Aviation Pilots Quotes

Most helmsmen would’ve been satisfied with a pilot’s wheel or a tiller. Leo had also installed a keyboard, monitor, aviation controls from a Learjet, a dubstep soundboard, and motion-control sensors from a Nintendo Wii. He could turn the ship by pulling on the throttle, fire weapons by sampling an album, or raise sails by shaking his Wii controllers really fast. Even by demigod standards, Leo was seriously ADHD.

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.

In referance to flying through thunderstorms; "A pilot may earn his full pay for that year in less than two minutes. At the time of incident he would gladly return the entire amount for the privilege of being elsewhere.

On the stern quarterdeck, Leo rushed around like a madman, checking his gauges and wrestling levers. Most helmsmen would've been satisfied with a pilot's wheel of a tiller. Leo had also installed a keyboard, monitor, aviation controls from a Learjet, a dubstep soundboard, and motion-control sensors from a Nintendo Wii. He could turn the ship by pulling the throttle, fire weapons by sampling an album, or raise sails by shaking his Wii controllers really fast. Even by demigod standards, Leo was seriously ADHD.

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

The only characteristic all airliners share is that upon proper urging they are normally capable of leaving the earth's surface.

UFOs are real, physical objects; they remain unexplained; they can be an aviation safety hazard; our government routinely ignores them, disrespecting expert witnesses and issuing false explanations;

Who was this woman before me, her face imprinted with the expectations of others? I was Mom. I was Wife. I was Tragedy. I was Pilot. They all were me, and I, them. That was a fate we could not escape, we women; we would always be called upon by others in a way men simply never were. But weren't we always, first and foremost -- woman? Wasn't there strength in that, victory, clarity -- in all the stages of a woman's life?

He remembered a pilot telling him once, 'They pay us a hundred thousand dollars or more a year, Brian, and they really do it for just one reason. They know that in almost every pilot's career, there are thirty or forty seconds when he might actually make a difference. They pay us not to freeze when those seconds finally come.

A great example of Guiding Structure is the “Sterile Cockpit Rule” that the Federal Aviation Administration (FAA) instituted in 1981. Most airline accidents happen below ten thousand feet, where distractions can be deadly. Above ten thousand feet, pilots can talk about anything they want, but below ten thousand feet, the only discussion permitted is about information directly related to the flight in progress. By eliminating distractions, the Sterile Cockpit Rule reduces errors and accidents.

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!

People who aren't afraid to live aren't afraid to die.

Anyone can do the job when things are going right. In this business we play for keeps.

Making the right decision, without the impedance of emotion seems to be one of the big keys to survival.

Pretending that danger does not exist is the best way to ensure our demise.

Flying a helicopter is like flying a magic carpet. It’s the most fun in all aviation.

There's a joke in the aviation industry that the ideal aircrew in today's modern aircraft would be comprised of a man and a dog. The dog is there to bite the man if he so much as tries to touch the controls, and the pilot's one remaining job is to feed the dog!

After a trip to Japan Mitchell famously predicted that the next war would be fought in the Pacific after a Japanese sneak attack on a Sunday morning in Hawaii. Eddie Rickenbacker, who had served as Mitchell’s driver before becoming an ace combat pilot, wryly quipped that “the only people who paid any attention to him were the Japanese.” Most

...I stand looking at the aircraft, trying in vain to remember all the theoretical lore which i was supposed to have absorbed in school. The effort is discouraging.

You can be crazy without being stupid.

Thrust, in aviation terms, usually is a vector of energy applied in the opposite direction of the aircraft’s motion.

Burn brightly, But don’t burn out.

It is a matter of risk versus payoff. An adventurous person is said to be one who is less afraid of dying than of not living.

I avoid traveling on budget airlines.

Aircraft

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

Amelia Earhart is the inverse Helen Keller of aviation. Nobody has seen or heard from her since her last flight, so she was such a bad pilot she turned the whole world blind and deaf.

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.

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

A very physically strong pilot under a radical parachute is capable of actually getting directly above the canopy in flight. Errors in judgment and or timing in such maneuvers can result in the pilot falling into the canopy. Speaking from personal experience, you don’t want to experience this…

And because I had the latest advanced mathematical training, I was given the job of analyzing the retractable landing gear for Jimmy Doolittle’s Lockheed Orion 9-D, a modification of the basic Orion. That was my first contact with any of the famous early aviators who would frequent the Lockheed plant. Others included Amelia Earhart, Wiley Post, Sir Charles Kingsford-Smith, and Roscoe Turner. Doolittle, of course, was an early record-setting pilot, both military and civilian, with a master’s degree and doctorate in science from M.I.T. Then he was flying for Shell Oil Company, landing in out-of-the-way fields, cow pastures, and other unprepared strips.

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.

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

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.

45 Bistro Restaurant, East Broughton Street, Savannah, Georgia The Gulfstream Corporate Weekly Dinner was being held at 45 Bistro this week, and the usual gang from Customer Service and Marketing always hosted a splendid meal.  Aircrew from all over the world flew into Savannah, Georgia for semi-annual training, as did new owners, technicians, and anyone else affiliated with Gulfstream for the week.  It was their special night out, all expenses paid, to show their appreciation for the business they gave Gulfstream. 

The flare is undoubtedly one place where aviation science and art frequently speak a different language. Even for the most experienced pilot, the judgement call of when to transition into the landing manoeuvre can be misjudged. It is a skill that only comes with practice and a right of passage that all students must endure along their journey. However, just as precision in parking a car improves with time and familiarity, the visual cues will begin to establish themselves in the pilot’s mind’s eye with greater exposure.

I have spent my entire adult life studying safety practices in adventure sports, and have concluded that the primary problem is that we are in fact the generation least prepared to engage high-risk situations. We have grown up in a society that lives far from “the edge”. We watch life as spectators, more than as participants. We then go out and buy the gear that some website says is necessary, and we are surprised when we get hurt. We are a generation of naïve dreamers, who awaken occasionally to dare our fate in the real world.

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.

Combat had its own infinite series of tests, and one of the greatest sins was “chattering” or “jabbering” on the radio. The combat frequency was to be kept clear of all but strategically essential messages, and all unenlightening comments were regarded as evidence of funk, of the wrong stuff. A Navy pilot (in legend, at any rate) began shouting, “I’ve got a MiG at zero! A MiG at zero!”—meaning that it had maneuvered in behind him and was locked in on his tail. An irritated voice cut in and said, “Shut up and die like an aviator.” One had to be a Navy pilot to appreciate the final nuance. A good Navy pilot was a real aviator; in the Air Force they merely had pilots and not precisely the proper stuff.

To my children, I was just Mom. That was all. And before that, I had been Charles’s wife, the bereaved mother of the slain child. That was all. But before that, I had been a pilot. An adventurer. I had broken records—but I had forgotten about them. I had steered aircraft—but I didn’t think I would know how to, anymore. I had soared across the sky, every bit as daring as Lucky Lindy himself, the one person in the world who could keep up with him. Yet motherhood had brought me down to earth with a thud, and kept me there with tentacles made of diapers and tears and lullabies and phone calls and car pools and the sticky residue of hair spray and Barbasol all over the bathroom counter. Would I ever be able to soar again? Would I ever have the courage? Did any woman? Or did we exist only as others saw us?

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.

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

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

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.

Ellen Kwame Corkrum is a U.S. military Black Hawk assault helicopter pilot, who previously served as an officer in the United States Army and as a commercial pilot.

Emily immediately saw a woman’s purse on the table, then saw the bed was messed up and slept in, as well. Her emotions were now off the charts, and the ground on which she was standing on fell out. No, Ford, no, she thought to herself. They both opened the bathroom door. “Aw, man! Dude! Call 911!” Mark said loudly, as Emily gasped.

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.

Zero percent? Zero percent?” Chen said loudly to himself, rapidly sober. “Who are these two bastards then? Where are the real pilots, and where is my aircraft?” Chen slammed his hand down on the metal desk, and the booming sound reverberated throughout the hangar. Maintainers looked in the office direction once again but kept repairing Black Scorpion’s left wing.

thought. Wonder who

WE CANNOT CHOOSE OUR EXTERNAL CIRCUMSTANCES, BUT WE CAN ALWAYS CHOOSE HOW WE RESPOND TO THEM.” -EPICTETUS, AD 50 – 135 Lawrence A. Colby, The Black Scorpion Pilot, Release: December 1, 2018

This is my favorite part of writing a book. It takes so many people to make the magic happen, and without all of you, I couldn’t get it done. Thank you to my pilot friends for looking over stuff for accuracy. You guys so love to talk planes; it’s a blast to do my research. Thanks to Stephy for

NASA had convened a conference to explore the benefit of a new kind of training: Crew Resource Management. The primary focus was on communication. First officers were taught assertiveness procedures. The mnemonic that has been used to improve the assertiveness of junior members of the crew in aviation is called P.A.C.E. (Probe, Alert, Challenge, Emergency).* Captains, who for years had been regarded as big chiefs, were taught to listen, acknowledge instructions, and clarify ambiguity. The time perception problem was tackled through a more structured division of responsibilities. Checklists, already in operation, were expanded and improved. The checklists have been established as a means of preventing oversights in the face of complexity. But they also flatten the hierarchy. When pilots and co-pilots talk to each other, introduce themselves, and go over the checklist, they open channels of communication. It makes it more likely the junior partner will speak up in an emergency. This solves the so-called activation problem. Various versions of the new training methods were immediately trialed in simulators. At each stage, the new ideas were challenged, rigorously tested, and examined at their limits. The most effective proposals were then rapidly integrated into airlines around the world. After a terrible set of accidents in the 1970s, the rate of crashes began to decline.

practice is about harnessing the benefits of learning from failure while reducing its cost. It is better to fail in practice in preparation for the big stage than on the big stage itself. This is true of organizations, too, that conduct pilot schemes (and in the case of aviation and other safety-critical industries test ideas in simulators) in order to learn, before rolling out new ideas or procedures. The more we can fail in practice, the more we can learn, enabling us to succeed when it really matters. But even if we practice diligently, we will still endure real-world failure from time to time. And it is often in these circumstances, when failure is most threatening to our ego, that we need to learn most of all. Practice is not a substitute for learning from real-world failure; it is complementary to it. They are, in many ways, two sides of the same coin.

The Wright Brothers lifted off in 1903,” he says, “but by 1908, only ten pilots had ever flown. Then they traveled to Europe to demonstrate their aircraft and inspired everyone. The aviation world changed overnight. Inventors began to realize, ‘Hey, I can do that!’ Between 1909 and 1912, thousands of pilots and hundreds of aircraft types were created in thirty-one countries.

To my children, I was just Mom. That was all. And before that, I had been Charles’s wife, the bereaved mother of the slain child. That was all. But before that, I had been a pilot. An adventurer. I had broken records—but I had forgotten about them. I had steered aircraft—but I didn’t think I would know how to, anymore. I had soared across the sky, every bit as daring as Lucky Lindy himself, the one person in the world who could keep up with him. Yet motherhood had brought me down to earth with a thud, and kept me there with tentacles made of diapers and tears and lullabies and phone calls and car pools and the sticky residue of hair spray and Barbasol all over the bathroom counter. Would I ever be able to soar again?

After January 1, 1959, the Castro Revolution changed the way business was done in Cuba. Abruptly, supplies for Cubana were no longer available, most routes were altered or suspended, and many of the pilots deserted their jobs or were exiled. In May of 1960, the new Castro administration merged all of the existing Cuban airlines and nationalized them under a drastically restructured Cubana management. At the time, many of Cubana’s experienced personnel took advantage of their foreign connections, and left for employment with other airlines. During the Bay of Pigs Invasion in April of 1961, two of the remaining Cubana DC-3’s were destroyed in the selective bombing of Cuba’s airports. Actually the only civil aviation airport that was proven to be bombed was the Antonio Maceo Airport in Santiago de Cuba. During the following years, the number of hijackings increased and some aircraft were abandoned at American airports, as the flight crews sought asylum in the United States. This corporate instability, as well as political unrest, resulted in a drastic reduction of passengers willing to fly with Cubana. Of course, this resulted in a severe reduction in revenue, making the airline less competitive. The Castro régime reacted by blaming the CIA for many of Cubana’s problems. However, slowly, except to the United States, most of the scheduled flights were restored. Not being able to replace their aging fleet with American manufactured aircraft, they turned to the Soviet Union. Currently Cubana’s fleet includes Ukrainian designed and built Antonov An-148’s and An-158’s. The Cubana fleet also has Soviet designed and built Illyushin II-96’s and Tupolev TU-204’s built in Kazan, Russia. Despite daunting difficulties, primarily due to the United States’ imposed embargo and the lack of sufficient assistance from Canada, efforts to expand and improve operations during the 1990’s proved successful. “AeroCaribbean” originally named “Empresa Aero” was established in 1982 to serve as Cuba’s domestic airline. It also supported Cubana’s operations and undertook its maintenance. Today Cubana’s scheduled service includes many Caribbean, European, South and Central American destinations. In North America, the airline flies to Mexico and Canada. With Cuban tourism increasing, Cubana has positioned itself to be relatively competitive. However much depends on Cuba’s future relations with the United States. The embargo imposed in February of 1962 continues and is the longest on record. However, Cubana has continued to expand, helping to make Cuba one of the most important tourist destinations in Latin America. A little known fact is that although Cubana, as expected, is wholly owned by the Cuban government, the other Cuban airlines are technically not. Instead, they are held, operated and maintained by the Cuban military, having been created by Raúl Castro during his tenure as the Minister of the Revolutionary Armed Forces.

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.

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….

The problem is not that the information doesn’t exist; rather, it is the way it is formatted. As Atul Gawande, a doctor and author, puts it: The reason . . . is not usually laziness or unwillingness. The reason is more often that the necessary knowledge has not been translated into a simple, usable and systematic form. If the only thing people did in aviation was issue dense, pages-long bulletins . . . it would be like subjecting pilots to the same deluge of almost 700,000 medical journal articles per year that clinicians must contend with. The information would be unmanageable. Instead . . . crash investigators [distill] the information into its practical essence.30

there are old pilots, and bold pilots, but no old and bold pilots

The most dangerous bird is a fighter pilot.

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

The difference between aviation and health care is sometimes couched in the language of incentives. When pilots make mistakes, it results in their own deaths. When a doctor makes a mistake, it results in the death of someone else. That is why pilots are better motivated than doctors to reduce mistakes.

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.

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...I stand looking at the aircraft, trying in vain to remember all the theoretical lore which i was supposed to have absorbed in school. the effort is discouraging.

When I worked on the 13,796 feet very high altitude summit of Mauna Kea we were advised to only use the medical oxygen after the daily headaches appeared and that just 15 minutes use was all that was needed to clear up the headaches for a while before we would need it again. We were not advised to use medical oxygen continuously as the Federal Aviation Regulations advises pilots to do. We were not advised to use pulse oximeters to monitor our blood oxygen levels or that the company medical oxygen should have been routinely administered only with our doctors prescription.

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There is only one unsolved case of hijacking in US aviation history - that of DB Cooper. A man, actually going by the name of Dan Cooper (it was later reported incorrectly by the media) bought a one-way ticket for flight 305 between Portland International Airport and Seattle, Washington. Shortly after take-off, Cooper whispered to an air stewardess to take a note from him, and that he had a bomb. The note requested she sit next to him and that he was hijacking the place. She did as told, and with some trepidation asked to see the bomb. Cooper opened up his briefcase enough the stewardess to see eight red cylinders in two rows. He gave her his demands - $200,000, four parachutes (two main and two reserve) and a fuel truck standing by in Seattle to refuel the aircraft as soon as it landed. This was communicated to the pilot, who in turn made the authorities aware of the situation. When the plane landed in Seattle, Cooper let all of the passengers go in exchange for the money, which the FBI had quickly assembled from nearby banks. As the plane was being refuelled, Cooper discussed his intended flight plan with the cockpit crew; he made a number of requests about altitude, direction, and even the position of the aircraft’s wing flaps. He also requested that the aircraft take off with the rear staircase deployed, however the captain refused - yet Cooper said he would lower it himself once they were airborne. Eventually, the aircraft took off, Cooper politely asked the remaining flight steward to join the crew in the cockpit and close the door. He did so, and at around 8pm the pilot saw the warning sign that the rear stairs had been lowered, and he and the rest of the crew felt a change in air pressure, indicating that the rear door had been opened. Dan Cooper - or whoever he was - had parachuted out with the money. He has never been found, and no additional information about the case have ever since come to light!

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.

The Wright Brothers lifted off in 1903,” he says, “but by 1908, only ten pilots had ever flown. Then they traveled to Europe to demonstrate their aircraft and inspired everyone. The aviation world changed overnight. Inventors began to realize, ‘Hey, I can do that!’ Between 1909 and 1912, thousands of pilots and hundreds of aircraft types were created in thirty-one countries. Entrepreneurs, not governments, drove this development, and a $50 million aviation industry was created.

Some has been written about the reaction of our forces to the bombing of the “highway to death.” The criticism revolves around the lack of apparent remorse or guilt, and perhaps even bloodlust, at bombing the relatively easy targets. Everybody reacts to the stress of war and life and death decisions differently, and to narrow the image one would construct of an individual to his reaction immediately following the events of any battle is superficial and simplistic. Naval aviators are a strange mix of people—utterly homogeneous in certain respects, particularly to the casual observer, and radically different in their core and substance. Very few naval aviators show honest emotion easily; they’re not supposed to fracture the military bearing that has been instilled in them through years of training and detached experience under the stress of carrier aviation. Anger is the easiest emotion to display because it is the natural, instinctual outlet for stress and fear. But even expressions of anger might be as diverse in their reaction to a common event as physical violence or the mere raising of a voice. Most emotion comes out at the officers’ club, or on liberty in a foreign port, where the beer either softens or heightens aviators’ feelings to the edges of their flexibility, which often is not very far. Virtually all naval aviators are college graduates—some from state colleges, some from the Naval Academy, even a few Ivy Leaguers. This is their greatest obvious commonality—a college degree and mutual survival of the weeding-out process to get where they are in the navy. Many are religious, many are not, and the greatest of the values shared by the men is a trust in their comrades, a dedication to their country, and an absolute focus on their mission. It is exceedingly difficult most times for an outsider to register where a naval aviator is “coming from.” The uniform, the haircut, and the navy-speak contribute enormously to the building of a stereotype. So do the mannerisms of each individual; some express the control of emotion in reserved stoicism, others in an outburst of emotional release through inappropriate laughter or anger. Still others never express emotion at all. But the emotion is there, it has to be; despite years of training and desensitizing to hide the race of the heart and the sickening chill in the stomach, anyone who has landed on an aircraft carrier, never mind fought in a war, knows what fear and exhilarating intensity are.

We lived in and out of our flight bags, they being our true and only home. Thus, if we were not actually flying or sleeping, we were often lonely and at a loss to occupy ourselves.

Agustín Parlá Orduña was among the early Cuban aviation aces. He was born in Key West, Florida, on October 10, 1887, and received his early education there. After Cuba was liberated from Spain, the family returned to Havana, where he continued his education. On April 20, 1912, he received his pilot’s license at the Curtiss School of Aviation in Miami. On July 5, 1913, when the Cuban Army Air Corps was formed, Agustín Parlá was commissioned as a captain in the Cuban Armed Forces. 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 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 elevator were broken. On May 19, 1913, 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, where sailors rescued him from his seaplane.

Hush.  I just read a report from the 82nd Reconnaissance Squadron from Kadena.  A RIVET JOINT crew that was doing collection on China a few hours ago, flying off North Korea over the water.  They intercepted a Chinese flight crew putting down their gear.”      “So what?” exclaimed Robert.

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

The reason . . . is not usually laziness or unwillingness. The reason is more often that the necessary knowledge has not been translated into a simple, usable and systematic form. If the only thing people did in aviation was issue dense, pages-long bulletins . . . it would be like subjecting pilots to the same deluge of almost 700,000 medical journal articles per year that clinicians must contend with. The information would be unmanageable. Instead . . . crash investigators [distill] the information into its practical essence.30

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The doctor and nurse met in the hallway before going to the nurse’s station to verify some of the results on the computer screen.  The doctor wanted to see the results of the blood work and CAT scan to see what they had.  His gut was telling him the diagnosis, nearly screaming what it was, but he needed to verify and line up the facts first.       “Let me see his blood work,” the doctor told the nurse. 

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.

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

And before that, I had been Charles’s wife, the bereaved mother of the slain child. That was all. But before that, I had been a pilot. An adventurer. I had broken records—but I had forgotten about them. I had steered aircraft—but I didn’t think I would know how to, anymore. I had soared across the sky, every bit as daring as Lucky Lindy himself, the one person in the world who could keep up with him. Yet motherhood had brought me down to earth with a thud, and kept me there with tentacles made of diapers and tears and lullabies and phone calls and car pools and the sticky residue of hair spray and Barbasol all over the bathroom counter. Would I ever be able to soar again?

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

Who was this woman before me, her face imprinted with the expectations of others? I was Mom. I was Wife. I was Tragedy. I was Pilot. They all were me, and I, them. That was a fate we could not escape, we women; we would always be called upon by others in a way men simply never were. But weren’t we always, first and foremost—woman? Wasn’t there strength in that, victory, clarity—in all the stages of a woman’s life? The Shells. That was the first title I imagined for a series of essays, the ideas of which I had had, in the back of my mind, for a few years now. I had played with the idea of comparing the stages of a woman’s life with different shells; the Moon shell, the Double Sunrise, the Argonauta, a few others. Each perfect, each different, each serving

Leo rushed around like a madman, checking his gauges and wrestling levers. Most helmsmen would’ve been satisfied with a pilot’s wheel or a tiller. Leo had also installed a keyboard, monitor, aviation controls from a Learjet, a dubstep soundboard, and motion-control sensors from a Nintendo Wii.

A Navy pilot (in legend, at any rate) began shouting, “I’ve got a MiG at zero! A MiG at zero!”—meaning that it had maneuvered in behind him and was locked in on his tail. An irritated voice cut in and said, “Shut up and die like an aviator.

Bryce Almus, 32, is the VP of Acquisitions at Almus Capital and founded Almus Private Aviation. He’s a skilled commercial pilot, flight instructor, and member of MENSA, YPO, and AOPA. Bryce’s interests include classic car racing, photography, movies, and pickleball. He enjoys his Lake Michigan beach house and continually seeks new investment prospects.

then he apologised to everyone over the loudspeaker, told them his co-pilot was a bit distracting and not overly-attentive in the aviation arena.

Flight route is a path in the sky. Not visible to the eye, but known by the pilot. Never let who can't see your path, judge your route.

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.

I realize this is your first time in Kano, so let me tell you some tips for long life. It’s a good idea to locate a removable ceiling tile so you can hide in the space between floors in case we’re attacked.

Le 25 août [1944] la Roumanie déclara la guerre à l’Allemagne ! Nous aurions été heureux de sortir dans les rues pour chanter notre joie, sauf que le même jour l’armée roumaine commença à mener des combats acharnés pour nettoyer la capitale des forces nazies, alors que l’aviation allemande lançait des attaques sauvages contre des objectifs civils dans la capitale. Comme les Stukas décollaient d’un aéroport très proche de la ville, les bombes tombaient sur nous avant que les sirènes aient le temps de nous alerter. Des centaines de bâtiments furent détruits, parmi lesquels le Théâtre national, l’Opéra, l’aile neuve du Palais royal, le Palais des téléphones, mais aussi des églises, des ministères, des hôtels et des usines. Mais une chose est sûre : où que je me fusse trouvé durant ces bombardements, chez moi ou au lycée, je ne mis pas le nez dehors pour « admirer » les plongées en piqué des Stukas, ou pour me délecter de leurs sirènes terrifiantes. L’idée de me faire tuer par les pilotes de la Luftwaffe alors que la défaite d’Hitler n’était plus en doute ne m’enchantait guère.

A superior pilot uses his superior judgement to avoid situations which require the use of his superior skill” Frank Borman

This is at the heart of the professional pilot’s eternal conflict,” writes Wilkinson in a comment to the November Oscar case. “Into one ear the airlines lecture, “Never break regulations. Never take a chance. Never ignore written procedures. Never compromise safety.” Yet in the other they whisper, “Don’t cost us time. Don’t waste our money. Get your passengers to their destination—don’t find reasons why you can’t.

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

We need leaders, not corporate types who think managing is leading.

Whether in aviation, mountain climbing or other high-risk scenarios, several factors can predispose individuals to lose situational awareness. Broadly, these factors are environmental, psychological and physiological.

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As a flight instructor, I found that most student pilots have no business being in or anywhere near an airplane. It’s just not for everyone, and the number who actually complete flight school is a very small percentage of those who start. Not all of my students were bad, though. There were a few good ones that showed up on time, read the materials they were assigned, and were teachable.