP's

Yes training is very important in AVSEC, but if it is to be done using ASTP's that last saw any meaningful revision a decade ago, and are thus overtaken by neo technological inventions. Not to mention the terror peddlers ingenuity & evolution beating most of the aspects covered by the ASTP's hands down. It belongs to the dust bin, Modern day AVSEC training needs outside the box thinking, not the ICAO, IATA tunnel vision staleness of unrevised ASTP's

The Atlanta International Airport, power outage of 2017, its economic impact in terms of losses and inconveniences to the travelling public with more than 1,000 flights grounded just days before the start of the Christmas travel rush, was a good lesson. Not, to mention a reminder of the importance of Business Continuity Planning-BCP to aviation as an industry. What is surprising is, nobody seems to have learned anything from it. BCP is still where it was before the debacle, largely unheard off since the international sectoral leadership, as well as airports continue to feign selective amnesia, the regulators- CAA’s are even worse off, as many pretend to have never, heard of it, since the industrial gospel is yet to begin propagating for it !

Mother elevate the child with the shield of her feather. But father teaches the child to aviate with their own feather. From Hari krishnan Nair

The City of Boston allowed us to dock at the dilapidated Mystic Wharves, right next to where the ships from the Havana Line used to tie up. Without knowing it, we were witnessing the end of an era. Steamship companies that connected Cuba with the United States were dwindling, as commercial aviation came into its own. The Havana Line was already gone, and the New York & Cuba Mail Steamship Company, commonly called the Ward Line, was a shipping company that operated from 1841 until 1954 and ran “Whoopee Cruises” during the prohibition years. Because of a number of accidents, including the fire on the SS Morro Castle off Asbury Park on September 8, 1934, the company was left hanging on by a thread. In the mid-1950’s it was still possible to buy a round trip passage from Miami to Havana for about $45.00, which was a bargain, even in those days.

During his extensive career as an airmail pilot with Aéropostale, Antoine served as the company’s station manager in barren Villa Bens. During the Second World War, although he was older than most, Saint-Exupéry joined the Free French Air Force. On July 31, 1944, as fate would have it, he disappeared on a reconnaissance mission flying a P-38 Lightning over the Mediterranean, somewhere south of Marseille. The body of a French pilot was found a few days after Antoine’s disappearance and was buried in Carqueiranne, France. After his death he became an icon and national hero throughout France. For a fleeting moment I wondered what anyone could do to pass the time of day at such a remote location…. Antoine de Saint-Exupéry used his time to write books! Today the word Aéropostale takes on an entirely new meaning. It has become the name of an American retailer of casual apparel for young people. Go figure….

What some may not know is that Lee Harvey Oswald wasn’t originally arrested for killing the president. He was first arrested for shooting and killing Dallas police officer J. D. Tippit. Oswald’s arrest came about on November 22, 1963, when a shoe store manager named John Brewer noticed him loitering suspiciously outside his store. Brewer noted that Oswald fit the description of the suspect in the shooting of Officer Tippit. When Oswald continued up the street and slipped inside the Texas Theater without paying for a ticket, Brewer called a theater worker, who alerted authorities. Fifteen Dallas police officers arrived at the scene. When they turned on the movie house lights, they found Lee Harvey Oswald sitting towards the back of the theater. The movie that had been airing at the time was War is Hell. When Lee Harvey Oswald was questioned by authorities about Tippit’s homicide, Captain J. W. Fritz recognized his name as one of the workers from the book depository who had been reported missing and was already being considered a suspect in JFK’s assassination. The day after he was formally arraigned for murdering Officer Tippit, he was also charged with assassinating John F. Kennedy. Today, the Texas Theater is a historical landmark that is commonly visited by tourists. It still airs movies and hosts special events. There’s also a bar and lounge.    The Texas Theater was the first theater in Texas to have air conditioning. It was briefly owned by famous aviator and film producer, Howard Hughes. Texas’s Capitol

Under the leadership of General Lucius D. Clay, the military governor of the American zone; the commander of the USAF, General Curtis LeMay; and William H. Turner, the head of the Anglo-American Airfleet, the United States and her allies responded with a three-hundred-day airlift, the biggest in aviation history. Flying

You are most likely to get bumped from a flight on a budget airline. It may take them days or weeks to reschedule you on a replacement flight, due to their low volume of generally oversold flights on your route.

Most of us, most of the time, live in blissful ignorance of what a small elite, heroic group of Americans are doing for us night and day. As we speak, all over the globe, American Sailors and Submariners and Aviators are doing something very dangerous. People say, ‘Well, it can’t be too dangerous because there are no wrecks.’ But the reason we don’t have more accidents is that these are superb professionals; the fact that they master the dangers does not mean the dangers aren’t real. Right now, somewhere around the world, young men are landing aircraft on the pitching decks of aircraft carriers – at night! You can’t pay people to do that; they do it out of love of country, of adventure, of the challenge. We all benefit from it, and the very fact that we don’t have to think about it tells you how superbly they’re doing their job — living on the edge of danger so the rest of us need not think about, let alone experience, danger.” George Will commenting after the loss of the Space Shuttle Challenger, January, 1986

But this analysis misses the crucial point. Remember that pilots died in large numbers in the early days of aviation. This was not because they lacked the incentive to live, but because the system had so many flaws. Failure is inevitable in a complex world. This is precisely why learning from mistakes is so imperative.

You are supposed to know how to fly or you would not be here. You will now learn to fly all over again. Our way. I have examined your logbooks. They contain some interesting and clever lies. If you are lucky and work a good solid eighteen hours a day in this school, it is barely possible that a few of you may succeed in actually going out on the line-that is, if the company is still in such desperate need of pilots that it will hire anybody who wears his wings in his lapel and walks slowly past the front door.

Cooper caught a break with a featured role as a doomed aviator in Wings (1927), but Walter remained on the periphery, observing the unwritten rule that extras did not consort with stars, yet taking pride in work that reinforced the function of character actors. As character actress Beulah Bondi said, “We are the mortar between the bricks.” For Walter Brennan, it was enough to know that a chosen few—Joan Crawford, Norma Shearer, Gary Cooper, Clark Gable—began as extras and ended as stars. For a television documentary, the actor Richard Arlen, one of the stars of Wings, was asked what Walter Brennan was like in these early days as an extra. “He was not too unlike Gary Cooper in his mannerisms in those days. A slow way of talking—very much like Will Rogers,” said Arlen. “Walter sounded very much like he does today. Very dry and one of the nicest men I’ve known.

siblings and was raised by his mother and father, Stephen and Viola Engel Armstrong. From an early age, he showed tremendous interest in the night sky, and spent much time looking at the stars through a telescope owned by one of his neighbors. The Ford 'Tin Goose' - image by Ford Tri-Motor creative commons Neil was only six when he enjoyed his first airplane ride, leaving the ground in Warren, Ohio. His father accompanied him up into the sky in a Ford Trimotor, also known as the Tin Goose. You could say that history was in the making that day because it stimulated Neil’s fascination with aviation, space and the skies.

On February 8, 1928, known as Lindbergh day since it was the day he crossed the Atlantic Ocean the year before, Charles A. Lindbergh landed at the Campo Columbia airfield near Havana. Lindbergh had visited many countries in his plane, and he had the national flags of each country painted in the fuselage. Having flown from Haiti, on a Goodwill Tour of the Caribbean in his "Spirit of St. Louis," he had the Cuban flag painted on his a single-engine Ryan monoplane. It was the last country he visited before he donated the “Spirit of St. Louis" to the Smithsonian Institution, where it is still exhibited at the National Air and Space Museum in Washington, D.C.

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

Numbers had no rhymes that could cause problems, so it was fine to call out one, two, and three by their proper names. But zero, which was even less likely to create rhyming difficulties, proved to be an irresistible target, and so aviators referred to zeros as “balls.” Wally Schirra, more than most astronauts, could barely contain himself. Throughout the eleven days of the Apollo 7 mission, Wally had taken special pleasure in calling down, “First off, we’ll read off balls,” or “Star difference angle was four balls,” or “Two balls twenty-two, plus four balls six, plus four balls one.” Inevitably, the capcom would follow that lead, since he could hardly say zero when Wally was talking balls. So the voice from the ground would answer the commander: “Okay, all balls minus twenty-six eighty-seven.” Then, finally, a female reporter at a NASA press conference during Apollo 7’s mission raised her hand and said, “I don’t understand about the balls.” All of the male reporters laughed until they cried.

It was to be the longest flight I had ever made in my young life and one of the most interesting. Having always been interested in the magic of aviation I knew that the DC-6B, I boarded was an approximately 75 seat, trans-ocean, Pan Am Clipper. It would also be the last long distance propeller driven commercial airliner. The only difference between it and the DC-6A was that it didn’t have a large cargo door in its side, and it was also approximately 5 feet longer than the DC-6A. 1955 was a good year and people felt relatively safe with Dwight D. Eisenhower in the White House. “I like Ike” had been his political motto since before he assumed office on January 20, 1953, even many Democrats held him in high esteem for his military service and winning the war in Europe. Eisenhower obtained a truce in Korea and worked diligently trying to ease the tensions of the Cold War. He did however fail to win over Georgy Malenkov, or Nikolai Bulganin who succeeded him, as Premier of the Soviet Union in February of 1955. As a moderate Conservative he left America, as the strongest and most productive nation in the world, but unfortunately because of his lack of diplomacy and love of golf, failed to prevent Cuba from slipping into the communist camp. WFLA inaugurated its broadcasting in the Tampa Bay area on February 14, 1955. The most popular music was referred to as good music, and although big bands were at their zenith in 1942, by 1947 and music critics will tell you that their time had passed. However, Benny Goodman was only 46 in 1955, Tommy Dorsey was 49 and Count Basie was 51. So, in many sheltered quarters they were still in vogue and perhaps always will be. I for one had my Hi-Fidelity 33 1/3 rpm multi stacked record player and a stash of vinyl long play recordings shipped to Africa. For me time stood still as I listened and entertained my friends. Some years later I met Harry James at the Crystal Ballroom in Disneyland. Those were the days…. Big on the scene was “Rhythm in Blues,” an offshoot of widespread African-American music, that had its beginnings in the ‘40s. It would soon become the window that Rock and Roll would come crashing through.

On May 17, 1913, Domingo Rosillo and Agustín Parlá attempted the first international flights to Latin America, by trying to fly their airplanes from Key West to Havana. At 5:10 a.m., Rosillo departed from Key West and flew for 2 hours, 30 minutes and 40 seconds before running out of gas. He had planned to land at the airfield at Camp Columbia in Havana, but instead managed to squeak in at the camp’s shooting range, thereby still satisfactorily completing the flight. Parlá left Key West at 5:57 in the morning. Just four minutes later, at 6:01 a.m., he had to carefully turn back to the airstrip he had just left, since the aircraft didn’t properly respond to his controls. Parlá said, “It would not let me compensate for the wind that blew.” When he returned to Key West, he discovered that two of the tension wires to the aircraft’s elevators were broken. Two days later, Parlá tried again and left Key West, carrying the Cuban Flag his father had received from José Martí. This time he fell short and had to land at sea off the Cuban coast near Mariel. Sailors from the Cuban Navy rescued him from his seaplane. Being adventuresome, while attending the Curtiss School of Aviation in 1916, Parlá flew over Niagara Falls. In his honor, the Cuban flag was hoisted and the Cuban national anthem was played. The famous Cuban composer, pianist, and bandleader, Antonio M. Romeu, composed a song in his honor named “Parlá over the Niagara” and Agustín Parlá became known as the “Father of Cuban Aviation.

experience

Those who experience it and measure up know the true strength of their own souls.

The Skunk Works was a unique production company with highly streamlined management, the ability to operate with a high degree of secrecy, and a distaste for paperwork.

The first CORONA mission was ready for launch on February 28, 1959—less than 10 months after program go-ahead.

CORONA showed that using a small team of committed people is the right way to carry out such programs. All experience since then has shown that using accounting systems, business school approaches, and management slogans cannot substitute for a small team of intelligent and highly motivated people.

The Air Force’s interest grew greatly. I can recall that shortly before Sputnik, we were all encouraged not to use the word “space” in any documents, but immediately after Sputnik we were encouraged to use the word “space” in all documents.

The architects of the Trump administration's foreign policy use two labels to describe the structure they have built: “Principled Realism” and “Putting America First.” Principled Realism is merely a slogan; America First is a slogan with a past. Founded in 1940, the America First Committee (AFC) brought together pacifists, isolationists, and Nazi sympathizers to fight against the country’s prospective entry into World War II. The AFC opposed creation of the Selective Service and also a Roosevelt initiative, known as Lend-Lease, to keep the British in food and arms as they struggled to survive the German onslaught. Within twelve months of its founding, the committee had built a membership of more than 800,000 and attracted support from across the political spectrum—corporate tycoons and Socialists alike. Contributing mightily to its popularity was the famed aviator Charles Lindbergh, who worried that Jewish influence was pushing the country into a conflict it did not, in his view, have reason to fight. Four days after the Japanese attack on Pearl Harbor, Hitler declared war on the United States. The AFC soon disbanded and, in the intervening decades, its name has carried the stigma of naïveté and moral blindness. Now “America First” is back—but what does it mean?

They served at nine hundred different shore stations across the United States not simply in clerical roles but as aviation machinists, control tower operators, statisticians, cryptographers, and weather forecasters. Predictably Congress was initially opposed to the idea of women serving in the navy, but thanks to the efforts of First Lady of the United States, Eleanor Roosevelt, a bill establishing a women’s reserve as a branch of the Naval Reserve was enacted in 1942. As indoctrination into navy life, Odette and other candidates took courses while stationed at Smith in naval history and organization, ships and aircraft, and law and communications. An hour and a half was spent each day either in military drill or in the gymnasium. Women who were not up to standards were quickly billeted out. Subsequent to graduation in February of 1943, Odette was sent to US Naval Training

there are three routes to choose from. From Morocco, the Azores, or Senegal; the Cape Verde Islands, St. Paul Island, and Cayenne. Those are the routes most talked about at the start. They are favored because they are the farthest north and the most direct. I have a better, a least safer, idea.” “I’ll warrant you have, Dave, if it’s to be found,” declared Hiram. “What is it?” inquired Elmer. “The objection to those routes,” explained the young airman, “is that the water stretches are of wide extent. What I dread most is the fear of being caught away from land.” “Is there a shorter route than those you speak of?” asked Hiram. “Yes, there is,” asserted Dave. “What is it?” “Egypt, the Sahara Desert, the French Congo, Ascension Island, St. Helena, Trinidad, Rio Janeiro, and we are on American soil.” “Capital!” cried Hiram. “I wouldn’t lose an hour, Dave,” advised Elmer, with real anxiety. “Ever since we found out that there are two of the crowd ahead of us, it seems as if I’d be willing to sleep in the seat in the machine all the way to get ahead of them.” It was a warm, clear day when the Comet came to a rest at the city of Mayamlia, in French Congo. Looking back over the ten days consumed in making the run across Egypt, through Fezzan, the width of the great desert, over darkest Africa, and into the Soudan, the airship boys had viewed a country never before thus inspected by an aerial explorer. “Baked,

In ancient days two aviators procured to themselves wings. Daedalus flew safely through the middle air across the sea, and was duly honored on his landing. Young Icarus soared upwards towards the sun till the wax melted which bound his wings, and his flight ended in fiasco. In weighing their achievements perhaps there is something to be said for Icarus. The classic authorities tell us that he was only "doing a stunt," but I prefer to think of him as the man who certainly brought to light a constructional defect in the flying machines of his day. So too in science. Cautious Daedalus will apply his theories where he feels most confident they will safely go; but by his excess of caution their hidden weaknesses can not be brought to light. Icarus will strain his theories to the breaking-point till the weak joints gape. For a spectacular stunt? Perhaps partly; he is often very human. But if he is not yet destined to reach the sun and solve for all time the riddle of its constitution, yet he may hope to learn from his journey some hints to build a better machine

I dragged my gear down to the shore and saw the submariners, the way they stood aloof and silent, watching their pigboat with loving eyes. They are alone in the Navy. I admired the PT boys. And I often wondered how the aviators had the courage to go out day after day and I forgave their boasting. But the submariners! In the entire fleet they stand apart.

Was it important that the United States possessed, to take one example, Howland Island, a bare plot of land in the middle of the Pacific, only slightly larger than Central Park? Yes, it was. Howland wasn’t large or populous, but in the age of aviation, it was useful. At considerable expense, the government hauled construction equipment out to Howland and built an airstrip there—it’s where Amelia Earhart was heading when her plane went down. The Japanese, fearing what the United States might do with such a well-positioned airstrip, bombed Howland the day after they struck Hawai‘i, Guam, Wake, Midway, and the Philippines.

So there we were, in the middle of the night, on our hands and knees with scrub brushes, steel wool, sponges, scouring powder and buckets of water making the old shop look spic and span. We secured from the task at 0400. I should have hit the rack but instead went topside and out to the canoe, the sacred spot where Lieutenant Goldberg and I had sat together contemplating the why's of life. I was saying farewell in my own way. I wanted to experience the Oriskany for the last time on the high seas. It was still dark – the dark that comes just before dawn. The waning moon, merely a fluorescent nail clipping, hung near the horizon. The night air was crisp; the sky a deep, cold black with pinpoints of stars shimmering through the earth’s canopy. Above me was the endless universe; below me, the deep mystical sea. Large undulating swells gently rocked the ship like a babe in its mother’s arms. Mother Ocean. Father Sky. I meditated upon this new life that I am now obliged to live. I thought about youth. I thought about old age. Apparently bad memories fade away with time and only the moments of goodness and joy remain. Those who are nearing the end of their lives revel in the bliss of yesterday but we the young have this day and tomorrow to contend with. Today, we see the world naked, exposed before our eyes. We see hatred, misery and pain. We find it difficult to live for today. Only the desires for tomorrow’s better world can alleviate the suffering that is today. Only tomorrow can offer us hope that glimmering moments will again materialize. So we continue to exist for a dream, a wish that tomorrow we can say: “This is a day worth living.” Excerpted from God, Bombs & Viet Nam: Based on the Diary of...

The corporate czars we celebrate—with some exceptions—are second or third-generation tycoons who run huge empires comprising dozens of unrelated businesses. Traditional management theory will wonder how a company can be in food, telecom, power, construction and financial sectors all at the same time. However, in India, such conglomerates thrive. The promoters of these companies have the required skill—navigating the Indian government maze. Whether it is obtaining permission to set up a power plant, or to use agricultural land for commercial purposes, or to obtain licences to open a bank or sell liquor—our top business promoters can get all this done, something ordinary Indians would never be able to. This is why they are able to make billions. We then load them with awards, rank them on lists and treat them as role models for the young. In reality, they are hardly icons. They have milked an unfair system for their personal benefit, taking opportunities that would have belonged to the young on a level playing field. Indian companies make money from rent-seeking behaviour, creating artificial barriers of access to regulators, thereby depriving our start-ups of wealth-generating opportunities. None of the recent technologies that have changed the world and created wealth—telecom, computers, aviation—have come out of India. Yet, our promoters have figured out a way to make money from them by bulldozing their way into their share of the pie, rationing out the technology to Indians and setting themselves up as modern-day heroes. In reality, they are no heroes. They are the opposite of cool and, despite their billions, they are what young people call 'losers'. For if they are not losers, why have they never raised their voices against governmental corruption? Our corporate honchos don't think twice before creating a cartel to fleece customers. Yet they have never even thought about creating a cartel to take a stand against corrupt politicians. The Great Indian Social Network, page 16 and 17

for thirty years this country’s had the best aviation safety record in the world. But the thing is, we paid for it. We paid to have new, safe planes and we paid for the oversight to make sure they were well maintained. But those days are over. Now, everybody believes in something for nothing.

That’s when the British captain, Eric Moody, made one of the most famous understatements in the history of aviation. “Ladies and gentlemen,” he told the passengers, “this is your captain speaking. We have a small problem. All four of the engines have stopped. We are doing our damnedest to get them going again. I trust you are not in too much distress.

I resigned myself to looking for that face that I clearly recalled—until the day when I couldn’t. It happened so suddenly.

There was a term he knew and thought of now; he had heard it used only in the context of aviation, to explain how, on an otherwise clear day, a plane could fall so quickly from the sky. OBE. Overcome by events. That was what was happening now. The world—the human race—had been overcome by events.

People still said that “The Sun Never Sets on the British Empire,” even though the Commonwealth was starting to come apart. In spite of the obvious, it was unthinkable that the United States had a colony in Africa; well they had one, and that was where I was headed! World War II had been over for ten years and in Europe they were getting on with things and for now all was well in Africa, and with the World! Unless especially fitted out, aircraft didn’t have the range to cross the Atlantic in one jump, so after leaving Idlewild Airport in New York City, we flew halfway across the Atlantic Ocean to the Portuguese island of Santa Maria in the Azores. After refueling and stretching our legs we continued on to Lisbon. Our layovers were only for as long as it took to take care of business. There were no days built in, for me to have a leisurely, gentlemanly, civilized journey to my destination. Instead my seat was beginning to feel as hard as a rock pile. The engines continued to drone on as the Atlantic Ocean eventually gave way to the Iberian Peninsula. My view of Portugal was only what I could see from the air and what was at the airport. Again we landed for fuel in Lisbon, and then without skipping a beat, headed south across the Mediterranean to the North African desert. The beaches under us, in Morocco and the Spanish Sahara, were endless and the sand went from the barren coastal surf inland, to as far as the eye could see. With very few exceptions there was no evidence of civilization.

if we fake it for long enough, we create a new reality. So every morning you get up, you tell yourself it’s a beautiful day, that the world is full of fun and adventure,

Instructors only get paid for flight time, which meant from the time the brakes were released and the plane started moving with the intention of flight till the plane was parked, we got paid. Any time spent on the ground in between flights was off the clock. If we had an open flight slot during the day, we made nothing but still were not allowed to leave the flight school. I don’t know of any other job where an employer could get away with having rules like this. No one else in any other profession would put up with it. Most days I worked for ten hours but was usually only paid for five or six. Even on the best days, pay maxed out at eight hours because that’s the legal daily limit on flight time. And to actually get eight hours of flight time, and eight hours of pay, usually meant working a twelve- to fourteen-hour day.

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