Aviation Mechanic Quotes

The fact that a cloud from a minor volcanic eruption in Iceland—a small disturbance in the complex mechanism of life on the Earth—can bring to a standstill the aerial traffic over an entire continent is a reminder of how, with all its power to transform nature, humankind remains just another species on the planet Earth.

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.

Not only in peasant homes, but also in city skyscrapers, there lives alongside the twentieth century the thirteenth. A hundred million people use electricity and still believe in the magic powers of signs and exorcisms. Movie stars go to mediums. Aviators who pilot miraculous mechanisms created by man's genius wear amulets on their sweaters. What inexhaustible reserves they possess of darkness, ignorance and savagery!

At seven p.m., hope is sparked again when some new chirpy airline employee announces that a new plane without that nasty mechanical problem - the aviation of the clap - will arrive around 9 o'clock. Apparently, the old plane would now be used as a decoy plane so that when a plane wasn't available it could be loaded with passengers who could sit there thinking that they would be leaving in fifteen minutes.

I didn't sleep that night. I cried. I wasn't frightened for myself; I was indignant; it was the wickedness of it that broke me. The war came to an end and I went home. I'd always been keen on mechanics, and if there was nothing doing in aviation, I'd intended to get into an automobile factory. I'd been wounded and had to take it easy for a while. Then they wanted me to go to work. I couldn't do the sort of work they wanted me to do. It seemed futile. I'd had a lot of time to think. I kept on asking myself what life was for. After all it was only by luck that I was alive; I wanted to make something of my life, but I didn't know what. I'd never thought much about God. I began to think about Him now. I couldn't understand why there was evil in the world. I knew I was very ignorant; I didn't know anyone I could turn to and I wanted to learn, so I began to read at haphazard.

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.

Fascism has opened up the depths of society for politics. Today, not only in peasant homes but also in city skyscrapers, there lives alongside of the twentieth century the tenth or thirteenth. A hundred million people us electricity and still believe in the magic power of signs and exorcisms. The Pope of Rome broadcasts over the radio about the miraculous transformation of water into wine. Movie stars go to mediums. Aviators who pilot miraculous mechanisms created by man’s genius wear amulets on their sweaters. What inexhaustible reserves they possess of darkness, ignorance and savagery! Despair has raised them to their feet, fascism has given them a ganner. Everything that should have been eliminated from the national organism in the form of cultural excrement in the course of normal development of society has now come gushing out from the throat; capitalist society is puking up the undigested barbarism. Such is the physiology of National Socialism.

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.

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.

Zeke, having plenty of wisdom and seeing just about everything through the years, was pretty crusty among the junior pilots. His legendary tough attitude in the face of rules made the young guys laugh. Hard. Often seen in the hangar on the catwalk checking out the mechanics turning wrenches, he’d have a cigarette in his mouth in an area full of fuel. Zeke knew the flashpoint was so high that he’d never start a fire, so he routinely ignored the “No Smoking” signs.

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

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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.

On the Right between the duke and the peasant are all kinds of landowners and farmers, all artists and craftsmen, soldiers, sailors, clergymen and musicians. On the Left side are business men, stockbrokers, bankers, exporters, all men whose sole reason for working is to make money, and also mechanics and aviators. We on the Right cannot make money. When we have it, it has only come to us as an accident following on our work, or from luck. There are those whose place is on the right of the pale but who express the ideas of the Left. They are traitors.

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.

Beside the camouflaged hangar two great horns, seeming to be enlarged megaphones, pointed toward the sky. Little wires ran from their points to telephone receivers strapped on the ears of intently listening men. They were microphones to detect the first sound of the musical humming of the black flyer. Teddy and Davis were be-furred and goggled, but had pushed up their goggles to take powerful glasses and scan the sky eagerly for a sight of their enemy. Mechanics stood ready at the propellers of the hidden fighting plane, prepared to spin the motors into roaring life the instant the two aviators had settled in their seats. From before the wide doors of the concealed hangar a broad expanse of beach ran smoothly down to the ocean. The little boat tossed and rolled. The men at the microphones listened intently. The others searched the sky. Straight down from a wisp of golden cloud a slim black speck fell toward the earth. At first, so high was it, even

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

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

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