Aviation Engineering Quotes

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.

Perhaps I have something of a chip on my shoulder when it comes to modern feminine education. Often youngsters are sadly miscast. I have known girls who should be tinkering with mechanical things instead of making dresses, and boys who would do better at cooking than engineering.

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

But despite the maturity of the basic F4U design, the risks involved in flight-testing design changes remained. On 8 July 1946 test pilot Dick Burroughs was killed while attempting to land at the Tweed New Haven Airport following an engine failure in the XF4U-5. Later that year, project pilot Bill Horan survived a risky bail out of an F4U-5 following an engine failure during a high altitude dive test over Long Island Sound.

the most powerful engine of progress is to be found deep within the culture of the industry. It is an attitude that is easy to state, but whose wider application could revolutionize our attitude to progress: instead of denying failure, or spinning it, aviation learns from failure.

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.

Ireland, like Ukraine, is a largely rural country which suffers from its proximity to a more powerful industrialised neighbour. Ireland’s contribution to the history of tractors is the genius engineer Harry Ferguson, who was born in 1884, near Belfast. Ferguson was a clever and mischievous man, who also had a passion for aviation. It is said that he was the first man in Great Britain to build and fly his own aircraft in 1909. But he soon came to believe that improving efficiency of food production would be his unique service to mankind. Harry Ferguson’s first two-furrow plough was attached to the chassis of the Ford Model T car converted into a tractor, aptly named Eros. This plough was mounted on the rear of the tractor, and through ingenious use of balance springs it could be raised or lowered by the driver using a lever beside his seat. Ford, meanwhile, was developing its own tractors. The Ferguson design was more advanced, and made use of hydraulic linkage, but Ferguson knew that despite his engineering genius, he could not achieve his dream on his own. He needed a larger company to produce his design. So he made an informal agreement with Henry Ford, sealed only by a handshake. This Ford-Ferguson partnership gave to the world a new type of Fordson tractor far superior to any that had been known before, and the precursor of all modern-type tractors. However, this agreement by a handshake collapsed in 1947 when Henry Ford II took over the empire of his father, and started to produce a new Ford 8N tractor, using the Ferguson system. Ferguson’s open and cheerful nature was no match for the ruthless mentality of the American businessman. The matter was decided in court in 1951. Ferguson claimed $240 million, but was awarded only $9.25 million. Undaunted in spirit, Ferguson had a new idea. He approached the Standard Motor Company at Coventry with a plan, to adapt the Vanguard car for use as tractor. But this design had to be modified, because petrol was still rationed in the post-war period. The biggest challenge for Ferguson was the move from petrol-driven to diesel-driven engines and his success gave rise to the famous TE-20, of which more than half a million were built in the UK. Ferguson will be remembered for bringing together two great engineering stories of our time, the tractor and the family car, agriculture and transport, both of which have contributed so richly to the well-being of mankind.

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.

It’s hard to make ideas stick in a noisy, unpredictable, chaotic environment. If we’re to succeed, the first step is this: Be simple. Not simple in terms of “dumbing down” or “sound bites.” You don’t have to speak in monosyllables to be simple. What we mean by “simple” is finding the core of the idea. “Finding the core” means stripping an idea down to its most critical essence. To get to the core, we’ve got to weed out superfluous and tangential elements. But that’s the easy part. The hard part is weeding out ideas that may be really important but just aren’t the most important idea. The Army’s Commander’s Intent forces its officers to highlight the most important goal of an operation. The value of the Intent comes from its singularity. You can’t have five North Stars, you can’t have five “most important goals,” and you can’t have five Commander’s Intents. Finding the core is analogous to writing the Commander’s Intent—it’s about discarding a lot of great insights in order to let the most important insight shine. The French aviator and author Antoine de Saint-Exupéry once offered a definition of engineering elegance: “A designer knows he has achieved perfection not when there is nothing left to add, but when there is nothing left to take away.” A designer of simple ideas should aspire to the same goal: knowing how much can be wrung out of an idea before it begins to lose its essence.

it was probably more dangerous to remain aboard the fuel- and explosive-laden jeep carrier than to take off and glide-bomb a Japanese capital ship. As Leonard Moser, a plane captain on the Fanshaw Bay, was changing a carburetor on a VC-68 aircraft, half a dozen pilots hovered nearby, coveting a chance to climb into that cockpit and get their tails off the ship. The aviation machinist’s mate finished the job, then climbed up into the cockpit. “What are you doing?” one of the pilots asked. “I’m going to check this damn engine out,” Moser said, “and then go find a hole to hide in.” The pilot said that he would do his own engine check this time, thank you very much. Moser stepped aside. “He got in, started it up, and took off with a cold motor. My helper didn’t even have all of the cowling on. That pilot was glad to leave.

The plight of Jews in German-occupied Europe, which many people thought was at the heart of the war against the Axis, was not a chief concern of Roosevelt. Henry Feingold's research (The Politics of Rescue) shows that, while the Jews were being put in camps and the process of annihilation was beginning that would end in the horrifying extermination of 6 million Jews and millions of non-Jews, Roosevelt failed to take steps that might have saved thousands of lives. He did not see it as a high priority; he left it to the State Department, and in the State Department anti-Semitism and a cold bureaucracy became obstacles to action. Was the war being fought to establish that Hitler was wrong in his ideas of white Nordic supremacy over "inferior" races? The United States' armed forces were segregated by race. When troops were jammed onto the Queen Mary in early 1945 to go to combat duty in the European theater, the blacks were stowed down in the depths of the ship near the engine room, as far as possible from the fresh air of the deck, in a bizarre reminder of the slave voyages of old. The Red Cross, with government approval, separated the blood donations of black and white. It was, ironically, a black physician named Charles Drew who developed the blood bank system. He was put in charge of the wartime donations, and then fired when he tried to end blood segregation. Despite the urgent need for wartime labor, blacks were still being discriminated against for jobs. A spokesman for a West Coast aviation plant said: "The Negro will be considered only as janitors and in other similar capacities.... Regardless of their training as aircraft workers, we will not employ them." Roosevelt never did anything to enforce the orders of the Fair Employment Practices Commission he had set up.

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.

In September 1999, the Department of Justice succeeded in denaturalizing 63 participants in Nazi acts of persecution; and in removing 52 such individuals from this country. This appears to be but a small portion of those who actually were brought here by our own government. A 1999 report to the Senate and the House said "that between 1945 and 1955, 765 scientists, engineers, and technicians were brought to the United States under Overcast, Paperclip, and similar programs. It has been estimated that at least half, and perhaps as many as 80 percent of all the imported specialists were former Nazi Party members." A number of these scientists were recruited to work for the Air Force's School of Aviation Medicine (SAM) at Brooks Air Force Base in Texas, where dozens of human radiation experiments were conducted during the Cold War. Among them were flash-blindness studies in connection with atomic weapons tests and data gathering for total-body irradiation studies conducted in Houston. The experiments for which Nazi investigators were tried included many related to aviation research. Hubertus Strughold, called "the father of space medicine," had a long career at the SAM, including the recruitment of other Paperclip scientists in Germany. On September 24, 1995 the Jewish Telegraphic Agency reported that as head of Nazi Germany's Air Force Institute for Aviation Medicine, Strughold particpated in a 1942 conference that discussed "experiments" on human beings. The experiments included subjecting Dachau concentration camp inmates to torture and death. The Edgewood Arsenal of the Army's Chemical Corps as well as other military research sites recruited these scientists with backgrounds in aeromedicine, radiobiology, and opthamology. Edgewood Arsenal, Maryland ended up conducting experiments on more than seven thousand American soldiers. Using Auschwitz experiments as a guide, they conducted the same type of poison gas experiments that had been done in the secret I.G. Farben laboratories.

She spoke so passionately that some of the Historians believed her, even the ones like Dr. Karuna who had been passed over for promotion when Crome put Valentine in charge of their Guild. As for Bevis Pod, he watched her with shining eyes, filled with a feeling that he couldn’t even name; something that they had never taught him about in the Learning Labs. It made him shiver all over. Pomeroy was the first to speak. “I hope you’re right, Miss Valentine,” he said. “Because he is the only man who can hope to challenge the Lord Mayor. We must wait for his return.” “But …” “In the meantime, we have agreed to keep Mr. Pod safe, here at the Museum. He can sleep up in the old Transport Gallery, and help Dr. Nancarrow catalogue the art collection, and if the Engineers come hunting for him we’ll find a hiding place. It isn’t much of a blow against Crome, I know. But please understand, Katherine: We are old, and frightened, and there really is nothing more that we can do.” The world was changing. That was nothing new, of course; the first thing an Apprentice Historian learned was that the world was always changing, but now it was changing so fast that you could actually see it happening. Looking down from the flight deck of the Jenny Haniver, Tom saw the wide plains of the eastern Hunting Ground speckled with speeding towns, spurred into flight by whatever it was that had bruised the northern sky, heading away from it as fast as their tracks or wheels could carry them, too preoccupied to try and catch one another. “MEDUSA,” he heard Miss Fang whisper to herself, staring toward the far-off, flame-flecked smoke. “What is a MEDUSA?” asked Hester. “You know something, don’t you? About what my mum and dad were killed for?” “I’m afraid not,” the aviatrix replied. “I wish I did. But I heard the name once. Six years ago another League agent managed to get into London, posing as a crewman on a licensed airship. He had heard something that must have intrigued him, but we never learned what it was. The League had only one message from him, just two words: Beware MEDUSA. The Engineers caught him and killed him.” “How do you know?” asked Tom. “Because they sent us back his head,” said Miss Fang. “Cash on Delivery.” That evening she set the Jenny Haniver down on one of the fleeing towns, a respectable four-decker called Peripatetiapolis that was steering south to lair in the mountains beyond the Sea of Khazak. At the air-harbor there they heard more news of what had happened to Panzerstadt-Bayreuth. “I saw it!” said an aviator. “I was a hundred miles away, but I still saw it. A tongue of fire, reaching out from London’s Top Tier and bringing death to everything

The translucent, golden punch tastes velvety, voluptuous and not off-puttingly milky. Under its influence, I stage a party for my heroines in my imagination, and in my flat. It's less like the glowering encounter I imagined between Cathy Earnshaw and Flora Poste, and more like the riotous bash in Breakfast at Tiffany's. Not everyone is going to like milk punch. So there are also dirty martinis, and bagels and baklava, and my mother's masafan, Iraqi marzipan. The Little Mermaid is in the bath, with her tail still on, singing because she never did give up her soaring voice. Anne Shirley and Jo March are having a furious argument about plot versus character, gesticulating with ink-stained hands. Scarlett is in the living room, her skirts taking up half the space, trying to show Lizzy how to bat her eyelashes. Lizzy is laughing her head off ut Scarlett has acquired a sense of humour, and doesn't mind a bit. Melanie is talking book with Esther Greenwood, who has brought her baby and also the proofs of her first poetry collection. Franny and Zooey have rolled back the rug and are doing a soft shoe shuffle in rhinestone hats. Lucy Honeychurch is hammering out some Beethoven (in this scenario I have a piano. A ground piano. Well, why not?) Marjorie Morningstar is gossiping about directors with Pauline and Posy Fossil. They've come straight from the shows they're in, till in stage make-up and full of stories. Petrova, in a leather aviator jacket, goggles pushed back, a chic scarf knotted around her neck, is telling the thrilling story of her latest flight and how she fixed an engine fault in mid-air. Mira, in her paint-stained jeans and poncho, is listening, fascinated, asking a thousand questions. Mildred has been persuaded to drink a tiny glass of sherry, then another tiny glass, then another and now she and Lolly are doing a wild, strange dance in the hallway, stamping their feet, their hair flying wild and electric. Lolly's cakes, in the shape of patriarchs she hates, are going down a treat. The Dolls from the Valley are telling Flora some truly scandalous and unrepeatable stories, and she is firmly advising them to get rid of their men and find worthier paramours. Celie is modelling trousers of her own design and taking orders from the Lace women; Judy is giving her a ten-point plan on how to expand her business to an international market. She is quite drunk but nevertheless the plan seems quite coherent, even if it is punctuated by her bellowing 'More leopard print, more leopard print!' Cathy looks tumultuous and on the edge of violent weeping and just as I think she's going to storm out or trash my flat, Jane arrives, late, with an unexpected guest. Cathy turns in anticipation: is it Heathcliff? Once I would have joined her but now I'm glad it isn't him. It's a better surprise. It's Emily's hawk. Hero or Nero. Jane's found him at last, and has him on her arm, perched on her glove; small for a bird of prey, he is dashing and patrician looking, brown and white, observing the room with dark, flinty eyes. When Cathy sees him, she looks at Jane and smiles. And in the kitchen is a heroine I probably should have had when I was four and sitting on my parents' carpet, wishing it would fly. In the kitchen is Scheherazade.

My father, Edwin Eugene Aldrin, was an engineer and an aviation pioneer—and a friend of Charles Lindbergh and Orville Wright.

ahead of ICAO audit By Tarun Shukla | 527 words New Delhi: India's civil aviation regulator has decided to restructure its safety board and hire airline safety professionals ahead of an audit by the UN's aviation watchdog ICAO (International Civil Aviation Organization). The Directorate General of Civil Aviation (DGCA) announced its intent, and advertised the positions on its website. ICAO told the Indian regulator recently that it would come down to India to conduct an audit, its third in just over a decade, Mint reported on 12 February. Previous ICAO audits had highlighted the paucity of safety inspectors in DGCA. After its 2006 and 2012 audits, ICAO had placed the country in its list of 13 worst-performing nations. US regulator Federal Aviation Authority followed ICAO's 2012 audit with its own and downgraded India, effectively barring new flights to the US by Indian airlines. FAA is expected to visit India in the summer to review its downgrade. The result of the ICAO and FAA audits will have a bearing on the ability of existing Indian airlines to operate more flights to the US and some international destinations and on new airlines' ability to start flights to these destinations. The regulator plans to hire three directors of safety on short-term contracts to be part of the accident investigation board, according to the information on DGCA's website. This is first time the DGCA is hiring external staff for this board, which is critical to ascertain the reasoning for any crashes, misses or other safety related events in the country. These officers, the DGCA said on its website, must have at least 12 years of experience in aviation, specifically on the technical aspects, and have a degree in aeronautical engineering. DGCA has been asked by international regulators to hire at least 75 flight inspectors. It has only 51. India's private airlines offer better pay and perks to inspectors compared with DGCA. The aviation ministry told DGCA in January to speed up the recruitment and do whatever was necessary to get more inspectors on board, a government official said, speaking on condition of anonymity. DGCA has also announced it will hire flight operations inspectors as consultants on a short-term basis for a period of one year with a fixed remuneration of `1.25 lakh per month. "There will be a review after six months and subsequent continuation will be decided on the basis of outcome of the review," DGCA said in its advertisement. The remuneration of `1.25 lakh is higher than the salary of many existing DGCA officers. In its 2006 audit, ICAO said it found that "a number of final reports of accident and serious incident investigations carried out by the DGCA were not sent to the (member) states concerned or to ICAO when it was applicable". DGCA had also "not established a voluntary incident reporting system to facilitate the collection of safety information that may not otherwise be captured by the state's mandatory incident reporting system". In response, DGCA "submitted a corrective action plan which was never implemented", said Mohan Ranganthan, an aviation safety analyst and former member of government appointed safety council, said of DGCA. He added that the regulator will be caught out this time. Restructuring DGCA is the key to better air safety, said former director general of civil aviation M.R. Sivaraman. Hotel industry growth is expected to strengthen to 9-11% in 2015-16: Icra By P.R. Sanjai | 304 words Mumbai: Rating agency Icra Ltd on Monday said Indian hotel industry revenue growth is expected to strengthen to 9-11% in 2015-16, driven by a modest increase in occupancy and small increase in rates. "Industry wide revenues are expected to grow by 5-8% in 2014-15. Over the next 12 months, Icra expects RevPAR (revenue per available room) to improve by 7-8% driven by up to 5% pickup in occupancies and 2-3% growth in average room rates (ARR)," Icra said. Further, margins are expected to remain largely flat for 2014-15 while

Jetlink Aviation is a New Jersey flight school and time-building organization that offers individually tailored multi engine training and rental.

Valujet flight 592 crashed after takeoff from Miami airport because oxygen generators in its cargo hold caught fire. The generators had been loaded onto the airplane by employees of a maintenance contractor, who were subsequently prosecuted. The editor of Aviation Week and Space Technology “strongly believed the failure of SabreTech employees to put caps on oxygen generators constituted willful negligence that led to the killing of 110 passengers and crew. Prosecutors were right to bring charges. There has to be some fear that not doing one’s job correctly could lead to prosecution.”13 But holding individuals accountable by prosecuting them misses the point. It shortcuts the need to learn fundamental lessons, if it acknowledges that fundamental lessons are there to be learned in the first place. In the SabreTech case, maintenance employees inhabited a world of boss-men and sudden firings, and that did not supply safety caps for expired oxygen generators. The airline may have been as inexperienced and under as much financial pressure as people in the maintenance organization supporting it. It was also a world of language difficulties—not only because many were Spanish speakers in an environment of English engineering language: “Here is what really happened. Nearly 600 people logged work time against the three Valujet airplanes in SabreTech’s Miami hangar; of them 72 workers logged 910 hours across several weeks against the job of replacing the ‘expired’ oxygen generators—those at the end of their approved lives. According to the supplied Valujet work card 0069, the second step of the seven-step process was: ‘If the generator has not been expended install shipping cap on the firing pin.’ This required a gang of hard-pressed mechanics to draw a distinction between canisters that were ‘expired’, meaning the ones they were removing, and canisters that were not ‘expended’, meaning the same ones, loaded and ready to fire, on which they were now expected to put nonexistent caps. Also involved were canisters which were expired and expended, and others which were not expired but were expended. And then, of course, there was the simpler thing—a set of new replacement canisters, which were both unexpended and unexpired.”14 These were conditions that existed long before the Valujet accident, and that exist in many places today. Fear of prosecution stifles the flow of information about such conditions. And information is the prime asset that makes a safety culture work. A flow of information earlier could in fact have told the bad news. It could have revealed these features of people’s tasks and tools; these longstanding vulnerabilities that form the stuff that accidents are made of. It would have shown how ‘human error’ is inextricably connected to how the work is done, with what resources, and under what circumstances and pressures.

Harmon had no idea which one of them had seen the old Earth videos, but they both wore aviator helmets with their goggles on top, the likes of which were worn by Earth’s World War I pilots. Pilots who were insane enough to sit behind combustion engines surrounded by canvas, wood, and wire while flying, shooting, and being shot at by projectile weapons.

Reciprocating (piston) engines rotating aircraft propellers dominated commercial aviation until the late 1950s, but in 1943 both the UK and Germany were preparing to deploy their first jet fighter planes (the Gloster Meteor and the Messerschmitt 262, respectively, with the Germans being first in combat) powered by turbojet, continuous-combustion gas turbines. While the Mustang, America’s most successful propeller fighter, could reach about 630 km/h and the British Supermarine Spitfire less than 600 km/h, the maximum speeds of the two pioneering jet fighters, 970 km/h and 900 km/h, approached the speed of sound.

Raleigh was struck by a torpedo early in the attack. Like Utah, she occupied a berth usually used by an aircraft carrier. At 0756 the two torpedoes were dropped about 300 yards from the ship. One hit the ship below the eighty pound armor belt and another passed about twenty-five yards ahead of the ship. The one which hit the ship caused immediate flooding of the two forward boiler rooms and the forward engine room. General Quarters was sounded at once, and the anti-aircraft battery went into action promptly. Men not at the guns were ordered to jettison weights on the port side, especially those high up on the ship. About 0900 the ship received a bomb hit from a dive-bomber. This was dropped from about 800 feet and passed through three decks and out the side of the ship. It exploded clear of the vessel at frame 112 and caused damage typical of a near-miss. Luckily the compartment, which held 3,500 gallons of aviation gasoline, was left intact. The ship counterflooded, but the construction of the ship was not favorable to a great deal of counterflooding as loss of buoyancy was more important than list. Due to defective hatches the main deck had some free water surface, which, added to that produced by the damage, was almost fatal. The jettisoning of topside weights and the reduction of free surface by pumping water from the main deck saved the ship. It certainly would have been lost in a seaway, as it developed negative stability. This was gradually overcome, partly by lashing an available barge alongside. 80-G-32448 USS Raleigh after taking one torpedo hit amidships and one bomb hit aft.

I had to go to the courthouse and listen to an attorney for Sky High Airways claim that the crash of flight 672—which killed over three-quarters of the passengers as it skidded off the runway, broke in half, and then flipped before an engine exploded—wasn’t their fault. Mechanical records said otherwise. The aviation accident investigators said otherwise.

Another visitor was aviator Tommy Sopwith who flew to Brookfield in his helicopter. Grabbing white sheets from the bedrooms, we laid them out as markers in the field when we hear the choppers engines roar above us. Tommy invited us aboard for a joy ride and suggested playing a surprise visit to some friends only three or four miles away. But a navigational error on Dad's part brought us into a stranger's back garden. An elderly couple having afternoon tea were astonished at the sight of Peter Sellers climbing out of a helicopter on their lawn aking for directions.

I have been so lucky to lead amazing teams to incredible places: the remote Venezuelan jungles of the “Lost World” in search of Jimmy Angel’s lost gold; or the remote white desert that is Antarctica to climb unclimbed peaks. (I managed to break my shoulder in a fall on that trip, but you can’t win them all!) Then we returned to the Himalayas, where my buddy Gilo and I flew powered paragliders to above the height of Everest. Once again, we were raising funds for the charity Global Angels, an extraordinary charity that champions the most needy kids around the world. But the flight itself was a mission that so nearly had fatal consequences. All the aviation and cold-weather experts predicted almost certain disaster; from frozen parachutes to uncontrollable hurricane-force winds, from impossible takeoffs to bone-breaking landings--and that was before they even contemplated whether a small one-man machine could even be designed to be powerful enough to fly that high. And if we could, it certainly then would not be possible to lift it on to our backs. But we pulled it off: Gilo designed and built the most powerful, supercharged, fuel-injected, one-man powered paraglider engine in history, and by the grace of God we somehow got airborne with these monsters on our backs. Some blessed weather and some ball-twitching flying, and we proved the skeptics wrong--even, at the end, landing effortlessly at the foot of the Everest range, nimbly on two feet, like twinkle-toes. Mission complete.

might be just a set of equations and eye-blearing numbers disembodied from all physical significance. She might not hear another word about the work until a piece appeared in Air Scoop or Aviation or Air Trails. Or never. For many men, a computer was a piece of living hardware, an appliance that inhaled one set of figures and exhaled another. Once a girl finished a particular job, the calculations were whisked away into the shadowy kingdom of the engineers. “Woe unto thee if they shall make thee a computer,” joked a column in Air Scoop. “For the Project Engineer will take credit for whatsoever thou doth that is clever and full of glory. But if he slippeth up, and maketh a wrong calculation, or pulleth a boner of any kind whatsoever, he shall lay the mistake at thy door when he is called to account and he shall say, ‘What can you

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.

Between 1931 and 1946, Pan American Airways had 28 flying boats known as “Clippers,” These four radial engine aircraft were S-40’s and 42’s built in 1934, later replaced by Boeing 314 Clippers, that became the familiar symbol of the company. Following the war, Pan American Airways flew land based airliners such as the Boeing 377 Stratocruiser, developed from the C-97, Stratofreighter, and a military derivative of the B-29 Superfortress, used as a troop transport, and the DC-4 series, converted from the blueprints of the C-54 Skymaster. Both of these airliners were originally developed for the United States Army Air Corps, during World War II. On January 1950 Pan American Airways Corporation adopted the name it had been unofficially called since 1943, and formally became “Pan American World Airways, Inc.” That September Pan American bought out American Airlines’ overseas division and simultaneously placed an order for 45 DC-6Bs, replacing their DC-4’s. Throughout Pan-American was known simply as Pan-Am. The Douglas DC-6 is a four engine “Double Wasp” radial piston-powered airliner manufactured for long flights. It was built by the Douglas Aircraft Company from 1946 until 1958. More than 700 were built between those years and some are still flying today. The rugged, reliable DC-6B, was regarded as the ultimate piston-engine airliner, from the perspective of having excellent handling qualities and relatively economical operations.

You might be surprised to learn that a yo-yo controlled by 1992 World Champion Dale Oliver was actually clocked at a blistering 14,300 revolutions per minute (rpm). Conversely, the Hornet plods along at a slower 2200 rpm. This is the same aircraft engine, however, that catapulted legendary aviator Roscoe Turner to victory in his Hornet-powered Wedell-Turner racer during the 1934 Thompson Trophy Race. During this race, Turner was able to sustain speeds in excess of 290 mph.

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.

Tahmouress Sadeghi is a Ph.D. scholar in computer and electrical engineering offering aviation consultancy services.

Synthetics diminished the great powers' need for strategic raw materials by offering substitutes. Aviation, cryptography, radio, and satellites, meanwhile, enabled those powers to run secure transportation and communication networks without worrying about contiguous territorial access. Innovations in medicine and engineering - such as DDT, antimalarials, plastic-based packaging, and "world-proofed" electronic equipment - further reduced the need for territorial control. They allowed objects and humans to safely travel to hostile terrains, meaning that colonizers didn't have to soften the ground beforehand. Standardization, similarly, made foreign places more accessible. (Page 314, 315)

Glenn Hammond Curtiss was a bicycle enthusiast before he started building motorcycles. Although he only attended grammar school to the 8th grade, his interests motivated him to move on to greater things. In 1904, as a self-taught engineer, he began to manufacture engines for airships. During this time, Curtiss became known for having won a number of international air races and for making the first long-distance flight in the United States. On September 30, 1907, Curtiss was invited to join a non-profit pioneering research program named the “Aerial Experimental Association,” founded under the leadership of Dr. Alexander Graham Bell, to develop flying machines. The organization was established having a fixed time period, which ended in March of 1909. During this time, the members produced several different aircraft in a cooperative, rather than a competitive, spirit.

Those familiar with the research of Tesla in the early 20th Century will quickly realize that this is tantamount to stating that the B 2 is able to function as an antigravity aircraft. Aviation Week obtained their information about the B 2 from a small group of renegade west coast scientists and engineers who were formerly

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.

In September 1999, the Department of Justice succeeded in denaturalizing 63 participants in Nazi acts of persecution; and in removing 52 such individuals from this country. This appears to be but a small portion of those who actually were brought here by our own government. A 1999 report to the Senate and the House said "that between 1945 and 1955, 765 scientists, engineers, and technicians were brought to the United States under Overcast, Paperclip, and similar programs. It has been estimated that at least half, and perhaps as many as 80 percent of all the imported specialists were former Nazi Party members." A number of these scientist were recruited to work for the Air Force's School of Aviation Medicine (SAM) at Brooks Air Force Base in Texas, where dozens of human radiation experiments were conducted during the Cold War. Among them were flash-blindness studies in connection with atomic weapons tests and data gathering for total-body irradiation studies conducted in Houston. The experiments for which Nazi investigators were tried included many related to aviation research. Hubertus Strughold, called "the father of space medicine," had a long career at the SAM, including the recruitment of other Paperclip scientists in Germany. On September 24, 1995 the Jewish Telegraphic Agency reported that as head of Nazi Germany's Air Force Institute for Aviation Medicine, Strughold particpated in a 1942 conference that discussed "experiments" on human beings. The experiments included subjecting Dachau concentration camp inmates to torture and death. The Edgewood Arsenal of the Army's Chemical Corps as well as other military research sites recruited these scientists with backgrounds in aeromedicine, radiobiology, and opthamology. Edgewood Arsenal, Maryland ended up conducting experiments on more than seven thousand American soldiers. Using Auschwitz experiments as a guide, they conducted the same type of poison gas experiments that had been done in the secret I.G. Farben laboratories.

A few years ago, I led an expedition to return to Mount Everest, the mountain I had climbed aged 23, a mountain where I had risked everything and survived - just. I had always held a secret dream to return and attempt to fly over the mountain in a small one-man paramotor - like a paraglider, only with a backpack engine strapped to your body. At the time, the highest altitude that one had been flown was around 17,000 feet (5,180 metres). But being an enthusiast (and an optimist!), I reckoned we shouldn’t just aim to break the record by a few feet, I thought we should go as high as it was possible to go, and in my mind that meant flying over the height of Mount Everest. This in turn meant we needed to build a machine capable of flying to over 29,000 feet (8,840 metres). Most of the people we spoke to about this thought a) we were crazy, and b) it was technically impossible. What those naysayers hadn’t factored in was the power of yes, and specifically the ability to build a team capable of such a mission. This meant harnessing the brilliance of my good friend Gilo Cardozo, a paramotor engineer, a born enthusiast, and a man who loves to break the rules - and to say yes. Gilo was - and is - an absolute genius aviation engineer who spends all his time in his factory, designing and testing crazy bits of machinery. When people told us that our oxygen would freeze up in minus 70°, or that at extreme altitudes we would need such a heavy engine to power the machine that it would be impossible to take off, or that even if we managed to do it, we would break our legs landing at such speed, Gilo’s response was: ‘Oh, it’ll be great. Leave it with me.’ No matter what the obstacle, no matter what the ‘problem’, Gilo always said, ‘We can do this.’ And after months in his workshop, he did eventually build the machine that took us above the height of Everest. He beat the naysayers, he built the impossible and by the Grace of God we pulled it off - oh, and in the process we raised over $2.5 million for children’s charities around the world. You see, dreams can come true if you stick to them and think big. So say yes - you never know where it will lead. And there are few limits to how high you just might soar.

Tom Sadeghi is one such aviation consultant who has a doctoral degree in computer and electrical engineering from Rensselaer Polytechnic Institute.

Tom Sadeghi is one such aviation consultant who has a doctoral degree in computer and electrical engineering from Rensselaer Polytechnic Institute. He has seven years of academic experience in addition to 18 years of experience in aerospace defense industries.