Landing Pilot Quotes

In imagination she sailed over storied seas that wash the distant shining shores of "faëry lands forlorn," where lost Atlantis and Elysium lie, with the evening star for pilot, to the land of Heart's Desire. And she was richer in those dreams than in realities; for things seen pass away, but the things that are unseen are eternal.

No one feels like you do, so every brush of your skin is a cruel reminder of what I’ve lost. I can barely stand the sight of you because you’re more beautiful than I’ve allowed myself to remember, and when I cut that wire off Maximus and smelled you all over him, I wanted to kill him more than I’ve wanted to kill anyone in my life, yet I couldn’t because of my promise to you.” Slow tears continued to trickle down my cheeks, but for a different reason this time. “You care.” The words were whispered with a despairing sort of wonder. He wasn’t willing to rescind his loveless vow, clearly, but I was wrong about the apathy I’d thought he felt. That he admitted all the above was surprising enough; the fact he’d done it within earshot of his pilots was no less than shocking. Vlad grunted. “Don’t worry. I intend to kill them as soon as we land.

I am struck by a realization: a computer will perform a takeoff or landing with all the grace of a person. It is only for combat—only for the artristy of ruin—that these vessels have pilot seats at all anyome. There is something in humanity more suited to the mechanics of murder than any machine yet devised.

I’m amazed this guy manages to get out of bed in the morning without working himself into a panic attack over the chance that he might trip on the bath mat and stab himself through the eye socket with his toothbrush and be left with a permanent twitch that’ll ruin his chances of landing an airplane safely if the pilot has a heart attack and doom hundreds to a fiery death.

We got there without being spotted. I pulled her in, then shut the door, pressing my back to it and exhaling like an epileptic pilot who'd just landed a cargo plane full of dynamite.

Paying attention is more important to reliability than moving slowly. Because he pays close attention, a Navy pilot can land a 40,000 lb. aircraft at 140 miles per hour on a pitching carrier deck, at night, more safely than the average teenager can cut a bagel.

There are blondes and blondes and it is almost a joke word nowadays. All blondes have their points, except perhaps the metallic ones who are as blond as a Zulu under the bleach and as to disposition as soft as a sidewalk. There is the small cute blonde who cheeps and twitters, and the big statuesque blonde who straight-arms you with an ice-blue glare. There is the blonde who gives you the up-from-under look and smells lovely and shimmers and hangs on your arm and is always very tired when you take her home. She makes that helpless gesture and has that goddamned headache and you would like to slug her except that you are glad you found out about the headache before you invested too much time and money and hope in her. Because the headache will always be there, a weapon that never wears out and is as deadly as the bravo’s rapier or Lucrezia’s poison vial. There is the soft and willing and alcoholic blonde who doesn’t care what she wears as long as it is mink or where she goes as long as it is the Starlight Roof and there is plenty of dry champagne. There is the small perky blonde who is a little pal and wants to pay her own way and is full of sunshine and common sense and knows judo from the ground up and can toss a truck driver over her shoulder without missing more than one sentence out of the editorial in the Saturday Review. There is the pale, pale blonde with anemia of some non-fatal but incurable type. She is very languid and very shadowy and she speaks softly out of nowhere and you can’t lay a finger on her because in the first place you don’t want to and in the second place she is reading The Waste Land or Dante in the original, or Kafka or Kierkegaard or studying Provençal. She adores music and when the New York Philharmonic is playing Hindemith she can tell you which one of the six bass viols came in a quarter of a beat too late. I hear Toscanini can also. That makes two of them. And lastly there is the gorgeous show piece who will outlast three kingpin racketeers and then marry a couple of millionaires at a million a head and end up with a pale rose villa at Cap Antibes, an Alfa-Romeo town car complete with pilot and co-pilot, and a stable of shopworn aristocrats, all of whom she will treat with the affectionate absent-mindedness of an elderly duke saying goodnight to his butler.

What had transpired that day in 1903, in the stiff winds and cold of the Outer Banks in less than two hours time, was one of the turning points in history, the beginning of change for the world far greater than any of those present could possibly have imagined. With their homemade machine, Wilbur and Orville Wright had shown without a doubt that man could fly and if the world did not yet know it, they did. Their flights that morning were the first ever in which a piloted machine took off under its own power into the air in full flight, sailed forward with no loss of speed, and landed at a point as high as that from which it started.

From a neuroscience perspective we are all divided and discontinuous. The mental processes underlying our sense of self-- feelings, thoughts, memories-- are scattered through different zones of the brain. There is no special point of convergence. No cockpit of the soul. No soul-pilot. They come together in a work of fiction. A human being is a story-telling machine. The self is a story.

A persistent case of the bingos was enough to wash a man out of night carrier landings. That did not mean you were finished as a Navy pilot. It merely meant that you were finished so far as carrier ops were concerned, which meant that you were finished so far as combat was concerned, which meant you were no longer in the competition, no longer ascending the pyramid, no longer qualified for the company of those with the right stuff.

He turned the entire living room into an airport, complete with a four-foot-high LEGO traffic control tower and a fleet of paper planes, plastic army pilots taped safely into their cockpits. From deep beneath the couch, a large utility flashlight illuminates some sort of...landing strip? I crouch down for a better look. Oh. My. God. Stuck to the carpet in parallel, unbroken paths from one wall to the other are two lanes of brand-new maxi pads. Plastic dinosaurs stand guard at every fourth pad–triceratops and T rexes on one side, brontosauruses and pterodactyls on the other–protecting the airport from enemy aircraft and/or heavy flow.

It is a surprising and memorable, as well as valuable experience, to be lost in the woods any time. Often in a snow storm, even by day, one will come out upon a well-known road and yet find it impossible to tell which way leads to the village. Though he knows that he has travelled it a thousand times, he cannot recognize a feature in it, but it is as strange to him as if it were a road in Siberia. By night, of course, the perplexity is infinitely greater. In our most trivial walks, we are constantly, though unconsciously, steering like pilots by certain well-known beacons and head-lands, and if we go beyond our usual course we still carry in our minds the bearing of some neighboring cape; and not till we are completely lost, or turned round, – for a man lost, – do we appreciate the vastness and strangeness of Nature. Every man has to learn the points of compass again as often as he awakes, whether from sleep or any abstraction. Not till we are lost, in other words, not till we have lost the world, do we begin to find ourselves, and realize where we are and the infinite extent of our relations.

He thought about history, the hidden human anxieties behind momentous events. The tiny trivial things that were probably bothering Einstein or Darwin or Newton as they formulated their theories: arguments with the landlady, maybe, or concern over a blocked fireplace. The pilots who bombed Dresden, fretting over a phrase in a letter from back home: What did she mean by that? Or what about Columbus, when he was sailing toward the New Land … who knows what was on his mind? The last words spoken to him by an old friend, perhaps, a person not even remembered in history books …

On this wondrous sea Sailing silently, Ho! Pilot, ho! Knowest thou the shore Where no breakers roar— Where the storm is o'er? In the peaceful west Many the sails at rest— The anchors fast— Thither I pilot thee— Land Ho! Eternity! Ashore at last!

On this wondrous sea - Sailing silently - Ho! pilot, ho! Knowest thou the shore Where no breakers roar, Where the storm is o'er? In the silent west Many a sails at rest, Their anchors fast Thither I pilot thee Land, ho! Eternity! Ashore at last!

On a training mission, he’d watched as Nightstalker pilots cut their own landing zone using the rotors of the helicopter as giant hedge clippers. They’d been landing in a pine forest and he marveled as the helo dropped into the hole of its own making—pine

All I do is fly, so one-upping Ann was pretty easy. “A few years back, at a book signing, I met a pilot,” I began. “He flew the Newark to Palm Beach route, right? So it’s December twenty-third, and as they touch down in Florida, one of the flight attendants takes the microphone and delivers her standard landing speech. ‘Please remain seated until the FASTEN SEAT BELT sign has been turned off and be careful when opening the overhead bins. We’d like to wish you a merry Christmas and, to those of you already standing, happy Hanukkah.

Ducks can both swim and fly. So, if you wanted to catch them, would you need a fishing license or a pilot's license? That's the thing I think of when I see an American flag, and I marvel over living in The Land of The FREE, where you can't even catch fish without permission.

No, on the outside view there was nothing for anyone to notice about me. I remained one pillar of a trinity, another pillar was lying only temporarily (temporarily! temporarily! temporarily!) in the hospital, I was the pilot of a three-engine aircraft, one of whose engines had stalled: there is no reason to panic, this is not a crash landing, the pilot has thousands of flight hours behind him, he will land the plane safely on the ground.

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves. This was the wisdom of the Book of Mamaw. The

Cat spots breast cancer missed by the finest doctor in the land. Llama successfully pilots crashing plane to a safe and happy landing (I might have made one of those up).

the dysregulation of the body’s neurobiological system, that impairs one’s ability to pay selective attention to one’s surroundings. The world becomes a land without street signs, the individual a car in bad need of a tune-up. The vastness of the attentional system partially accounts for the variation of ADD “types.” Where one individual needs an oil change, the next needs spark plugs replaced. Where one individual is withdrawn and overwhelmed by stimuli, the next is hyperactive and can’t get enough stimuli. Where one is frequently anxious, the other is depressed. To compensate, each develops his or her own coping strategies that developmentally add to, or subtract from, the brain’s various subsystems. So Mr. A becomes a stand-up comedian, and manic. Ms. B becomes an architectural wizard with obsessive-compulsive traits. Their offspring become a sculptor and a stunt pilot. None of them can balance their checkbook. And all of them wish they had more time in the day. With such diversity in the disorder,

That’s because checklists adapt better to change than commandments. Sailors rely on them before going to sea. Soldiers employ them in planning missions. Surgeons demand them, to make sure they’ll have the instruments they need and that they’ll leave none behind. Pilots run through them, to ensure taking off safely and landing smoothly—preferably at the intended airport. Parents deploy them against all that can go wrong in transporting small children. Checklists pose common questions in situations that may surprise: the idea is to approach these having, as much as possible, reduced the likelihood that they will.

Three black men walked past us wearing airline uniforms, visored caps, white pants and jackets whose shoulders bristled with epaulettes. Black pilots? Black captains? It was 1962. In our country, the cradle of democracy, whose anthem boasted ‘the land of the free, the home of the brave,’ the only black men in our airports fueled planes, cleaned cabins, loaded food or were skycaps, racing the pavement for tips.

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

There was a time in my life when I did a fair bit of work for the tempestuous Lucretia Stewart, then editor of the American Express travel magazine, Departures. Together, we evolved a harmless satire of the slightly driveling style employed by the journalists of tourism. 'Land of Contrasts' was our shorthand for it. ('Jerusalem: an enthralling blend of old and new.' 'South Africa: a harmony in black and white.' 'Belfast, where ancient meets modern.') It was as you can see, no difficult task. I began to notice a few weeks ago that my enemies in the 'peace' movement had decided to borrow from this tattered style book. The mantra, especially in the letters to this newspaper, was: 'Afghanistan, where the world's richest country rains bombs on the world's poorest country.' Poor fools. They should never have tried to beat me at this game. What about, 'Afghanistan, where the world's most open society confronts the world's most closed one'? 'Where American women pilots kill the men who enslave women.' 'Where the world's most indiscriminate bombers are bombed by the world's most accurate ones.' 'Where the largest number of poor people applaud the bombing of their own regime.' I could go on. (I think number four may need a little work.) But there are some suggested contrasts for the 'doves' to paste into their scrapbook. Incidentally, when they look at their scrapbooks they will be able to re-read themselves saying things like, 'The bombing of Kosovo is driving the Serbs into the arms of Milosevic.

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

There is a story, perhaps apocryphal, that a Biafran plane landed in another African country, and the pilot and all of the crew came out, and there was not a white man among them. The people of this other country—which is a stooge of France—couldn’t comprehend a plane being landed without any white people. They said, “Where is the pilot? Where are the white people?” They arrested the crew, presuming there had been a rebellion in the air!

We piled aboard the small chopper and after a bit of map pointing to the pilot we lifted off. "I love the RAF," said Jed. "I love them too, sir," said I. After a short flight the chopper landed. We all got out and waved our thanks and farewells to the crew and Major Jenner checked his map. After a quick examination he announced that we had been dropped in the wrong place. "I fucking hate the RAF," said Jed. "I fucking hate them too, sir," said I.

With apologies to the folks in Redmond, I’ll end on another Microsoft joke because it makes the point well (a point that applies everywhere, not just at Microsoft): A helicopter was flying around above Seattle when a malfunction disabled all of its electronic navigation and communications equipment. The clouds were so thick that the pilot couldn’t tell where he was. Finally, the pilot saw a tall building, flew toward it, circled, and held up a handwritten sign that said WHERE AM I? in large letters. People in the tall building quickly responded to the aircraft, drawing their own large sign: YOU ARE IN A HELICOPTER. The pilot smiled, looked at his map, determined the route to Sea-Tac Airport, and landed safely. After they were on the ground, the copilot asked the pilot how he had done it. “I knew it had to be the Microsoft building,” he said, “because they gave me a technically correct but completely useless answer.

Then again, a president wasn’t a lawyer or an accountant or a pilot, hired to carry out some narrow, specialized task. Mobilizing public opinion, shaping working coalitions - that was the job. Whether I liked it or not, people were moved by emotion, not facts. To elicit the best rather than the worst of those emotions, to buttress those better angels of our nature with reason and sound policy, to perform while still speaking the truth - that was the bar I needed to clear.

The people in the Eden’s Gate houses fill their trash cans and pilot SUVs between their two homes and play music on Bluetooth speakers in their backyards and tell themselves they’re good people, conducting honorable, decent lives, living the so-called dream—as though America were an Eden where God’s warm benevolence fell equally across every soul. When in truth they’re participating in a pyramid scheme that’s chewing up everybody at the bottom, people like his mother. And they’re all congratulating themselves for it.

You. Man at the machine and man in the workshop. If tomorrow they tell you you are to make no more water-pipes and saucepans but are to make steel helmets and machine-guns, then there's only one thing to do: Say NO! You. Woman at the counter and woman in the office. If tomorrow they tell you you are to fill shells and assemble telescopic sights for snipers' rifles, then there's only one thing to do: Say NO! You. Research worker in the laboratory. If tomorrow they tell you you are to invent a new death for the old life, then there's only one thing to do: Say NO! You. Priest in the pulpit. If tomorrow they tell you you are to bless murder and declare war holy, then there's only one thing to do: Say NO! You. Pilot in your aeroplane. If tomorrow they tell you you are to carry bombs over the cities, then there's only one thing to do: Say NO! You. Man of the village and man of the town. If tomorrow they come and give you your call-up papers, then there's only one thing to do: Say NO! You. Mother in Normandy and mother in the Ukraine, mother in Vancouver and in London, you on the Hwangho and on the Mississippi, you in Naples and Hamburg and Cairo and Oslo - mothers in all parts of the earth, mothers of the world, if tomorrow they tell you you are to bear new soldiers for new battles, then there's only one thing to do: Say NO! For if you do not say NO - if YOU do not say no - mothers, then: then! In the bustling hazy harbour towns the big ships will fall silent as corpses against the dead deserted quay walls, their once shimmering bodies overgrown with seaweed and barnacles, smelling of graveyards and rotten fish. The trams will lie like senseless glass-eyed cages beside the twisted steel skeleton of wires and track. The sunny juicy vine will rot on decaying hillsides, rice will dry in the withered earth, potatoes will freeze in the unploughed land and cows will stick their death-still legs into the air like overturned chairs. In the fields beside rusted ploughs the corn will be flattened like a beaten army. Then the last human creature, with mangled entrails and infected lungs, will wander around, unanswered and lonely, under the poisonous glowing sun, among the immense mass graves and devastated cities. The last human creature, withered, mad, cursing, accusing - and the terrible accusation: WHY? will die unheard on the plains, drift through the ruins, seep into the rubble of churches, fall into pools of blood, unheard, unanswered, the last animal scream of the last human animal - All this will happen tomorrow, tomorrow, perhaps, perhaps even tonight, perhaps tonight, if - if - You do not say NO.

And they were always young, Air Corps pilots and ensigns, and good-looking girls in fur coats, and always the government secretary or two, the working girl as a carry-over from the fraternity parties when she was always the girl who could be made because in some mysterious way the women of the lower classes could be depended upon to copulate like jack rabbits. And they all knew they were going to die soon with a sentimental and unstated English attitude which was completely phony. It came from books they had never read, and movies they shouldn’t have seen; it was fed by the tears of their mothers, and the knowledge quite shocking, quite unbelievable, that a lot of them did die when they went overseas. Its origins were spurious; they never could connect really the romance of their impending deaths with the banal mechanical process of flying an airplane and landing and living in the barren eventless Army camps that surrounded their airfields. But nevertheless they had discovered it was a talisman, they were going to die soon, and they wore it magically until you believed in it when you were with them. And they did magical things like pouring whisky on each other’s hair, or setting mattresses afire, or grabbing hats on the fly from the heads of established businessmen. Of all the parties those were perhaps the best, but he had come to them too old.

America and Greece are at different stops on the same one-way street, all too familiar to us immigrants. There's nothing new about Obama: been there, done that. Nothing could be less hopeful, or less of a change. He's the land where we grew up, with its union bullies and marginal tax rates and government automobiles and general air of decay all re-emerging Brigadoon-like from the mists entirely unspoilt by progress. it's like docking at Ellis Island in 1883, coming down the gangplank, and finding everyone excited about this pilot program they've introduced called "serfdom".

The impact created by change in your habits is similar to the effect of shifting the route of an airplane by just a few degrees. Imagine you are flying from Los Angeles to New York City. If a pilot leaving from L.A.X. adjusts the heading just 3.5 degrees south, you will land in Washington, D.C., instead of New York. Such a small change is barely noticeable at takeoff - the nose of the airplane just moves a few feet - but when magnified across the entire United States, you end up hundreds of miles apart. Similarly, a slight change in your daily habits can guide your life to a very distant destination.

Some swivel in Seymour has locked: he can no longer see the planet as anything but dying, and everyone around him complicit in the killing. The people in the Eden’s Gate houses fill their trash cans and pilot SUVs between their two homes and play music on Bluetooth speakers in their backyards and tell themselves they’re good people, conducting honorable, decent lives, living the so-called dream—as though America were an Eden where God’s warm benevolence fell equally across every soul. When in truth they’re participating in a pyramid scheme that’s chewing up everybody at the bottom, people like his mother. And they’re all congratulating themselves for it.

Some swivel in Seymour has locked: he can no longer see the planet as anything but dying, and everyone around him complicit in the killing. The people in the Eden’s Gate houses fill their trash cans and pilot SUVs between their two homes and play music on Bluetooth speakers in their backyards and tell themselves they’re good people, conducting honorable, decent lives, living the so-called dream—as though America were an Eden where God’s warm benevolence fell equally across every soul. When in truth they’re participating in a pyramid scheme that’s chewing up everybody at the bottom, people like his mother. And they’re all congratulating themselves for it. MATHILDA:

Seymour has locked: he can no longer see the planet as anything but dying, and everyone around him complicit in the killing. The people in the Eden’s Gate houses fill their trash cans and pilot SUVs between their two homes and play music on Bluetooth speakers in their backyards and tell themselves they’re good people, conducting honorable, decent lives, living the so-called dream—as though America

Within the hour, I'll land, and strangely enough I'm in no hurry to have it pass. I haven't the slightest desire to sleep. My eyes are no longer salted stones. There's not an ache in my body. The night is cool and safe. I want to sit quietly in this cockpit and let the realization of my completed flight sink in. Europe is below; Paris, just over the earth's curve in the night ahead - a few minutes more of flight. It's like struggling up a mountain after a rare flower, and then, when you have it within arm's reach, realizing that satisfaction and happiness lie more in the finding than in the plucking. Plucking and withering are inseparable. I want to prolong this culminating experience of my flight. I almost wish Paris were a few more hours away. It's a shame to land with the night so clear and so much fuel in my tanks

Auto rotation is practiced over and over when learning to fly helicopters. It is the prime life-saving maneuver, and it is an enormous amount of fun to do. To accomplish a perfect auto rotation, landing like a feather and right on the mark, is another pure joy of flying. So if you lose your only engine while flying, hope you are in a helicopter rather than an airplane. Your odds of a safe landing are infinitely greater.

In the wake of the Brexit vote, eminent biologist Richard Dawkins protested that the vast majority of the British public – including himself – should never have been asked to vote in the referendum, because they lacked the necessary background in economics and political science. ‘You might as well call a nationwide plebiscite to decide whether Einstein got his algebra right, or let passengers vote on which runway the pilot should land.’3

Perhaps it was true, thought Alistair, that Septembers would come again. People would love the crisp cool of the mornings, and it would not remind them of the week war was declared....Alistair let the idea grow: that when the war's heat was spent, the last remaining pilots would ditch their last bombs into the sea and land their planes on cratered airfields that would slowly give way to brambles. That pilots would take off their jackets and ties, and pick fruit.

When landing the J-3 Cub, the proper technique is for the tail wheel to touch the runway a millisecond before the main wheels touch. So before landing the pilot must raise the nose of the plane, which blocks his forward vision. He now must gauge his distance above the ground, and his location on the runway, by again using the side windows as he floats on down. After touching down he will again be blind to the front. After coming to a stop the back-and-forth taxiing begins again.

All that, however, was wiped out by the Deluge. In its immediate aftermath—some 13,000 years ago—only the Landing Platform at Baalbek had remained. Until a replacement Spaceport could be built, all landings and takeoffs of the Shuttlecraft had to be conducted there. Are we to assume that the Anunnaki relied on reaching the site, tucked away between two mountain ranges, by sheer skilled piloting—or can we safely surmise that as soon as possible they worked out an arrow-like Landing Corridor to Baalbek? Fig. 122

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

Don't you think...doesn't it seem sometimes like life is like a plane?...And we're all piloos, you know, of our own planes. When things are going smoothly then we're, like, on autopilot, but sometimes things get a little, well, turbulent and then we have to land the plane on our own..."What about the air traffic control?"...Well, sure. Sometimes the guy is helpful, but maybe he's drunk?...Or maybe there's this big fog so you just put your hands on the controls and look for the runway lights and do your best. On your own.

　　A former fighter pilot, teaching at an aeronautics university, discovered how this works in the classroom. One of his students had been a star in ground school but was having trouble in the air. During a training flight, she misinterpreted an instrument reading, and he yelled at her, thinking it would force her to concentrate. Instead, she started crying, and though she tried to continue reading the instruments, she couldn’t focus. He landed the plane, lesson over. What was wrong? From the brain’s perspective, nothing was wrong. The student’s mind was focusing on the source of the threat, just as it had been molded to do over the past few million years. The teacher’s anger could not direct the student to the instrument to be learned because the instrument was not the source of danger. The teacher was the source of danger. This is weapons focus, merely replacing “Saturday Night Special” with “ex-fighter pilot.” 　　The same is true if you are a parenting a child rather than teaching a student. The brain will never outgrow its preoccupation with survival.

Insha’Allah translates as ‘If God wills it’, and I heard it everywhere. On my first trip to Pakistan, as the plane descended to Islamabad, the pilot addressed the cabin: ‘Insha’Allah we will be landing shortly,’ he announced, somewhat disconcertingly. The phrase was hardwired into the national psyche – a code, a philosophy, a comfort blanket to get through tough times. Sure, things were hard, people admitted. But Pakistan would stumble through, as it had always done – Insha’Allah. Were they right? About three years into my stay, things really began to fall apart.

Jess Pepper's review of the Avalon Strings: 'In a land so very civilized and modern as ours, it is unpopular to suggest that the mystical isle of Avalon ever truly existed. But I believe I have found proof of it right here in Manhattan. To understand my reasoning, you must recall first that enchanting tale of a mist-enshrouded isle where medieval women--descended from the gods--spawned heroic men. Most notable among these was the young King Arthur. In their most secret confessions, these mystic heroes acknowledged Avalon, and particularly the music of its maidens, as the source of their power. Many a school boy has wept reading of Young King Arthur standing silent on the shore as the magical isle disappears from view, shrouded in mist. The boy longs as Arthur did to leap the bank and pilot his canoe to the distant, singing atoll. To rejoin nymphs who guard in the depths of their water caves the meaning of life. To feel again the power that burns within. But knowledge fades and memory dims, and schoolboys grow up. As the legend goes, the way became unknown to mortal man. Only woman could navigate the treacherous blanket of white that dipped and swirled at the surface of the water. And with its fading went also the music of the fabled isle. Harps and strings that heralded the dawn and incited robed maidens to dance evaporated into the mists of time, and silence ruled. But I tell you, Kind Reader, that the music of Avalon lives. The spirit that enchanted knights in chain mail long eons ago is reborn in our fair city, in our own small band of fair maids who tap that legendary spirit to make music as the Avalon Strings. Theirs is no common gift. Theirs is no ordinary sound. It is driven by a fire from within, borne on fingers bloodied by repetition. Minds tormented by a thirst for perfection. And most startling of all is the voice that rises above, the stunning virtuoso whose example leads her small company to higher planes. Could any other collection of musicians achieve the heights of this illustrious few? I think not. I believe, Friends of the City, that when we witnes their performance, as we may almost nightly at the Warwick Hotel, we witness history's gift to this moment in time. And for a few brief moments in the presence of these maids, we witness the fiery spirit that endured and escaped the obliterating mists of Avalon.

We sailed onward, and the smoke hung in the sky like a great cloud black with thunder. As we drew nearer, an ashy dust began to fall on us, darkening all the ship, and our flesh and clothes. Presently the lookout called to the pilot, and I saw them chattering on the beak. Going up there I found their faces pale. The pilot said, “The land itself has changed.” I looked at the gray landfall; and it was true. My belly crept with awe and fear. I drew into myself, to listen for the god; some dreadful wrath seemed written on the very sky. He sent no warning; but for the black cloud, all was peace.

Every now and then, a small plane arrives from nowhere – as tiny as the head of a match-stick – it flies around my head, buzzing, like a pesky little fly, then disappears into my ear. Later, it lands on my throbbing heart. Excited tourists get out of the plane, constantly clicking their cameras, watching the narrow chasms open-mouthed. After some time, the pilot tells the passengers to get back on the plane. The storms are unpredictable here, he warns. So the small plane flies out of my ear, and as I watch them leave, I wish I could go with them. But I know that's impossible. My fear of heights keeps me in the deep.

Critics of disparities often either explicitly or implicitly call for some kind or approximation of equality. But when we speak of “equality” among human beings, what do we mean? We certainly cannot all sing like Pavarotti, think like Einstein or land a commercial airliner safely in the Hudson River like pilot “Sully” Sullenberger. Clearly we cannot all be equally capable of doing concrete things. In terms of specific capabilities in real life, a given man is not even equal to himself at different stages of life—sometimes not even on different days—much less equal to all others who are in varying stages of their own lives.

Some swivel in Seymour has locked: he can no longer see the planet as anything but dying, and everyone around him complicit in the killing. The people in the Eden's Gate houses fill their trash cans and pilot SUVs between their two homes and play music on Bluetooth speakers in their backyards and tell themselves they're good people, conducting honorable, decent lives, living the so-called dream - as though America were Eden where God's warm benevolence fell equally across every soul. When in truth they're participating in a pyramid scheme that's chewing up everybody at the bottom, people like his mother. And they're all congratulating themselves for it.

Although it might be expected that pilots worked closely with cosmologists, that was far from the case. Pilots were hired hands who occupied a lower social stratum. Many of them were illiterate and relied on simple charts that delineated familiar coastlines and harbors, as well as on their own instincts regarding wind and water. The cosmologists looked down on pilots as “coarse men” who possessed “little understanding.” The pilots, who risked their lives at sea, were inclined to regard cosmologists as impractical dreamers. Explorers setting out on ocean voyages to distant lands needed the skills of both; they took their inspiration from cosmologists, but they relied on pilots for execution.

I’d prefer to never witness that again, so a full weather report will be added to Shera’s daily tasks,” Arion chimes in, looking idly around the airplane. “On another note, so long as I learn to land a plane, I’ll already be an exceptionally better pilot than Vance.” “Do you have any idea how damn fine of a job I just did?” Vance asks Arion with narrowed eyes. Arion glances over at the smoking wreckage, quirking an eyebrow. “Not really, no,” the vampire quips in a very genuine tone. “Fuck’s sake, Arion. It wasn’t me who crashed the plane; it was the—fuck it. Never mind,” Vance says, sighing in exasperation as he pulls out his phone. “I’ll have someone come take care of this and pick us up.

All these rich people with their private-jet escape routes to New Zealand—maybe it’s the operational manager in me, but all I can think about are apocalypse logistics: What zombie pilot is going to fly all those planes, and which zombie air-traffic controller is going to help land them? And who is going to do all the ongoing work of cooking and cleaning and shopping? Is the New Zealand infrastructure prepared for this? And why would people in New Zealand allow planes full of potential plague-germ carriers onto their island, no matter how much money they have? Would money have value in the new postapocalyptic economy—or would toilet paper be worth even more? Do the pilot and crew who flew you to New Zealand get saved, or do they get barred at the security gate of the bunker?

So this summer, this first summer when he was allowed to have “visitation rights” with his father, with the divorce only one month old, Brian was heading north. His father was a mechanical engineer who had designed or invented a new drill bit for oil drilling, a self-cleaning, self-sharpening bit. He was working in the oil fields of Canada, up on the tree line where the tundra started and the forests ended. Brian was riding up from New York with some drilling equipment—it was lashed down in the rear of the plane next to a fabric bag the pilot had called a survival pack, which had emergency supplies in case they had to make an emergency landing—that had to be specially made in the city, riding in the bushplane with the pilot named Jim or Jake or something who had turned out to be an all right guy, letting him fly and all.

And then I see it. Azure Helicopter Tours. I drag Toraf to the landing pad. “What is that?” he asks suspiciously. “Um. It’s a helicopter.” “What does it do? Triton’s trident, it doesn’t fly does it? Emma? Emma wait!” He catches up to me and burps right in my ear. “Stop being a jerkface,” I tell him. “Whatever that is. You don’t care about me at all, do you?” “You came to me, remember? This is me helping you. Now be quiet while I buy tickets.” It’s a private ride, no other passengers to worry about. Plus, we’re not stealing anything. The helicopter can return to land with its pilot as soon as we’re done with our part of the mission. “Why do we need to fly? The water is right there.” He points to it longingly. I almost feel bad for him. Almost. But I don’t have time for pity. “Because I think these helicopters can still cover more distance faster than you can haul me. I’m trying to make up for all the time we spent at security in LAX.” “Humans are so weird,” he mutters again as I walk away. “You do everything backward.” Since this is a sightseeing flight, the pilot, Dan, a thick Hawaiian man with an even thicker accent, takes his time pointing out all the usual tourist stuff, like the fishing industry, the history of the coast, and other things I have no interest in at the moment. The view of the blue water and visible reefs, the chain of islands, and the rich culture would be breathtaking if I weren’t preoccupied with crashing a Syrena get-together. I can imagine spending time with Galen here. Exploring the reefs like no human could, playing with the tropical fish, and making Galen wear a lei. But I need to stay focused if I ever want a chance to do it.

Referendums and elections are always about human feelings, not about human rationality. If democracy were a matter of rational decision- making, there would be absolutely no reason to give all people equal voting rights - or perhaps any voting rights. There is ample evidence that some people are far more knowledgeable and rational than others, certainly when it comes to specific economic and political questions. In the wake of the Brexit vote, eminent biologist Richard Dawkins protested that the vast majority of the British public - including himself - should never have been asked to vote in the referendum, because they lacked the necessary background in economics and political science. 'You might as well call a nationwide plebiscite to decide whether Einstein got his algebra right, or let passengers vote on which runway the pilot should land.' (page 36)

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.

A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, 'God will take care of me.' A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, 'God will take care of me.' A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: 'You promised that you’d help me so long as I was faithful.' God replied, 'I sent you a car, a boat, and a helicopter. Your death is your own fault.' God helps those who help themselves.

A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves.

The Soviet Union was the only nation involved in the Second World War to put women in the sky as fighter and bomber pilots, and what women they were! Products of the Soviet aviation drive of the 1930s, these young fliers were championed by Marina Raskova, the Amelia Earhart of the USSR. The day bombers and the fighter pilots (among the latter, Lilia Litviak, seen in cameo at the Engels training camp, was killed in an aerial dogfight during the war, but became history’s first female ace) eventually integrated with male personnel . . . but the night bombers remained all-female throughout their term of service and were fiercely proud of this fact. The ladies of the Forty-Sixth Taman Guards Night Bomber Aviation Regiment went to war in the outdated Polikarpov U-2, an open-cockpit cloth-and-plywood biplane, achingly slow and highly flammable, built without radio, parachute, or brakes. (It was redesignated the Po-2 after 1943; I was unable to pinpoint an exact date for the change, and continued to use the term U-2 for clarity.) The women flew winter and summer, anywhere from five to eighteen runs per night, relying on stimulants that destroyed their ability to rest once off-duty. They flew continuously under these conditions for three years, surviving on catnaps and camaraderie, developing the conveyor belt land-and-refuel routine that gave them a far more efficient record than comparable night bomber regiments. The women’s relentless efficiency waged ruthless psychological warfare on the Germans below, who thought their silent glide-down sounded like witches on broomsticks, and awarded them the nickname “die Nachthexen.” Such dedication took a toll: the regiment lost approximately 27 percent of its flying personnel to crashes and enemy fire. The Night Witches were also awarded a disproportionately higher percentage of Hero of the Soviet Union medals—the USSR’s highest decoration.

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves.

You might object that people were asked ‘What do you think?' rather than 'What do you feel?', but this is a common misperception. Referendums and elections are always about human feelings, not about human rationality. If democracy were a matter of rational decision- making, there would be absolutely no reason to give all people equal voting rights - or perhaps any voting rights. There is ample evidence that some people are far more knowledgeable and rational than others, certainly when it comes to specific economic and political questions. In the wake of the Brexit vote, eminent biologist Richard Dawkins protested that the vast majority of the British public - including himself - should never have been asked to vote in the referendum, because they lacked the necessary background in economics and political science. 'You might as well call a nationwide plebiscite to decide whether Einstein got his algebra right, or let passengers vote on which runway the pilot should land.' (page 36)

You might object that people were asked ‘What do you think?' rather than 'What do you feel?', but this is a common misperception. Referendums and elections are always about human feelings, not about human rationality. If democracy were a matter of rational decision- making, there would be absolutely no reason to give all people equal voting rights - or perhaps any voting rights. There is ample evidence that some people are far more knowledgeable and rational than others, certainly when it comes to specific economic and political questions.2 In the wake of the Brexit vote, eminent biologist Richard Dawkins protested that the vast majority of the British public - including himself - should never have been asked to vote in the referendum, because they lacked the necessary background in economics and political science. 'You might as well call a nationwide plebiscite to decide whether Einstein got his algebra right, or let passengers vote on which runway the pilot should land.' (page 36)

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves. This was the wisdom of the Book of Mamaw.

Being in flight is one of the most unnatural, extraordinary, ordinary experiences of modern life. When we climb to 30,000 feet, our perspective looking down at the world becomes that of a deity, and the rules of time and space are altered as we rush over the earth. In flight we are able to view the most remote corners of the natural world and the vast spread of the world we have constructed. It gives us the unique perspective to look at the interaction of the natural and constructed in a truly holistic way. In its totality, the unnatural or extraordinary experience produces great fear and excitement. We confront death a little every time the doors close – and this closeness to death intensifies the extraordinary experience of being in flight. On the other hand, our ‘in flight’ experience is filled with the most unremarkable daily activities: reading a comic book, finishing a crossword puzzle, eating, sleeping. The cabin becomes our shared world, temporally removed from the world that we’ve left back on land. What connects the ordinary and the extraordinary is a powerful trust in the human capacity to take us beyond the mundane. The plane becomes a temple of humanism, where we put faith in all that get us and keeps us up in the air – engineers, pilots, researchers, air traffic controllers – a web of people, underwritten by collective knowledge, keeping us alive, together.

Beginning in the fall of 2001, the U.S. military dropped flyers over Afghanistan offering bounties of between $5,000 and $25,000 for the names of men with ties to al Qaeda and the Taliban. “This is enough money to take care of your family, your village, your tribe, for the rest of your life,” one flyer read. (The average annual income in Afghanistan at the time was less than $300.) The flyers fell, Secretary of Defense Donald Rumsfeld said, “like snowflakes in December in Chicago.” (Unlike many in Bush’s inner circle, Rumsfeld was a veteran; he served as a navy pilot in the 1950s.)82 As hundreds of men were rounded up abroad, the Bush administration considered where to put them. Taking over the federal penitentiary at Leavenworth, Kansas, and reopening Alcatraz, closed since 1963, were both considered but rejected because, from Kansas or California, suspected terrorists would be able to appeal to American courts and under U.S. state and federal law. Diego Garcia, an island in the Indian Ocean, was rejected because it happened to be a British territory, and therefore subject to British law. In the end, the administration chose Guantánamo, a U.S. naval base on the southeastern end of Cuba. No part of either the United States or of Cuba, Guantánamo was one of the known world’s last no-man’s-lands. Bush administration lawyer John Yoo called it the “legal equivalent of outer space.

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

[MINERVA appears.] MIN. Whither, whither sendest thou this troop to follow [the fugitives,] king Thoas? List to the words of me, Minerva. Cease pursuing, and stirring on the onset of your host. For by the destined oracles of Loxias Orestes came hither, fleeing the wrath of the Erinnyes, and in order to conduct his sister's person to Argos, and to bear the sacred image into my land, by way of respite from his present troubles. Thus are our words for thee, but as to him, Orestes, whom you wish to slay, having caught him in a tempest at sea, Neptune has already, for my sake, rendered the surface of the sea waveless, piloting him along in the ship. But do thou, Orestes, learning my commands, (for thou hearest the voice of a Goddess, although not present,) go, taking the image and thy sister. And when thou art come to heaven-built Athens, there is a certain sacred district in the farthest bounds of Atthis, near the Carystian rock, which my people call Alœ—here, having built a temple, do thou enshrine the image named after the Tauric land and thy toils, which thou hast labored through, wandering over Greece, under the goad of the Erinnyes. But mortals hereafter shall celebrate her as the Tauric Goddess Diana. And do thou ordain this law, that, when the people celebrate a feast in grateful commemoration of thy release from slaughter, [188] let them apply the sword to the neck of a man, and let blood flow on account of the holy Goddess, that she may have honor. But, O Iphigenia, thou must needs be guardian of the temple of this Goddess at the hallowed ascent of Brauron; [189] where also thou shalt be buried at thy death, and they shall offer to you the honor of rich woven vestments, which women, dying in childbed, may leave in their houses. But I command thee to let these Grecian women depart from the land on account of their disinterested disposition, [190] I, having saved thee also on a former occasion, by determining the equal votes in the Field of Mars, Orestes, and that, according to the same law, he should conquer, whoever receive equal suffrages. But, O son of Agamemnon, do thou remove thy sister from this land, nor be thou angered, Thoas.

Our regiment was all women…We flew to the front in May 1942… The planes they gave us were Po-2s. Small, slow. They flew only at a low level. Hedge-hopping. Just over the ground! Before the war young people in flying clubs learned to fly in them, but no one could have imagined they would have any military use. The plane was constructed entirely of plywood, covered with aircraft fabric. In fact, with cheesecloth. One direct hit and it caught fire and burned up completely in the air, before reaching the ground. Like a match. The only solid metal part was the M-11 motor. Later on, toward the end of the war, we were issued parachutes, and a machine gun was installed in the pilot’s cabin, but before there had been no weapon, except for four bomb racks under the wings—that’s all. Nowadays they’d call us kamikazes, and maybe we were kamikazes. Yes! We were! But victory was valued more than our lives. “Before I retired, I became ill from the very thought of how I could possibly not work. Why then had I completed a second degree in my fifties? I became a historian. I had been a geologist all my life. But a good geologist is always in the field, and I no longer had the strength for it. A doctor came, took a cardiogram, and asked, “When did you have a heart attack?” “What heart attack?” “Your heart is scarred all over.” I must have acquired those scars during the war. You approach a target, and you’re shaking all over. Your whole body is shaking, because below it’s all gunfire: fighter planes are shooting, antiaircraft guns are shooting…Several girls had to leave the regiment; they couldn’t stand it. We flew mostly during the night. For a while they tried sending us on day missions, but gave it up at once. A rifle shot could bring down a Po-2… We did up to twelve flights a night. (...) You come back and you can’t even get out of the cabin; they used to pull us out. We couldn’t carry the chart case; we dragged it on the ground. And the work our girl armorers did! They had to attach four bombs to the aircraft by hand—that meant eight hundred pounds. They did it all night: one plane takes off, another lands. The body reorganized itself so much during the war that we weren’t women…We didn’t have those women’s things…Periods…You know…And after the war not all of us could have children.

While I was in the partisan unit, I received a letter from my husband by some miracle. This was such a joy, so unexpected, because for two years I had heard nothing from him. And then a plane dropped some food, ammunition…And the mail…And in the mail, in this canvas bag, there was a letter—for me. Then I wrote a letter to the Central Committee. I wrote that I would do anything so long as my husband and I were together. We waited for the plane, it was nighttime and pitch-dark. And some sort of plane was circling over us, and then it dumped bombs on us. It was a Messerschmitt. The German had spotted our camp and circled back again. And at the same time our plane, a U-2, arrived and landed just by the fir tree where I was standing. The pilot barely landed and immediately began to take off again, because he saw that the German was circling back and would start shooting again. I took hold of the wing and shouted, “I must go to Moscow, I have permission.” He even swore: “Get in!” And we flew together, just the two of us. I figured out from the postal code where my husband was fighting... They said, “You know, it’s very dangerous where your husband is…” I sat there and wept, so he took pity on me and gave me the pass. “Go out to the highway,” he said. “There’ll be a traffic controller, he’ll tell you how to go.” I arrive at the unit, everybody’s surprised, “Who are you?” they ask. I couldn’t say I was a wife. I tell them—his sister. “Wait,” they tell me, “it’s a four-mile walk to the trenches.” They told him that his sister had arrived. What sister? They say, “The redhead.” His sister had black hair. So he figured out at once what sister. I don’t know how he managed to crawl out of there, but he came soon, and he and I met. What joy… Suddenly I see the superiors coming to the dugout: the major, the colonel. Everybody shakes my hand. Then we sat down and drank, and each of them said something about a wife finding her husband in the trenches. That’s a real wife! The next day my husband was wounded, badly wounded. We ran together, we waded together through some swamp, we crawled together. The machine guns kept rattling, and we kept crawling, and he got wounded in the hip. With an exploding bullet, and try bandaging that—it was in the buttock. It was all torn open, and mud and dirt all over. We were encircled and tried to break out. There was nowhere to take the wounded, and there were no medications. When we did break through, I took my husband to the hospital. I buried him on January 1, and thirty-eight days later I gave birth to a son.

I am like God, Codi? Like GOD? Give me a break. If I get another letter that mentions SAVING THE WORLD, I am sending you, by return mail, a letter bomb. Codi, please. I've got things to do. You say you're not a moral person. What a copout. Sometime, when I wasn't looking, something happened to make you think you were bad. What, did Miss Colder give you a bad mark on your report card? You think you're no good, so you can't do good things. Jesus, Codi, how long are you going to keep limping around on that crutch? It's the other way around, it's what you do that makes you who you are. I'm sorry to be blunt. I've had a bad week. I am trying to explain, and I wish you were here so I could tell you this right now, I am trying to explain to you that I'm not here to save anybody or any thing. It's not some perfect ideal we're working toward that keeps us going. You ask, what if we lose this war? Well, we could. By invasion, or even in the next election. People are very tired. I don't expect to see perfection before I die. Lord, if I did I would have stuck my head in the oven back in Tucson, after hearing the stories of some of those refugees. What keeps you going isn't some fine destination but just the road you're on, and the fact that you know how to drive. You keep your eyes open, you see this damned-to-hell world you got born into, and you ask yourself, "What life can I live that will let me breathe in & out and love somebody or something and not run off screaming into the woods?" I didn't look down from some high rock and choose cotton fields in Nicaragua. These cotton fields chose me. The contras that were through here yesterday got sent to a prison farm where they'll plant vegetables, learn to read and write if they don't know how, learn to repair CB radios, and get a week-long vacation with their families every year. They'll probably get amnesty in five. There's hardly ever a repeat offender. That kid from San Manuel died. Your sister, Hallie "What's new with Hallie?" Loyd asked. "Nothing." I folded the pages back into the envelope as neatly as I could, trying to leave its creases undisturbed, but my fingers had gone numb and blind. With tears in my eyes I watched whatever lay to the south of us, the land we were driving down into, but I have no memory of it. I was getting a dim comprehension of the difference between Hallie and me. It wasn't a matter of courage or dreams, but something a whole lot simpler. A pilot would call it ground orientation. I'd spent a long time circling above the clouds, looking for life, while Hallie was living it.

IT WAS ALMOST December, and Jonas was beginning to be frightened. No. Wrong word, Jonas thought. Frightened meant that deep, sickening feeling of something terrible about to happen. Frightened was the way he had felt a year ago when an unidentified aircraft had overflown the community twice. He had seen it both times. Squinting toward the sky, he had seen the sleek jet, almost a blur at its high speed, go past, and a second later heard the blast of sound that followed. Then one more time, a moment later, from the opposite direction, the same plane. At first, he had been only fascinated. He had never seen aircraft so close, for it was against the rules for Pilots to fly over the community. Occasionally, when supplies were delivered by cargo planes to the landing field across the river, the children rode their bicycles to the riverbank and watched, intrigued, the unloading and then the takeoff directed to the west, always away from the community. But the aircraft a year ago had been different. It was not a squat, fat-bellied cargo plane but a needle-nosed single-pilot jet. Jonas, looking around anxiously, had seen others—adults as well as children—stop what they were doing and wait, confused, for an explanation of the frightening event. Then all of the citizens had been ordered to go into the nearest building and stay there. IMMEDIATELY, the rasping voice through the speakers had said. LEAVE YOUR BICYCLES WHERE THEY ARE. Instantly, obediently, Jonas had dropped his bike on its side on the path behind his family’s dwelling. He had run indoors and stayed there, alone. His parents were both at work, and his little sister, Lily, was at the Childcare Center where she spent her after-school hours. Looking through the front window, he had seen no people: none of the busy afternoon crew of Street Cleaners, Landscape Workers, and Food Delivery people who usually populated the community at that time of day. He saw only the abandoned bikes here and there on their sides; an upturned wheel on one was still revolving slowly. He had been frightened then. The sense of his own community silent, waiting, had made his stomach churn. He had trembled. But it had been nothing. Within minutes the speakers had crackled again, and the voice, reassuring now and less urgent, had explained that a Pilot-in-Training had misread his navigational instructions and made a wrong turn. Desperately the Pilot had been trying to make his way back before his error was noticed. NEEDLESS TO SAY, HE WILL BE RELEASED, the voice had said, followed by silence. There was an ironic tone to that final message, as if the Speaker found it amusing; and Jonas had smiled a little, though he knew what a grim statement it had been. For a contributing citizen to be released from the community was a final decision, a terrible punishment, an overwhelming statement of failure.

After nightfall, when most of the American planes had been taken aboard, a new formation of planes arrived over the task force. First, the drone of their engines could be heard above the cloud cover; then they slipped into view, at about the height of the Lexington’s masts. “These planes were in very good formation,” recalled Lieutenant Commander Stroop. They had their navigation lights on, indicating that they intended to land. But many observers on both carriers and several of the screening vessels noted that something was awry. Captain Sherman of the Lexington counted nine planes, more than could be accounted for among the American planes that were still aloft. They were flying down the Yorktown’s port side, a counterclockwise approach, the reverse of the American landing routine. They were flashing their blinker lights, but none of the Americans could decipher the signal. Electrician’s mate Peter Newberg, stationed on the Yorktown’s flight deck, noticed that the aircraft exhausts were a strange shape and color, and Stroop noted that the running lights were a peculiar shade of red and blue. The TBS (short-range radio circuit) came alive with chatter. One of the nearby destroyers asked, “Have any of our planes got rounded wingtips?” Another voice said, “Damned if those are our planes.” When the first of the strangers made his final turn, he was too low, and the Yorktown’s landing signal officer frantically signaled him to throttle up. “In the last few seconds,” Newberg recalled, “when the pilot was about to plow into the stern under the flight deck, he poured the coal to his engine and pulled up and off to port. The signal light flicked briefly on red circles painted on his wings.” One of the screening destroyers opened fire, and red tracers reached up toward the leading plane. A voice on the Lexington radioed to all ships in the task force, ordering them to hold fire, but the captain of the destroyer replied, “I know Japanese planes when I see them.” Antiaircraft gunners on ships throughout the task force opened fire, and suddenly the night sky lit up as if it was the Fourth of July. But there were friendly planes in the air as well; one of the Yorktown fighter pilots complained: “What are you shooting at me for? What have I done now?” On the Yorktown, SBD pilot Harold Buell scrambled out to the port-side catwalk to see what was happening. “In the frenzy of the moment, with gunners firing at both friend and foe, some of us got caught up in the excitement and drew our .45 Colt automatics to join in, blasting away at the red meatballs as they flew past the ship—an offensive gesture about as effective as throwing rocks.” The intruders and the Americans all doused their lights and zoomed back into the cloud cover; none was shot down. It was not the last time in the war that confused Japanese pilots would attempt to land on an American carrier.

There is never any suggestion that the automation can fail and pilots do not train to address this abnormality.

The term pilots use to describe this type of short-burst communication is notifications. A notification is not an order or a command. It provides context, telling of something noticed, placing a spotlight on one discrete element of the world. Notifications are the humblest and most primitive form of communication, the equivalent of a child’s finger-point: I see this. Unlike commands, they carry unspoken questions: Do you agree? What else do you see? In a typical landing or takeoff, a proficient crew averages twenty notifications per minute.

I was frustrated with Axe and even more frustrated with myself. But I realized his insight was hard to deny after watching a replay of the debate. The most effective debate answers, it seemed, were designed not to illuminate but to evoke an emotion, or identify the enemy, or signal to a constituency that you, more than anyone else on that stage, were and would always be on their side. It was easy to dismiss the exercise as superficial. Then again, a president wasn’t a lawyer or an accountant or a pilot, hired to carry out some narrow, specialized task. Mobilizing public opinion, shaping working coalitions—that was the job. Whether I liked it or not, people were moved by emotion, not facts. To elicit the best rather than the worst of those emotions, to buttress those better angels of our nature with reason and sound policy, to perform while still speaking the truth—that was the bar I needed to clear. —

If a pilot leaving from LAX adjusts the heading just 3.5 degrees south, you will land in Washington, D.C., instead of New York. Such a small change is barely noticeable at takeoff—the nose of the airplane moves just a few feet—but when magnified across the entire United States, you end up hundreds of miles apart.fn2

Throughout the war, media reports of the growing number of GI casualties troubled those who were still fighting to no end. men objected to the anonymity the term “GI” conveyed “When we think of GI we think of items of issue, nut we are not issued,” Sergeant Frank Turman explained. “When we walk over our dead buddies we wouldn’t refer to them as dead GIs. And when we get home again, and see our buddies’ loved ones, we just couldn’t say: ‘Your son died a GIs death.’” Any body can be a Gl,” Sergeant Turman said, “but it takes a man to be a soldier, sailor or marine.” For those who were fighting on the frontlines, the dead were not nameless or faceless. The war claimed men they knew and loved, and it was torture. The pilot who negotiated, his plane through storms of flak knew the crew member who wis fatally struck; when the Marines charged a beach in an amphibious landing and enemy snipers opened up on them, they knew which of their friends had fallen; and when Japanese pilots swung their planes into Allied ships, damaging and destroying them, the sailors who survived knew who had perished. For the men at war, death was agonizingly personal. Yet they rarely talked about it

Switching from beef to “white meat” such as pork or chicken could cut health costs by $1 trillion a year, significantly lower GHG emissions, and greatly reduce the pressure to find new agricultural land.13 Plant-based food is now a $4.5 billion business14 and could be an $85 billion industry by 2030.15 Wheat farmers in the Netherlands, Germany, and the United Kingdom reap more than four times the harvest from the same area of land as farmers in Russia, Spain, and Romania.16 Yields in much of Africa are even lower. Quadrupling food production is probably an unrealistic goal, but a number of pilot projects suggest that doubling yields—even in the face of climate stress—is eminently possible.17 About a third of all the food that is produced globally is lost—to pests or spoilage in the supply chain or as consumer waste. Preventing just a quarter of this loss could feed nearly a billion people a year, save nearly a quarter of a trillion dollars, and significantly reduce global GHG emissions.18

Your thoughts are a pilot of your life journey, the best or the worst landing depends on how, and where you land.

The Martian troops, moreover, had no control over where their ships were to land. Their ships were controlled by fully automatic pilot-navigators, and these electronic devices were set by technicians on Mars so as to make the ships land at particular points on Earth, regardless of how awful the military situation might be down there. The only controls available to those on board were two push-buttons on the center post of the cabin—one labeled on and one labeled off. The on button simply started a flight from Mars. The off button was connected to nothing. It was installed at the insistence of Martian mental-health experts, who said that human beings were always happier with machinery they thought they could turn off.

kilometres of tundra. Summer days north of the 60th parallel—the “land of the midnight sun”—were almost endless.

The way the last episodes broke out, we just didn’t get there. But with that said, I do think it was a great landing place for them. We really wanted to honor that relationship, as well as the “Our babies will be smart and beautiful” line from the pilot as a way to tie it back together.

was a stirring sight for us, who had been months on the ocean without seeing anything but two solitary sails; and over two years without seeing more than the three or four traders on an almost desolate coast. There were the little coasters, bound to and from the various towns along the south shore, down in the bight of the bay, and to the eastward; here and there a square-rigged vessel standing out to seaward; and, far in the distance, beyond Cape Ann, was the smoke of a steamer, stretching along in a narrow, black cloud upon the water. Every sight was full of beauty and interest. We were coming back to our homes; and the signs of civilization, and prosperity, and happiness, from which we had been so long banished, were multiplying about us. The high land of Cape Ann and the rocks and shore of Cohasset were full in sight, the lighthouses, standing like sentries in white before the harbors, and even the smoke from the chimney on the plains of Hingham was seen rising slowly in the morning air. One of our boys was the son of a bucket-maker; and his face lighted up as he saw the tops of the well-known hills which surround his native place. About ten o’clock a little boat came bobbing over the water, and put a pilot on board, and sheered off in pursuit of other vessels bound in. Being now within the scope of the telegraph stations, our signals were run up at the fore, and in half an hour afterwards, the owner on ‘change, or in his counting-room, knew that his ship was below; and the landlords, runners, and sharks in Ann street learned that there was a rich prize for them down in the bay: a ship from round the Horn, with a crew to be paid off with two years

Airlines pay high salaries to pilots despite having autopilots. They do it because humans can handle unforeseen events. When a roof blows off an airliner over the Pacific or when a passenger jet loses both engines to a flock of geese over Manhattan, only a human can handle such crises. These emergencies have been reported in the press, and in each of them, experienced pilots managed to land their airliners by improvising solutions. No autopilot can do that. Betting your money on an automatic system is like betting your life on an autopilot. The first unexpected event will make your account crash and burn.

During the chaos of the morning attacks, planes inbound from Enterprise, as well as a squadron of B-17 bombers coming from the mainland, had come under assault—from the attacking Japanese as well as the defenders. That was somewhat coincidental and to some extent unavoidable. Enterprise lost six planes in the melee. Halsey had been right to be worried. They were indeed shooting at his boys. By evening, however, defenders should have been alert to distinguish between friend and foe. “Don’t shoot, don’t shoot, incoming friendlies,” the control tower on Ford Island advised all ships and shore installations as this second group of aircraft from the Enterprise, the six Wildcats, entered the pattern with landing lights ablaze. But over the dry docks, nervous gunners on the Pennsylvania opened fire. That was all it took. The entire harbor erupted in gunfire. Four of the six Wildcats were shot down and three American pilots killed.

Whatever anxiety crew members on the Arizona and throughout the Pacific Fleet felt about the future would have been heightened had they known that on this same Thanksgiving day, the War and Navy departments in Washington issued what came to be called their “war warning” to all commands: “negotiations with Japan looking toward stabilization of conditions in the Pacific have ceased and an aggressive move by Japan is expected within the next few days.” At Pearl Harbor, Admiral Husband E. Kimmel, commander in chief of the Pacific Fleet, met with Vice Admiral William F. Halsey, Jr., the commander of his carrier forces, and Army Lieutenant General Walter C. Short, commander of land forces in Hawaii. Kimmel and Halsey had already organized task forces of cruisers and destroyers around the three aircraft carriers then operating in the Pacific: Lexington (CV-2), Saratoga (CV-3), and Enterprise (CV-6). To guard against a concerted attack or sabotage, they adopted a general protocol that only one carrier task force would be in Pearl Harbor at any one time. At the moment, this meant alternating between Lexington and Enterprise because Saratoga had yet to return to Hawaiian waters after a lengthy overhaul at Bremerton. A similar alternating routine was supposed to be in place among the three battleship divisions. Of the nine battleships in those three-ship divisions, Colorado was currently in Bremerton undergoing its own overhaul. With the war warning in hand, Admiral Kimmel and General Short concerned themselves primarily with the outer boundaries of their commands and not with Hawaii itself. The chief topic they discussed with Halsey was the delivery of aircraft to reinforce garrisons on Wake and Midway islands. Short wanted to deploy Army squadrons of new P-40s, but Halsey quoted an arcane regulation that Army pilots were required to stay within fifteen miles of land and asked what good they would be in protecting an island.

THIS BOOK IS WONDERFUL - RAY BRADBURY FIVE OUT OF FIVE STARS! "Wonderful story. War Eagles is a really good adventure story." amazon reader "WW2 with a dash of fantasy! I really enjoyed stepping back in time as the race for air travel was developing. One could truly feel the passion these pilots and engineers had for these magnificent machines. The twist of stepping back into a land of Vikings and dinosaurs was very well executed." amazon reader

What people are saying about WAR EAGLES ​5 out of 5 stars! WW2 with a dash of fantasy! I really enjoyed stepping back in time as the race for air travel was developing. One could truly feel the passion these pilots and engineers had for these magnificent machines. The twist of stepping back into a land of Vikings and dinosaurs was very well executed. Well done to both the author and the narrator. ​ Reminiscent of Golden Age Sci Fi This audio book reminded me of some of the 40's and 50's era tales, but what it happens to be is an alternative timeline World War II era fun adventure story. Think of a weird mash-up of a screw-up Captain America wanna-be mixed with the Land of the Lost mixed with Avatar where Hitler is the real villain and you might come close. At any rate, it's load of good fun and non stop action. But don't get distracted for a minute or you'll miss something! There are american pilots, Polish spies, Vikings, giant prehistoric eagles and, of course, Nazis! What more could you ask for to while away an afternoon? Our hero even gets the (Viking) girl! Put your feet up an get lost in what might have been.... 4 out of 5 stars! it's Amelia Earnhart meets WWII This is not an accurate historical fiction book, but rather an action-packed book set an historical time. I normally listen to my books at a higher speed, however the amount of drama and action in this book I had to slow it down. I like the storyline and the narrator however, the sound effects throughout the book did kind of throw me since I'm not used to that and most audible books. still I would recommend this is a good read.​ 5 out of 5 stars! I Would Like to See this on the Silver Screen Back in the late 1930s, the director of King Kong started planning War Eagles as his next block buster film. Then World War II intervened and the project languished for decades. It helps to know this background to fully appreciate this novel. It’s a big cinematic adventure waiting to find the screen. The heroes are larger than life, but more importantly, the images are bigger and more vivid than the mighty King Kong who reinvented the silver screen. And what are those images you may ask? Nazis developing super-science weapons for a sneak attack on America, Viking warriors riding gargantuan eagles in a time-forgotten land of dinosaurs, and of course, those same Vikings fighting Nazis over the skyline of New York City. This book is a heck of a lot of fun. It starts a little bit slow but once the Vikings enter the story it chugs along at a heroic pace. There is a ton of action and colorful confrontations. Narrator William L. Hahn pulls out all the stops adding theatrical sound effects to his wide repertoire of voices which adds a completely appropriate cinematic feel to the entire story. If you’re looking for some genuinely heroic fantasy, you should try War Eagles. Wonderful story War Eagles is a really good adventure story. ​5 out of 5 stars!

Okinawa was the last major battle of the bloodiest war the world had ever seen. (It has been pointed out to me that, by virtue of fighting in both the Pearl Harbor attack and the Okinawa invasion, I can claim a small footnote in history for having served at the opening shots and the final battle of America’s Second World War.) The campaign claimed the lives of more than a quarter million people. Of those who died, close to 140,000 were civilians living on the island; 107,539 were Japanese servicemen; and 12,274 were U. S. servicemen. The battle pitted the greatest U. S. naval flotilla ever assembled against the most tenacious of enemies, both in the air and on the ground. In the sky, kamikaze pilots flew to their deaths as they ravaged the U. S. fleet. On the land, Japanese soldiers fought to the death rather than surrender. The radar picket ships took the biggest beating of the U. S. naval ships engaged at Okinawa, all the while protecting the rest of our ships from 1,900 kamikaze attacks. Fifteen of the picket ships were sunk; 45 were damaged. Causalties of those serving on those ships were 1,348 dead and 1,586 wounded.

Early the following year, Arizona steamed from its home port at San Pedro to Hawaii to participate in Army-Navy Grand Joint Exercise No. 4. It was a mouthful of a name for a round of war games that simulated an attack on Oahu from “enemy” aircraft carriers lurking to the north. Near sunrise on February 7, 1932, the first strike of carrier planes caught Army Air Corps bases by surprise. A second wave achieved similar results after slow-to-respond Army pilots landed for refueling and breakfast. In the after-action critique, the Army protested that the Navy’s attack at daybreak on a Sunday morning, while technically permitted under the rules, was a dirty trick.8 A few weeks later, on March 2, Arizona entered Pearl Harbor for the first time. Pearl Harbor in the early 1930s was minuscule compared to the massive installation it would become just one decade later. Despite wide inner lochs—bays of water spreading out from the main channel—its entrance was historically shallow. Nineteenth-century visitors had anchored off Honolulu a few miles to the east instead. In 1887, Hawaii’s King Kalākaua granted the United States the exclusive right to establish a coaling and repair station in Pearl Harbor and improve the entrance as it saw fit. No facilities were built, but the United States annexed the Hawaiian Islands in 1898. When the American Navy built its first installations within months of annexation, they were at Honolulu, not Pearl Harbor, because of the difficult channel access. Finally, in 1908, Congress authorized dredging the channel entrance and constructing a dry dock, as well as adding accompanying shops and supply buildings. Naval Station Pearl Harbor was officially dedicated in August 1919. The Army and Navy jointly acquired Ford Island in the harbor’s center for shared airfield facilities that same year.9

My visit was a purposeful gesture of respect for a now-stalwart ally. Angela Merkel and I toured a famous eighteenth-century church that had been destroyed by the air raids, only to be rebuilt fifty years later with a golden cross and orb crafted by a British silversmith whose father had been one of the bomber pilots. The silversmith’s work served as a reminder that even those on the right side of war must not turn away from their enemy’s suffering, or foreclose the possibility of reconciliation.

Once a plane is in the air, you can't even leave it! I've tried! They won't let you! You have to wait until 'they land'. This shadowy, depersonalised, frankly militaristic 'they' (why should I call the pilot 'captain' - I didn't join his army) is what makes commercial air travel so Orwellian. Say you want to take a nap, what do you ordinarily do? Take off your trousers, clear a space on the floor and maybe set an alarm on your phone. Sometimes I've lain down on the pavement for a week, and no one has bothered me. People on my street know me, and they'll either hop over or take a brief detour into the road. On a plane it's all, 'Sir, you're blocking the trolley.' Don't call me 'sir' and then tell me what to do!

of some non-fatal but incurable type. She is very languid and very shadowy and she speaks softly out of nowhere and you can’t lay a finger on her because in the first place you don’t want to and in the second place she is reading The Waste Land or Dante in the original, or Kafka or Kierkegaard or studying Provençal. She adores music and when the New York Philharmonic is playing Hindemith she can tell you which one of the six bass viols came in a quarter of a beat too late. I hear Toscanini can also. That makes two of them. And lastly there is the gorgeous show piece who will outlast three kingpin racketeers and then marry a couple of millionaires at a million a head and end up with a pale rose villa at Cap Antibes, an Alfa-Romeo town car complete with pilot and co-pilot, and a stable of shopworn aristocrats, all of whom she will treat with the affectionate absent-mindedness of an elderly duke saying goodnight to his butler. The dream across the way was none of these, not even of that kind of world.

Apollo 13 was launched on 11 April 1970. It was to become the third manned spacecraft to land on the Moon, with a mission to explore formations near the 80 km (50 mile) wide Fra Mauro crater. The flight was commanded by James A. Lovell with John L. ‘Jack’ Swigert as Command Module pilot and Fred W. Haise as Lunar Module pilot. There was a small problem on takeoff when an engine shut down two minutes early during the second stage boost. But four other engines burned longer to compensate, and the craft reached orbit successfully. Then, on 14 April 1970, nearly sixty hours into the mission, the astronauts were 321,860 km (199,995 miles) from Earth when they heard a loud bang.

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.