Boeing Quotes

By the time you finish reading this sentence, a Boeing jetliner will take off or land somewhere in the world.

It was as if Boeing built one plane and, without doing a single flight test, told airline passengers, “Hop aboard.

La verdad, es que en el fondo soy un fatalista. Si a uno le llega la hora, da lo mismo un Boeing que la puntual maceta que se derrumba sobre uno desde un séptimo piso

A junkyard contains all the bits and pieces of a Boeing 747, dismembered and in disarray. A whirlwind happens to blow through the yard. What is the chance that after its passage a fully assembled 747, ready to fly, will be found standing there? So small as to be negligible, even if a tornado were to blow through enough junkyards to fill the whole Universe.

British astronomer Fred Hoyle said something to this effect: That believing in Darwin's theoretical mechanisms of evolution was like believing that a hurricane could blow through a junkyard and build a Boeing 747

Here’s an image that sticks: imagine a loaded Boeing 747 crashing every three days, killing everyone aboard. That’s how many people die on U.S. highways every year.

Indian nationalists and the government seem to believe that they can fortify their idea of a resurgent India with a combination of bullying and Boeing airplanes. But they don’t understand the subversive strength of warm boiled eggs.

Montagues and Capulets, French and English, Whig and Tory, Airbus and Boeing, Pepsi and Coke, Serb and Muslim, Christian and Saracen – we are irredeemably tribal creatures. The neighbouring or rival group, however defined, is automatically an enemy. Argentinians and Chileans hate each other because there is nobody else nearby to hate.

In nature, waste does not exist. There is only production and consumption; there is only creation and utilization. Everything that's produced is efficiently consumed. Everything that's created is efficiently utilized. And this cyclicality results in growth and in profit. The same should be true of each business, and the same should be true of an economy.

This is the plan. We’re getting her tonight?” G asked Boe as he looked at the coke that Boe had laced with heroin.

Is that where you took care of him? In a restroom?" "No. I walked him out to the runway and threw him in front of a Boeing.

However statistically improbable the entity you seek to explain by invoking a designer, the designer himself has got to be at least as improbable. God is the Ultimate Boeing 747.

He loved who he was: Randolph Carter, master dreamer, adventurer. To him, she had been landscape, an articulate crag he could ascend, a face to put to his place. When were women ever anything but footnotes to men's tales?

She had never met a woman from the waking world. Once she asked Carter about it. "Women don't dream large dreams," he had said, dismissively. "It is all babies and housework. Tiny dreams." Men said stupid things all the time, and it was perhaps no surprise that men of the waking world might do so as well, yes she was disappointed in Carter.

When we finally left the storms of the Midwest behind us, I turned to the man beside me, a Boeing engineer, and asked him if he had been afraid. “No. I’ve already been there.” It was a strange answer. He explained that he had been clinically dead as a youth, crushed beneath a car after he and several friends had hit a utility pole. “I watched from somewhere up above and saw the troopers lift the car off someone. Then I saw that it was me lying there. I wasn’t afraid, and I didn’t feel any pain—not until I woke up in the hospital three days later. Since then, I’ve known that the soul doesn’t die, only the body, and I’ve never been afraid.” I

In 1979, for example, Microsoft gave Boeing Commercial Airplane Co. the right to buy any Microsoft product for $50 per copy, until the end of time. Today most Microsoft applications sell in the $300 to $500 range, ten years from now they may cost thousands each.

That night and for years afterward, she had envisioned another dream land, built from the imaginings of powerful women dreamers. Perhaps it would have fewer gods, she thought as she watched the moon vanish over the horizon, leaving her in the darkness of the ninety-seven stars.

Some people change the world. And some people change the people who change the world, and that's you.

But Musk, as always, feared complacency. Unless he maintained a maniacal sense of urgency, he worried, SpaceX could end up flabby and slow, like Boeing.

during the past 30 years the maximum energy density of batteries has roughly tripled, and even if we were to triple that again densities would still be well below 3,000 Wh/kg in 2050—falling far short of taking a wide-body plane from New York to Tokyo or from Paris to Singapore, something we have been doing daily for decades with kerosene-fueled Boeings and Airbuses.

The really dramatic growth happens when a startup only has three of four people, so only three or four people see that, whereas tens of thousands see business as it's practiced by Boeing or Philip Morris.

Reon Atescre of Sona Nyl had been slim and laughing-eyed, a lighthearted, fearless man who was not attracted to women, seeing her for what she was and not what he wanted her to be, and therefore an easy companion to her.

Remember, there are infinite stories about separation. By infinite stories, that is to say that there is this story, & only this story, told many different ways. Sometimes the hand is not a hand but a sweetheart or a daughter or a house on fire. Anything can be part of oneself & anything can be taken away. Sometimes the truck is a fishing boat or a Boeing 747 or a blocked telephone number. Sometimes the abandoned never makes it free of the forest.

To build the most basic yeast cell, for example, you would have to miniaturize about the same number of components as are found in a Boeing 777 jetliner and fit them into a sphere just five microns across; then somehow you would have to persuade that sphere to reproduce.

And long-distance electricity-powered commercial flight (equivalent to a kerosene-powered Boeing 787 from New York to Tokyo) is the outstanding example of the last category: as we will see, this is an energy conversion that will remain unrealistic for a long time to come.

But he had loved her, or thought he did, and that had brought her, sputtering and gasping, above the surface of his self-regard. The dreamer’s sheen and the power of his passion had for a time attracted her, but in the end she had not wanted a life spent treading water in his story.

When NASA had awarded SpaceX the contract to build a rocket that would take astronauts to the Space Station, it had, on the same day in 2014, given a competing contract, with 40 percent more funding to Boeing. By the time SpaceX succeeded in 2020, Boeing had not even been able to get an unmanned test flight to dock with the station.

It's a pushing age," Churchill wrote his mother as a young man, "and we must shove with the rest." It may well be that Winston Churchill was the greatest pusher in history. His life spanned the final calvary charge of the British Empire, which he witnesses as a young war correspondent in 1898, and ended well into the nuclear age, indeed the space age, both of which he helped usher in. His first trip to America was on a steamship (to be introduces on stage by Mark Twain, no less) and his final one was on a Boeing 707 that flew 500 miles per hour. In between he saw two world wars, the invention of the car, radio, and rock and roll, and countless trials and triumphs.

As a young woman, when she had been beautiful and had worn her hair short and her clothes loose to conceal that fact, she had known all the signs of men and read them well enough that she had been successfully robbed only three times and raped once; but none of those had burned from her the hunger for empty spaces, strange cities, new oceans.

How easy it would be to scare the living wits out of this fucking guy. Kimball is utterly unaware of how truly vacant I am. There is no evidence of animate life in this office, yet still he takes notes. By the time you finish reading this sentence, a Boeing jetliner will take off or land somewhere in the world. I would like a Pilsner Urquell.

for five hours. When he finally got in to see Musk at 8 p.m., Dontchev took the opportunity to unload about how his gung-ho approach wasn’t valued at Boeing. When hiring or promoting, Musk made a point of prioritizing attitude over résumé skills. And his definition of a good attitude was a desire to work maniacally hard. Musk hired Dontchev on the spot.

He’s not from Ulthar. I thought I said: he was special. He’s from the waking world. That’s where he’s taking her.

Remember The Fallen

Some people change the world. And some people change the people who change the world,

He says there are millions of stars, Raba. Millions.

A famous expression goes, “The less people know about how sausages and laws are made, the better they sleep at night.” Our human rights campaign made strange bedfellows with Montana beef farmers, Russian human rights activists, and Boeing airplane salesmen, but by working together it appeared as if we had the strength to overpower any remaining resistance to getting the law passed.

Boeing To Gravity by Stewart Stafford Tumbling down a hill, An upside-down idyll, No time to make a will, If prematurely killed. And as you tumble down, Slowly fades your frown, Falling ankle over crown, Rolling all the way to town. Reach the end with a bump, Sporting that fetching lump, And to your feet, you jump, As excited fists both pump. © Stewart Stafford, 2022. All rights reserved

in the end she had not wanted a life spent treading water in his story. She still did not—and yet she regarded herself in the glass a little ruefully. To have that choice removed by time and age was painful.

The B-29 itself was an awesome weapon, capable of nearly twice the performance of the time-tested B-17 being used in Europe. Built by Boeing, the silver-painted four-engine aircraft was 99 feet long, 27 feet 9 inches high, with a wing span of slightly over 141 feet. Its armament included twelve 50-caliber machine guns and a 20-millimeter cannon in the tail. The B-29 could operate at 38,000 feet and cruise at over 350 miles per hour. It could fly 3,500 miles with four tons of bombs.

In the decade to 2011, the world’s largest oil, metal and agricultural trading houses – Vitol, Glencore and Cargill, respectively – enjoyed a combined net income of $76.3 billion (see table on page 332). That was an astonishing amount of money. It was ten times the profits the traders were generating in the 1990s.16 It was more than either Apple or Coca-Cola made over the same period.17 And it would have been enough money to buy entire titans of corporate America, such as Boeing or Goldman Sachs.18

...new discoveries show that American soldiers used the swastika as their symbol early in World War I, and up to 1941, against Germany. The symbol was used by Americans in the French Escadrille Lafayette, by the 45th Infantry Division, and on Boeing P-12 planes. The discoveries are in the growing body of work by the historian Dr. Rex Curry (author of 'Swastika Secrets'). He has previously shown how socialists in the USA originated the modern swastika as overlapping 'S' letters for 'Socialists' joining together in a utopian 'Socialist Society.

He decided to start with a smaller rocket that would not be too costly. “We’re going to be doing dumb things, but let’s just not do dumb things on a large scale,” he told Cantrell. Instead of launching large payloads, as Lockheed and Boeing did, Musk would create a less expensive rocket for the smaller satellites that were being made possible by advances in microprocessors. He focused on one key metric: what it cost to get each pound of payload into orbit. That goal of maximizing boost for the buck would guide his obsession with increasing the thrust of the engines, reducing the mass of the rockets, and making them reusable.

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

According to Petroski, real knowledge from real failure is the most powerful source of progress we have, provided we have the courage to carefully examine what happened. Perhaps this is why The Boeing Company, one of the largest airplane design and engineering firms in the world, keeps a black book of lessons it has learned from design and engineering failures.[4] Boeing has kept this document since the company was formed, and it uses it to help modern designers learn from past attempts. Any organization that manages to do this not only increases its chances for successful projects, but also helps create an environment that can discuss and confront failure openly, instead of denying and hiding from it. It seems that software developers need to keep black books of their own.

Whenever one of his engineers cited “a requirement” as a reason for doing something, Musk would grill them: Who made that requirement? And answering “The military” or “The legal department” was not good enough. Musk would insist that they know the name of the actual person who made the requirement. “We would talk about how we were going to qualify an engine or certify a fuel tank, and he would ask, ‘Why do we have to do that?’ ” says Tim Buzza, a refugee from Boeing who would become SpaceX’s vice president of launch and testing. “And we would say, ‘There is a military specification that says it’s a requirement.’ And he’d reply, ‘Who wrote that? Why does it make sense?’ ” All requirements should be treated as recommendations, he repeatedly instructed. The only immutable ones were those decreed by the laws of physics.

She hadn't loved Randolph Carter. He had been a man like many, so wrapped and rapt in his own story that there was no room for the world around him except as it served his own tale: the black men of Parg and Kled and Sona Nyl, the gold men of Thorabon and Ophir and Rinar; and all the women invisible everywhere, except when they brought him drinks or sold him food - all walk-on parts in the play that was Randolph Carter, or even wallpaper.

       If this isn't a guidebook, what is it? A book of sermons, perhaps.        I preach that air travel be scaled back, as a start, to the level of twenty years ago, further reductions to be considered after all the Boeing engineers have been retrained as turkey ranchers.        The state Game Department should establish a season on helicopters — fifty-two weeks a year, twenty-four hours a day, no bag limit.        Passenger trains must be restored, as a start, to the service of forty years ago and then improved from there.        The Gypsy Bus System must not be regularized (the government would regulate it to death) but publicized cautiously through the underground.        I would discourage, if not ban, trekking to Everest base camp and flying over the Greenland Icecap. Generally, people should stay home. Forget gaining a little knowledge about a lot and strive to learn about a little.

But, whatever the limitations of the social range of what charter schools have achieved thus far, the implications of their existing achievements can nevertheless be a game-changer in the field of education— to the extent that facts are known and heeded. As an analogy, the initial flight of the Wright brothers' plane was shorter than the wingspan of a Boeing 747, but the implications of what it proved— on however small a scale— reverberated around the world, and changed that world forever. Once it was proved that a machine could lift itself into the air and move forward through the air under its own power, even for a distance not quite as far as from home plate to second base on a baseball diamond,6 that was decisive. How much the scope of that machine could be expanded was an engineering question that only the future could answer. But the scientific question was already answered in that first flight.

All leaders were equal at the conference table, but those from heavyweight countries showed that they were more equal by arriving in big private jets, the British in their VC 10s and Comets, and the Canadians in Boeings. The Australians joined this select group in 1979, after Malcolm Fraser's government purchased a Boeing 707 for the Royal Australian Air Force. Those African presidents whose countries were then better off, like Kenya and Nigeria, also had special aircraft. I wondered why they did not set out to impress the world that they were poor and in dire need of assistance. Our permanent representative at the UN in New York explained that the poorer the country, the bigger the Cadillacs they hired for their leaders. So I made a virtue of arriving by ordinary commercial aircraft, and thus helped preserve Singapore's third World status for many years. However, by the mid-1990s, the World Bank refused to heed our pleas not to reclassify us as a "High Income Developing Country", giving no Brownie points for my frugal travel habits. We lost all the concessions that were given to developing countries.

One reason was that rocket components were subject to hundreds of specifications and requirements mandated by the military and NASA. At big aerospace companies, engineers followed these religiously. Musk did the opposite: he made his engineers question all specifications. This would later become step one in a five-point checklist, dubbed “the algorithm,” that became his oft-repeated mantra when developing products. Whenever one of his engineers cited “a requirement” as a reason for doing something, Musk would grill them: Who made that requirement? And answering “The military” or “The legal department” was not good enough. Musk would insist that they know the name of the actual person who made the requirement. “We would talk about how we were going to qualify an engine or certify a fuel tank, and he would ask, ‘Why do we have to do that?’ ” says Tim Buzza, a refugee from Boeing who would become SpaceX’s vice president of launch and testing. “And we would say, ‘There is a military specification that says it’s a requirement.’ And he’d reply, ‘Who wrote that? Why does it make sense?’ ” All requirements should be treated as recommendations, he repeatedly instructed. The only immutable ones were those decreed by the laws of physics.

Shouting didn't help. Kathy keyed her landing skids down and strangled the thruster grips onto full. A flagman on the ground dove sideways. The fighter whizzed past the man's prostrate body, her skids unfolding only feet above his head. She nearly beheaded three others as she scrambled to decrease power to her belly thrusters and fight spinning into a sideways slide. Suddenly a group of people came into view at the edge of the tarmac. “Oh shit!” She killed her belly thrusters completely. The skids hit the cement like a Boeing 747 with no tires. She slammed back into the seat. Metal screeched against cement. Everything shook like a jackhammer. The big Shimeron slued sideways then slammed her into her harness as it lurched to a halt. Every part of her including her hands shook. She took a deep breath and tried to calm her tremors enough to power down. “You did it, O’Donnell,” she said as the gyros whined down in a groan of sympathy. She removed her helmet and pushed back her flight suit hood only to have a pile of sopping wet sparkling hair flop out over her face. She swiped it away and released the canopy. A blast of cool ocean air filled the cockpit. Carefully, she peered over the side of the cockpit. Bodies lay strewn about on the ground. A few prostrate forms moved. Kathy sank down into the seat with a grimace. Great, you just killed your welcoming committee, you twit.

Nicaragua, is one of the most recent examples. So far this spring, fifty-nine American communities have been flattened by tornadoes. Nobody has helped. The Marshall Plan, the Truman Policy, all pumped billions upon billions of dollars into discouraged countries. And now, newspapers in those countries are writing about the decadent, war-mongering Americans. Now, I'd like to see just one of those countries that is gloating over the erosion of the United States dollar build its own airplanes. Come on now, you, let's hear it! Does any other country in the world have a plane to equal the Boeing Jumbo Jet, the Lockheed Tristar, or the Douglas 10? If so, why don't they fly them? Why do all international lines except Russia fly American planes? Why does no other land on earth even consider putting a man or a woman on the moon? You talk about Japanese technocracy and you get radios. You talk about German technocracy and you get automobiles. You talk about American technocracy and you find men on the moon, not once, but several times, and, safely home again. You talk about scandals and the Americans put theirs right in the store window for everyone to look at. Even the draft dodgers are not pursued and hounded. They're right here on our streets in Toronto. Most of them, unless they're breaking Canadian laws, are getting American dollars from Ma and Pa at home to spend up here. When the Americans get out of this bind -- as they will

And indeed, much of the evidence presented in this book so far would appear to confirm this. From the Boeing executives who built faulty planes, to the Goldman Sachs analysts who lied to their clients before being bailed out by the taxpayer, the capitalist class seems to provide the best evidence that society is made up of innately selfish individuals whose cooperative impulses extend, at best, to their immediate family and friends. But this view is highly one-sided. As we will see in this chapter, people are capable of amazing feats of ingenuity, compassion, and cooperation -even in a social order as brutal and competitive as our own. Capitalism, of course, rewards the opposite behavior: ruthlessness, competitiveness, and self-interest. No wonder these are the behaviors we see most prominently on display at the top of our society. And those at the top are precisely those who benefit from the belief that everyone is just like them. You don't have to look particularly hard to find the view of humanity as inherently selfish repeated by those in positions of authority. The managers at Lucas Aerospace certainly shared this view. And it is no coincidence that Golding was a schoolmaster -he was probably quite used to being disobeyed by his students, and likely saw this as an indication of man's inherent selfishness. But disobedience to authority is not an indication of selfishness; it's an assertion of an individual's autonomy. In fact, the willingness to disobey is precisely what separates genuinely civilized societies from barbarous ones. One only has to listen to the testimony at the Nuremberg trials to see what can happen when people unquestionably obey their superiors.

Dontchev was born in Bulgaria and emigrated to America as a young kid when his father, a mathematician, took a job at the University of Michigan. He got an undergraduate and graduate degree in aerospace engineering, which led to what he thought was his dream opportunity: an internship at Boeing. But he quickly became disenchanted and decided to visit a friend who was working at SpaceX. “I will never forget walking the floor that day,” he says. “All the young engineers working their asses off and wearing T-shirts and sporting tattoos and being really badass about getting things done. I thought, ‘These are my people.’ It was nothing like the buttoned-up deadly vibe at Boeing.” That summer, he made a presentation to a VP at Boeing about how SpaceX was enabling the younger engineers to innovate. “If Boeing doesn’t change,” he said, “you’re going to lose out on the top talent.” The VP replied that Boeing was not looking for disrupters. “Maybe we want the people who aren’t the best, but who will stick around longer.” Dontchev quit. At a conference in Utah, he went to a party thrown by SpaceX and, after a couple of drinks, worked up the nerve to corner Gwynne Shotwell. He pulled a crumpled résumé out of his pocket and showed her a picture of the satellite hardware he had worked on. “I can make things happen,” he told her. Shotwell was amused. “Anyone who is brave enough to come up to me with a crumpled-up résumé might be a good candidate,” she said. She invited him to SpaceX for interviews. He was scheduled to see Musk, who was still interviewing every engineer hired, at 3 p.m. As usual, Musk got backed up, and Dontchev was told he would have to come back another day. Instead, Dontchev sat outside Musk’s cubicle for five hours. When he finally got in to see Musk at 8 p.m., Dontchev took the opportunity to unload about how his gung-ho approach wasn’t valued at Boeing. When hiring or promoting, Musk made a point of prioritizing attitude over résumé skills. And his definition of a good attitude was a desire to work maniacally hard. Musk hired Dontchev on the spot.

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

In 1979, for example, Microsoft gave Boeing Commercial Airplane Co. the right to buy any Microsoft product for $50 per copy, until the end of time. Today most Microsoft applications sell in the $300 to $500 range, ten years from now they may cost thousands each,

Owen Zupp is an award-winning writer, published author and commercial pilot with nearly 17,000 hours of flight time. He has flown all manner of machines from antique biplanes to globe-trotting Boeings and shared the journey with readers around the world in a variety of publications.

The sun rose at 7 A.M. each day, and that’s when the SpaceX team got to work. A series of meetings would take place with people listing what needed to get done, and debating solutions to lingering problems. As the large structures arrived, the workers placed the body of the rocket horizontally in a makeshift hangar and spent hours melding together all of its parts. “There was always something to do,” Hollman said. “If the engine wasn’t a problem, then there was an avionics problem or a software problem.” By 7 P.M., the engineers wound down their work. “One or two people would decide it was their night to cook, and they would make steak and potatoes and pasta,” Hollman said. “We had a bunch of movies and a DVD player, and some of us did a lot of fishing off the docks.” For many of the engineers, this was both a torturous and magical experience. “At Boeing you could be comfortable, but that wasn’t going to happen at SpaceX,” said Walter Sims, a SpaceX tech expert who found time to get certified to dive while on Kwaj. “Every person on that island was a fucking star, and they were always holding seminars on radios or the engine. It was such an invigorating place.

A young American was almost hit by a piece of enemy shrapnel, then found his father’s name cut into the metal—his father, a mechanic at Boeing Aircraft, had cut his name on the engine of his 1929 automobile but had no idea how the scrap fell into the hands of the “Japs” and nearly killed the son.

El Al Boeing 747 took on board 1,087 immigrants; but when it landed, it carried 1,088 people. A baby had been born during the flight.

Just as the Boeing 247’s engineers had to downsize their engine because it lacked wing flaps, systems thinking without the discipline of mental models loses much of its power. The two disciplines go naturally together because one focuses on exposing hidden assumptions and the other focuses on how to restructure assumptions to reveal causes of significant problems.

„Do not kneel,” said Claire Jurat in a voice like thunder, like earths breaking and stars forming. „No more gods.

To consider factual the musings of Darwin and his mechanisms of evolution is to believe that a hurricane blowing through a junkyard can assemble a Boeing 747." - T. Hoyle, British Astronomer

FOOD FOR THOUGHT: Once upon a time our politicians did not tend to apologize for our country’s prior actions! Here’s a refresher on how some of our former patriots handled negative comments about our great country. These are quite good JFK’S Secretary of State, Dean Rusk, was in France in the early 60’s when De Gaulle decided to pull out of NATO. De Gaulle said he wanted all US military out of France as soon as possible. Rusk’s response: “Does that include those who are buried here?” De Gaulle did not respond. You could have heard a pin drop. When in England, at a fairly large conference, Colin Powell was asked by the Archbishop of Canterbury if our plans for Iraq were just an example of ‘empire building’ by George Bush. He answered by saying, “Over the years, the United States has sent many of its fine young men and women into great peril to fight for freedom beyond our borders. The only amount of land we have ever asked for in return is enough to bury those that did not return.” You could have heard a pin drop. There was a conference in France where a number of international engineers were taking part, including French and American. During a break, one of the French engineers came back into the room saying, “Have you heard the latest dumb stunt Bush has done? He has sent an aircraft carrier to Indonesia to help the tsunami victims. What does he intend to do, bomb them?” A Boeing engineer stood up and replied quietly: “Our carriers have three hospitals on board that can treat several hundred people; they are nuclear powered and can supply emergency electrical power to shore facilities; they have three cafeterias with the capacity to feed 3,000 people three meals a day, they can produce several thousand gallons of fresh water from sea water each day, and they carry half a dozen helicopters for use in transporting victims and injured to and from their flight deck. We have eleven such ships; how many does France have?” You could have heard a pin drop. A U.S. Navy Admiral was attending a naval conference that included Admirals from the U.S., English, Canadian, Germany and France. At morning tea the Frenchman complained that the conference should be conducted in French since it was being held in Paris. The German replied that, so far as he could see, the reason that it was being held in English was as a mark of respect to the other attendees, since their troops had shed so much blood so that the Frenchman wouldn’t be speaking German.

Bill Boeing first articulated the company's basic philosophy a century ago: 'We are embarked as pioneers upon a new science and industry in which our problems are so new and unusual that it behooves no one to dismiss any novel idea with the statement 'It can't be done.' ' It is this philosophy that continues to drive Boeing today.

Imaginar que todo esto puede ocurrir por azar es como imaginar que un tornado puede arremeter contra un depósito de chatarra y formar con las piezas un Boeing 747 en perfecto estado.

concentrate on my deep breathing and the whole mindfulness shtick and on trying not to casually squeeze the contents of a taxiing aluminum tube of intercontinental goodness into my imaginary mouth—it’s a Boeing 777 or Airbus A330 and it’s nearly two miles away, a distantly rational part of me realizes—

Our 182-passenger Boeing Classic this morning is under the able command of Captain Hiram Slatt, discharged from service in the United States Air Force mission in Afghanistan after six heroic deployments and now returned, following a restorative sabbatical at the VA Neuropsychiatric Hospital in Wheeling, West Virginia, to his “first love”—civilian piloting for North American Airways. Captain Slatt has informed us that, once we are cleared for takeoff, our flying time will be between approximately seventeen and twenty-two hours depending upon ever-shifting Pacific Ocean air currents and the ability of our seasoned Classic 878 to withstand gale-force winds of 90 knots roaring “like a vast army of demons” (in Captain Slatt’s colorful terminology) over the Arctic Circle. As you have perhaps noticed Flight 443 is a full—i.e., “overbooked”—flight. Actually most North American Airways flights are overbooked—it is Airways protocol to persist in assuming that a certain percentage of passengers will simply fail to show up at the gate having somehow expired, or disappeared, en route. For those of you who boarded with tickets for seats already taken—North American Airways apologizes for this unforeseeable development. We have dealt with the emergency situation by assigning seats in four lavatories as well as in the hold and in designated areas of the overhead bin. Therefore our request to passengers in Economy Plus, Economy, and Economy Minus is that you force your carry-ons beneath the seat in front of you; and what cannot be crammed into that space, or in the overhead bin, if no one is occupying the overhead bin, you must grip securely on your lap for the duration of the flight. Passengers in First Class may give their drink orders now. SECURITY:

Zonder mijn moeder was ik misschien wel een heel raar kind geworden. Ze bewaakte de rust en regelmaat in het huis. Mijn vader liet geen dag voorbijgaan of hij verzon iets nieuws. De zomerkermis in Beek, zelf pottenbakken in de Preekherengang, de geit van bomma in haar bedstede opsluiten, passanten opwachten achter de Helpoort en 'Boe' roepen. Voor kerst gaf hij me een beeld van een monnik, dat appelsap plaste als je op de kop duwde.

Yet just days later Ryanair announced that it had placed one of the biggest-ever orders for Boeing’s 737 series aircraft. The company said it would purchase one hundred Boeing 737-800 aircraft in the next eight years and had taken options on fifty more planes, claiming that Boeing’s offer was ‘exceptionally competitive’. Ryanair said the ‘catalogue value’ of the deal was $9.1 billion, but refused to disclose the extent of the discount it had negotiated. Airline industry observers, aware of the US aircraft manufacturer’s desperate need to win the contract, speculated that it amounted to between 30 and 50 per cent. Boeing had been forced to sharply reduce its aircraft production and to lay off up to 30,000 workers as it struggled to stave off a financial crisis in the wake of the terrorist attacks. Some people who know O’Leary and Tony Ryan well suggest one of their great similarities is their ability to ‘corner their prey’.

Ryanair had managed to strike a deal on eleven Boeing 737 aircraft that were all ten years old and had to put down $20m from its own coffers as a one-third deposit on the finance lease. The rest was to be paid off over the next five years with bank loans from New York, leaving the airline with fairly modest cash reserves. Ryanair,

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.

Even the newest military planes had checklists that appeared on touch screens. If a hydraulic pump failed, a message would pop up showing specific actions the pilot should take. On the 737, a light showing “low hydraulic pressure” might illuminate with no further explanation. Pilots would have to rely on memory or turn to their paper handbook. “Training issue,” the Boeing executive responded to Reed, in rejecting such changes. If Boeing had been building a brand- new plane, it would have been required to have the electronic checklist. But because the MAX was being examined as an amendment to the original type certificate awarded in 1967, managers could pursue an exception. The MAX was actually the thirteenth version of the plane, counting all the variants along the way— the official application would call it an update of the 737- 100,

Twelve minutes after takeoff from Harry Reid International, we leveled off at 95,000 feet. It was an eighty-seater Boeing, and though the ramjets propelled us at a mile per second, there was no sense of movement until I looked down and saw the old-school supersonic jets seven miles below, and the older-school subsonic jets another four miles below them. They all seemed to be racing backward.

Once every few weeks, beginning in the summer of 2018, a trio of large Boeing freighter aircraft, most often converted and windowless 747s of the Dutch airline KLM, takes off from Schiphol airport outside Amsterdam, with a precious cargo bound eventually for the city of Chandler, a western desert exurb of Phoe­nix, Arizona. The cargo is always the same, consisting of nine white boxes in each aircraft, each box taller than a man. To get these pro­foundly heavy containers from the airport in Phoenix to their des­tination, twenty miles away, requires a convoy of rather more than a dozen eighteen-wheeler trucks. On arrival and family uncrated, the contents of all the boxes are bolted together to form one enormous 160-ton machine -- a machine tool, in fact, a direct descendant of the machine tools invented and used by men such as Joseph Bramah and Henry Maudslay and Henry Royce and Henry Ford a century and more before. "Just like its cast-iron predecessors, this Dutch-made behemoth of a tool (fifteen of which compose the total order due to be sent to Chandler, each delivered as it is made) is a machine that makes machines. Yet, rather than making mechanical devices by the pre­cise cutting of metal from metal, this gigantic device is designed for the manufacture of the tiniest of machines imaginable, all of which perform their work electronically, without any visible mov­ing parts. "For here we come to the culmination of precision's quarter­millennium evolutionary journey. Up until this moment, almost all the devices and creations that required a degree of precision in their making had been made of metal, and performed their vari­ous functions through physical movements of one kind or another. Pistons rose and fell; locks opened and closed; rifles fired; sewing machines secured pieces of fabric and created hems and selvedges; bicycles wobbled along lanes; cars ran along highways; ball bearings spun and whirled; trains snorted out of tunnels; aircraft flew through the skies; telescopes deployed; clocks ticked or hummed, and their hands moved ever forward, never back, one precise sec­ond at a time."Then came the computer, then the personal computer, then the smartphone, then the previously unimaginable tools of today -- and with this helter-skelter technological evolution came a time of translation, a time when the leading edge of precision passed itself out into the beyond, moving as if through an invisible gateway, from the purely mechanical and physical world and into an immobile and silent universe, one where electrons and protons and neutrons have replaced iron and oil and bearings and lubricants and trunnions and the paradigm-altering idea of interchangeable parts, and where, though the components might well glow with fierce lights send out intense waves of heat, nothing moved one piece against another in mechanical fashion, no machine required that mea­sured exactness be an essential attribute of every component piece.

alcohol kills 17.6 times more people than cocaine every year.141 If we look at drunk driving, the statistics are horrific. Every night and weekend one out of ten drivers on the road are intoxicated, and alcohol-related accidents are the leading cause of death among young people.142 Half of all fatal highway accidents are alcohol-related.143 Imagine if a Boeing 747 aircraft carrying five hundred people crashed, killing all its passengers, every eight days. That is how many people die every eight days as a result of drunk driving.

Boeing

Even Boeing insiders used words such as 'dumpy' and 'football' to describe the shape of the newest family member.

...the Boeing family of jetliners was bounded for over half a century by two enduring bookends--the 747, as 'Queen of the Skies,' held the high end, while the workaday 737 remained the 'Baby Boeing,' even as other models, sized between the two icons, came and went.

The key to market leadership is consistent high performance over the long haul. The Boeing Company survived as an industry leader for over a century in the exact same manner--by designing and building the finest and most-advanced aerospace products known to mankind.

The issue I have with the current discussions about the Metaverse is that the conventional wisdom narrows the focus on the Metaverse to the next increment to social media or the next step beyond a Zoom call. Where's the vision? Think beyond. When Boeing leverages a digital twin for airplane design/modelling, is that a form of the Metaverse? How about Da Vinci which is a robotic surgical system? Have you ever been on Flight of Passage at Disneyworld? Shouldn’t AI training (like for autonomous cars) be more like the Metaverse? Conventional wisdom might say no, those are not Metaverse. I say, forget conventional wisdom and forget the social media/office use case for Metaverse. The use cases are there to extract value from the current state of Metaverse technology, but they are not within the scope of the current conversations.

Ik heb me een beetje geschaamd voor de wijze waarop ik in de vorige editie beschreef hoe het slavenvervoer in de zeventiende en achttiende eeuw plaatsvond. Ik kon destijds niet voorzien dat die beschrijving zoveel opzien zou baren. Ik had berekend dat de ruimte van een slaaf ongeveer zo groot was als de ruimte die een passagier heeft in de economy class van een Boeing 747. Dat is gehéél verkeerd gevallen: ‘De racist Emmer vergelijkt een slavenreis met een vakantiereis.’ Dat slaat nergens op en is kwaadaardige laster, maar goed. Ik heb de vergelijking dus maar weggehaald. Maar de berekening klopte, ik had precies de kubieke centimeters uitgerekend, dat kan ik zo laten zien. Bovendien heb ik onderzocht dat Duitse landverhuizers die in de achttiende eeuw door Nederlandse schepen naar Pennsylvania werden gebracht nog minder ruimte hadden aan boord.

Thirteen giant companies are leading contractors with US Customs and Borders Protection (CPB), including Elbit, Lockheed Martin, Raytheon, General Dynamics, Northrop Grumman, and Boeing. These firms are all weapons manufacturers, and for them it mattered little if their clients were the US military in its wars in Iraq and Afghanistan or the Israeli government in its occupation.60 Between 2006 and 2018, CBP, the US Coast Guard, and ICE (US Immigration and Customs Enforcement) released more than 344,000 contracts for immigration services worth US$80.5 billion. The first drones tested and used by CBP over the US–Mexico border in 2004 were made by Elbit.61 This Israeli company liked the Trump administration and donated to his re-election campaign in the 2020 presidential election.

The cozy relationship that Boeing has with the FAA and NTSB is potentially dangerous for the traveling public.

Is anyone monitoring the long term health outcomes of all passengers from the Boeing 737 Max 9 explosive decompression?

The Boeing 737 Max is a really old design that had to be adapted to fit much larger modern engines it was never supposed to have.

The 737 Max will be remembered as the airplane that trashed Boeing’s global reputation.

The 737 Max was Boeing’s gift of a brighter future at Airbus.

If you think the Boeing 737 Max 9 is the only issue the USA airline has, you are easily misled.

The Boeing 737 Max 9 is just the tip of an iceberg of problems the USA airline industry has.

The FAA is your typical ‘Captured’ government agency.

The Boeing 737 Max 9 is just one of the numerous problems the USA airline industry has.

People have to die before Boeing will change things,

Once ruled by engineers who thumbed their noses at Wall Street, Boeing had reinvented itself into one of the most shareholder-friendly creatures of the market. It celebrated managers for cost cutting, co-opted regulators with heaps of money, and pressured suppliers with Walmart-style tactics.

All stem at least in part from the failed belief that corporations will police themselves and shower us in riches if they’re just left alone to do so (and are lightly taxed all the while).

The Clinton administration downsized federal agencies and introduced market-based performance metrics as part of what it called “reinventing government.

Boeing had sought to keep cost data out of the hands of rank-and-file engineers, to keep the information from compromising their designs; now the opposite was true. Boeing wanted them all to make decisions with the cold eye of a Jack Welch or a Harry Stonecipher. After finishing the course, engineers were meant to “understand, God, that program has to be produceable, I can’t put every bell and whistle on it,” said Boeing’s vice president of learning, Steve Mercer, the former deputy at Crotonville.

Airbus, a consortium of European manufacturers it had always derided as a glorified jobs program, actually had a cost advantage over Boeing. Its factories produced planes 12 percent to 15 percent cheaper than Boeing’s, the study reported. Ironically, this was in part because of rigid labor laws in Europe, which made layoffs more expensive and, in places like Germany, forced the involvement of labor unions in management decisions. As a consequence, Airbus was quicker to adopt automated machinery, but also more likely to train and develop its workers rather than to fire them.

By the count of a former Boeing executive who scoured incident reports for a congressional committee, one in twenty-five MAX planes experienced some sort of safety issue in the months after they were delivered.

Agriculture Department in 2019 quietly cut the number of inspectors in pork plants by more than half. Finding defects—feces, sex organs, toenails, bladders—was mostly left to the companies themselves, much in the way that the FAA relied on Boeing’s own employees to ensure aircraft safety.