Pilot Navigate Quotes

While an elderly man in his mid-eighties looks curiously at a porno site, his grandson asks him from afar, “‘What are you reading, grandpa?’” “‘It’s history, my boy.’” “The grandson comes nearer and exclaims, “‘But this is a porno site, grandpa, naked chicks, sex . . . a lot of sex!’” “‘Well, it’s sex for you, my son, but for me it’s history,’ the old man says with a sigh.” All of people in the cabin burst into laughter. “A stale joke, but a cool one,” added William More, the man who just told the joke. The navigator skillfully guided the flying disc among the dense orange-yellow blanket of clouds in the upper atmosphere that they had just entered. Some of the clouds were touched with a brownish hue at the edges. The rest of the pilots gazed curiously and intently outwards while taking their seats. The flying saucer descended slowly, the navigator’s actions exhibiting confidence. He glanced over at the readings on the monitors below the transparent console: Atmosphere: Dense, 370 miles thick, 98.4% nitrogen, 1.4% methane Temperature on the surface: ‒179°C / ‒290°F Density: 1.88 g/cm³ Gravity: 86% of Earth’s Diameter of the cosmic body: 3200 miles / 5150 km.

Asking someone else to drive your sports car is like asking someone else to kiss your girlfriend.

Owning a drone does not a pilot make.

During Ferdinand Magellan’s expedition—the first to circumnavigate the globe, in 1522—a scribe onboard wrote that the pilots “will not speak of the longitude.” Longitudinal lines, which run perpendicular to the parallels of latitude, have no fixed reference point, like the equator. And so navigators must establish their own demarcation—their home port or some other arbitrary line—from which to gauge how far east or west they are. (Today, Greenwich, England, is designated the prime meridian, marking zero degrees longitude.)

Charles Lindbergh’s achievement in finding his way alone from Long Island to an airfield outside Paris deserves a moment’s consideration. Maintaining your bearings by means of dead reckoning means taking close note of compass headings, speed of travel, time elapsed since the last calculation, and any deviations from the prescribed route induced by drifting. Some measure of the difficulty is shown by the fact that the Byrd expedition the following month—despite having a dedicated navigator and radio operator, as well as pilot and copilot—missed their expected landfall by two hundred miles, were often only vaguely aware of where they were, and mistook a lighthouse on the Normandy coast for the lights of Paris. Lindbergh by contrast hit all his targets exactly—Nova Scotia, Newfoundland, the Dingle Peninsula in Ireland, Cap de la Hague in France, Le Bourget in Paris—and did so while making the calculations on his lap while flying an unstable plane.

The ship drew on and had safely passed the strait, which some volcanic shock has made between the Calasareigne and Jaros islands; had doubled Pomegue, and approached the harbor under topsails, jib, and spanker, but so slowly and sedately that the idlers, with that instinct which is the forerunner of evil, asked one another what misfortune could have happened on board. However, those experienced in navigation saw plainly that if any accident had occurred, it was not to the vessel herself, for she bore down with all the evidence of being skilfully handled, the anchor a-cockbill, the jib-boom guys already eased off, and standing by the side of the pilot, who was steering the Pharaon towards the narrow entrance of the inner port, was a young man, who, with activity and vigilant eye, watched every motion of the ship, and repeated each direction of the pilot.

Alex sat upright in his pilot’s seat. “Show me.” On the navigation screen, a thin red line encircled a tiny dot. “Any telemetry available?

Imagine then a fleet or a ship in which there is a captain who is taller and stronger than any of the crew, but he is a little deaf and has a similar infirmity in sight, and his knowledge of navigation is not much better. The sailors are quarrelling with one another about the steering --every one is of opinion that he has a right to steer, though he has never learned the art of navigation and cannot tell who taught him or when he learned, and will further assert that it cannot be taught, and they are ready to cut in pieces any one who says the contrary. They throng about the captain, begging and praying him to commit the helm to them; and if at any time they do not prevail, but others are preferred to them, they kill the others or throw them overboard, and having first chained up the noble captain's senses with drink or some narcotic drug, they mutiny and take possession of the ship and make free with the stores; thus, eating and drinking, they proceed on their voyage in such a manner as might be expected of them. Him who is their partisan and cleverly aids them in their plot for getting the ship out of the captain's hands into their own whether by force or persuasion, they compliment with the name of sailor, pilot, able seaman, and abuse the other sort of man, whom they call a good-for-nothing; but that the true pilot must pay attention to the year and seasons and sky and stars and winds, and whatever else belongs to his art, if he intends to be really qualified for the command of a ship, and that he must and will be the steerer, whether other people like or not-the possibility of this union of authority with the steerer's art has never seriously entered into their thoughts or been made part of their calling. Now in vessels which are in a state of mutiny and by sailors who are mutineers, how will the true pilot be regarded? Will he not be called by them a prater, a star-gazer, a good-for-nothing?

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.

When Congress approved the decision to retire the SR-71, the Smithsonian Institution requested that a Blackbird be delivered for eventual display in the Air and Space Museum in Washington and that we set a new transcontinental speed record delivering it from California to Dulles. I had the honor of piloting that final flight on March 6, 1990, for its final 2,300-mile flight between L.A. and D.C. I took off with my backseat navigator, Lt. Col. Joe Vida, at 4:30 in the morning from Palmdale, just outside L.A., and despite the early hour, a huge crowd cheered us off. We hit a tanker over the Pacific then turned and dashed east, accelerating to 2.6 Mach and about sixty thousand feet. Below stretched hundreds of miles of California coastline in the early morning light. In the east and above, the hint of a red sunrise and the bright twinkling lights from Venus, Mars, and Saturn. A moment later we were directly over central California, with the Blackbird’s continual sonic boom serving as an early wake-up call to the millions sleeping below on this special day. I pushed out to Mach 3.3.

They loved the sea. They taught themselves to sail, to navigate and read the weather. Without their mother's knowledge and long before she thought them old enough to sail outside the harbor, they were piloting their catboat all the way to the Isles of Shoals. They were on the return leg of one such excursion when the fickle weather of early spring took an abrupt turn and the sky darkened and the sun vanished and the wind came squalling off the open sea. They were a half mile from the harbor when the storm overtook them. The rain struck in a slashing torrent and the swells hove them so high they felt they might be sent flying--then dropped them into troughs so deep they could see nothing but walls of water the color of iron. They feared the sail would be ripped away. Samuel Thomas wrestled the tiller and John Roger bailed in a frenzy and both were wide-eyed with euphoric terror as time and again they were nearly capsized before at last making the harbor. When they got home and Mary Margaret saw their sodden state she scolded them for dunces and wondered aloud how they could do so well in their schooling when they didn't have sense enough to get out of the rain.

You have a small sailboat…you fix a destination and you set out upon the immense ocean…You have a number of tools to pilot your boat and to navigate, and perhaps a crew to help you towards reaching the place you’ve decided to go. Perhaps you will reach your destination…however, there are factors which you don’t have any control over; the weather conditions, the wind, the currents… perhaps you will end up where you set out for, perhaps at a completely different place than you had imagined, perhaps even at the bottom of the ocean. This small sailboat is your life. Your free will is to choose your destination and to navigate towards that goal. Everything that is beyond your control is what decides your destiny. What is important is to decide on your goal and to launch your boat into the unknown, into the vast waters of the ocean. Failing to decide your goal and set out to reach it is to accept a destiny of not accomplishing anything in your life. You always have the possibility to change your course by way of your navigation, and you could be led to do this either out of choice or necessity. Often we find that the destination we set out for originally is finally not where we end up.

The way Karma Ura sees it, a government is like a pilot guiding an airplane. In bad weather, it must rely on its instruments to navigate. But what if the instruments are faulty? The plane will certainly veer off course, even though the pilot is manipulating the controls properly. That, he says, is the state of the world today, with its dependence on gross national product as the only real measure of a nation’s progress. “Take education,” he says. “We are hooked on measuring enrollment, but we don’t look at the content. Or consider a nation like Japan. People live a long time, but what is the quality of their life past age sixty?” He has a point. We measure what is easiest to measure, not what really matters to most people’s lives—a disparity that Gross National Happiness seeks to correct.

I am a thin layer of all those beings on [samadhi level] 3, mingling, connected with one another in a spherical surface around the whole known universe. Our "backs" are to the void. We are creating energy, matter and life at the interface between the void and all known creation. We are facing into the known universe, creating it, filling it. I am one with them; spread in a thin layer around the sphere with a small, slightly greater concentration of me in one small zone. I feel the power of the galaxy pouring through me. I am following the programme, the conversion programme of void to space, to energy, to matter, to life, to consciousness, to us, the creators. From nothing on one side to the created everything on the other. I am the creation process itself, incredibly strong, incredibly powerful. This time there is no flunking out, no withdrawal, no running away, no unconsciousness, no denial, no negation, no fighting against anything. I am "one of the boys in the engine room pumping creation from the void into the known universe; from the unknown to the known I am pumping". I am coming down from level +3. There are a billion choices of where to descend back down. I am conscious down each one of the choices simultaneously. Finally I am in my own galaxy with millions of choices left, hundreds of thousands on my own solar system, tens of thousands on my own planet, hundreds in my own country and then suddenly I am down to two, one of which is this body. In this body I look back up, see the choice-tree above me that I came down. Did I, this Essence, come all the way down to this solar system, this planet, this place, this body, or does it make any difference? May not this body be a vehicle for any Essence that came into it? Are not all Essences universal, equal, anonymous, and equally able? Instructions for this vehicle are in it for each Essence to read and absorb on entry. The new pilot-navigator reads his instructions in storage and takes over, competently operating this vehicle.

Dung beetles follow the Milky Way; the Cataglyphis desert ant dead-reckons by counting its paces; monarch butterflies, on their thousand-mile, multigenerational flight from Mexico to the Rocky Mountains, calculate due north using the position of the sun, which requires accounting for the time of day, the day of the year, and latitude; honeybees, newts, spiny lobsters, sea turtles, and many others read magnetic fields. - Kim Tingley, The Secrets of the Wave Pilots

Man, attracted by the treasure that the victory over the whale might afford him, has troubled the peace of their immense solitary abodes, violated their refuges, sacrificed all those which the icy, unapproachable polar deserts could not screen from his blow; and the war he has had made on them has been especially cruel because he has seen that it is large catches that make his commerce prosperous, his industry vital, his sailors numerous, his navigators daring, his pilots experienced, his navies strong and his power great. Thus it is that these giants among giants have fallen beneath his arms; and because his genius is immortal and his science now imperishable, because he has been able to multiply without limit the imaginings of his mind, they will not cease to be the victims of his interest until they have ceased to exist. In vain do they flee before him; his art will transport him to the ends of the earth; they find no sanctuary except in nothingness.

The office, which had an outside entrance for ordinary visitors, was separated from the parlor by a sliding door; though Mr. Clutter occasionally shared the office with Gerald Van Vleet, a young man who assisted him with the management of the farm, it was fundamentally his retreat—an orderly sanctuary, paneled in walnut veneer, where, surrounded by weather barometers, rain charts, a pair of binoculars, he sat like a captain in his cabin, a navigator piloting River Valley’s sometimes risky passage through the seasons.

space-time is not flat, as had been previously assumed: it is curved, or ‘warped,’ by the distribution of mass and energy in it. Bodies like the earth are not made to move on curved orbits by a force called gravity; instead, they follow the nearest thing to a straight path in a curved space, which is called a geodesic. A geodesic is the shortest (or longest) path between two nearby points. For example, the surface of the earth is a two-dimensional curved space. A geodesic on the earth is called a great circle, and is the shortest route between two points (Fig. 2.7). As the geodesic is the shortest path between any two airports, this is the route an airline navigator will tell the pilot to fly along. In general relativity, bodies always follow straight lines in four-dimensional space-time, but they nevertheless appear to us to move along curved paths in our three-dimensional space. (This is rather like watching an airplane flying over hilly ground. Although it follows a straight line in three-dimensional space, its shadow follows a curved path on the two-dimensional ground.)

He sailed through the world guided only by the dim lights of impulse and habit, confident that his course would throw up no obstacles so large that they could not be plowed over with sheer force of momentum. But his instincts had failed him in the new set of circumstances presented by the murder. Now that the old trusted channel-markers had, so to speak, been rearranged in the dark, the automatic-pilot mechanism by which his psyche navigated was useless; decks awash, he floundered aimlessly, running on sandbars, veering off in all sorts of bizarre directions.

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.

But the worst that the wind did was to be the primary cause of a huge, vicious, boat-flipping, morale-shattering seaway. The helicopter pilots, who, while hovering, had to dodge them, said the waves were as high as fifty feet. If that estimate were true, it still misses the point, for the danger of the waves lay not in their height but in their shape. “At daybreak the seas were spectacular,” remembered Peter Bruce, a commander in the Royal Navy who was navigator in Eclipse. “They had become very large, very steep, and broke awkwardly, but the boat was handling well.” George Tinley, who had been so badly beaten around in his Windswept, later said, “There were seas coming at one angle with breakers on them, but there were seas coming at another angle also with breakers, and then there were the most fearsome things where the two met in the middle.” After the gale, Major Maclean vividly described the appearance of the waves at night: “All around were white horses with their spray flurrying horizontally and slashing against us with the added impetus of the occasional rain squalls. But these white horses were just the top of some monster waves which hunched up, their tops flaring with spume, and marched on leaving us high at one minute so we could glimpse around, and then bringing us some fifty feet down into their troughs so we could appreciate the enormity of the next wave following. Some waves had boiling foam all over them where they were moving through the break of a previous wave, or, when the foam had fizzled away, they were deep green from the disturbance of the water. Otherwise the sea was black.

To oversee all the details yourself in person; to be at once pilot and captain, and owner and underwriter; to buy and sell and keep the accounts; to read every letter received, and write or read every letter sent; to superintend the discharge of imports night and day; to be upon many parts of the coast almost at the same time—often the richest freight will be discharged upon a Jersey shore;—to be your own telegraph, unweariedly sweeping the horizon, speaking all passing vessels bound coastwise; to keep up a steady despatch of commodities, for the supply of such a distant and exorbitant market; to keep yourself informed of the state of the markets, prospects of war and peace everywhere, and anticipate the tendencies of trade and civilization—taking advantage of the results of all exploring expeditions, using new passages and all improvements in navigation;—charts to be studied, the position of reefs and new lights and buoys to be ascertained, and ever, and ever, the logarithmic tables to be corrected, for by the error of some calculator the vessel often splits upon a rock that should have reached a friendly pier—there is the untold fate of La Prouse;—universal science to be kept pace with, studying the lives of all great discoverers and navigators, great adventurers and merchants, from Hanno and the Phoenicians down to our day; in fine, account of stock to be taken from time to time, to know how you stand.

some small counting house on the coast, in some Salem harbor, will be fixture enough. You will export such articles as the country affords, purely native products, much ice and pine timber and a little granite, always in native bottoms. These will be good ventures. To oversee all the details yourself in person; to be at once pilot and captain, and owner and underwriter; to buy and sell and keep the accounts; to read every letter received, and write or read every letter sent; to superintend the discharge of imports night and day; to be upon many parts of the coast almost at the same time—often the richest freight will be discharged upon a Jersey shore;—to be your own telegraph, unweariedly sweeping the horizon, speaking all passing vessels bound coastwise; to keep up a steady despatch of commodities, for the supply of such a distant and exorbitant market; to keep yourself informed of the state of the markets, prospects of war and peace everywhere, and anticipate the tendencies of trade and civilization—taking advantage of the results of all exploring expeditions, using new passages and all improvements in navigation;—charts to be studied, the position of reefs and new lights and buoys to be ascertained, and ever, and ever, the logarithmic tables to be corrected, for by the error of some calculator the vessel often splits upon a rock that should have reached a friendly pier—there is the untold fate of La Prouse;—universal science to be kept pace with, studying the lives of all great discoverers and navigators, great adventurers and merchants, from Hanno and the Phoenicians down to our day; in fine, account of stock to be taken from time to time, to know how you stand. It is a labor to task the faculties of a man—such problems of profit and loss, of interest, of tare and tret, and gauging of all kinds in it, as demand a universal knowledge. I have thought that Walden Pond would be a good place for business, not solely on account of the railroad and the ice trade; it offers advantages which it may not be good policy to divulge; it is a good port and a good foundation. No Neva marshes to be filled; though you must everywhere build on piles of your own driving. It is said that a flood-tide, with a westerly wind, and ice in the Neva, would sweep St. Petersburg from the face of the earth. As this business was to be entered into without the usual capital, it may not be easy to conjecture where those means, that will still be indispensable to every such undertaking, were to be obtained.

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.

The Sea Witch’s Lament To really see what the sea witch had to go through, you must first remember what happens when you get your heart broken for the very first time. People always minimise it, say you’ll get over it, say first loves don’t matter as much as last ones, but that first heartbreak, that’s the death of your innocence. And you’re blindly walking in the darkness that’s trying to absorb you. A darkness that you have no tools or weapons to navigate, that is what the end of first love feels like. Some of us come out of that darkness still mostly whole, and those are the lucky ones.   Because some of us never come back at all. “And this was the story with the sea witch, the incredible ample-bodied being who was larger than life as a child, living her life with laughter and magic and joy. She spent her days learning how to look after the forgotten sea creatures that the merpeople considered too ugly or terrifying to tend to. Pilot fish and barracudas and eels were her friends, for they knew it was her they could always look to. Unfortunately for the sea witch, love comes for every woman. Just when we are sure we are safe from its clutches, it moves its way inside our hearts and we give ourselves completely to it, surrender in every way possible. This is why it is said love is to women what war is to men.   Sixteen-year-old Sea Witch fell in love with the then seventeen-year-old Mer-Prince. And he fell too for this impossible, wonderful, darkly magical girl from a different tribe who he knew his family would never approve of. You would hope it would be that simple, that when two people give each other their hearts, the world falls away and lets them be, but that is rarely the case. Love is as complicated as the truth.   So when his father presented him with an ultimatum, with a choice to give up his future kingdom and Ursula, Triton chose his kingdom. A part of him was too cowardly and too haughty to live the way she did, simply and protecting everything the merpeople threw away. So the sea witch was left to wander this darkness alone. And she never ever came out of it. To save herself from destruction, she blindly grabbed at her only lifeline, that which armoured what was left of her ruined heart by choosing the destruction that her mother, the sea, had given to her in her blood. The sea witch was never born evil, she became that way because she couldn’t let loose her emotions. Instead, she buried them deep and let them fester and turn into poison. This, this is the damage not grieving properly for first love can do. It can consume and destroy and harden all the goodness inside of you.   In the sea witch’s story, she had no one to turn to. But you, my darling, have an army of all of the stars, to fill your grief-filled days with the comfort you can hold onto. You are not alone. With this endless universe above you that has given you the gift of existence. You are not alone.

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.

When an airplane navigates through the sky it works its way along a route composed of beacons and waypoints – invisible signposts in the sky – which are defined by geographic coordinates. They constitute the pilot’s map of the world. Flight computers are programmed into these waypoints which are put into the systems before take-off. Assuming these coordinates have been programmed correctly, the plane will go from point A, passing through the designated waypoints, before arriving at point B without a hitch. However, if any of these waypoints are wrong, the aircraft will deviate from its flight programme and its destination which can prove fatal. Life for each of us contains thousands of waypoints; signposts that hopefully provide us with directions as to what to do, how to go about things and where to go next – our decision-making processes. But what happens when our own onboard computer, our brain, has initially been programmed with data that is corrupt and socially unacceptable. How are we able to make life decisions – correct decisions that is?

Ironically—and according to the conventional wisdom of four decades ago—it was the fighter pilots, the bomber crew’s so-called “little friends,” who came up with a name that stuck. The jocks had intended it as a pimp job, a derogatory term they could hurl at those they deemed their “inferiors,” the heavy bomber pilots. The occasion served as yet one more reminder of the vast (though usually latent) intellectual powers that had long resided within the Dilettante Air Corps, a priceless moment of inspiration the single-seat, ready-room kiddies were able to sandwich in between snapping towels at each other’s butts and pulling on jumpy suits—all those crucial preliminaries to still another of their excruciatingly fatiguing nine-minute hops.

Cliff squeezed my hand, and I squeezed back just to let him know I was there. Then I saw light. Not from Mrs. Henderson’s torch; this was something bigger, out beyond the houses. It wasn’t constant like the searchlights over London, but every few moments sent out a beam so strong that in it I glimpsed the grey water and white-topped waves of what had to be the sea. My heart gave a little skip. ‘That’s the lighthouse,’ said Miss Carter, who appeared beside me. ‘Beautiful, isn’t it? A beacon to guide the lost to safety.’ It was beautiful. I’d never seen a real working lighthouse before. The way its light reached far out into the darkness was mesmerising to watch. Miss Carter sighed. ‘There’s talk of turning it off now, though. It’s a threat to national security, apparently, because the enemy’s been using landmarks like this to navigate their planes.’ ‘When they come over to bomb us, you mean?’ I’d heard something similar back in London, about German pilots following the Thames to find their targets. ‘Exactly that.’ This war, I thought bleakly. This horrid, horrid war. Even down here in the wilds of Devon we couldn’t escape it.

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Looking down, the Israeli pilots could tell their troops from the Egyptians’ when they saw ice-cream trucks, hot-dog vans, and laundry wagons navigating the desert.

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You can always tell a gunner by his greasy hands and vacant stare,               You can always tell a Bombardier by his manners debonair,               You can always tell a Navigator by his pencils, books and such,               And you can always tell a Pilot,               But you can never tell him much.

Is this not the very thing that drives an adventurous man to navigate uncharted oceans, to traverse continents and mountains, to pilot virgin estuaries and hidden coves—this promise of inscribing a name steadfast upon what he finds? There are few parcels of earth left to be claimed; yet even as the known world shrinks, the heavens grow ever more infinite. An explorer of the skies need never leave his home or fret over the swiftness of other expeditions; he might give whatever name he chooses to any new thing that wanders into his view.

He turned his head to press his face to the cold glass of the portal, a gesture Richard saw a lot among his pilots. His pilots. With their hair-trigger reflexes and enhanced senses that made the simplest navigation through daily life an act of courage and endurance. His pilots. Richard’s pilots. Richard’s ticket to the stars.

For us to solve our problems as quickly and painlessly as possible, we want to be completely clear about the real problem hidden underneath the roots. Asking “What is the real problem you are trying to solve?” sounds simple. Knowing the true problem you are trying to solve and then solving it, however, isn’t always easy. Experts in air navigation understand how important it is to stay perfectly on course. If a pilot steers a plane one degree off course, they will be 92 feet off course by the time they’ve traveled one mile. Pilots don’t get to miss the runway by 92 feet. The clearer you are about your own problem, the more likely you are to land in the right spot.

In pursuit of his goal, he attracted navigators, shipwrights, astronomers, pilots, cosmographers, and cartographers,

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and pressure of the pilots’ limp bodies. After a descent of nearly 15,000 feet, with enemy fighters pounding them even as they picked up speed, he pulled the plane out of its dive so suddenly, said wounded radio operator Thomas Sowell, “I felt my eyeballs were going to pop out through my cheek bones.” At this point, navigator Walter Truemper, a former accounting clerk from Aurora, Illinois, made his way up to the cockpit and Moore handed over control of the ship to him. A few minutes later, Scottish-born Archie

because of the noise of the wind. The crew tried to move Nelson so that Mathies could take the left seat, away from the shot-out window, but they stopped suddenly when they realized he was still alive, hanging by a thread. When they reached Polebrook, Truemper radioed the control tower. “The copilot is dead. The pilot we think is dead. The bombardier has jumped. I am the navigator, the only commissioned officer on board. What should we do?” Truemper said Mathies believed he could land the plane, and Col. Eugene Romig, the

•   FAR 91.21 – You must determine that the iPad, as a portable electronic device, does not cause interference in the airplane’s communication or navigation equipment.

The suspicion that European travellers in the Indian Ocean in the sixteenth century may from time to time have stumbled across charts and maps containing the remnants of a lost geography (perhaps even the maps of Marinus of Tyre, said to have been superior to those of Ptolemy) is intriguingly enhanced by the first of Alfonso de Albuquerque's two letters. It introduces a 'piece of a map' that Albuquerque has acquired in his travels in the Indian Ocean and that he is sending to King Manuel. The fragment, he explains, is not the original but was 'traced' by Francisco Rodrigues from: 'a large map of a Javanese pilot, containing the Cape of Good Hope, Portugal and the land of Brazil, the Red Sea and the Sea of Persia, the Clove islands [effectively a world map, therefore], the navigation of the Chinese and the Gores [an unidentified people, thought by some to be the Japanese, or the inhabitants of Taiwan and the Ryukyu archipelago] with their rhumbs and direct routes followed by the ships, and the hinterland, and how the kingdoms border on each other. It seems to me, Sir, that this was the best thing I have ever seen, and Your Highness will be very pleased to see it; it had the names in Javanese writing, but I had with me a Javanese who could read and write.

Leaving West Africa was bitter sweet. I had made friends the most of which I would never see again. I was seen as an adult in Liberia and for the first time in my life I was accepted as a grown-up. In fact I was given responsibilities I could never have expected had I remained in the United States. As the captain of a coastal vessel I had the same duties as the captain of any ship, large or small and the decisions I made affected the lives of everyone aboard. Although I never gave it much thought the value of the ship and cargo was worth millions of dollars and I was entrusted with it and the lives of the crew and the occasional passengers that sailed with me. When I embarked on this venture I was under the legal age of 21 and signed for everything “under protest.” The skillsets needed to be the captain of a small ship are the same as those needed on a larger vessel only there were less people to do them. Navigation was the same and ship handling without tugboats or thrusters was even more difficult. I did my own piloting, calculated the center of gravity and figured out fuel, water and cargo placement without even the use of a calculator. Computers, GPS, Depth finder, Loran and Radar were thing not yet available for most ships. Since you don’t miss what you never had, life was good and I did what I had to do. Fortunately for the most part everything worked out well. I remember that when I returned to New York and rode in a subway car thinking “Wow, none of these people know that I just returned from West Africa where I was a harbor pilot and the captain of a ship.” The thought that I had accomplished so much at my young age seemed important to me and I thought that it was something they might want to know. The thought that flashed through my mind next brought me back down to earth. “No one would give a shit!” I was back in New York City and would soon be back out to sea….

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