Flight Safety Quotes

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You find what you love and you learn everything about it. You bet your life on what you know and run from safety, off your mountain into the air, trusting the Principle of Flight to bring you soaring up on lift you cannot see with your eyes.
Richard Bach (Running from Safety: An Adventure of the Spirit)
These people go on to tell us that mobile phones will cook our children’s ears, that long-haul flights will fill our legs with thrombosis and that meat is murder. They want an end to all deaths – and it doesn’t stop there. They don’t even see why anyone should have to suffer from a spot of light bruising. Every week, as we filmed my television chat show, food would be spilt on the floor, and every week the recording would have to be stopped so it could be swept away. ‘What would happen,’ said the man from health and safety, ‘if a cameraman were to slip over?’ ‘Well,’ I would reply, ‘he’d probably have to stand up again.
Jeremy Clarkson (The World According to Clarkson (World According to Clarkson, #1))
Blood is everywhere.. Vultures take shelter beneath the tanks; for the fumed sky is unsafe for their avian flight to prey on the Palestinian flesh.
Munia Khan
When I tried to push him away, he only held on to me more tightly. I have always appreciated how he never lets me go. I need that. My natural instinct is for flight and the safety of solitude.
Roxane Gay (An Untamed State)
In a nutshell, mindfulness is the ability to recognize what is happening in your mind right now—anger, jealousy, sadness, the pain of a stubbed toe, whatever—without getting carried away by it. According to the Buddha, we have three habitual responses to everything we experience. We want it, reject it, or we zone out. Cookies: I want. Mosquitoes: I reject. The safety instructions the flight attendants read aloud on an airplane: I zone out. Mindfulness is a fourth option, a way to view the contents of our mind with nonjudgmental remove.
Dan Harris (10% Happier)
...space flight still had a long way to go to catch up with the safety record of the milkshake industry.
Kevin Fong
Consider how flight attendants explain airline safety to passengers. In the event the cabin decompresses, you’re supposed to put on your oxygen mask before helping others put on their masks. Help yourself first. Then, assist others. These instructions aren’t intended to promote self-preservation. Rather, the airline knows that if you help others first, you risk succumbing to hypoxia. And that would prevent you from helping anyone.
Damon Zahariades (The Art Of Saying NO: How To Stand Your Ground, Reclaim Your Time And Energy, And Refuse To Be Taken For Granted (Without Feeling Guilty!) (The Art Of Living Well Book 1))
Many freeze types unconsciously believe that people and danger are synonymous, and that safety lies in solitude. Outside of fantasy, many give up entirely on the possibility of love. The freeze response, also known as the camouflage response, often triggers the individual into hiding, isolating and eschewing human contact as much as possible. This type can be so frozen in retreat mode that it seems as if their starter button is stuck in the ‘off’ position. It is usually the most profoundly abandoned child - ‘the lost child’ - who is forced to ‘choose’ and habituate to the freeze response… Unable to successfully employ fight, flight or fawn responses, the freeze type’s defenses develop around classical dissociation.
Pete Walker
For a century, the human response to stress and danger has been defined as “fight or flight.” A 2000 UCLA study by several psychologists noted that this research was based largely on studies of male rats and male human beings. But studying women led them to a third, often deployed option: gather for solidarity, support, advice. They noted that “behaviorally, females’ responses are more marked by a pattern of ‘tend-and-befriend.’ Tending involves nurturant activities designed to protect the self and offspring that promote safety and reduce distress; befriending is the creation and maintenance of social networks that may aid in this process.
Rebecca Solnit (The Mother of All Questions: Further Feminisms)
I couldn’t explain the intense, panicked flight response I was feeling. The need to run. Push him away before he hurt me, like all the other important men in my life had. Get myself to safety before it was too late, insulate myself before history repeated itself. […] I wanted Jacob to make me all the promises and tell me it was going to be okay, that I was safe and loved and he wanted this and he wanted me. I wanted him to tell me we were different, and I wished to God that I was the kind of undamaged person who could believe something like that. But I wasn’t. And I probably never would be.
Abby Jimenez (Yours Truly (Part of Your World, #2))
Running had become her favorite mode of transport. She lived for that brief snap of true flight, both feet in the air at once. Jumping down a half-flight of stairs then catapulting down another. Aerial Aster. Sky Master Aster! Barely Avoiding Disaster Aster! There was less time lost in transport when she ran as fast as she could, no care for her own safety.
Rivers Solomon (An Unkindness of Ghosts)
The safety gap is so large, in fact, that planes would still be safer than cars even if the threat of terrorism were unimaginably worse than it actually is: An American professor calculated that even if terrorists were hijacking and crashing one passenger jet a week in the United States, a person who took one flight a month for a year would have only a 1-in-135,000 chance of being killed in a hijacking--a trivial risk compared to the annual 1-in-6,000 odds of being killed in a car crash.
Daniel Gardner (The Science of Fear: Why We Fear the Things We Shouldn't--and Put Ourselves in Greater Danger)
When reading the history of the Jewish people, of their flight from slavery to death, of their exchange of tyrants, I must confess that my sympathies are all aroused in their behalf. They were cheated, deceived and abused. Their god was quick-tempered unreasonable, cruel, revengeful and dishonest. He was always promising but never performed. He wasted time in ceremony and childish detail, and in the exaggeration of what he had done. It is impossible for me to conceive of a character more utterly detestable than that of the Hebrew god. He had solemnly promised the Jews that he would take them from Egypt to a land flowing with milk and honey. He had led them to believe that in a little while their troubles would be over, and that they would soon in the land of Canaan, surrounded by their wives and little ones, forget the stripes and tears of Egypt. After promising the poor wanderers again and again that he would lead them in safety to the promised land of joy and plenty, this God, forgetting every promise, said to the wretches in his power:—'Your carcasses shall fall in this wilderness and your children shall wander until your carcasses be wasted.' This curse was the conclusion of the whole matter. Into this dust of death and night faded all the promises of God. Into this rottenness of wandering despair fell all the dreams of liberty and home. Millions of corpses were left to rot in the desert, and each one certified to the dishonesty of Jehovah. I cannot believe these things. They are so cruel and heartless, that my blood is chilled and my sense of justice shocked. A book that is equally abhorrent to my head and heart, cannot be accepted as a revelation from God. When we think of the poor Jews, destroyed, murdered, bitten by serpents, visited by plagues, decimated by famine, butchered by each, other, swallowed by the earth, frightened, cursed, starved, deceived, robbed and outraged, how thankful we should be that we are not the chosen people of God. No wonder that they longed for the slavery of Egypt, and remembered with sorrow the unhappy day when they exchanged masters. Compared with Jehovah, Pharaoh was a benefactor, and the tyranny of Egypt was freedom to those who suffered the liberty of God. While reading the Pentateuch, I am filled with indignation, pity and horror. Nothing can be sadder than the history of the starved and frightened wretches who wandered over the desolate crags and sands of wilderness and desert, the prey of famine, sword, and plague. Ignorant and superstitious to the last degree, governed by falsehood, plundered by hypocrisy, they were the sport of priests, and the food of fear. God was their greatest enemy, and death their only friend. It is impossible to conceive of a more thoroughly despicable, hateful, and arrogant being, than the Jewish god. He is without a redeeming feature. In the mythology of the world he has no parallel. He, only, is never touched by agony and tears. He delights only in blood and pain. Human affections are naught to him. He cares neither for love nor music, beauty nor joy. A false friend, an unjust judge, a braggart, hypocrite, and tyrant, sincere in hatred, jealous, vain, and revengeful, false in promise, honest in curse, suspicious, ignorant, and changeable, infamous and hideous:—such is the God of the Pentateuch.
Robert G. Ingersoll (Some Mistakes of Moses)
twisted form of Omerta, the Sicilian code of silence, and frankly, it’s protected many a bad doctor and some true butchers.
John J. Nance (Why Hospitals Should Fly: The Ultimate Flight Plan to Patient Safety and Quality Care)
As a free solo climber, when trying extremely difficult or dangerous movements on rock for the first time, I try it first with the safety of a rope.
Steph Davis (Learning to Fly: An Uncommon Memoir of Human Flight, Unexpected Love, and One Amazing Dog)
When we got back to the States, I took the first flight to California I could get. From the safety of the West Coast I broke all ties with Nora and put my criminal life behind me.
Piper Kerman (Orange Is the New Black: My Year in a Women's Prison)
Humans are still primed to detect threats and dangers that no longer exist—think of the cold sweat when you’re stressed about money, or the fight-or-flight response that kicks in when your boss yells at you. Our safety is not truly at risk here—there is little danger that we will starve or that violence will break out—though it certainly feels that way sometimes.
Ryan Holiday (The Obstacle Is the Way: The Timeless Art of Turning Trials into Triumph)
Glaring, Kai leaned back against the headrest. "I'm already uncomfortable with you piloting this ship and being in control of my life. Try not to make it worse." "Why does everyone think I'm such a bad pilot?" "Cinder told me as much." "Well, tell Cinder I'm perfectly capable of flying a blasted podship without killing anyone. My flight instructor at the Andromeda - which is a very prestigious military academy in the Republic, I will have you know-" "I know what Andromeda Academy is." "Yeah, well, my flight instructor said I was a natural." "Right," Kai drawled. "Was that the same flight instructor who wrote in you official report about your inattentiveness, refusal to take safety precautions seriously, and overconfident attitude that often bordered on ... what was the word she used>? 'Fool-hardy', I think?" "Oh, yeah. Commander Reid. She had a thing for me." The radar blinked, picking up a cruiser in the far distance, and Thorne deftly changed directions to keep them out of its course. "I didn't realize I had a royal stalker. I'm flattered, Your Majesty." "Even better - you had an entire government team assigned to digging up information on you. They reported twice daily for over a week. You did run off with the most-wanted criminal in the world, after all.
Marissa Meyer (Winter (The Lunar Chronicles, #4))
Everything, she wanted to scream at him, was a question of safety. All human endeavor bent itself to the same lost cause. Being kept inside a pumpkin shell your whole life was no guarantee against getting flung into space.
Barbara Kingsolver (Flight Behavior)
Porges’s theory provides an explanation: The autonomic nervous system regulates three fundamental physiological states. The level of safety determines which one of these is activated at any particular time. Whenever we feel threatened, we instinctively turn to the first level, social engagement. We call out for help, support, and comfort from the people around us. But if no one comes to our aid, or we’re in immediate danger, the organism reverts to a more primitive way to survive: fight or flight. We fight off our attacker, or we run to a safe place. However, if this fails—we can’t get away, we’re held down or trapped—the organism tries to preserve itself by shutting down and expending as little energy as possible. We are then in a state of freeze or collapse.
Bessel van der Kolk (The Body Keeps the Score: Brain, Mind, and Body in the Healing of Trauma)
In a series of experiments, safety officials ran regular people through mock evacuations from planes. The trials weren't nearly as stressful as real evacuations, of course, but it didn't matter. People, especially women, hesitated for a surprisingly long time before jumping onto the slide. That pause slowed the evacuation for everyone. But there was a way to get people to move faster. If a flight attendant stood at the exit and screamed at people to jump, the pause all but disappeared, the researchers found. In fact, if flight attendants did not aggressively direct the evacuation, they might as well have not been there at all. A study by the Cranfield University Aviation Safety Centre found that people moved just as slowly for polite and calm flight attendants as they did when there were no flight attendants present.
Amanda Ripley (The Unthinkable: Who Survives When Disaster Strikes - and Why)
Humans are still primed to detect threats and dangers that no longer exist -- think of the cold sweat when you're stressed about money, or the fight-or-flight response that kicks in when your boss yells at you. Our safety is not truly at risk here -- there is little danger that we will starve or that violence will break out -- though it certainly feels that way sometimes. We have a choice about how we respond to this situation (or any situation, for that matter). We can be blindly led by these primal feelings or we can understand them and learn to filter them. Discipline in perception lets you clearly see the advantage and the proper course of action in every situation -- without the pestilence of panic or fear.
Ryan Holiday (The Obstacle Is the Way: The Timeless Art of Turning Trials into Triumph)
Yeah, well my flight instructor said I was a natural." "Right," Kai drawled. "Was that the same flight instructor who wrote in your official report about your inattentiveness, refusal to take safety precautions seriously, and overconfident attitude that often bordered on . . . what was the word she used? 'Fool-hardy,' I think?" "Oh, yeah. Commander Reid. She had a thing for me.
Marissa Meyer (Winter (The Lunar Chronicles, #4))
In the centre of Bond was a hurricane-room, the kind of citadel found in old-fashioned houses in the tropics. These rooms are small, strongly built cells in the heart of the house, in the middle of the ground floor and sometimes dug down into its foundations. To this cell the owner and his family retire if the storm threatens to destroy the house, and they stay there until the danger is past. Bond went to his hurricane room only when the situation was beyond his control and no other possible action could be taken. Now he retired to this citadel, closed his mind to the hell of noise and violent movement, and focused on a single stitch in the back of the seat in front of him, waiting with slackened nerves for whatever fate had decided for B. E. A. Flight No. 130.
Ian Fleming (From Russia With Love (James Bond, #5))
LSD trips and the space flights of the astronauts are comparable in many respects. Both enterprises require very careful preparations, as far as measures for safety as well as objectives are concerned, in order to minimize dangers and to derive the most valuable results possible. The astronauts cannot remain in space nor the LSD experimenters in transcendental spheres, they have to return to earth and everyday reality, where the newly acquired experiences must be evaluated.
Albert Hofmann (LSD: My Problem Child – Reflections on Sacred Drugs, Mysticism and Science)
Galen slides into his desk, unsettled by the way the sturdy blond boy talking to Emma casually rests his arm on the back of her seat. "Good morning," Galen says, leaning over to wrap his arms around her, nearly pulling her from the chair. He even rests his cheek against hers for good measure. "Good morning...er, Mark, isn't it?" he says, careful to keep his voice pleasant. Still, he glances meaningfully at the masculine arm still lining the back of Emma's seat, almost touching her. To his credit-and safety-Mark eases the offending limb back to his own desk, offering Emma a lazy smile full of strikingly white teeth. "You and Forza, huh? Did you clear that with his groupies?" She laughs and gently pries Galen's arms off her. Out of the corner of his eye, he sees the eruption of pink spreading like spilled paint over her face. She's not used to dating him yet. Until about ten minutes ago, he wasn't used to it either. Now though, with the way Mark eyes her like a tasty shellfish, playing the role of Emma's boyfriend feels all too natural. The bell rings, saving Emma from a reply and saving Mark thousands of dollars in hospital bills. Emma shoots Galen a withering look, which he deflects with that he hopes is an enchanting grin. He measures his success by the way her blush deepens but stops short when he notices the dark circles under her eyes. She didn't sleep last night. Not that he thought she would. She'd been quiet on the flight home from Destin two nights ago. He didn't pressure her to talk about it with him, mostly because he didn't know what to say once the conversation got started. So many times, he's started to assure her that he doesn't see her as an abomination, but it seems wrong to say it out loud. Like he's willfully disagreeing with the law. But how could those delicious-looking lips and those huge violet eyes be considered an abomination? What's even crazier is that not only does he not consider her an abomination, the fact that she could be a Half-Breed ignited a hope in him he's got no right to feel: Grom would never mate with a half human. At least, Galen doesn't think he would. He glances at Emma, whose silky eyelids don't even flutter in her state of light sleep. When he clears his throat, she startles. "Thank you," she mouths to him as she picks her pencil back up, using the eraser to trace the lines in her textbook as she reads. He acknowledges with a nod. He doesn't want to leave her like this, anxious and tense and out of place in her own beautiful skin.
Anna Banks (Of Poseidon (The Syrena Legacy, #1))
In the early 1980s, managers at the National Aeronautics and Space Administration (NASA) estimated that the flights would be 99.999 percent reliable, which represents a failure rate of only 1 in 100,000. According to the physicist Richard Feynman, who was a member of the commission that investigated the January 1986 Challenger accident, in which the shuttle broke apart shortly into its flight, killing all seven astronauts on board, this “would imply that one could put a Shuttle up each day for 300 years expecting to lose only one.” He wondered, “What is the cause of management’s fantastic faith in the machinery?” Engineers, who were more familiar with the shuttle itself and with machines in general, predicted only a 99 percent success rate, or a failure every 100 launches. A range safety officer, who personally observed test firings during the developmental phase of the rocket motors, expected a failure rate of 1 in 25. The Challenger accident proved that estimate to be the actual failure rate, giving a success rate of 96 percent after exactly 25 launchings.
Henry Petroski (To Forgive Design: Understanding Failure)
Consciousness is not some abstract concept. It's our state of mind - our thoughts and feelings at any given moment. The 3LC model (Spacious, Heart, Safety) suggests the state of consciousness we are in will always influence how we perceive a situation, the choices we see for ourselves and our actions. In other words, it affects everything. Three Levels of Consciousness Spacious - AWE - Expansive, Nonverbal, Nontemporal Heart - Appreciation, Gratitude Safety - Reward - Purposeful Proactive Productive - Stuck - Anxiety Anguish Ambivalence - Threat - Fight Flight Freeze
Jake Eagle LPC (The Power of Awe: Overcome Burnout & Anxiety, Ease Chronic Pain, Find Clarity & Purpose―In Less Than 1 Minute Per Day)
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
Malcolm Gladwell (Outliers: The Story of Success)
In reality, electrons move in “probability clouds.” So what do you tell a sixth grader? Do you talk about the motion of planets, which is easy to understand and nudges you closer to the truth? Or do you talk about “probability clouds,” which are impossible to understand but accurate? The choice may seem to be a difficult one: (1) accuracy first, at the expense of accessibility; or (2) accessibility first, at the expense of accuracy. But in many circumstances this is a false choice for one compelling reason: If a message can’t be used to make predictions or decisions, it is without value, no matter how accurate or comprehensive it is. Herb Kelleher could tell a flight attendant that her goal is to “maximize shareholder value.” In some sense, this statement is more accurate and complete than that the goal is to be “THE low-fare airline.” After all, the proverb “THE low-fare airline” is clearly incomplete—Southwest could offer lower fares by eliminating aircraft maintenance, or by asking passengers to share napkins. Clearly, there are additional values (customer comfort, safety ratings) that refine Southwest’s core value of economy. The problem with “maximize shareholder value,” despite its accuracy, is that it doesn’t help the flight attendant decide whether to serve chicken salad. An accurate but useless idea is still useless.
Chip Heath (Made to Stick: Why some ideas take hold and others come unstuck)
A more serious consequence of the illusion of control is revealed in our preference for driving over flying. At least part of this irrational—from a survival point of view—habit is due to the fact that we “feel in control” when driving, but not when flying. The probability of dying in a cross-country flight is approximately equal to the probability of dying in a 12-mile drive— in many cases, the most dangerous part of the trip is over when you reach the airport (Sivak & Flannagan, 2003). Gerd Gigerenzer (2006) estimates that the post-9/11 shift from flying to driving in the United States resulted in an additional 1,500 deaths, beyond the original 3,000 immediate victims of the terrorist attacks.
Reid Hastie (Rational Choice in an Uncertain World: The Psychology of Judgement and Decision Making)
When the National Transportation Safety Board analyzed its database of major flight accidents, it found that 73 percent occurred on a flight crew’s first day working together. Like surgeries and putts, the best flight is one in which everything goes according to routines long understood and optimized by everyone involved, with no surprises. When the path is unclear—a game of Martian tennis—those same routines no longer suffice. “Some tools work fantastically in certain situations, advancing technology in smaller but important ways, and those tools are well known and well practiced,” Andy Ouderkirk told me. “Those same tools will also pull you away from a breakthrough innovation. In fact, they’ll turn a breakthrough innovation into an incremental one.
David Epstein (Range: Why Generalists Triumph in a Specialized World)
By the 1950s, most Republicans had accommodated themselves to New Deal–era health and safety regulations, and the Northeast and the Midwest produced scores of Republicans who were on the liberal end of the spectrum when it came to issues like conservation and civil rights. Southerners, meanwhile, constituted one of the Democratic Party’s most powerful blocs, combining a deep-rooted cultural conservatism with an adamant refusal to recognize the rights of African Americans, who made up a big share of their constituency. With America’s global economic dominance unchallenged, its foreign policy defined by the unifying threat of communism, and its social policy marked by a bipartisan confidence that women and people of color knew their place, both Democrats and Republicans felt free to cross party lines when required to get a bill passed. They observed customary courtesies when it came time to offer amendments or bring nominations to a vote and kept partisan attacks and hardball tactics within tolerable bounds. The story of how this postwar consensus broke down—starting with LBJ’s signing of the Civil Rights Act of 1964 and his prediction that it would lead to the South’s wholesale abandonment of the Democratic Party—has been told many times before. The realignment Johnson foresaw ended up taking longer than he had expected. But steadily, year by year—through Vietnam, riots, feminism, and Nixon’s southern strategy; through busing, Roe v. Wade, urban crime, and white flight; through affirmative action, the Moral Majority, union busting, and Robert Bork; through assault weapons bans and the rise of Newt Gingrich, gay rights and the Clinton impeachment—America’s voters and their representatives became more and more polarized.
Barack Obama (A Promised Land)
The perils of aviation in the period are neatly encapsulated in the experience of Harold C. Brinsmead, the head of Australia’s Civil Aviation Department in the first days of commercial aviation. In 1931, Brinsmead was on a flight to London, partly for business and partly to demonstrate the safety and reliability of modern air passenger services, when his plane crashed on takeoff in Indonesia. No one was seriously hurt, but the plane was a write-off. Not wanting to wait for a replacement aircraft to be flown in, Brinsmead boarded a flight with the new Dutch airline, KLM. That flight crashed while taking off in Bangkok. On this occasion, five people were killed and Brinsmead suffered serious injuries from which he never recovered. He died two years later. Meanwhile, the surviving passengers carried on to London in a replacement plane. That plane crashed on the return trip. Daly
Bill Bryson (In a Sunburned Country)
The talk then turned to the topic of risk. The dozen or so regulatory agencies that had to approve the flight test did not share Musk’s love of it. The engineers briefed him on all the safety reviews and requirements they had endured. “Getting the license was existentially soul-sucking,” Juncosa said. Shana Diez and Jake McKenzie provided details. “My fucking brain is hurting,” Musk said, holding his head. “I’m trying to figure out how we get humanity to Mars with all this bullshit.” He processed in silence for two minutes, and when he emerged from his trance, he was philosophical. “This is how civilizations decline. They quit taking risks. And when they quit taking risks, their arteries harden. Every year there are more referees and fewer doers.” That’s why America could no longer build things like high-speed rail or rockets that go to the moon. “When you’ve had success for too long, you lose the desire to take risks.
Walter Isaacson (Elon Musk)
Chapter 28 Genghis Cat Gracing Whatever Shithole This Is, Washington, USA You can all relax now, because I am here. What did you think? I’d run for safety at the whim of a fucking parrot with under-eye bags like pinched scrotums? Did you suspect I—a ninja with feather-wand fastness and laser-pointer focus—had the spine of a banana slug? Then you are a shit-toned oink with the senses of a sniveling salamander. Then you don’t know Genghis Cat. I look around and can see that we are surrounded by The Bird Beasts, those crepe-faced, hair ball–brained fuck goblins. I intensely dislike these lumpy whatthefuckareyous who straddle between the Mediocre Servant and animal worlds, trying to be one thing and really not being, like imitation crabmeat in a sushi log that is really just fucking whitefish and WE ALL KNOW IT. “Would you like a little of the crabmeat, Genghis?” my Mediocre Servants seemed to ask with their blobfish lips and stupid faces. “THAT’S FUCKING WHITEFISH, YOU REGURGITATED MOLES!” I’d yowl, and then I’d steal the sushi log and run off and growl very much so they couldn’t have it back, and later I would pee on their night pillows for good measure. I cannot imagine their lives before me. We mustn’t think of those bleak dark ages. But the Beasts are dangerous. I have watched them morph and chew into a house. I have seen them with spider legs and second stomachs and camouflage skins. I have seen them tear the legs off a horse and steal flight from those with feathers. Orange and I have lost family to their fuckish appetites. But they are still fakish faking beasts and I’m fucking Genghis Cat. They are imitation crab and Genghis is filet mignon Fancy Feast, bitch. Probably I should come clean here and tell you that I’m immortal. I always suspected it but can confirm it now that I have surpassed the allocated nine lives. I’m somewhere around life 884, give or take seventy-eight. Some mousers have called me a god, but I insist on modesty. I also don’t deny it. I might be a god. It seems to fit. It feels right. A stealthy, striped god with an exotically spotted tummy—it seems certain, doesn’t it to you? I’m 186 percent sure at this point. Orange insists we stay away from the Beasts all the time, but I only let Orange think he’s in charge. Orange is incredibly sensitive, despite being the size of a Winnebago. He hand-raised each of my kittens and has terrible nightmares, and I have to knead my paws on him to calm him down. Orange and I have a deal. I will kill anything that comes to harm Orange and Orange will continue to be the reason I purr.
Kira Jane Buxton (Feral Creatures (Hollow Kingdom #2))
So, about your classes,” said Doug. “I put in the requirements already. History of Woodsmen and Pirates, Safety Rules for the Internet, and”—he cleared his throat—“Remedial Goodness 101.” “Let me guess...” said Mal. She popped a piece of candy into her mouth. “New class?” Doug nodded sheepishly. “Come on, guys,” Mal said, dropping the wrapper on the floor. “Let’s go find our dorms.” She started up a flight of stairs. Carlos, Jay, and Evie followed her. “Oh! Uh, yeah, your dorms are that way, guys,” said Doug, pointing in the opposite direction. As Mal and her friends came back down the stairs and headed in the direction he indicated, Doug hung back, counting through the dwarves again. “Dopey, Doc, Bashful, Happy, Grumpy, Sleepy, and...” “Sneezy,” said Carlos, passing him and ascending the opposite staircase. Doug sighed and looked at the ceiling. Upstairs, Mal and Evie opened the door to their dorm room. It was light and airy and dappled in sunlight. The white canopy beds were covered with pink pillows, and flowery curtains fluttered gently in the fresh breeze from the open windows. Evie’s eyes widened with delight as Mal’s narrowed in horror. “Wow,” said Evie. “This place is so amazing—” “Gross,” said Mal. “I know, right?” said Evie, changing her tune. “Amazingly gross. Ew!” When Mal wasn’t looking, Evie couldn’t help giving a silent gasp of joy at her new crib. “I am going to need some serious sunscreen,” said Mal, arms crossed. “Yeah,” said Evie. “E,” said Mal, pointing to the windows. She closed the curtains as Evie moved to other windows in the room and did the same, plunging the dorm into darkness. “Whoa!” said Mal. “That is much better.
Walt Disney Company (Descendants Junior Novel)
About two thousand years ago … If you are flying directly into a hurricane, it is probably useful to be a dragon who can see the future. Then again, if you are a dragon who can see the future, you are most likely far too smart to fly directly into a hurricane. And yet, according to Clearsight’s visions, that was exactly what she needed to do. She shook out her black wings, which were already tired from how far she’d flown all morning and the day before. Her talons clung to the slippery wet rock below her. Her scales felt itchy with salt from the ocean spray. Above her, the sun peeked wearily through cracks in the dull gray clouds. She closed her eyes, tracing the future paths ahead of her. In one direction — south and a little east — there was a small island with a warm sandy beach. Two coconut palms nodded toward each other and there were lazy tiger sharks to eat. The hurricane would pass it by completely. If she went there, Clearsight could rest, eat, and sleep in safety. Then she could continue on in two days, after the storm was over. But in the other direction — a long flight west and slightly north — the lost continent was waiting for her. She knew it was real now. When she’d left Pyrrhia to find it, she’d half expected to fly all the way around the world and end up back on Pyrrhia’s other coast. No one was sure another continent even existed . . . and if it did, everyone knew it was too far away to fly to. Any dragon would tire, fall into the sea, and drown before reaching it. But Clearsight wasn’t any dragon. She had something no one else did: the ability to carefully trace the paths of multiple possible futures. Standing on the edge of Pyrrhia, she could see which direction would take her to an island where she could rest. And then the next day: to another island. Shifting her course slightly each day, guided by her visions, she had found a trail of small islands to take her safely across the ocean. A gust of wind roared over her, splattering a handful of raindrops onto her head.
Tui T. Sutherland (Darkstalker (Wings of Fire: Legends, #1))
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.
Malcolm Gladwell (Outliers: The Story of Success)
Within our own species we have great variation between these two reactions. One man may beat his life away in furious assault on the barrier, where another simply waits for the tide to pick him up. Such variation is also observable among the higher vertebrates, particularly among domestic animals. It would be strange if it were not also true of the lower vertebrates, among the individualistic ones anyway. A fish, like the tuna or the sardine, which lives in a school, would be less likely to vary than this lonely horned shark, for the school would impose a discipline of speed and uniformity, and those individuals which would not or could not meet the school’s requirements would be killed or lost or left behind. The overfast would be eliminated by the school as readily as the over-slow, until a standard somewhere between the fast and slow had been attained. Not intending a pun, we might note that our schools have to some extent the same tendency. A Harvard man, a Yale man, a Stanford man—that is, the ideal—is as easily recognized as a tuna, and he has, by a process of elimination, survived the tests against idiocy and brilliance. Even in physical matters the standard is maintained until it is impossible, from speech, clothing, haircuts, posture, or state of mind, to tell one of these units of his school from another. In this connection it would be interesting to know whether the general collectivization of human society might not have the same effect. Factory mass production, for example, requires that every man conform to the tempo of the whole. The slow must be speeded up or eliminated, the fast slowed down. In a thoroughly collectivized state, mediocre efficiency might be very great, but only through the complete elimination of the swift, the clever, and the intelligent, as well as the incompetent. Truly collective man might in fact abandon his versatility. Among school animals there is little defense technique except headlong flight. Such species depend for survival chiefly on tremendous reproduction. The great loss of eggs and young to predators is the safety of the school, for it depends for its existence on the law of probability that out of a great many which start some will finish. It is interesting and probably not at all important to note that when a human state is attempting collectivization, one of the first steps is a frantic call by the leaders for an increased birth rate—replacement parts in a shoddy and mediocre machine.
John Steinbeck (The Log from the Sea of Cortez)
Few grown humans can normally survive a fall of much more than twenty-five or thirty feet, though there have been some notable exceptions—none more memorable perhaps than that of a British airman in World War II named Nicholas Alkemade. In the late winter of 1944, while on a bombing run over Germany, Flight Sergeant Alkemade, the tail gunner on a British Lancaster bomber, found himself in a literally tight spot when his plane was hit by enemy flak and quickly filled with smoke and flames. Tail gunners on Lancasters couldn’t wear parachutes because the space in which they operated was too confined, and by the time Alkemade managed to haul himself out of his turret and reach for his parachute, he found it was on fire and beyond salvation. He decided to leap from the plane anyway rather than perish horribly in flames, so he hauled open a hatch and tumbled out into the night. He was three miles above the ground and falling at 120 miles per hour. “It was very quiet,” Alkemade recalled years later, “the only sound being the drumming of aircraft engines in the distance, and no sensation of falling at all. I felt suspended in space.” Rather to his surprise, he found himself to be strangely composed and at peace. He was sorry to die, of course, but accepted it philosophically, as something that happened to airmen sometimes. The experience was so surreal and dreamy that Alkemade was never certain afterward whether he lost consciousness, but he was certainly jerked back to reality when he crashed through the branches of some lofty pine trees and landed with a resounding thud in a snowbank, in a sitting position. He had somehow lost both his boots, and had a sore knee and some minor abrasions, but otherwise was quite unharmed. Alkemade’s survival adventures did not quite end there. After the war, he took a job in a chemical plant in Loughborough, in the English Midlands. While he was working with chlorine gas, his gas mask came loose, and he was instantly exposed to dangerously high levels of the gas. He lay unconscious for fifteen minutes before co-workers noticed his unconscious form and dragged him to safety. Miraculously, he survived. Some time after that, he was adjusting a pipe when it ruptured and sprayed him from head to foot with sulfuric acid. He suffered extensive burns but again survived. Shortly after he returned to work from that setback, a nine-foot-long metal pole fell on him from a height and very nearly killed him, but once again he recovered. This time, however, he decided to tempt fate no longer. He took a safer job as a furniture salesman and lived out the rest of his life without incident. He died peacefully, in bed, aged sixty-four in 1987. —
Bill Bryson (The Body: A Guide for Occupants)
In the shock of the moment, I gave some thought to renting a convertible and driving the twenty-seven hundred miles back alone. But then I realized I was neither single nor crazy. The acting director decided that, given the FBI’s continuing responsibility for my safety, the best course was to take me back on the plane I came on, with a security detail and a flight crew who had to return to Washington anyway. We got in the vehicle to head for the airport. News helicopters tracked our journey from the L.A. FBI office to the airport. As we rolled slowly in L.A. traffic, I looked to my right. In the car next to us, a man was driving while watching an aerial news feed of us on his mobile device. He turned, smiled at me through his open window, and gave me a thumbs-up. I’m not sure how he was holding the wheel. As we always did, we pulled onto the airport tarmac with a police escort and stopped at the stairs of the FBI plane. My usual practice was to go thank the officers who had escorted us, but I was so numb and distracted that I almost forgot to do it. My special assistant, Josh Campbell, as he often did, saw what I couldn’t. He nudged me and told me to go thank the cops. I did, shaking each hand, and then bounded up the airplane stairs. I couldn’t look at the pilots or my security team for fear that I might get emotional. They were quiet. The helicopters then broadcast our plane’s taxi and takeoff. Those images were all over the news. President Trump, who apparently watches quite a bit of TV at the White House, saw those images of me thanking the cops and flying away. They infuriated him. Early the next morning, he called McCabe and told him he wanted an investigation into how I had been allowed to use the FBI plane to return from California. McCabe replied that he could look into how I had been allowed to fly back to Washington, but that he didn’t need to. He had authorized it, McCabe told the president. The plane had to come back, the security detail had to come back, and the FBI was obligated to return me safely. The president exploded. He ordered that I was not to be allowed back on FBI property again, ever. My former staff boxed up my belongings as if I had died and delivered them to my home. The order kept me from seeing and offering some measure of closure to the people of the FBI, with whom I had become very close. Trump had done a lot of yelling during the campaign about McCabe and his former candidate wife. He had been fixated on it ever since. Still in a fury at McCabe, Trump then asked him, “Your wife lost her election in Virginia, didn’t she?” “Yes, she did,” Andy replied. The president of the United States then said to the acting director of the FBI, “Ask her how it feels to be a loser” and hung up the phone.
James Comey (A Higher Loyalty: Truth, Lies, and Leadership)
But seat-back video screens and the hard frames that surround them pose a safety challenge, partly because of the potential for injuries caused by head strikes, and partly because the computers and the electrical systems that serve them have to be both fireproof and fully isolated from the plane’s—so that crossed wires in somebody’s seat don’t allow a ten-year-old playing a video game to suddenly take control of the cockpit. Largely as a result, in-flight entertainment systems are almost unbelievably expensive. The rule of thumb, I was told, is “a thousand dollars an inch”—meaning that the small screen in the back of each economy seat can cost an airline ten thousand dollars, plus a few thousand for its handheld controller.
Anonymous
Our brains evolved for an environment very different from the one we currently inhabit. As a result, we carry all kinds of biological baggage. Humans are still primed to detect threats and dangers that no longer exist—think of the cold sweat when you’re stressed about money, or the fight-or-flight response that kicks in when your boss yells at you. Our safety is not truly at risk here—there is little danger that we will starve or that violence will break out—though it certainly feels that way sometimes. We have a choice about how we respond to this situation (or any situation, for that matter). We can be blindly led by these primal feelings or we can understand them and learn to filter them. Discipline in perception lets you clearly see the advantage and the proper course of action in every situation—without the pestilence of panic or fear.
Ryan Holiday
The answers are perhaps as varied as the questions one asks, but a common theme that comes through in discussions with caregivers on the front lines and those who think a great deal about patient safety, is our failure to change our culture. What we have not done, they say, is create a “culture of safety,” as has been done so impressively in other industries, such as commercial aviation, nuclear power and chemical manufacturing. These “high-reliability organizations” are intrinsically hazardous enterprises that have succeeded in becoming (amazingly!) safe. Worse, the culture of health care is not only unsafe, it is incredibly dysfunctional. Though the culture of each health care organization is unique, they all suffer many of the same disabilities that have, so far, effectively stymied progress: An authoritarian structure that devalues many workers, lack of a sense of personal accountability, autonomous functioning and major barriers to effective communication. What is a culture of safety? Pretty much the opposite! Books have been written on the subject, and every expert has his or her own specific definition. But an underlying theme, a common denominator, is teamwork, founded on an open, supportive, mutually reinforcing, dedicated relationship among all participants. Much more is required, of course: Sensitivity to hazard, sense of personal responsibility, attitudes of awareness and risk, sense of personal responsibility and more. But those attitudes, that type of teamwork and those types of relationships are rarely found in health care organizations.
John J. Nance (Why Hospitals Should Fly: The Ultimate Flight Plan to Patient Safety and Quality Care)
ahead of ICAO audit By Tarun Shukla | 527 words New Delhi: India's civil aviation regulator has decided to restructure its safety board and hire airline safety professionals ahead of an audit by the UN's aviation watchdog ICAO (International Civil Aviation Organization). The Directorate General of Civil Aviation (DGCA) announced its intent, and advertised the positions on its website. ICAO told the Indian regulator recently that it would come down to India to conduct an audit, its third in just over a decade, Mint reported on 12 February. Previous ICAO audits had highlighted the paucity of safety inspectors in DGCA. After its 2006 and 2012 audits, ICAO had placed the country in its list of 13 worst-performing nations. US regulator Federal Aviation Authority followed ICAO's 2012 audit with its own and downgraded India, effectively barring new flights to the US by Indian airlines. FAA is expected to visit India in the summer to review its downgrade. The result of the ICAO and FAA audits will have a bearing on the ability of existing Indian airlines to operate more flights to the US and some international destinations and on new airlines' ability to start flights to these destinations. The regulator plans to hire three directors of safety on short-term contracts to be part of the accident investigation board, according to the information on DGCA's website. This is first time the DGCA is hiring external staff for this board, which is critical to ascertain the reasoning for any crashes, misses or other safety related events in the country. These officers, the DGCA said on its website, must have at least 12 years of experience in aviation, specifically on the technical aspects, and have a degree in aeronautical engineering. DGCA has been asked by international regulators to hire at least 75 flight inspectors. It has only 51. India's private airlines offer better pay and perks to inspectors compared with DGCA. The aviation ministry told DGCA in January to speed up the recruitment and do whatever was necessary to get more inspectors on board, a government official said, speaking on condition of anonymity. DGCA has also announced it will hire flight operations inspectors as consultants on a short-term basis for a period of one year with a fixed remuneration of `1.25 lakh per month. "There will be a review after six months and subsequent continuation will be decided on the basis of outcome of the review," DGCA said in its advertisement. The remuneration of `1.25 lakh is higher than the salary of many existing DGCA officers. In its 2006 audit, ICAO said it found that "a number of final reports of accident and serious incident investigations carried out by the DGCA were not sent to the (member) states concerned or to ICAO when it was applicable". DGCA had also "not established a voluntary incident reporting system to facilitate the collection of safety information that may not otherwise be captured by the state's mandatory incident reporting system". In response, DGCA "submitted a corrective action plan which was never implemented", said Mohan Ranganthan, an aviation safety analyst and former member of government appointed safety council, said of DGCA. He added that the regulator will be caught out this time. Restructuring DGCA is the key to better air safety, said former director general of civil aviation M.R. Sivaraman. Hotel industry growth is expected to strengthen to 9-11% in 2015-16: Icra By P.R. Sanjai | 304 words Mumbai: Rating agency Icra Ltd on Monday said Indian hotel industry revenue growth is expected to strengthen to 9-11% in 2015-16, driven by a modest increase in occupancy and small increase in rates. "Industry wide revenues are expected to grow by 5-8% in 2014-15. Over the next 12 months, Icra expects RevPAR (revenue per available room) to improve by 7-8% driven by up to 5% pickup in occupancies and 2-3% growth in average room rates (ARR)," Icra said. Further, margins are expected to remain largely flat for 2014-15 while
Anonymous
I recognize Sergeant Fallon instantly. She walks down the ramp with the efficiency of movement I remember well. There’s nothing casual about her stride. She walks onto the Midway’s flight deck like a predator checking out a new environment. I know that her left leg underneath the battle armor is titanium alloy and nanocarbon fibers instead of flesh and bone, but there’s no way to deduce it from her gait. As she steps off the ramp and toward her unit’s assembly area on the other side of the black-and-yellow safety line, there’s a phalanx of her troopers around her—not bodyguards, but limbs of the same belligerent organism, ready to strike out in any direction if needed.
Marko Kloos (Lines of Departure (Frontlines, #2))
if they fell, heaven would be open to them; if they triumphed, the fame of their victory would be spread throughout the Christian world. There could be no safety in flight; their home was beyond the seas; in the East there was no asylum for the conquered.” After
Joseph-François Michaud (The History of the Crusades: All Volumes)
The third barrier is the superstitious belief that thinking irrational thoughts keeps the plane in the air. It is true that, if you have flown in the past, you worried and the plane arrived safely. You may even have “helped” by listening to every sound, counting the screws on the wings to see if any were missing, watching the faces of the flight attendants for any sign of panic, looking out the window for other planes that might be on a collision course with your plane, and so forth. Unfortunately, your hypervigilant behavior became linked to the safe arrival of the plane. Giving up your superstitious belief that your monitoring actually was the factor that ensured the safety of the flight may be more scary than flying itself. I can only assure you that you had nothing to do with the plane arriving safely. It is impossible for a relatively small person sitting inside the plane to hold up a modern jetliner that may weigh from 100,000 to 1,000,000 pounds. The air traffic control system and the onboard Traffic Alert and Collision Avoidance System (TCAS) keep the planes a safe distance apart, not your watchful behavior. Decide now to give up these irrational thoughts.
Duane Brown (Flying without Fear: Effective Strategies to Get You Where You Need to Go)
Cade felt the daunting blue of Lily's eyes the most. Everything he said or did could affect her and her family. Cade realized this, but he had done the best for them that he was able. It was time now to do what was necessary. "The future lies in the hands of the man who wins this war," Cade said, giving his explanation for Lily's benefit as he never would have done for anyone else. "I do not relish working for a dictator. I will be joining Houston, if he will have me." Even though he looked at his grandfather as he said this, Cade knew when Lily quietly dropped her silverware to the table. He turned to see her lay her napkin beside the plate. Because the alcohol slowed his reflexes, he could not rise in time to catch her before she fled the room. He stood there stupidly staring at the place where she had been while Juanita rushed after her. Shaking his head to clear it, Cade fell back to his seat. He would not fool himself into thinking Lily's flight meant she feared for his safety. She hated him. She was angry that he had not sought her approval first. She would learn that he was his own man, not a slave or a hired hand. She had the child to consider now. She could do or say nothing to deter him. When he came back, perhaps they could start over again. His grandfather watched him with more interest than displeasure. Cade lifted his wineglass in salute. "To women." *
Patricia Rice (Texas Lily (Too Hard to Handle, #1))
THE VARIOUS GAINS OF FLIGHT DELAY DAMAGES Travelling byair is one of the handiest means to get from one point to another. It's quick, safe, and hassle-free. Obviously, hassle-free is a subjective term as some folks find all the safety precautions cumbersome. Since there are much fewer plane accidents when compared with automobile accidents however, it's a good deal better mathematically talking. Naturally, travel issues are not merely limited to injuries and crashes; occasionally, the ones that are most problematic are the small things that eventually become larger. Having the flight postponed for 5 - 10 minutes does not seem much to most folks. However, for people who will be catching a connecting flight after, this really is an extremely large difficulty. They need to run across the next airport simply to make it in time or they will need to get it rescheduled and watch for the next available flight. Either way, it's a very big hassle and it all came from a 5 minute delay. What You Can Get That is why you should be aware of the many benefits that you can get. Flight delay compensation isn't a simple thing that airlines give just to keep customers satisfied; the law requires to give damages for faulty service as mandated them. Different areas have different laws regarding this but it usually means that if your flight got delayed, the airline must help you during that time. If, for example, you may end up late to your connecting flight, then you can certainly ask aid from the airline to assist you look for an accessible connecting flight, have it reserved, and even request financial compensation as you need to wait for the brand new boarding time if it's a few hours more. Typically, you can demand help for the amount of money you are going to be spending simply because your flight was delayed. This can happen whether the flight was delayed for a very long time due to technical issues. That those can get somewhere to sleep in, some airports will open up the VIP lounge. Also, they are going to be given free food and drinks especially if they must stay for more than one night. Inclusions and Exceptions Flight delay settlement is all about getting compensated for hassle and all the trouble that an undue delay has brought on. Delays caused by neglect or some other reason which was a result of the airline can be deemed as such. This implies that if they couldn't have prevented the issue no matter what, you won't be able to seek damages. For example, if the weather suddenly took a turn for the worse and the whole airport was locked down and no airplanes are permitted to fly, then this is a problem that they couldn't avert. It would not be safe to fly with such conditions and no one can do anything about it. Naturally, you can still seek assistance but remember that they have no obligation to do so and you've got no right to demand money as reimbursement for the delay. In the end, the biggest difference between force of nature accidents and those due to negligence is that you can ask for aid but they're just required to do so during the latter. They have to give money for the hassle to you as well if it was their fault.
Flight Delay Compensation
On Why It’s A Threat by Lynne Schmidt The first time she is catcalled, she is nineteen years old and we are walking down the street, dog leashes in hand, on a college campus that is not ours but is close enough to be home. Close enough that I should feel safe to walk my pets, go for a run, exist. He rolls up, and I bristle when I hear the stop because it’s too soon, and she mistakes the slowing for the sign at the end of the road. My ears wait for what may or may not come next and sure enough his voice rises just loud enough so we can hear it, “I don’t know which is more beautiful, the dogs, or the girls walking them.” Beside me, she stills, a deer in the sights of a gun, eyes wild like prey ready for fight or flight, because she is. Another youngest child seeking protection when there may not be any safety to be had. She does not realize she walks beside a bomb who marched in DC against a rapist in seat, who has been fighting off men like this since her knuckles could bleed. I ignite for all the times she will be yelled at and all the times my oldest sister has thrown me behind her when the vehicles stop and the car doors open. I position my body between her and this man, the way my sister did for me, a shell of a shield if need be, grip the leash tighter with my hand and demand he to keep driving. My hands shake. My voice doesn’t. This is all I need her to hear. His saccharine words turn to acid, smile sliding off his face like an avalanche, Bitch-cunt you have STIs I wouldn’t touch you with a ten foot pole before his tires peel away pavement and leave us reeling in dust. When we return home, she is still shaking, and I am still furious. She tells me she was scared she would be hurt, or I would be hurt, and I tell her, the same thing my sister told me, I wouldn’t let that happen. Later, when she tells her partner what happened, he says, “It’s not a big deal. Why are you acting like it is?
Lynne Schmidt
By far the chief preoccupation of wild animals at liberty is finding safety. The be-all and end-all of its existence is flight. Hunger and love occupy only a secondary place, since the satisfaction of both physical and sexual wants can be postponed while flight from the approach of a dangerous enemy cannot.
Heini Hediger
You find what you love and you learn everything about it. You bet your life on what you know and you run from safety, off your mountain into the air, trusting the Principle of Flight to bring you soaring up on lift you cannot see with your eyes.
Richard Bach (Running from safety)
the first flight they could get, to reach safety in London. No arrests were made by gardaí, the attackers having fled before the force’s arrival. The getaway vehicle, a Ford Transit van, was later found burnt out in a nearby housing estate. There was a general air of disbelief in the city following the attack, with the Taoiseach making statements aimed at calming an unnerved public. But if the authorities had been left stunned by what
Stephen Breen (The Cartel: The shocking story of the Kinahan crime cartel)
In the weeks afterward, as part of its investigation, the National Transportation Safety Board placed experienced crews in simulators and re-created the conditions faced by Flight 232 at the moment it lost all hydraulics. The simulation was run twenty-eight times. All twenty-eight times, the planes crashed, spiraling to the ground without getting close to Sioux City. All of which underlines a strange truth. The crew of Flight 232 succeeded not because of their individual skills but because they were able to combine those skills into a greater intelligence. They demonstrated that a series of small, humble exchanges—Anybody have any ideas? Tell me what you want, and I’ll help you—can unlock a group’s ability to perform. The key, as we’re about to learn, involves the willingness to perform a certain behavior that goes against our every instinct: sharing vulnerability.
Daniel Coyle (The Culture Code: The Secrets of Highly Successful Groups)
Beneath every protective behavior is a feeling of fight, flight, freeze, or fawn. And beneath each feeling of fight, flight, freeze, or fawn is a need to be safe. When we meet that need of safety rather than focus on the protective behavior that does not protect, we begin to deal with the cause and not the symptom.
Shreve Gould
And what if we hear the scream but cannot see the screamer? Of all questions about silent witnesses, to me this is the most important. Suppose the screamer is not downstairs but around the corner. Surely somebody else is closer, so we don't have to run out, do we? What is the accepted distance for hearing but not moving—two flights down, five, one block, two blocks, three? Suppose you know people are screaming under persecution—not discrimination but persecution, as in imprisonment, torture, genocide, forced starvation—for their race or their religion. You have seen the pictures of African children with their bellies distended: our own government, even this government, defines this as a genocide. You know they scream, but they are not within sight and you cannot reach out and touch them, nor are you allowed to visit them. But the screams are piercing. How far away do you have to be to forgive yourself for not doing whatever is in your power to do: stop doing business with the torturer, or just speak up for them, write a letter, join a human rights group, go to shul and pray for the rescue of the persecuted and the damnation of the persecutors, give money, do something. Three stories up, a thousand miles, ten thousand miles, from here to Queens, or from here to Sudan and Chad for victims of genocide anywhere? How far is silence from a place of safety acceptable without detesting yourself as we detest the thirty-eight? Tell me, is there any question more important than this?
A.M. Rosenthal
Beneath every protective behavior is a feeling (emotion) of the fight, flight, freeze, or fawn. And beneath each feeling (emotion) of the fight, flight, freeze, or fawn is a need to be safe. When we meet that need of safety rather than focus on the protective behavior that does not protect, we begin to deal with the cause and not the symptom.
Shreve Gould
We can bet on one thing in our flight, and that's that the Regime will be looking for us. Their maw is likely here in the west, where they know we're strongest. If you linger near the mouth of a predator, you make yourself an easy dish. Sometimes you're safer beneath the belly of the beast.
Dean F. Wilson (Lifemaker (The Great Iron War, #2))
Effective action (the result of fight/flight) ends the threat. Immobilization keeps the body in a state of inescapable shock and learned helplessness. Faced with danger people automatically secrete stress hormones to fuel resistance and escape. Brain and body are programmed to run for home, where safety can be restored and stress hormones can come to rest.
Bessel van der Kolk (The Body Keeps the Score: Brain, Mind, and Body in the Healing of Trauma)
Safety is not a destination that we reach for, rather it is a retreat that we escape to. And if our lives are marked by the incessant search for safety, we will live the whole of it going in reverse.
Craig D. Lounsbrough
First Do No Harm,24
John J. Nance (Why Hospitals Should Fly: The Ultimate Flight Plan to Patient Safety and Quality Care)
My goal that morning was as simple as it was impossible: successfully execute a chariot maneuver called the Morrigan’s Flight, named after the fearsome winged war goddess who flew over battlefields collecting the souls of the worthy dead. I’d watched my older sister, Sorcha, attempt it time after time. The idea was to run out along the narrow pole between the horses of a careening chariot, throw a spear, hit a target, balance for as long as it took for the spear to stay lodged, and then run back to the safety of the chariot deck. It was dangerous. It was thrilling. It was the supreme act of a true Cantii warrior. And I’d never seen anyone do it. Not even Sorcha.
Lesley Livingston (The Valiant (The Valiant, #1))
dramatically, but helium gas was 10 times as expensive. Under these conditions, Dr. Eckener, a pilot whose primary concern was safety and as Director of a Company attempting to make a profit, he was forced to make a difficult decision. His discussions with American businessmen and political officials had not resulted in the helium gas he so badly wanted. On the other hand he realized, an airship without lifting gas could not fly. His own company officials believed hydrogen to be safe and they did not share the American concern nor that of Eckener. During many of the flights in 1936, U.S. Naval officials were onboard the LZ-129, to study German operating methods of using hydrogen gas. Their resulting reports concluded that hydrogen properly used, was safe and should be considered used in any new or future American airships. The building of a dream The LZ-129 was a typical design for a Zeppelin airship, only it’s size was so remarkable. The structure was primarily built of triangular girders made of Duralumin, the interior was divided by a wire braced main frame, into 16 bays, in which each held a gas cell.2 Duralumin was an alloy of aluminum and copper with traces of magnesium, manganese, iron and silicon. It had been discovered by Dr. Alfred Wilm and his assistant Ing. Jablonsky, in September 1906. Late one Saturday evening, Jablonsky had completed testing numerous pieces and was ready to go home, when Dr. Wilm entered the lab, with just one more test. To everyone’s astonishment, the test piece was harder, with only ½% more Magnesium having been added. The last train for Berlin had departed and the two men worked the through the weekend, to perfect their Duralumin. Although Dr. Wilm wanted to obtain a patent on this new metal, that so many industries so badly required, he failed to take action. By not obtaining a patent, he gave German industry the opportunity to copy. Count von Zeppelin was amongst the first to realize the value of this new material. Dr. Alfred Wilm did not achieve the wealth he so rightfully desired and passed away on a small farm in the Riesengebirge, on August 6, 1937. Dr. Wilm placed an important mark on not only Zeppelin history, but in the design of countless airplanes ever since.3 The first Zeppelin airships had been constructed of simple aluminum, which is considerably weaker, so that strength was a major problem. It was not until LZ-26, which was the only Zeppelin assembled in Frankfurt-Rebstock, that Duralumin was practically used. Designed as a passenger airship, production of it’s parts had begun, when World War One started. Suddenly, this airship was no longer needed for civilian purposes and would fulfill military requirements only marginally. In order to provide space in the Friedrichshafen Zeppelin Sheds, for newer and larger designs; the completed girders and materials were transported to Frankfurt for assembly. The ship, approx. only 1/8 the
John Provan (The Hindenburg - a ship of dreams)
I flew home with Iran Air, which gave me six and a half hours to truly appreciate the impact of the international sanctions first hand. The scratchy seat fabric, cigarette-burned plastic washbasins and whiff of engine oil throughout the cabin reminded me of late seventies coach travel, which was probably the last time these planes had had a facelift. I tried to convince myself that Iran Air had prioritised the maintenance of engines and safety features over the interior decor but I wasn’t convinced, especially when the seatbelt refused to budge. The in-flight entertainment had certainly been spared an upgrade, consisting of one small television at the front of the plane showing repeat screenings of a gentle propaganda film featuring chador-clad women gazing at waterfalls and flowers with an appropriately tinkly soundtrack. The stewardesses’ outfits were suitably dreary too. Reflecting Iran Air’s status as the national carrier of the Islamic Republic, they were of course modest to the point of unflattering, with not a single glimpse of neck or hair visible beneath the military style cap and hijab. As we took off, I examined my fellow passengers. Nobody was praying and as soon as we were airborne, every female passenger removed her headscarf without ceremony.
Lois Pryce (Revolutionary Ride: On the Road in Search of the Real Iran)
Every plane crash brings us closer to safety, improves the system, and makes the next flight safer…
Nassim Nicholas Taleb (Antifragile: Things That Gain from Disorder)
Valujet flight 592 crashed after takeoff from Miami airport because oxygen generators in its cargo hold caught fire. The generators had been loaded onto the airplane by employees of a maintenance contractor, who were subsequently prosecuted. The editor of Aviation Week and Space Technology “strongly believed the failure of SabreTech employees to put caps on oxygen generators constituted willful negligence that led to the killing of 110 passengers and crew. Prosecutors were right to bring charges. There has to be some fear that not doing one’s job correctly could lead to prosecution.”13 But holding individuals accountable by prosecuting them misses the point. It shortcuts the need to learn fundamental lessons, if it acknowledges that fundamental lessons are there to be learned in the first place. In the SabreTech case, maintenance employees inhabited a world of boss-men and sudden firings, and that did not supply safety caps for expired oxygen generators. The airline may have been as inexperienced and under as much financial pressure as people in the maintenance organization supporting it. It was also a world of language difficulties—not only because many were Spanish speakers in an environment of English engineering language: “Here is what really happened. Nearly 600 people logged work time against the three Valujet airplanes in SabreTech’s Miami hangar; of them 72 workers logged 910 hours across several weeks against the job of replacing the ‘expired’ oxygen generators—those at the end of their approved lives. According to the supplied Valujet work card 0069, the second step of the seven-step process was: ‘If the generator has not been expended install shipping cap on the firing pin.’ This required a gang of hard-pressed mechanics to draw a distinction between canisters that were ‘expired’, meaning the ones they were removing, and canisters that were not ‘expended’, meaning the same ones, loaded and ready to fire, on which they were now expected to put nonexistent caps. Also involved were canisters which were expired and expended, and others which were not expired but were expended. And then, of course, there was the simpler thing—a set of new replacement canisters, which were both unexpended and unexpired.”14 These were conditions that existed long before the Valujet accident, and that exist in many places today. Fear of prosecution stifles the flow of information about such conditions. And information is the prime asset that makes a safety culture work. A flow of information earlier could in fact have told the bad news. It could have revealed these features of people’s tasks and tools; these longstanding vulnerabilities that form the stuff that accidents are made of. It would have shown how ‘human error’ is inextricably connected to how the work is done, with what resources, and under what circumstances and pressures.
Sidney Dekker (The Field Guide to Understanding Human Error)
Semtex is the best plastic explosive in the world. It feels like Play-Doh, has no smell, and was designed in 1966 to clear land-mines and improve industrial safety. It is also undetectable by dogs and airport security devices, and after it left Mr. Brebera's laboratory in 1968, Semtex became the favored weapon of international terrorists from Libya to Northern Ireland. Since Sept. 11, the Czech Republic and its new NATO allies have become increasingly nervous about the continued production and sale of Brebera's fatal concoction. Over the past two decades, terrorists have employed Semtex in several deadly attacks, including the 1988 explosion of Pan Am flight 103 over Lockerbie, Scotland, and the 1998 bombing of the US Embassy in Nairobi, Kenya. And no one has found a reliable way to combat it. Named after Semtin, the village in East Bohemia where Brebera invented it, this extraordinarily stable compound of RDX (Cyclonite) and PETN (Penaerythrite Tetranitrate) slips through airport security scans as easily as a pair of nylons.
John Ellsworth (The Post Office (Thaddeus Murfee Legal Thrillers #14))
The flight attendant standing at the top of the jet stairs slipped a hand behind her back and threaded her fingers around the grip of the pistol tucked under her jacket. Thumbing the safety down, she eyed the figure approaching confidently from the darkness beyond the lights illuminating the tarmac and wondered if she should go ahead and pull her weapon.
Mark Greaney (Mission Critical (Gray Man, #8))
Are you buying it? As anyone who has experienced infidelity knows, the pain of betrayal is far worse than the physical pain of bouncing headfirst down a flight of stairs. Could someone who risked your safety and emotional well-being for a thrill be described as “loving” you right then? No.
Tracy Schorn (Leave a Cheater, Gain a Life: The Chump Lady's Survival Guide)
Without the vagal brake we lose our anchor in safety and connection and move into the protective states of fight and flight.
Deb Dana (Anchored: How to Befriend Your Nervous System Using Polyvagal Theory)
Conversely, ND spouses often find that their partner initially marveled at their abilities, enjoyed their idiosyncrasies, and “got” them in ways others did not. They felt accepted and safe to be themselves. As this safety grew, they became more comfortable with being who they are, only to find their partner complaining that they are distant and not putting the energy into the relationship as they once did. The criticism grows, and with each interaction, what was once a safe haven becomes a jarring experience on the nervous system, activating the fight-flight-or-freeze response. The nervous system’s response to potential threat causes the ND person to withdraw, further threatening reliability and safety of the relationship for the NT person, who often responds with more of the same (elevated requests, threats, or demands).
Lorna Hecker (Different Planets: Understanding Your Neurodiverse Relationship)
I screamed a battle cry like a damn Viking warrior as I flung my palms out, aiming for the nightmare creature and sending blue and red fire to consume it on blazing wings. The Nymph shrieked as it burned before bursting apart, leaving a trail of black smoke hanging in the air where it had been. Diego’s eyes were wild with panic as he stared between the black smoke and me. “Shift!” I commanded, my voice unintentionally thick with Coercion as my worry for my friends compelled me to make sure they got to safety. Sofia’s eyes widened a moment before a pale pink Pegasus burst from the confines of her skin once more. I skidded to a halt in the mud beside her, reaching down to heave Diego back to his feet. He swayed unsteadily and I shoved him towards Sofia without wasting time on being gentle. “Climb on,” I said. “And fly as far from here as you can get!” I tried to turn away as Diego clambered onto her back but he caught my wrist. “Come with us, chica, it's not safe for you here either-” “I’m not leaving Darcy,” I replied dismissively, pulling my arm back. “But the two of you need to go.” Sofia flapped her sparkling wings as my Coercion gripped her and my heart twisted at the concern in their eyes. “Don’t worry about me,” I added as they took flight. I watched for a moment as they sped towards the sky then turned back to my hunt for Darcy. Darius roared behind me as his flames took out another Nymph but a second leapt around the blaze and onto his back. I sucked in a sharp breath, drawing on the well of power within me as I started running back towards him. Darius spun around, the razor sharp spines on his tail swiping within inches of my face as he tried to dislodge the creature but it clambered all the way up until it was lodged between his wings. He swung his head around, snapping at it as he tried to rip it off of him but he couldn’t twist his head into that position. The Nymph released its rattling breath and my knees buckled as it weakened me. I staggered forward, my hand landing on Darius’s front leg as I tried to steady myself. The Nymph shrieked excitedly and drove its probes into the flesh between Darius’s shoulder blades. A roar filled with pure agony escaped him and he fell forward onto his chest as pain wracked through his body. Where my hand still rested against him it was like I could feel that pain within myself. I felt like I was tearing in two, my soul ripping free of my body and the deepest sense of dread filled me. Darius swung his head around to look at me, one huge, golden eye reflecting back the image of a girl who was breaking in half. He snarled at me, striking his nose against my chest to knock me back a step. As I stumbled away from him, he struck me again, a deep growl echoing from his throat as he urged me to run. I stared at him in shock for a moment and he trembled as more pain tore through him. “So fucking bossy,” I snapped, shoving his big Dragon face aside as I moved closer to him instead. “You probably are stubborn enough to die here rather than let me help you.” Darius growled at me but I ignored him as I leapt up onto his leg and started climbing up the side of his big ass Dragon body. (tory)
Caroline Peckham (Ruthless Fae (Zodiac Academy, #2))
In their open front cockpit the crew were completely unprotected from the bitter lash of the wind. And the same westerly winds also proved an additional threat when at last, mission accomplished, they tried to fly back to safety: The prevailing wind was against us when returning from any flight over the lines and when it was strong, as it often was, our ground speed was much reduced thereby presenting us as ‘sitting birds’ for the anti-aircraft guns. When landing back at the aerodrome I have known the wind speed to be greater than my landing speed, so that I had to use my engine to get down after finding that my aeroplane was flying backwards relative to the ground.7 Second Lieutenant Geoffrey Hopkins, 22 Squadron, RFC
Peter Hart (Bloody April: Slaughter in the Skies over Arras, 1917 (Cassell Military Paperbacks))
My ability to stop the panic cycle through rational means, the Attacking Anxiety tapes, aroused a curiosity within me: Where did the fight-or-flight mechanism come from? Through studying biology on the Internet and in textbooks at the Vernon Parish library, I learned that the fight-or-flight response came from the days when we lived in a predator-prey environment, which instilled within us a safety mechanism that would take over in order to enhance our survival. Being exposed to biology then led me to evolutionary biology, all areas of study completely new to me. Through the study of science I realized that the quest for truth that had always propelled me was never able to be completely satisfied because in theology when you got to the bottom of a question, the answer rested on an opinion. In the realm of science, by contrast, an answer was based in fact, which I found to be extremely satisfying. Pentecostalism, it seemed to me, was a world of debating and selling opinions. Perhaps what was causing my profound doubts was my discomfort with both sales and opinions. I loved that with science you could put your hands upon the hard rock of evidence in order to answer a question. After so many years of experimenting with different denominations and dissatisfaction with ministers who had not satisfied my search for the truth, my embrace of evidence and rationality was a profound relief for me. Some questions, I realized, had knowable answers and when those questions were answered you needn’t agonize over those answers any longer.
Jerry DeWitt (Hope after Faith: An Ex-Pastor's Journey from Belief to Atheism)
advocating that France go to war—almost any war, but best of all a war against Britain—believing it would be a safety valve for the popular fury against the nobility.
Michael Gross (Flight of the WASP: The Rise, Fall, and Future of America’s Original Ruling Class)
Air New Zealand Flight 901
Oliver Elliott (Plane Crashes: The 10 deadliest air disasters and the lessons we learned to improve aviation safety)
Helplessness and immobilization keep people from utilizing their stress hormones to defend themselves. When that happens, their hormones still are being pumped out, but the actions they’re supposed to fuel are thwarted. Eventually, the activation patterns that were meant to promote coping are turned back against the organism and now keep fueling inappropriate fight/flight and freeze responses. In order to return to proper functioning, this persistent emergency response must come to an end. The body needs to be restored to a baseline state of safety and relaxation from which it can mobilize to take action in response to real danger.
Bessel van der Kolk (The Body Keeps the Score: Brain, Mind, and Body in the Healing of Trauma)
Common sense never applied to magic-born. Some could take weights of several tons and just heft them on their shoulders, all by themselves. Any scrap material or rock could be pulverized with a single fist. Flight was a given with these guys, so safety at lofty heights was never a concern. Any regulations drafted with humans in mind simply didn’t apply.
Fuse (That Time I Got Reincarnated as a Slime Light Novels, Vol. 11)
Americans gear all their living to a constantly challenging world and are prepared to accept the challenge. Japanese reassurances are based rather on a way of life that is planned and charted beforehand and where the greatest threat comes from the unforeseen. The Japanese, more than any other sovereign nation, have been conditioned to a world where the smallest details of conduct are mapped and status is assigned. During two centuries where law and order were maintained in such a world with an iron hand, the Japanese learned to identify this meticulously plotted hierarchy with safety and security. So long as they stayed within known boundaries and so long as they fulfilled known obligations, they could trust their world. The Japanese point of view is that obeying the law is repayment upon their highest indebtedness. In spite of the fact that Japan is one of the great Buddhist nations in the world, her ethics at this point contrast sharply with the teachings of Gautama Buddha and of the holy books of Buddhism. The Japanese do not condemn self-gratification. They are not Puritans. They consider physical pleasures good and worthy of cultivation. Buddhist teachers and modern nationalistic leaders have written and spoken on this theme: human nature in Japan is naturally good and to be trusted. It does not need to flight and evil half of itself. It needs to cleanse the windows of its soul and act with appropriateness on every different occasion. The Japanese define the supreme task of life as fulfilling one's obligations. They fully accept the fact that repaying "on" means sacrificing one's personal desires and pleasures. The idea that the pursuit of happiness is a serious goal of life is to them an amazing and immoral doctrine. Happiness is a relaxation in which one indulges when one can. Zen seeks only the light man can find in himself. if you do this, if you do that, the adults say to the children, the word will laugh at you. The rules are particularistic and situational and a great many of them concern what we should call etiquette. They require subordinating one's own will to the ever-increasing duties to neighbors, to family and country. The child must restrain himself, he must recognize his indebtedness. Training is explicit for every art and skill. It is the habit that is taught, not just the rules. Adults do not consider that children will "pick up" the proper habits when the time to employ them comes around. Great things can only be achieved through self-restraint. Japanese people often keep their thoughts busy with trivial minutiae in order to stave off awareness of their real feelings. They are mechanical in the performance of a disciplined routine which is fundamentally meaningless to them. Japan's real strength which she can use in remaking herself into a peaceful nation lies in her ability to say to a course of action: "that failed" and then to throw her energies into other channels. The Japanese have an ethic of alternatives.
Ruth Benedict (The Chrysanthemum and the Sword: Patterns of Japanese Culture)
Consider how flight attendants explain airline safety to passengers. In the event the cabin decompresses, you’re supposed to put on your oxygen mask before helping others put on their masks. Help yourself first. Then, assist others. These instructions aren’t intended to promote self-preservation. Rather, the airline knows that if you help others first, you risk succumbing to hypoxia.
Damon Zahariades (The Art Of Saying NO: How To Stand Your Ground, Reclaim Your Time And Energy, And Refuse To Be Taken For Granted (Without Feeling Guilty!) (The Art Of Living Well Book 1))
Flight authorities across the world had understood the potential of commercial passenger air traffic, but they also realized flying had to become safer before most people would dare to try it. In 1944 they all met in Chicago to agree on common rules and signed a contract with a very important Annex 13: a common form for incident reports, which they agreed to share, so they could all learn from each other’s mistakes. Since then, every crash or incident involving a commercial passenger airplane has been investigated and reported; risk factors have been systematically identified; and improved safety procedures have been adopted, worldwide. Wow! I’d say the Chicago Convention is one of humanity’s most impressive collaborations ever. It’s amazing how well people can work together when they share the same fears.
Hans Rosling (Factfulness: Ten Reasons We're Wrong About the World—and Why Things Are Better Than You Think)
It was Christmas Eve in 1971 and more than anything in the world, 17-year-old Juliane Köpcke was looking forward to seeing her father. She was travelling with her mother Maria, an ornithologist. The flight in the Lockheed Electra turboprop would take less than an hour. It would leave Lima and cross the huge wilderness of the Reserva Comunal El Sira before touching down in Pucallpa in the Amazonian rainforest where her parents ran a research station in the jungle studying wildlife. The airline, LANSA, didn’t have the best safety reputation: it had recently lost two aircraft in crashes. The weather forecast was not good. But the family desperately wanted to be together for Christmas, so they stepped on board. For the first twenty-five minutes everything was fine. Then the plane flew into heavy clouds and started shaking. Juliane’s mother was very nervous.
Collins Maps (Extreme Survivors: 60 of the World’s Most Extreme Survival Stories)
Twenty-seven years later It wasn’t until 2006 that Norman had the courage to look up the National Transportation Safety Board’s Accident Report for the crash and read the transcription of the pilot’s radio conversation with air traffic control. They had been doomed almost from takeoff. The pilot was using an underpowered plane with insufficient instruments on a rough day. He didn’t get a weather briefing or file a flight plan. He shouldn’t have taken off let alone headed into the storm. Thirty seconds into the flight he seemed lost and he was warned three times by air traffic control not to continue flying as he was. Big Bear airport was at an altitude of 2,100 m (7,000 ft) and was unmanned. Even with the right instruments and a modern plane it would have been all but impossible to land that day. Norman also went back up to the mountain to where Sandra had fallen. He paid his respects and continued up to the site of the crash. He was surprised, but even from that high vantage point he couldn’t see the meadow where he had been rescued. The big ridge blocked it out. So how had he known where to head for that day? Had he sensed the most likely place to find another human being? Was he lucky? Or maybe, just maybe, someone was looking out for him. This story is a brief retelling of the events in Crazy for the Storm by Norman Ollestad, published by HarperPress. Reprinted by permission of HarperCollins Publishers Ltd © 2009 Norman Ollestad.
Collins Maps (Extreme Survivors: 60 of the World’s Most Extreme Survival Stories)
According to the Buddha, we have three habitual responses to everything we experience. We want it, reject it, or we zone out. Cookies: I want. Mosquitoes: I reject. The safety instructions the flight attendants read aloud on an airplane: I zone out. Mindfulness is a fourth option, a way to view the contents of our mind with nonjudgmental remove. I found this theory elegant, but utterly unfeasible.
Dan Harris (10% Happier)
the last decade can be regarded as “the lost decade” because no improvements in flight safety matters have been made in that period.
Glenn Meade (Seconds to Disaster)
why it shou'd create more surprise, to see [a lady] preside in a council of war, than in a council of state. Why may she not be as capable of heading an army as a parliament; or of commanding at sea as of reigning at land? What shou'd hinder her from holding the helm of a fleet with the same safety and steadiness as that of a nation? And why may she not exercise her soldiers, draw up her troops in battle array, and divide her forces into battalions at land, squadrons at sea, &c. with the same pleasure she wou'd have in seeing or ordering it to be done? The military art has no mystery in it beyond others, which Women cannot attain to. A Woman is as capable as a Man of making herself, by means of a map, acquainted with the good and bad ways, the dangerous and safe passes, or the proper situations for encampment. And what shou'd hinder her from making herself mistress of all the strategems of war, of charging, retreating, surprising, laying ambushes, counterfeiting marches, feigning flights, giving false attacks, supporting real ones, animating the soldiery, and adding example to eloquence by being the first to mount a breach. Persuasion, heat, and example are the soul of victory: And Women can shew as much eloquence, intrepidity, and warmth, where their honour is at stake, as is requisite to attack or defend a town.
Sophia Fermor (Woman Not Inferior to Man)
Intuitively we all know that it is better to feel than to not feel. Our emotions are not a luxury but an essential aspect of our makeup. We have them not just for the pleasure of feeling but because they have crucial survival value. They orient us, interpret the world for us, give us vital information without which we cannot thrive. They tell us what is dangerous and what is benign, what threatens our existence and what will nurture our growth. Imagine how disabled we would be if we could not see or hear or taste or sense heat or cold or physical pain. To shut down emotions is to lose an indispensable part of our sensory apparatus and, beyond that, an indispensable part of who we are. Emotions are what make life worthwhile, exciting, challenging, and meaningful. They drive our explorations of the world, motivate our discoveries, and fuel our growth. Down to the very cellular level, human beings are either in defensive mode or in growth mode, but they cannot be in both at the same time. When children become invulnerable, they cease to relate to life as infinite possibility, to themselves as boundless potential, and to the world as a welcoming and nurturing arena for their self-expression. The invulnerability imposed by peer orientation imprisons children in their limitations and fears. No wonder so many of them these days are being treated for depression, anxiety, and other disorders. The love, attention, and security only adults can offer liberates children from the need to make themselves invulnerable and restores to them that potential for life and adventure that can never come from risky activities, extreme sports, or drugs. Without that safety our children are forced to sacrifice their capacity to grow and mature psychologically, to enter into meaningful relationships, and to pursue their deepest and most powerful urges for self-expression. In the final analysis, the flight from vulnerability is a flight from the self. If we do not hold our children close to us, the ultimate cost is the loss of their ability to hold on to their own truest selves.
Gabor Maté (Hold On to Your Kids: Why Parents Need to Matter More Than Peers)
When you’re in need of a rescue the approaching thump-thump-thump of rapidly rotating blades is a joyous sound. To give the helicopter rescue the greatest chance of success, a suitable landing zone will have to be found. The ideal landing zone should not require a completely vertical landing or takeoff, both of which reduce the pilot’s control. The ground should slope away on all sides, allowing the helicopter to immediately drop into forward flight when it’s time to take off. Landings and liftoffs work best when the aircraft is pointed into the wind because that gives the machine the greatest lift. The area should be as large as possible, at least 60 feet across for most small rescue helicopters, and as clear as possible for obstructions such as trees and boulders. Clear away debris (pine needles, dust, leaves) that can be blown up by the wash of air, with the possibility of producing mechanical failure. Light snow can be especially dangerous if it fluffs up dramatically to blind the pilot. Wet snow sticks to the ground and adds dangerous weight. If you have the opportunity, pack snow flat well before the helicopter arrives—the night before would be ideal—to harden the surface of the landing zone. Tall grass can be a hazard because it disturbs the helicopter’s cushion of supporting air and hides obstacles such as rocks and tree stumps. To prepare a landing zone, clear out the area as much as possible, including removing your equipment and all the people except the one who is going to be signaling the pilot. Mark the landing zone with weighted bright clothing or gear during the day or with bright lights at night. In case of a night rescue, turn off the bright lights before the helicopter starts to land—they can blind the pilot. Use instead a low-intensity light to mark the perimeter of the landing area, such as chemical light sticks, or at least turn the light away from the helicopter’s direction. Indicate the wind’s direction by building a very small smoky fire, hanging brightly colored streamers, throwing up handfuls of light debris, or signaling with your arms pointed in the direction of the wind. The greatest danger to you occurs while you’re moving toward or away from the helicopter on the ground. Never approach the rear and never walk around the rear of a helicopter. The pilot can’t see you, and the rapidly spinning tail rotor is virtually invisible and soundless. In a sudden shift of the aircraft, you can be sliced to death. Don’t approach by walking downhill toward the helicopter, where the large overhead blade is closest to the ground. It is safest to come toward the helicopter from directly in front, where the pilot has a clear field of view, and only after the pilot or another of the aircraft’s personnel has signaled you to approach. Remove your hat or anything that can be sucked up into the rotors. Stay low because blades can sink closer to the ground as their speed diminishes. Make sure nothing is sticking up above your pack, such as an ice ax or ski pole. In most cases someone from the helicopter will come out to remind you of the important safety measures. One-skid landings or hovering while a rescue is attempted are solely at the discretion of the pilot. They are a high risk at best, and finding a landing zone and preparing it should always be given priority.
Buck Tilton (Wilderness First Responder: How to Recognize, Treat, and Prevent Emergencies in the Backcountry)
Life aboard ship was like living in paradise for my agile friend and he could have continued this way forever if he hadn't discovered a splendid new game. When the stevedores were loading or discharging the ship, Peanut would hop onto the edge of the hatch and urinate down on them. Oh what great fun he had, never thinking that they would object to what he was doing. At first they would try to catch him but he was far too agile for them. Not that I understood what they were saying but I knew enough to know that the stevedores were shouting Bassa swearwords at him. Frustrated they would flip him the bird as they climbed down into the hold, foiled again. What a wonderful time Peanut had! His safest refuge was on top of the Wheel House, where the stevedores couldn’t go. Sometimes as a place of last resort he would dive through the open porthole into my state room. He didn’t like the Engine Room, as an alternate route to safety, since it was too hot and noisy. Besides the engineers didn’t much like a monkey messing with their things and who knows what trouble he could get into down there? Peanut, was wonderful entertainment when visitors came aboard. The Pan American flight attendants, they were called stewardesses back then, thought him adorable. I always had roasted peanuts for them to feed him, which he would pick and chew apart, littering the deck. The stewardess’s that came for my famous pizza parties always tried to pick him up and cuddle with him. Monkeys are unpredictable so I cautioned them to be careful but being such a cute little guy they seldom were. Ear rings were a favorite piece of jewelry to tug on, causing the ladies to scream. Most often he would let go but the wings above their pockets was another matter. Peanut would yank and pull on the insignia until it was his. I knew where he usually hid his loot and so could return their stuff but some of the stewardesses flew home without their wings.
Hank Bracker
More to the point for US intelligence, while it took the Dutch Safety Board more than a year to reach its conclusions, we had the Russians dead to rights in just a few hours, fusing data from our so-called “national technical means satellites,” intercepts, and open-source reporting—particularly social media. For me, our ability to pinpoint attribution for this tragedy to an overly aggressive and trigger-happy Russian military was particularly gratifying, because I’d lived through the downing of Korean Air Lines Flight 007 in 1983. This time we had systems in place that were designed to collect the relevant information, systems that would allow us to show precisely what happened. Not only did those systems work as advertised, but we also had the means in place to integrate data
James R. Clapper (Facts and Fears: Hard Truths from a Life in Intelligence)
In 1994 Stephen Porges, who was a researcher at the University of Maryland at the time we started our investigation of HRV, and who is now at the University of North Carolina, introduced the Polyvagal theory, which built on Darwin’s observations and added another 140 years of scientific discoveries to those early insights. (Polyvagal refers to the many branches of the vagus nerve – Darwin’s “pneumogastric nerve” – which connects numerous organs, including the brain, lungs, heart, stomach, and intestines.) The Polyvagal Theory provided us with a more sophisticated understanding of the biology of safety and danger, one based on the subtle interplay between the visceral experiences of our own bodies and the voices and faces of the people around us. It explained why a kind face or a soothing tone of voice can dramatically alter the way we feel. It clarified why knowing that we are seen and heard by the important people in our lives can make us feel calm and safe, and why being ignored or dismissed can precipitate rage reactions or mental collapse. It helped us understand why focused attunement with another person can shift us out of disorganized and fearful states. In short, Porges’s theory made us look beyond the effects of fight or flight and put social relationships front and center in our understanding of trauma. It also suggested new approaches to healing that focus on strengthening the body’s system for regulating arousal.
Bessel van der Kolk
out, “‘and a most uncomfortable passage is a good possibility—’ “‘Oh—we wouldn’t go by ship. We would fly,’ said he.” Fly? McCrea was shocked. No U.S. president had flown while in office—ever. “This was a great surprise to me because I knew he did not regard flying with any degree of enthusiasm,” McCrea recounted. Mr. Roosevelt had not flown in a decade, in fact, since traveling to Chicago from New York before the 1932 election. In terms of the President’s safety, waging a world war, it seemed a grave and unnecessary risk—especially in terms of distance, and flight into an active war zone. But the President was the president. McCrea had therefore softened his objection. “I quickly saw that I was being stymied and I tried to withdraw a bit. “‘Mr. Pres.,’ said I, ‘you have taken me quite by surprise with this proposal. I would like to give it further thought. Right off the top of my head I wouldn’t recommend it.’” When, the next morning, Captain McCrea went upstairs to the President’s Oval Study, carrying with him some of the latest reports, secret signals, decoded enemy signals, and top-secret cables from the Map Room—of which he was the director—he’d recognized the futility of opposing the idea. It was a colossal risk, he still thought, but he knew the President
Nigel Hamilton (Commander In Chief: FDR's Battle with Churchill, 1943 (FDR at War Book 2))
Since we are talking about autistic children, let’s start there, and then we will circle back and focus on treating people with PTSD. Dr. Porges: We can cluster both PTSD and autism together, because from a Polyvagal perspective, the pivotal point is whether we can help another human feel safe. Safety is a powerful construct that involves features from several processes and domains, including context, behavior, mental processes, and physiological state. If we feel safe, we have access to the neural regulation of the facial muscles. We have access to a myelinated vagal circuit that is capable of down-regulating the commonly observed fight/flight and stress responses. And, when we down-regulate our defense, we have an opportunity to play and to enjoy our social interactions. I wanted to introduce into this discussion the concept of play. An inability to play is a characteristic of many individuals with a psychiatric diagnosis. Yet, we do not find an inability to play with others or to spontaneously and reciprocally express humor in any diagnostic criteria.
Stephen W. Porges (The Pocket Guide to the Polyvagal Theory: The Transformative Power of Feeling Safe (Norton Series on Interpersonal Neurobiology))
Where flight safety & or aerodomes safety is concerned, no country plays around, simply because ICAO has a red flagging system & the EU have a blacklisting system. As such no Country can risk it. But, where aviation security is concerned, all hide under the sacredeness of National security and sovereignty. Were ICAO to begin a red flagging system and the EU a blacklisting one past the ACC3 or RA3 lukewarm approach. Every country will begin being serious about it, and the laziness in CAA's as regards aviation security management will disappear overnight.
Taib Ahmed ICAO AVSEC PM
I have to ensure that everyone has a voice,” Aaron said when I asked him about his most important responsibility as a team leader. “There were times when it was awesome to have the flight engineer’s opinion, but there were a couple times where he treated his perspective as the end-all be-all.” That was when Aaron intervened. He asked others on the crew to offer their view. “Tom, what do you think?” “Petty Officer Robbins, what about you?” This is an important point about psychological safety: it needs to be cultivated lest crucial voices be lost. Making sure that everyone is heard is not a matter of good manners or inclusivity for its own sake. Rather, it’s what helps to keep an aircraft in the air and to safely land it.
Amy C. Edmondson (Right Kind of Wrong: The Science of Failing Well)