Pilot Cockpit Quotes

I realized that the childish impression I had always had of my father, as Just Lawgiver, was entirely wrong. We were utterly dependent on this man, who was not only deluded and ignorant, but incompetent in every way. What was more, I knew that my mother was incapable of standing up to him. It was like walking into the cockpit of an airplane and finding the pilot and co-pilot passed out drunk in their seats. And standing outside the Lyceum, I was struck with a black, incredulous horror, which in fact was not at all unlike the horror I had felt at twelve, sitting on a bar stool in our sunny little kitchen in Plano. Who is in control here? I thought, dismayed. Who is flying this plane?

Under fire, trying to get a fugitive out of Honduras: “Their pilot hopped out of the cockpit to allow them entry room. Pack sent Keto [Belgian Malinois K-9] up first. Then he dragged Triandos up. The prisoner’s head pinged off every step on the way up. His head struck the bulkhead as Pack flung his bulk into the cabin. ‘I know there’s a protocol,’ Pack thought, ‘but whoever wrote it was never in this situation.

Have you ever truly, keenly felt like you don't know who you are? Do you ever do something and think, Who is at the controls? Like some mad pilot has locked you out of the cockpit? I definitely do. I feel a kind of vertigo that makes me shake afterwards. I guess we all feel it when making a difficult-seeming choice, and sometimes you seriously don't know what you want because you don't know who you're supposed to be, or who you want to be. Physics, my first and second families, my philosophy degree, had all failed to help me answer that question. The former has led me to wonder whether I am one of an infinite number of Alices in multiple universes. A quantum fuck-up, which is someone who fucks up in every one of those universes but in different ways.

But you don’t have to let your doubt into the cockpit! You can tolerate doubt as a backseat driver, but if you put doubt in the pilot’s seat, defeat is guaranteed. Remembering that you’ve been through difficulties before and have always survived to fight again shifts the conversation in your head. It will allow you to control and manage doubt, and keep you focused on taking each and every step necessary to achieve the task at hand.

Can I see the cockpit? "There's nothing more I'd rather do than show you my cockpit. I thought you'd never ask.

At the end of the day your brain is just a meat computer in a bone cockpit piloting a skin robot! You think the world makes sense? Nothing makes sense! So you might as well make nonsense! Think about it!

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.

Well … things are beginning to stack up a little,” said Gordo. It was the same old sod-hut drawl. He sounded like the airline pilot who, having just slipped two seemingly certain mid-air collisions and finding himself in the midst of a radar fuse-out and control-tower dysarthria, says over the intercom: “Well, ladies and gentlemen, we’ll be busy up here in the cockpit making our final approach into Pittsburgh, and so we want to take this opportunity to thank you for flying American and we hope we’ll see you again real soon.” It was second-generation Yeager, now coming from earth orbit. Cooper was having a good time. He knew everybody was in a sweat down below. But this was what he and the boys had wanted all along, wasn’t it?

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

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.

Mind you, I'm a fine one to talke. I mean, I killed myself and just look at me now: I'm a qualified pilot, I can escape from a cockpit in five metres of water and I'm halfway up a mountain with a nutty gymnast who wants to chuck herself off the edge.

and we walked out into the sun. She was just as I had remembered her from seventy years earlier, when, aged five, I was dropped into an open cockpit at Hawkinge field and became mesmerized by the power and beauty of the Supermarine Spitfire. The long, lean lines, only slightly degraded by the bubble Perspex dome behind the pilot’s cockpit; the recognizable-anywhere elliptical wings, the genius of designer R. J. Mitchell. The four-bladed propeller, stark against the Kentish late-summer sky the same cerulean blue it had been in the summer of 1944. That was when I swore my little boy’s oath; that one day I, too, would fly a Spitfire.

A classic case of poor cockpit design is the ejection procedure which used to be in one Air Force trainer. It was a placard listing half a dozen important steps, printed boldly on the canopy rail where the pilot couldn’t miss seeing it. The only flaw was that step 1 was “jettison the canopy.

In an instant, the end would come with the most minute of gestures—the flick of the Zero pilot’s finger on his cannon trigger—and Super Man would carry ten men into the Pacific. Pillsbury could see the pilot who would end his life, the tropical sun illuminating his face, a white scarf coiled about his neck. Pillsbury thought: I have to kill this man. Pillsbury sucked in a sharp breath and fired. He watched the tracers skim away from his gun’s muzzle and punch through the cockpit of the Zero. The windshield blew apart and the pilot pitched forward. The fatal blow never came to Super Man. The Zero pilot, surely seeing the top turret smashed and the waist windows vacant, had probably assumed that the gunners were all dead. He had waited too long.

Wing Commander Kyle Roberts did not enjoy being flown by someone else. It was always a struggle for the red-haired pilot to keep his hands and implants away from the controls and overrides when he was a passenger in a shuttle. To make everyone’s lives easier, he normally stayed out of the cockpit. Today,

As the plane nears 2,000 feet, the aircraft’s sensors detect the fast-approaching surface and trigger a new alarm. There’s no time left to build up speed by pushing the plane’s nose forward into a dive. The pilot: “This can’t be happening!” “But what’s happening?” “Ten degrees of pitch…” Exactly 1.4 seconds later, the cockpit voice recorder stops.

It was like walking into the cockpit of an airplane and finding the pilot and co-pilot passed out drunk in their seats. And standing outside the Lyceum, I was struck with a black, incredulous horror, which in fact was not at all unlike the horror I had felt at twelve, sitting on a bar stool in our sunny little kitchen in Plano. Who is in control here? I thought, dismayed. Who is flying this plane?

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

I have to tell you, Major, if we don't get these bombs and stop this Jap fleet, they're gonna come in here and bomb the hell out of this place and maybe recapture it. Then their planes will be dropping these bombs on you. I've gotta have these bombs, sir, or we'll have a disaster on our hands.' Lupo asked who the major's superior was. The Army officer mentioned a colonel who stationed out toward the front. 'He's out fighting a war, and I'm not going to bother him." 'Well," Lupo said, "that's just too bad." The pilot pulled out his service revolver and pointed it at the major. Then Lupo handed the pistol to his radioman, Earl Gifford, instructing the flabbergasted aircrewman to hold the Army officer at bay. Lupo climbed into the cockpit of his plane and hailed the Fanshaw Bay on the radio. His fellow pilots from VC-68 and other Taffy 3 squadrons were already inbound

Polar Bear?" "Yeah, Red Fox?" "When the two of us come paddlin' in, you bring on them dancin' girls." The radio crackled. "Hear?" "You bet, Red Fox," Kazaklis replied, fighting hopelessly against his faltering voice. Moreau gazed into the cockpit canopy through the blur of moistened eyes and saw the pilot snap a cocky thumbs-up at them. "Luck!" she and Kazaklis said simultaneously. But before the word was out, the gleaming fighter was gone and the B-52 plowed head-on into the murk of the storm.

I realized that the childish impression I had always had of my father, as Just Lawgiver, was entirely wrong. We were utterly dependent on this man, who was not only deluded and ignorant, but incompetent in every way. What was more, I knew that my mother was incapable of standing up to him. It was like walking into the cockpit of an airplane and finding the pilot and co-pilot passed out drunk in their seats. And standing outside the Lyceum, I was struck with a black, incredulous horror, which in fact was not at all unlike the horror I had felt at twelve, sitting on a bar stool in our sunny little kitchen in Plano. Who is in control here? I thought, dismayed. Who is flying this plane?

I realized that the childish impression I had always had of my father, as Just Lawgiver, was entirely wrong. We were utterly dependent on this man, who was not only deluded and ignorant, but incompetent in every way. What was more, I knew that my mother was incapable of standing up to him. It was like walking into the cockpit of an airplane and finding the pilot and co-pilot passed out drunk in their seats. And standing outside the Lyceum, I was struck with a black, incredulous horror, which in fact was not at all unlike the horror I had felt at twelve, sitting on a bar stool in our sunny little kitchen in Plano. Who is in control here?> I thought, dismayed. Who is flying this plane?

Sandbags caused the fire’s temperature to drop straight away, but radioactive particles in the air increased sharply because more and more dust and debris was kicked into the air from the heavy falling bags’ impact. After the first day, Major General Antoshkin proudly told Shcherbina that 150 tons had been dropped into the reactor. He responded, “150 tons of sand for a reactor like that is like a BB shot to an elephant.”192 The General, taken aback, arranged for far more soldiers and pilots to be brought to the Exclusion Zone. These young pilots each flew many times over the reactor, and soon took to placing lead plates underneath their cockpit seats to minimise radiation exposure. Despite their homemade preventative measures, many pilots were fatally contaminated and died.

it was probably more dangerous to remain aboard the fuel- and explosive-laden jeep carrier than to take off and glide-bomb a Japanese capital ship. As Leonard Moser, a plane captain on the Fanshaw Bay, was changing a carburetor on a VC-68 aircraft, half a dozen pilots hovered nearby, coveting a chance to climb into that cockpit and get their tails off the ship. The aviation machinist’s mate finished the job, then climbed up into the cockpit. “What are you doing?” one of the pilots asked. “I’m going to check this damn engine out,” Moser said, “and then go find a hole to hide in.” The pilot said that he would do his own engine check this time, thank you very much. Moser stepped aside. “He got in, started it up, and took off with a cold motor. My helper didn’t even have all of the cowling on. That pilot was glad to leave.

What makes a human being dare the impossible? What fires the will when we glimpse something never done before and a wild urge surges up to cry, “Then let’s do it”? Here in San Francisco a young woman blind from birth decides to sail alone across the Pacific and succeeds; I can’t imagine getting as far as Alcatraz. Mountaineers decide that it is not enough merely to climb Mount Everest; they have to climb it alone, take no oxygen, and choose the most difficult ascent. And just a few months ago a man and woman mortgaged their future to put together a fragile plane with a cockpit smaller than a phone booth, so they could fly around the world without a stop. We ask, “Why did you do it?” And the pilot of the Voyager can only reply with a shrug, “Just for the hell of it.” He can give no better reason, yet everyone understands.

Do you know how the brain works? Do you have any idea of what we know about how the brain and consciousness work? Us humans, I mean. And I'm not talking about some new-age hocus-pocus, I'm talking about the sum of the knowledge compiled by disciplined scientists over three hundred years through arduous experiments and skeptic vetting of theories. I'm talking about the insights you gain by actually poking around inside people's heads, studying human behavior, and conducting experiments to figure out the truth, and separating that from all the bullshit about the brain and consciousness that has no basis in reality whatsoever. I'm talking about the understanding of the brain that has resulted in things like neuronic warfare, the neurographic network, and Sentre Stimulus TLEs. How much do you really know about that? I suppose you still have the typical twentieth-century view of the whole thing. The self is situated in the brain somehow, like a small pilot in a cockpit behind your eyes. You believe that it is a mix of memories and emotions and things that make you cry, and all that is probably also inside your brain, because it would be strange if that were inside your heart, which you've been taught is a muscle. But at the same time you're having trouble reconciling with the fact that all that is you, all your thoughts and experiences and knowledge and taste and opinions, should exist inside your cranium. So you tend not to dwell on such questions, thinking “There's probably more to it” and being satisfied with a fuzzy image of a gaseous, transparent Something floating around in an undefined void. Maybe you don't even put it into words, but we both know that you're thinking about an archetypical soul. You believe in an invisible ghost.

Captain Sergei Volodin was an Air Force helicopter pilot who often flew a specially equipped Mi-8 transport helicopter around Ukraine. The aircraft was fitted with a dosimeter that Captain Volodin had used in the past to test radiation levels around Chernobyl out of his own personal curiosity. Prior to the 26th it had never even flickered. On the night of the accident, he and his crew were on standby for the Emergency Rescue shift covering the wider Kiev area, making his the first aircraft to arrive on the scene. As he flew around Pripyat, an Army Major in the rear measured radiation from a personal dosimeter. Neither wore any protective clothing. Volodin’s equipment went haywire as he cycled through its measurement ranges: 10, 100, 250, 500 roentgens. All were off the scale. “Above 500, the equipment - and human beings - aren’t supposed to work,” he remembers. Just as he was seeing his own readings, the Major burst into the cockpit screaming, “You murderer! You’ve killed us all!” The air was emitting 1,500 roentgens-per-hour. “We’d taken such a high dose,” the pilot says, “he thought we were already dead.”161

Eric Steele was strapped in and rubbing a rag over his father’s 1911. Demo had brought the pistol with the rest of Steele’s gear on board the C-17. In the cockpit, the pilot pushed the throttle forward, shoving Steele back in his seat. He barely noticed because he was thinking about the first time his father let him hold the pistol. It had felt so heavy in his hands back then. So much I never got to ask him. He ran his thumb over the spot where the serial number should have been. It was silver and all traces of the file marks were smoothed out by years of use. The pistol was one of John Moses Browning’s masterpieces, the same design that the American infantryman had carried in the Battle of Belleau Wood, Iwo Jima, Korea, and Vietnam. It was the only thing he had to remind him of the father he never really knew. Steele had made the pistol his own by modifying it to shoot 9mm, adding a threaded barrel, and installing suppressor sights, which were taller than the factory ones. It was his gun now, and he slipped it away before taking an amphetamine tablet out of his pocket and downing it with a sip of water.

It is a painful irony that silent movies were driven out of existence just as they were reaching a kind of glorious summit of creativity and imagination, so that some of the best silent movies were also some of the last ones. Of no film was that more true than Wings, which opened on August 12 at the Criterion Theatre in New York, with a dedication to Charles Lindbergh. The film was the conception of John Monk Saunders, a bright young man from Minnesota who was also a Rhodes scholar, a gifted writer, a handsome philanderer, and a drinker, not necessarily in that order. In the early 1920s, Saunders met and became friends with the film producer Jesse Lasky and Lasky’s wife, Bessie. Saunders was an uncommonly charming fellow, and he persuaded Lasky to buy a half-finished novel he had written about aerial combat in the First World War. Fired with excitement, Lasky gave Saunders a record $39,000 for the idea and put him to work on a script. Had Lasky known that Saunders was sleeping with his wife, he might not have been quite so generous. Lasky’s choice for director was unexpected but inspired. William Wellman was thirty years old and had no experience of making big movies—and at $2 million Wings was the biggest movie Paramount had ever undertaken. At a time when top-rank directors like Ernst Lubitsch were paid $175,000 a picture, Wellman was given a salary of $250 a week. But he had one advantage over every other director in Hollywood: he was a World War I flying ace and intimately understood the beauty and enchantment of flight as well as the fearful mayhem of aerial combat. No other filmmaker has ever used technical proficiency to better advantage. Wellman had had a busy life already. Born into a well-to-do family in Brookline, Massachusetts, he had been a high school dropout, a professional ice hockey player, a volunteer in the French Foreign Legion, and a member of the celebrated Lafayette Escadrille flying squad. Both France and the United States had decorated him for gallantry. After the war he became friends with Douglas Fairbanks, who got him a job at the Goldwyn studios as an actor. Wellman hated acting and switched to directing. He became what was known as a contract director, churning out low-budget westerns and other B movies. Always temperamental, he was frequently fired from jobs, once for slapping an actress. He was a startling choice to be put in charge of such a challenging epic. To the astonishment of everyone, he now made one of the most intelligent, moving, and thrilling pictures ever made. Nothing was faked. Whatever the pilot saw in real life the audiences saw on the screen. When clouds or exploding dirigibles were seen outside airplane windows they were real objects filmed in real time. Wellman mounted cameras inside the cockpits looking out, so that the audiences had the sensation of sitting at the pilots’ shoulders, and outside the cockpit looking in, allowing close-up views of the pilots’ reactions. Richard Arlen and Buddy Rogers, the two male stars of the picture, had to be their own cameramen, activating cameras with a remote-control button.

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

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

I’ll tell you what makes me optimistic, is that this country is still full of people who just didn’t get the word. And they are starting things and inventing things and creating things and organizing things. If you want to be an optimist about America, stand on your head. You look at this country from the bottom up. You see the potential. We’re like a space shuttle, all that thrust coming from below. But right now the booster rocket, Washington, D.C., is cracked and leaking energy. And the pilots in the cockpit are fighting over the flight plan. So we can’t achieve the escape velocity we need now to get to the next level. You fix those things, we take off.

IMC means Instrument Meteorological Conditions, and this is when the pilot is in the clouds, and all hunched over in the cockpit, watching the instrument panel like it was Asian Porno, and listening to every word you say.

Athee tossed her hair aside and eyed him expectantly. “I thought I’d ride in the cockpit with you.” “That’s probably not a good idea.” “Why not?” “That’s the co-pilot’s seat.” “Do you have a co-pilot?” “Well, no…” “Then this seat is open.” Byron sighed in exasperation.

Olya “Lynx” Federov sat in the cockpit of her fighter. The Lightning-class attack craft that formed the mainstay of the Confederation’s fighter corps were sleek and powerful. The pilots of the fleet almost universally loved the design, save for one factor. The cockpits were too small, too cramped. But Federov didn’t care. She was slight in build, barely forty-five kilograms, and not much taller than a meter and a half. Her body was lithe, flexible. She’d wanted to be a dancer when she was younger, until she’d seen a squadron of fighters putting on a show on the vid. Flight had captured her imagination that day, and her life became a relentless pursuit of a slot at the Academy, one which saw success three days after her nineteenth birthday, when she received her billet in the following year’s class

Those who have seen a Lancaster cockpit in the light of the moon, flying just above the earth, will know what I mean when I say it is very hard to describe. The pilot sits on the left of a raised, comfortably padded seat fitted with armrests. He usually flies the thing with his left hand, resetting the gyro and other instruments with his right, but most pilots use both hands when over enemy territory or when the going is tough. You have to be quite strong to fly a Lancaster.

Pilot’s joke: In the airplane of the future, there will be a man and a dog in the cockpit. The dog is there to prevent the man from touching anything, and the man is there to feed the dog. Ziggy

The consensus among those who knew Neil was that he takes a long time coming to a decision on the ground and when he makes a decision that is that! But, say the astronauts, in the cockpit there’s no pilot faster. He can read a problem and immediately correct it. That’s Neil Armstrong. Neil in the Gemini spacecraft learning the machine he would fly.

cockpit” rule, a series of regulations passed in the 1980s after several accidents occurred as a result of distracted pilots. The regulations banned commercial pilots from performing any noncritical activities when flying under ten thousand feet. The regulation specifically calls out “engaging in nonessential conversations” and bars flight attendants from contacting pilots during the most dangerous parts of the flight, takeoffs and landings. “We liken it to flying a 747,” Kliger

Now, if you’ll indulge me for a minute, I want you to think about the process of boarding a commercial airplane. You wait until your group is called. You step onto an airplane that will rush down the runway and lift you into the air, traveling five hundred miles an hour at thirty thousand feet, for however long it takes to get where you’re going. You greet the flight attendants, make your way to your seat and buckle in for the ride. Usually before the flight departs, you hear from the people in the cockpit, whose job it is to deliver you safely to your destination. In most cases, you don’t see their faces until you’re disembarking, when you finally see the pilots standing at the head of the aisle to thank you for flying with their airline. You’ve just put your life in the hands of two people you’ll probably never see again without having seen their faces beforehand or knowing a thing about their credentials. Many of us have probably flown with a commercial pilot on his or her first day at the controls, yet it never occurs to us to question whether they should be there.

Top Gun. Your favorite movie.” “Fuck Tom Cruise.” He shook his head. “What an unattainable standard to have as a pilot. And introducing my bedroom to women as ‘my personal cockpit’ never got the reaction I hoped it would.” Frankie looked genuinely distraught and I tampered a laugh by sinking my teeth into my bottom lip. “You’re laughing at a man’s pain.

London, then, was on my side of the cockpit. The city grew bigger before it became smaller. From above, still climbing, you realise that this is how a city becomes its own map, how a place becomes whole before your eyes, how from an aeroplane the idea of a city and the image of a city itself can overlay each other so perfectly that it’s no longer possible to distinguish between them. We

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

These were men who were serving their nation in the cockpits of aircraft. Their job was to fight and, if possible, destroy the enemies of their nation. They were no different than the pilots of other nations.

Company procedures now require of me that…..at this INSANE moment, for absolutely NO logical reason, with NOTHING in sight, that I remain unmoving and clearly and calmly utter aloud but one word. It is said mostly to notify the co-pilot that I have not succumbed to the gut-churning apprehension inside me, had a heart attack and died at the controls and am still “in the loop”. Failure by me to issue the word promptly would result in the First Officer having to pass through the elation phase of moving UP a notch in seniority instantly and TAKE COMMAND (something all copilots have dreamed of since John Wayne slapped what’s-his-name in “The High and the Mighty”). I feel the coarse hairs of the rope noose on the outside of my hood as the hangman slides the rope slightly back and forth sideways. He is adjusting the large knots with the thirteen coils, setting it in just the right place to ensure a clean quick kill. With what I hope sounds like comfortable conviction and confidence, as proscribed by company procedures, as the Final Act approaches, I now utter my next line in this cockpit drama. One word.. “CONTINUING!

Yes, Oscar Isaac’s Poe Dameron is flying his X-wing in formation with the rest of his squad, but life in those cockpits can be solitary. These new ships don’t even appear to include the R2-D2-style astromech robots the previous models used as co-pilots. Even BB-8, the adorable ball droid, is rolling across the desert on its own. Then there is Kylo Ren, the mysterious cloaked figure staggering through the woods on a snowy evening before igniting his fiery three-pronged lightsaber. Clearly a villain and identified in the trailer as standing for “the dark side” in this new awakening, he is possibly the shadow version of Luke

A searchlight catches the plane for an instant. The cockpit is awash with searing bluish brightness. As if a revelation is about to take place. As if an angel is about to appear. He can’t see the instrument panel. The finger of light has the aircraft in its grip. Holding her suspended above the city. As if she is perched on a tightrope. Visible to the whole of Berlin down below. The glare bites into his eyes, sucks strength from his legs. He kicks the rudders to the right. The starboard wing tilts down. He pulls the wheel back. Below, a shifting tableau of coloured globes slide over the tilting smoking surface of the earth. Some roads and buildings made visible by fires and incendiaries.

A sign placed prominently in the cockpit declared “No Acrobatic Maneuvers Allowed,” as if the pilots daily fought the temptation to pull a barrel roll just for the thrill of it.

The mandatory protocol for cockpit door opening in American airspace had been in place since the attacks on New York and Washington. One flight attendant blocked the aisle leading from the front of the passenger cabin, standing before the drawn privacy curtain. A second flight attendant was a backup, standing on the other side. The armored door to the flight deck could be opened only from the inside, or outside from a keypad. The code was changed for every flight, and was known only to the pilots. On U.S. domestic flights, a wire screen was unfurled and secured, sealing off the vestibule from the first-class cabin while the pilots moved about, one at a time, outside the cockpit. On an international flight aboard a twin-aisle jet like the Airbus 330, the guard post was a ten-foot-long vestibule in front of the flight deck door. On one side was a bathroom, on the other, a bar and coffee galley.

The mounting evidence of an erosion of skills, a dulling of perceptions, and a slowing of reactions should give us all pause. As we begin to live our lives inside glass cockpits, we seem fated to discover what pilots already know: a glass cockpit can also be a glass cage.

October 1973 “Hey Doc, would you mind flying straight and level for a little while? I’m not feeling too well.” This request came through the earphones of my helmet as I controlled the T-28 Trojan from the front pilot seat. I had just completed a barrel roll; it was about my twelfth one in a row as I tried to make each one a little more precise than the previous one. This was the first thing Bob had said for some time, and I was wondering why he had become so quiet. I turned my head as far as I could to one side and was just able to catch sight of him in my peripheral vision, sitting behind me in the rear pilot’s seat. Bob’s face definitely looked a little pale and seemed to even have a slight tinge of green to it. (Page 213)

Pilot’s joke: In the airplane of the future, there will be a man and a dog in the cockpit. The dog is there to prevent the man from touching anything, and the man is there to feed the dog.

As the plane gilded out of the hangar onto the runway, the prince at the cockpit gave the pilots instructions to our destination. His two burly bodyguards, already belted in and ready for departure, sat discreetly outside the cockpit, while the stewards offered the prince, Andy, and me beverages. A few minutes later we were airborne on our way to Paris. I

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

Is the phrase 'pay' or 'play the piper' I inquire, why 'Cause I admire a desire to flip the switch Yeah make a way to face the music like Life savings for a mosh pit riot Listen to a mix Rock the tickets, higher volume Velocity which shakes a cockpit's pilot

What rescues it is Mr Vanhoenacker’s attunement to wisps of sensual, rooted specificity, such as the scents above different cities that waft into the cockpit—the “unique and rich, faintly smoky” smell of Indian cities, the “snow-air mixes with salt” of Boston or how flying over a river near his friend’s home in New England reminds him of “the table they laid for me, and the grateful pilot who came to their place…and felt no sort of

have intentionally crashed the aircraft. But the flight recording shows the plane’s last moments stretching into an eternity of mounting frustration and panic as the pilot, returning minutes later, is unable to re-enter the cabin. “You can hear the commanding pilot ask for access to the cockpit several times,” the prosecutor said. “He identifies himself, but the co-pilot does not provide any answer.” The German authorities and Lufthansa have declined to identify the commanding pilot because of privacy restrictions, but British and Spanish

On Thursday, the French prosecutor leading the investigation said the evidence from the cockpit voice recorder suggested that Mr. Lubitz, a former flight attendant with a passion for flying, had locked the pilot out of the cockpit and deliberately set the plane on a descent into the Alps.

Gary admired the lengths the KGB was willing to go to get their way, and he hoped he would have that kind of power someday, because he certainly wouldn’t be afraid to use that kind of power. Terrorism continued all over the world, which also involved many aircraft hijackings. One of those hijackings was the hijacking of Trans World Airlines Flight 847, which was supposed to fly from Cairo, Egypt, to London, England. When the aircraft was flying between Athens and Rome, the plane was hijacked by Shia Muslims from Lebanon. They ended up killing an American, who was a sailor in the U.S. Navy, but they kept the rest of the passengers as hostages for the next two weeks. What everyone remembered about this particular hijacking, was when the pilot was trying to answer questions from a reporter, while he was hanging out the window of the cockpit, and had a gun at his head by one of the hijackers.

By all accounts, the first 46 minutes of Flight 93’s cross-country trip proceeded routinely. Radio communications from the plane were normal.Heading, speed, and altitude ran according to plan. At 9:24, Ballinger’s warning to United 93 was received in the cockpit.Within two minutes, at 9:26, the pilot, Jason Dahl, responded with a note of puzzlement: “Ed, confirm latest mssg plz—Jason.”70

The P-39 "Aircobra" had its big, heavy, Allison piston engine mounted behind its single-seat cockpit. The spinning propeller shaft ran between the pilot's legs up to the nose. It was one of the least successful fighter aircraft of WWII.

The pilot put the helicopter in a sideways crab over the bow, enabling him to see the superstructure out his right side window and maintain the same relative position to the ship as he matched its forward speed. The crew in the helicopter cabin opened the big sliding door on the right, and I swung out in the horse collar. As I was lowered to the ship, I saw hundreds of passengers lining the rails and windows on all the forward decks with cameras and binoculars trained on me. This was probably the most exciting moment of the cruise for those folks!" (Page 273)

Sometimes the amateur pilot must step into obnoxious levels of confidence, until the stomach adjusts to its new seat in the cockpit.

Suppose you were crossing the ocean in a supersonic jet-liner and you wandered into the cockpit. You certainly would not know how to fly the plane, but you would not find it difficult to distract the pilot and cause a problem. In the same way, your conscious mind cannot operate your body, but it can get in the way of proper operation.

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

In the airman’s world, a B-17 pilot sat in the five-foot cube of his cockpit with “an oxygen mask full of drool” amid the roar of four engines. He fiddled with 130 switches, dials, gauges, levers, and pedals long enough to dump his payload of bombs—“big ugly dead things,” in one officer’s phrase—and then fled for home. In this world, Germany was known as “the Land of Doom.

Franz tipped his wing and looked down on the P-38 he had wounded. It was circling downward, its engine coughing black smoke. Suddenly the hood of its canopy tumbled away in the slipstream. The pilot stood in the cockpit then dove toward the rear of the wing. The draft sucked his body under the forked tail. He free-fell from twelve thousand feet, passing through the clouds. “Pull it!” Franz shouted at the American, urging him to open his chute. When the pilot’s parachute finally popped full of air, Franz felt relief. The pilot drifted lazily downward while his P-38 splashed into the sea. Franz flew lower and saw the P-38 pilot climb into a tiny yellow raft against the whitecaps. Franz radioed Olympus to tell them to relay the American’s position to the Italians. He guessed they were seventy kilometers west of Marettimo and asked if the island could send a boat to pick up the man. For a second, Franz considered hovering over the man in the raft like an aerial beacon to steer a boat to the spot, but he shook the thought from his mind. It would put him at risk. If a prowling flight of enemy fighters found him, Franz knew he, too, could be shot into the sea. Franz and Willi departed the scene, leaving the pilot in his raft to fate. As they flew away, Franz wished the man a strong westerly wind. The American who looked up from the raft was Second Lieutenant Conrad Bentzlin, a young man from a large Swedish-American family in Saint Paul, Minnesota. He was quiet and hardworking, having taught himself English in high school. He had paid his way through the University of Minnesota by working for the government’s Civilian Conservation Corps program, cutting firebreaks in the forests of northern Minnesota. Among his buddies of the 82nd Fighter Group, Bentzlin was known as “the smartest guy in the unit.” Far from shore Bentzlin floated alone. A day later, another flight of P-38s flew over him and, through a hole in the clouds, saw him waving his arms from a raft. But he was in the middle of the sea and they could do nothing. Bentzlin would never be seen again.*

The door opened. I stopped. Beyond it, orks lined both sides of the corridor. They had been watching for me. The moment I appeared, they roared their approval. They did not attack. They simply stood, clashed guns against blades, and hooted brute enthusiasm. I had been subjected to too many celebratory parades on Armageddon not to recognise one when it confronted me. I went numb from the unreality before me. I stepped forward, though. I had no choice. I walked. It was the most obscene victory march of my life. I moved through corridor, hold and bay, and the massed ranks of the greenskins hailed my passage. I saw the evidence of the destruction I had caused around every bend. Scorch marks, patched ruptures, buckled flooring, collapsed ceilings. But it hadn’t been enough. Not nearly enough. Only enough for this… this… At length, I arrived at a launch bay. There was a ship on the pad before the door. It was human, a small in-system shuttle. It was not built for long voyages. No matter, as long as its vox-system was still operative. I knew that it would be. Ghazghkull Mag Uruk Thraka awaited me beside the ship’s access ramp. I did not let my confusion or the sense that I had slipped into an endless waking nightmare slow my stride. I did not hesitate as I strode towards the monster. I stopped before him. I met his gaze with all the cold hatred of my soul. He radiated delight. Then he leaned forward, a colossus of armour and bestial strength. Our faces were mere centimetres apart. My soul bears many scars from the days and months of my defeat and captivity. But there is one memory that, above all others, haunts me. By day, it is a goad to action. By night, it murders sleep. It lives with me always, the proof that there could hardly be a more terrible threat to the Imperium than this ork. Thraka spoke to me. Not in orkish. Not even in Low Gothic. In High Gothic. ‘A great fight,’ he said. He extended a huge, clawed finger and tapped me once on the chest. ‘My best enemy.’ He stepped aside and gestured to the ramp. ‘Go to Armageddon,’ he said. ‘Make ready for the greatest fight.’ I entered the ship, my being marked by words whose full measure of horror lay not in their content, but in the fact of their existence. I stumbled to the cockpit, and discovered that I had a pilot. It was Commander Rogge. His mouth was parted in a scream, but there was no sound. He had no vocal cords any longer. There was very little of his body recognisable. He had been opened up, reorganised, fused with the ship’s control and guidance systems. He had been transformed into a fully aware servitor. ‘Take us out of here,’ I ordered. The rumble of the ship’s engines powering up was drowned by the even greater roar of the orks. I knew that roar for what it was: the promise of war beyond description.

Good leaders seize crises to remake organizational habits. NASA administrators, for instance, tried for years to improve the agency’s safety habits, but those efforts were unsuccessful until the space shuttle Challenger exploded in 1986. In the wake of that tragedy, the organization was able to overhaul how it enforced quality standards.40 Airline pilots, too, spent years trying to convince plane manufacturers and air traffic controllers to redesign how cockpits were laid out and traffic controllers communicated. Then, a runway error on the Spanish island of Tenerife in 1977 killed 583 people and, within five years, cockpit design, runway procedures, and air traffic controller communication routines were overhauled.41

Have we got a room for them?” “We have. But not here. On the kibbutz. A couple of their girls have taken them over. Reliable people. They will be right.” “They may well need be. Have we got time to get up this afternoon? What time is nightfall here?” “You’ve got two hours, Thomas.” “Not enough by the time we’ve changed into flying gear and got back here. Cockpit familiarisation only. How are you off for ground crew?” “Two flight sergeants and a sufficiency of aircraftmen of all grades. All of them have worked Hurricanes before. Three of them were with you, in fact, in the Desert. That’s one area in which we have not been let down. I have painted the planes up in three Flights, numbers and colours. Serial numbers are on as well. You are Red One, I presume?” “I am. Jack is Green One. Patrick Red Two. Michael, Blue Two.” “Got you. Let’s get you sitting in. We can get the belts right and adjust the seats. I’ll put a parachute pack in each.” The smell was immediately familiar – glycol and petrol predominating, a faint overlay of sweat. Thomas sat in and instinctively set the seat just so and twitched the belts exactly as he wanted them. He glanced at the controls and examined the screen in front of him for specks and cracks. “Flight! There’s a grease smear lower left and what looks like a row of paint specks across the right.” “Let me see… Got ‘em, sir! Balderstone, you ‘orrible object! You was told to clean the screen and polish it good!” “Told us to get it done afore us were finished, Sarge. Ain’t finished yet!” “You bloody well will be if this screen is not perfect one hour from now!” “Yes, Sarge.” “A useless object, sir, but he was a window cleaner before he got called up. One thing, the only thing, he can do, is clean a screen.” “Get him to work them all then, Flight. The screens must be spotless, you know that. A Me at two thousand yards looks like nothing more than a spot.” “Knows that, sir. Not to worry, sir. Mr Mason-Holmes a little bit new, is he, sir?” “Green as grass. Don’t worry about him. Either he’ll learn quickly or…” “Exactly, sir. He’ll be a veteran at the end of the week or we won’t have to concern ourselves about him.” Thomas nodded. They looked at Patrick and shrugged simultaneously. “Now then, sir. We have twelve ground crews exactly, one for each pilot, and likely one spare by the end of the week for rotation purposes.” “I’ll leave that with you, Flight. Don’t let your people get too tired. If needs be, I can ground

When the weapon systems of a minigun ship were on hot, or fire, these same miniguns moved in relation to a pilot’s cockpit input, and could be fired. They were said to be in a Flex Mode. So, somehow, the cats became Stowed Mode and Flex Mode. One day when a few of us were relaxing in the Croc Lounge, I believe it was Gollogly, nicknamed Golly-Golly, because no one could pronounce his name, was behind the counter trying to close the refrigerator door, and it wouldn’t close. I stepped behind the counter and saw that the door’s obstruction was, in fact, Stowed Mode’s head. Golly-Golly couldn’t see the cat because he had his hands full. Every time he tried to close the door, the stunned cat’s head was in the way, and his body went spastic as if he were just plugged into an electrical outlet.

Inside, they discovered bodies everywhere. Each seemed to have died from the same types of wounds: large, vicious cuts and injuries that almost seemed to have originated from a wild animal. Added to that, the interior of the transport smelled horribly of sulfur and the acrid odor of blood. To complicate matters, empty shell casings were found scattered about the interior of the cockpit. The pistols responsible, belonging to the pilot and co-pilot, were lying at their feet, their magazines emptied.

I just saw one that’s doing the rounds on Twitter where you said you wouldn’t get on an airplane if you saw that the pilot was a woman.’ ‘I stand by that. I still wouldn’t. Unless there was a man sitting in the cockpit to watch her.

That smirk you saw on all the pilot’s faces as you walked through the terminal is from years of humble arrogance.

There aren’t a lot of women pilots because not a lot of women want to be pilots. It’s really that simple. If you’re a woman and you want to be a pilot, you can be a pilot.

Bye, Maggie.’ I pulled his hand from my hair and kissed his palm. I couldn't bear to look at his face. ‘Sorry,’ I whispered. Then I spun and raced for the car. The door on the passenger side was open and waiting. I threw my backpack over the headrest and slid in, slamming the door behind me. ‘Take care of Mr. Anderson!’ I turned to shout out the window, but Marcel was nowhere in sight. As Olivia stomped on the gas and with the tires screeching like human screams-spun us around to face the road, I caught sight of a shred of white near the edge of the trees. A piece of a shoe. HATE- WE MADE OUR FLIGHT WITH SECONDS TO SPARE, AND THEN the true torture began. The plane sat idle on the tarmac while the flight attendants strolling-so casually- up and down the aisle, patting the bags in the overhead compartments to make sure everything fit. The pilots leaned out of the cockpit, chatting with them as they passed. Olivia's hand was hard on my shoulder, holding me in my seat while I bounced anxiously up and down. ‘It's faster than running,’ she reminded me in a muffled voice. I just nodded in time with my bouncing.

Why do they call the room pilots sit a 'Cockpit'? Sounds like a place roosters go to die!!

Glenn’s record spoke for itself. He had downed four MiGs in combat, but, more importantly, he had brought back airplanes so badly shot up they were judged not to be flyable by other pilots. Not only had he brought them back and landed them safely, when he climbed from the cockpit the maintenance officers marked these planes as junk, to be cannibalized for parts only.

Alarmed at a high incidence of crashes during routine flight training in the 1940s, U.S. Air Force officials looked for evidence of mechanical flaws in the planes or human error perhaps inadvertently introduced by their curriculum, but the cause of the crashes remained mysterious. At last, officials commissioned a lieutenant trained as a scientist, Gilbert Daniels, to look at the physical structures of the cockpit and the men who used them. Daniels noted that all the cockpit structures—seat and back, pedals, knobs, and so on—had been built to specifications calculated for an average military recruit. Recruits for pilot training were already selected for some degree of averageness, had been the reasoning, so these dimensions should fit most pilots, most of the time. But when Daniels measured 4,063 soldiers, he was astonished to find that not a single one of the men fit all ten of the measurements that had been determined to be average. Instead, every body offered its own variation: One pilot might have a longer-than-average arm length, but a shorter-than-average leg length. Another pilot might have a big chest but small hips. Even more astonishing, Daniels discovered that if you picked just three of the ten dimensions of size—say, neck circumference, thigh circumference, and wrist circumference—less than 3.5 percent of pilots would be average sized on all three dimensions. Daniels’s findings were clear and incontrovertible. There was no such thing as an average pilot. The unyielding fixity of the average cockpit ended up being useful to exactly no one. Thereafter, aeronautical engineers began to make everything from seats and foot pedals to flight suits and helmet straps adjustable, and the Air Force adjusted its cockpit specifications to stipulate movable parts that could be adapted to fit a range of body measurements, from 5 to 95 percent of average, just right.

in combat, a pilot had to yank on his control stick with all his strength if he wanted to survive, and stamp his heavy, thick-soled flying boots mercilessly on the rudder pedals with his full weight as if he were kicking somebody on the floor in a life-or-death barroom brawl. In any case, hands and feet were too cold and cramped for gentle movement. The temperature at 25,000 feet was thirty degrees below zero, and the cockpits of the fighters weren’t heated

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

We came to a stop just in front of the aircraft. The smell of engine fuel was strong enough to make your eyes water. I could see the ground all churned up and the plane’s cockpit smashed on one side. It was incredible to think anyone had even survived. Yet there he was, head bowed, kneeling on the grass maybe twenty feet away. The pilot’s uniform was in tatters. The damaged arm hung limp at his side. I didn’t see a bone, thankfully, but it was certainly bleeding badly. He was skinny in a way that made him look young – perhaps not much older than Ephraim. I’d not expected that; I’d not expected him to be crying, either. It made me more uncomfortable than ever.

Those aren’t compound eyes,” Eli said. “Take a look through the specs. That’s a curved glass viewport on the front of each one, which means there’s a cockpit inside with a pilot in control.

You know, we really had some wonderful leaders . . . 121

We remember the martyrs who died for a cause that we knew about, never those no less effective in their contribution but whose cause we were never aware of—precisely because they were successful. Our ingratitude toward the poètes maudits fades completely in front of this other type of thanklessness. This is a far more vicious kind of ingratitude: the feeling of uselessness on the part of the silent hero. I will illustrate with the following thought experiment. Assume that a legislator with courage, influence, intellect, vision, and perseverance manages to enact a law that goes into universal effect and employment on September 10, 2001; it imposes the continuously locked bulletproof doors in every cockpit (at high costs to the struggling airlines)—just in case terrorists decide to use planes to attack the World Trade Center in New York City. I know this is lunacy, but it is just a thought experiment (I am aware that there may be no such thing as a legislator with intellect, courage, vision, and perseverance; this is the point of the thought experiment). The legislation is not a popular measure among the airline personnel, as it complicates their lives. But it would certainly have prevented 9/11. The person who imposed locks on cockpit doors gets no statues in public squares, not so much as a quick mention of his contribution in his obituary. “Joe Smith, who helped avoid the disaster of 9/11, died of complications of liver disease.” Seeing how superfluous his measure was, and how it squandered resources, the public, with great help from airline pilots, might well boot him out of office. Vox clamantis in deserto. He will retire depressed, with a great sense of failure. He will die with the impression of having done nothing useful.

The demo flight changed dramatically when, seemingly out of nowhere, another T-2 jumped us from behind and we were suddenly a participant in a dog fight. I had no idea at the time that this was strictly against regulations. It was ACM (air combat maneuvers) that was taught and practiced, but to do it spontaneously like this, without a thorough briefing on the ground, was against the rules for obvious reasons. From that point on, the previous maneuvers we had been doing seemed mild. My pilot was trying to outmaneuver our pursuer to get him off our tail and turn the fight around so that he was our prey, we were on his tail, and we were in kill-shot position had this been real combat. The maneuvers were violent. I kept my knees wide apart to prevent the control stick from bruising my legs as it slammed back and forth to its full limits. My helmet clanked against the left side of the canopy and then the right side. Looking directly ahead out the windshield, I was staring straight up at the sky and the clouds, and the next moment I was looking straight down at the Gulf of Mexico. The horizon and the instruments were spinning around one direction and then the other direction. The altimeter needles were whirling around as the gauge indicated a higher and higher altitude as we climbed, and then indicated a smaller and smaller number as we plummeted toward the water below. I was spatially disoriented much of the time. There were moments when the airplane seemed completely out of control; it probably was. I could hear my pilot breathing heavily in his oxygen mask through his hot mic and cursing the other plane and its pilot. I could only see the other aircraft in a small combat rearview mirror. (Page 57)

Blame it on the fucked-up evolutionary wiring of the human mind. But you don’t have to let your doubt into the cockpit! You can tolerate doubt as a backseat driver, but if you put doubt in the pilot’s seat, defeat is guaranteed. Remembering that you’ve been through difficulties before and have always survived to fight again shifts the conversation in your head.