Pilots Day Quotes

At least I want to get up early one more morning, before sunrise. Before the birds, even. I want to throw cold water on my face and be at my work table when the sky lightens and smoke begins to rise from the chimneys of the other houses. I want to see the waves break on this rocky beach, not just hear them break as I did in my sleep. I want to see again the ships that pass through the Strait from every seafaring country in the world - old, dirty freighters just barely moving along, and the swift new cargo vessels painted every color under the sun that cut the water as they pass. I want to keep an eye out for them. And for the little boat that plies the water between the ships and the pilot station near the lighthouse. I want to see them take a man off the ship and put another one up on board. I want to spend the day watching this happen and reach my own conclusions. I hate to seem greedy - I have so much to be thankful for already. But I want to get up early one more morning, at least. And go to my place with some coffee and wait. Just wait, to see what's going to happen.

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!

I mean, it's not the biggest thing to pilot it since it does most of the work on its own, but still. It's a big flying egg, what's not fun about that?

Growing up, I always had a soldier mentality. As a kid I wanted to be a soldier, a fighter pilot, a covert agent, professions that require a great deal of bravery and risk and putting oneself in grave danger in order to complete the mission. Even though I did not become all those things, and unless my predisposition, in its youngest years, already had me leaning towards them, the interest that was there still shaped my philosophies. To this day I honor risk and sacrifice for the good of others - my views on life and love are heavily influenced by this.

Death flies because it is the modern way of things but doesn't particularly enjoy it, except for occasionally, when he rides up front with the pilot.

A pilot once told me, he always hoped for sunny days. They were the easiest and safest and the flights with the least amount of concern.” “In some way or another, that’s what we all hope for.” “That’s why I share the pictures; we all need a little more hope.

You asked if I knew John Forest,” he said heavily. “I knew the person you know as John Forest. I liked him. He was the most gifted fighter pilot I have ever seen. He gave us a miracle—and hope—in those dark days of the First Incursion when we were losing. Here’s to John Forest, or whoever he really was.” Jones raised his glass and took another sip of his whiskey.

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

Still is just the right way to be. You rise in the morning to go about your day. You remember a friend who has troubles. You don't quibble with yourself about whether to call her; you don't write a reminder on your Palm Pilot or in your planner to make the call tomorrow. You just call. Simple.

For the D-Day spies were, without question, one of the oddest military units ever assembled. They included a bisexual Peruvian playgirl, a tiny Polish fighter pilot, a mercurial Frenchwoman, a Serbian seducer, and a deeply eccentric Spaniard with a diploma in chicken farming.

The fog had lifted. Those strange days were past. I knew I couldn’t hold onto the morning’s hazy gray light for long, I knew that I had been keeping the past and the present out, that I had been like a human pilot light. Gone were the featureless mornings. Gone, my time at the bottom of the sea, gone and irretrievable. Gone, the fog which had been the greatest bliss but which—it seems to me now—requires one to be in a state of the utmost naivety, to dwell in the halls of folly, to surrender to the gentle grip of apathy.

You are really nuts, you know it? One a these days they're gonna come over and just lock you up! You aren't playing with a full deck, Eunice. I think somebody blew your pilot light out. There's more. You know what? You got splinters in the windmill of your mind. You're playin hockey with a warped puck! I think you dine sprung a leak in your dingey....

Having obviously forgiven me for the incident on the Starship, Stevie Wonder turned up one day and took out a snowmobile, insisting on driving it himself. To pre-empt your question: no, I have absolutely no idea how Stevie Wonder successfully piloted a snowmobile through the Rocky Mountains of Colorado without killing himself, or indeed anyone else, in the process, but he did.

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

But after a while, that too passes, and she and Jack go back to normal, as they have been before, which is to say that they, like all the other couples Kathryn has ever known, live in a state of gentle decline, of being infinitesimally, but not agonizingly, less than they were the day before.

Well, what's Cecilia say today?” he asked, not bothering to rise. “Can’t believe you two write each other every day. Doesn't it get boring? 'Dear Joseph, I went to town today and bought an egg. Then I boiled it and had breakfast.

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.

I tied a crust of bread to my belt, and with Carlo set out for the upper slopes of the Pilot Peak Ridge, and had a good day, notwithstanding the care of seeking the silly runaways.

If adventurers were cowardly, no one would have crossed the nations; if sailors were fearful, no one would have crossed the oceans; if pilots were gutless, no one would have crossed the skies.

We can use algorithms as an aid to the systems of our society, like pilots use autopilot, but we must never let them run our society completely on their own - the day we do, will be the day we fall.

I hate all electronic toys: cell phones, e-mail, PalmPilots, handheld Global Positioning System equipment, and the whole raft of gadgets that intrude on solitude. When I was a kid I used to disappear into the woods all day. Now I can walk in the wilderness without wasting my valuable time. As I hike along I can call anyone in the world, schedule an appointment, take a picture of me standing next to a tree and then send the person a map so he or she can join me there. Solitude has been snuffed out.

Compartmentalization was the only way to remain in control during a crisis. Tackle the issue with logic and reason—deal with how you feel about it later. It’s a mindset drilled into every pilot from day one.

You can curse the moon Curse the day your’re born But the pilot of your plane is you We’re all in this world, by a greater plan Look up, lift your wings, Because you can The Light Said (The First Song album)

Draper sneered. “You ever shoot anyone, girl?” “Eighty-seven enemy pilots during the war,” Alisa said, meeting his eyes, “and the asshole in the junkyard the other day who also thought women wouldn’t kill.” It

Suddenly, out of the mist came a parachute with a fresh Hershey chocolate bar from America. It took me a week to eat that candy bar. I hid it day and night. The chocolate was wonderful, but it wasn't the chocolate that was most important. What it meant was that someone in America cared. That parachute was something more important than candy. It represented hope. Hope that someday we would be free. Without hope the soul dies.

Do you hear the ticking, Mallory, my brave, foolish, young pilot? Time—it ticks, it runs, it twists, it dilates, shrinks, and kills, and one day for each of us, no matter what we do, it stops. Stops, do you hear me?

I don’t know what the fuck is happening here, but when I thought you were gone, it felt way worse than it should’ve after only knowing someone for two days. So, I don’t know what this is. I just know I want more of it.

Who are these pilots anyway? They get the best of everything; their demands eat up the defense budget. Can we count on them? What do they do except wear Ray-Bans and eat steaks and go home each night to sleep on clean sheets?

The Super Constellations took three days to reach London [from Australia] and lacked the power or range to dodge most storms. When monsoons or cyclones were encountered, the pilots had no choice but to put on the seat belt signs and bounce through them. Even in normal conditions they flew at a height guaranteed to produce more or less constant turbulence. (Qantas called it, without evident irony, the Kangaroo Route.) It was, by any modern measure, an ordeal.

There’s a reason Shimin has been the most powerful pilot in Huaxia for two years. And it has nothing to do with how easily he can carry me without breaking a sweat. To have kept choosing to wake up every day and face what life has dealt him, he is the strongest person I can imagine.

No one was who they appeared to be in those days, mademoiselle. The Thierrys seemed to be collaborators, for example, so who would have thought that they were actually working with de Vogüé to undermine the Germans? At Piper-Heidsieck, the owners were hiding guns. At Krug, they were hiding pilots.” He tapped the base of Liv’s glass and added, “This champagne represents history, my dear. Heroism. Bravery. The people behind these wines helped save France.

An officer who testified that he had served in naval intelligence was convicted of perjury, on the grounds that no such thing had ever existed. Rookie pilots were required to spend the day in fur-lined winter flight suits with helmets and gloves, scanning the horizon for icebergs using “binoculars” fashioned from a pair of Coke bottles.

So when a Vietnam-era fighter pilot says he flew up north, that means he ripped off the front gate of hell and flew into the deadliest air-defense system ever devised.

the combat career of a new German pilot now lasted, on average, less than a month.

I need to wake up somehow. Or maybe not. Maybe it's best to get through the day half-asleep. Maybe that's the only way to get through today.

(he'd never faniced himself a butt pilot), and he'd been making up for it ever since. As far as Nemo was concerned, a day without tang was like a day without sunshine.

Rules are for the guidance of wise men and the obedience of fools.’ Harry Day, Royal Flying Corps fighter pilot (1898–1977)

After seventeen days of flying school he could now call himself a pilot. After putting in twenty-five hours of flying time, he was commissioned a first lieutenant in the U.S. Army. W

As much as Dad liked to tell stories about himself, it was almost impossible to get him to talk about his parents or where he was born. We knew he came from a town called Welch, in West Virginia, where a lot of coal was mined and that his father had worked as a clerk for the railroad, sitting every day in a little station house, writing messages on pieces of paper that he held up on a stick for the passing train engineers. Dad had no interest in a life like that, so he left Welch when he was seventeen to join the air force and become a pilot

One cannot argue whether Hughes was gifted, visionary, and brilliant. He just was. Literally a mechanical genius, he was also one of the best and bravest pilots in the pioneer days of aviation. And as a businessman and filmmaker he had the ability to predict wide, sweeping changes that came to transform not just the industries he was involved in, but America itself.

Victor spread his hands and beamed. “There’s a truckload of supplies sitting on a dock in Madera. We got food, medicine, and machines ready to roll. All we need is a pigheaded truck driver with giant cojones and no brains to ram the stuff past the blockade and save the day.” The pilot leaned back and put his hands behind his head. “Naturally, I thought of Abel Yeager.

Finally I had made that necessary imaginative leap - which is a real necessity, since most of us writers can't be out there living like crazy all the time. These days, very few are the writers whose book jackets list things like bush pilot, big game hunter, or exotic dancer. No, more often we are English teachers. We have children, we have mortgages, we have bills to pay. So we have to stop writing strictly about what we know, which is what they always told us to do in creative writing classes. Instead, we have to write about what we can learn, and what we can imagine, and thus we come to experience that great pleasure Anne Tyler noted when somebody asked her why she writes, and she answered, "I write because I want more than one life.

I believe the signs we are seeing today most certainly point to the rapture of the church. These are indeed end times. I believe that one day very soon, Jesus Christ Himself will come in the clouds and millions of people will see their battles end... I believe that followers of Christ from all around the world, of every race, creed, color, age, economic standing, and religious affiliation will vanish in a single moment of time ... gone. The Word of God describes it as a 'twinkling of an eye.' In an instant, there will be boardrooms without directors, classrooms without teachers, hospitals without doctors and nurses, cars without drivers, airplanes without pilots, and loved ones disappearing mid-sentance and mid-morning coffee. I am sure that complete chaos won't even begin to describe it. I imagine a worldwide crescendo of screaming voices. When the dust clears, everone left on earth will know emptiness beyond description and a greater sense of evil than has ever been thought to exist. It will be the condition of things. Overwhelming sadness, confusion, loss, and insecurity will be worldwide. It will happen at that time, even as it did on that September morning.

Juliet was determined to remain strong for them. She was the pilot of her family's little plane and no matter the indecision she felt, the questions that suffocated her when she turned off the lamp at night and lay awake in the slow-passing dark, the worry that she would make the wrong choice and in so doing ruin them, it was her responsibility to make them feel safe and secure the next day.

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

I was sorting stamps in the slotted drawer at the post office when Garnelle Fielding came in to send a little package to Wilbur. She said she’d gone and signed up for the WAFS, and her mother and daddy drove her down to Sweetwater to take a test at Avenger Field, where the government was training hundreds and hundreds of women to be pilots. Trouble was, she didn’t pass her physical because they said she was too short and too thin for the service. Her mother rushed her to a doctor in Toullange the next day and tried to get him to write her a letter so she could join the navy instead, but he wouldn’t do it. He told her the service was no place for a girl, and she’d be better off to wait home for someone brave to come marry her. Garnelle hung around until four o’clock when my hours were up, then walked with me to my house. “You should have seen my mother,” she said. “Better yet, you should have heard her. She fussed and fumed the whole way home about how women in her family had fought in every war this country has ever had, right up from loading muskets in the Revolution to she herself driving a staff car in North Carolina during the Great War. I tell you, she would have made a better recruiter than any of those movie star speeches I’ve ever heard. My mother doesn’t sell kisses in a low-cut basque. She preaches pure patriotism like an evangelist in a tent revival. If she’d had a tambourine, we could have stopped the car and held a meeting.” We laughed. “I’m still mad, though,” she said.

Ultimately, the roast turkey must be regarded as a monument to Boomer's love. Look at it now, plump and glossy, floating across Idaho as if it were a mammoth, mutated seed pod. Hear how it backfires as it passes the silver mines, perhaps in tribute to the origin of the knives and forks of splendid sterling that a roast turkey and a roast turkey alone possesses the charisma to draw forth into festivity from dark cupboards. See how it glides through the potato fields, familiarly at home among potatoes but with an air of expectation, as if waiting for the flood of gravy. The roast turkey carries with it, in its chubby hold, a sizable portion of our primitive and pagan luggage. Primitive and pagan? Us? We of the laser, we of the microchip, we of the Union Theological Seminary and Time magazine? Of course. At least twice a year, do not millions upon millions of us cybernetic Christians and fax machine Jews participate in a ritual, a highly stylized ceremony that takes place around a large dead bird? And is not this animal sacrificed, as in days of yore, to catch the attention of a divine spirit, to show gratitude for blessings bestowed, and to petition for blessings coveted? The turkey, slain, slowly cooked over our gas or electric fires, is the central figure at our holy feast. It is the totem animal that brings our tribe together. And because it is an awkward, intractable creature, the serving of it establishes and reinforces the tribal hierarchy. There are but two legs, two wings, a certain amount of white meat, a given quantity of dark. Who gets which piece; who, in fact, slices the bird and distributes its limbs and organs, underscores quite emphatically the rank of each member in the gathering. Consider that the legs of this bird are called 'drumsticks,' after the ritual objects employed to extract the music from the most aboriginal and sacred of instruments. Our ancestors, kept their drums in public, but the sticks, being more actively magical, usually were stored in places known only to the shaman, the medicine man, the high priest, of the Wise Old Woman. The wing of the fowl gives symbolic flight to the soul, but with the drumstick is evoked the best of the pulse of the heart of the universe. Few of us nowadays participate in the actual hunting and killing of the turkey, but almost all of us watch, frequently with deep emotion, the reenactment of those events. We watch it on TV sets immediately before the communal meal. For what are footballs if not metaphorical turkeys, flying up and down a meadow? And what is a touchdown if not a kill, achieved by one or the other of two opposing tribes? To our applause, great young hungers from Alabama or Notre Dame slay the bird. Then, the Wise Old Woman, in the guise of Grandma, calls us to the table, where we, pretending to be no longer primitive, systematically rip the bird asunder. Was Boomer Petaway aware of the totemic implications when, to impress his beloved, he fabricated an outsize Thanksgiving centerpiece? No, not consciously. If and when the last veil dropped, he might comprehend what he had wrought. For the present, however, he was as ignorant as Can o' Beans, Spoon, and Dirty Sock were, before Painted Stick and Conch Shell drew their attention to similar affairs. Nevertheless, it was Boomer who piloted the gobble-stilled butterball across Idaho, who negotiated it through the natural carving knives of the Sawtooth Mountains, who once or twice parked it in wilderness rest stops, causing adjacent flora to assume the appearance of parsley.

The Dining Out is a formal affair rooted in ancient history. From pre-Christian Roman legions, to marauding Vikings, to King Arthur’s knights, a banquet to celebrate military victories has long been customary among warriors. British soldiers brought the practice to colonial America, where it was adopted by George Washington’s army. Close bonds between U.S. Army Air Forces pilots and Royal Air Force (RAF) officers during World War II cemented the custom in the U.S. military.

I wasn't disturbed so much by the "O Lord, we thank Thee for the blessing of Thy day," but "We commend our lives into Thy hands. O lord" is frankly not the sort of thing you want to hear from a pilot as his hand is reaching for the throttle.

This creature's career could produce but one result, and it speedily followed. Boy after boy managed to get on the river. The minister's son became an engineer. The doctor's and the post-master's sons became 'mud clerks;' the wholesale liquor dealer's son became a barkeeper on a boat; four sons of the chief merchant, and two sons of the county judge, became pilots. Pilot was the grandest position of all. The pilot, even in those days of trivial wages, had a princely salary—from a hundred and fifty to two hundred and fifty dollars a month, and no board to pay. Two months of his wages would pay a preacher's salary for a year. Now some of us were left disconsolate. We could not get on the river—at least our parents would not let us.

Who on earth had that perfect physical and mental incarnation that piloted them about flawlessly every minute of every day? Disabled is a continuum. We each have a spot on that vast bandwidth. It’s what we do with our unique frequency that counts.

Being a feminist in principle is easy compared to being a feminist in practice. For men and women, living each day in practical defiance of thousands of years of gender-based streaming is so much harder than walking in marches, running workshops, and writing blog posts. It means questioning everything you do, moment by moment, day by day. It means thinking differently and making dozens of conscious decisions every day that you might have made on auto-pilot before. It's hard. It's taxing. It's tiring.

The Radaune pounded along against the muddy tide that knew but one direction, deftly avoiding sandbanks with the aid of constantly changing pilots. To right and left, beyond the dikes, the same flat landscape with occasional hills, already harvested. Hedges, sunken lanes, a hollow basin with broom, a level plain between the scattered farms, just made for cavalry attacks, for a division of uhlans to wheel in from the left onto the sand table, for hedge-vaulting hussars, for the dreams of young cavalry officers, for battles long past and battles yet to come, for an oil painting: tartars leaning forward, dragoons rearing up, Brethren of the Sword falling, grandmasters staining their noble robes, not a button missing from their cuirasses, save for one, struck down by the Duke of Mazowsze, and horses, no circus has horses so white, nervous, covered with tassels, sinews rendered with precision, nostrils flaring, crimson, snorting small clouds impaled by lowered lances decked with pennants, and parting the heavens, the sunset’s red glow, the sabers, and there, in the background—for every painting has a background—clinging tightly to the horizon, with smoke rising peacefully, a small village between the hind legs of the black stallion, crouching cottages, moss-covered, thatched, and inside the cottages, held in readiness, the pretty tanks, dreaming of days to come when they too would be allowed to enter the picture, to come out onto the plain beyond the Vistula’s dikes, like slender colts among the heavy cavalry.

You feel like you're the king of creation in an A-10. You're up front and the plane itself--wings, engines, rudders--is way back. You sit at the end of the long snout in a fishbowl wide and bright to the world and the only thing in your head-up display is a little rubbery smudge of nose. It's really just you, slung out there. That's why pilots like Leo Pell loved the ship; you really fly her, you're really airborne, on the wind. It's World War II stuff, Jugs and Bostons lowlevel over the hedgerows of occupied Europe.

or the pilots doing nine-to-five jobs at computer consoles in Nevada killing people in Iraq and Afghanistan with drones and commuting to and from their homes like any other commuters. Imagine the psychic split that must ensue from bringing in death and destruction from the sky on a group of terrorists—young men who have mothers and a misplaced idealism that has led them into horrible criminal acts, but nevertheless young and brave men—and then driving home from the base to dinner with the spouse and kids. “Have a nice day at the office, hon?

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 would give a lecture about how a pilot should never fly without a good solid breakfast—eggs, bacon, toast, and so forth—because if he tried to fly with his blood-sugar level too low, it could impair his alertness. Naturally, the next day every hot dog in the unit would get up and have a breakfast consisting of one cup of black coffee and take off and go up into a vertical climb until the weight of the ship exactly canceled out the upward thrust of the engine and his air speed was zero, and he would hang there for one thick adrenal instant—and then fall like a rock, until one of three things happened: he keeled over nose first and regained his aerodynamics and all was well, he went into a spin and fought his way out of it, or he went into a spin and had to eject or crunch it, which was always supremely possible.

I’m, if possible, more convinced than ever that this is the most beautiful part of the world, but it’s an almost metallic, two-dimensional beauty with no warmth or gentleness to trick or woo you into liking it. Its great bleak loveliness is just there, hard and sharp, forever and ever.

The best-known sign of the success of state Shinto is the fact that Japan was the first power to develop and use precision-guided missiles. Decades before the United States fielded the smart bomb, and at a time when Nazi Germany was only beginning to deploy dumb V-2 rockets, Japan sank dozens of allied ships with precision-guided missiles—better known as kamikaze. Whereas in present-day precision-guided munitions the guidance is provided by computers, the kamikaze were ordinary airplanes loaded with explosives and guided by human pilots willing to go on one-way missions.

FLY A HELICOPTER? SURE, WHY NOT. Leo had done plenty of crazier things that week. The sun was going down as they flew north over the Richmond Bridge, and Leo couldn’t believe the day had gone so quickly. Once again, nothing like ADHD and a good fight to the death to make time fly. Piloting the chopper, he went back and forth between confidence and panic. If he didn’t think about it, he found himself automatically flipping the right switches, checking the altimeter, easing back on the stick, and flying straight. If he allowed himself to consider what he was doing, he started freaking out. He imagined his Aunt Rosa yelling at him in Spanish, telling him he was a delinquent lunatic who was going to crash and burn. Part of him suspected she was right. “Going okay?” Piper asked from the copilot’s seat. She sounded more nervous than he was, so Leo put on a brave face.

Most people think that it is more difficult to fly a helicopter than an airplane. This is a myth. The myth survives because when a student pilot takes his or her first lesson in a small, single engine airplane, at the end of the hour of instruction the student can imagine that some day, way—way off in the future maybe, but someday—he will learn to fly the aircraft all by himself. When student pilots have their first hour of instruction in a small, single engine helicopter, they know that if they live to be one hundred they will never learn to fly it. They also believe this after their second lesson and into the third. The problem is the hover.

A Febuary 19 mission to Tokyo was purposely flown the day Iwo Jima was invaded, It was the largest raid to date, with 150 B-29s airborne. The flak was effective and enemy fighters mounted 570 attacks against the bombers. Six B-29s were lost. We got a huge flak hole (about 5 by 5 feet) in our right wing; it missed a wing spar and a gas tank by six inches.

Let me take a little second to tell you as we see a prophecy that came true You see we need to believe that He literally bled through The clothes on His back His sweat the day was just like crimson rain Crimson stains tide bounty and the devil can't wash these stains away Who's He you ask, He's a friend of me Cause my inability He was sent for me I hear birds and trees they're all telling me It's a good thing He won Gethsemane Cause this enemy is too much for me And this flesh and world is triple teaming me It seems to be the very end I scream please oh please pass this cup from me! The thing is it did pass And it passes every day He took my cup from me and gracefully He drank the grave And I don't mean to speak of blasphemy when I say But I am speaking of the day when my God passed away, Okay? No wait wait wait no that's not it no that's not all I don't wanna leave you hanging This stories banging Against my throat and against these walls It can't be contained no it won't stay in here it will thrive Cause stories just don't die when the dead come alive

What would you have done in the old days?’ he asked. ‘If you’d been piloting a gnat with this kind of damage?’ ‘Flown it back to a workshop in the Peerless for repairs.’ ‘And if you couldn’t use the engines until the repairs were completed?’ Tarquinia said, ‘Then I’d call someone for a tow. See how a lifetime of experience has prepared me for this moment?

I sit far back in my seat, my right foot braced comfortably against the instrument panel, listening to the steady thrumming of the engines, content to reflect that I have at least come a long way since my barnstorming days. Not so long ago, in a rock-fenced field nearby, a young man named Blauvelt stepped away from a sputtering biplane and first sent me into the sky alone.

It is my purpose, as one who lived and acted in these days . . . to show how the malice of the wicked was reinforced by the weakness of the virtuous, how the councils of prudence and restraint may become the prime agents of mortal danger ... and how the middle course, adopted from desires for safety and a quiet life may he found to lead direct to the bull's-eye of disaster.

But instead of letting me see any ray of hope, God afflicted me with a most grievous martyrdom which lasted for three days. It brought sharply home to me the bitter grief felt by the Blessed Virgin and St. Joseph as they searched for the Child Jesus. I was alone in a desert waste — or rather, my soul was like a fragile skiff tossing without a pilot in a stormy sea. I knew that Jesus was there, asleep in my craft, but the night was too black for me to see Him. All was darkness. Not even a flash of lightning pierced the clouds. There’s nothing reassuring about lightning, but, at least, if the storm had burst, I should have been able to glimpse Jesus. But it was night, the dark night of the soul. Like Jesus during His Agony in the Garden, I felt myself abandoned and there was no help for me on earth or in heaven. God had abandoned me. Nature herself seemed to share my misery. The sun never shone once during those three days and the rain fell in torrents. I have noticed that, at all the important moments of my life, nature has mirrored my soul. When I wept the sky wept with me, and when I was happy the sun shone without a cloud in the sky.

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.

The Old Oak died just after sunset that day to an audience of a hundred pilots, all of them long dead and somehow all killing. None of them wept for her, not even Paxton, force-fed so much emotion he had no time to digest. But he could pity, and he did - he pitied the life she had lived and the future they had created for her. But not pity, no. She didn't deserve pity. The Old Oak deserved love, and he did, he loved her.

Until as late as the early 1950s a round-trip aeroplane ticket from Australia to England cost as much as a three-bedroom suburban home in Melbourne or Sydney. With the introduction by Qantas of larger Lockheed Super Constellation airliners in 1954, prices began to fall, but even by the end of the decade travelling to Europe by air still cost as much as a new car. Nor was it a terribly speedy or comfortable service. The Super Constellations took three days to reach London and lacked the power or range to dodge most storms. When monsoons or cyclones were encountered, the pilots had no choice but to put on the seat-belt signs and bounce through them. Even in normal conditions they flew at a height guaranteed to produce more or less constant turbulence. (Qantas called it, without evident irony, the Kangaroo Route.) It was, by any modern measure, an ordeal.

People are particularly stupid today. I can’t talk to any more of them.”-Michel, Pilot (Season 1, Episode 1) This year has been a hard one. People have taken sides on every issue under the sun, armed themselves with opinions and rights and offenses and wrongs, and proceeded to hurl word grenades at each other, one after another, until the air has become so thick with anger and frustration that we can barely see who we’re fighting.

I was too much taken up with another interest to care; I felt beneath my feet the threshold of the strange door, in my life, which had suddenly been thrown open and out of which came an air of a keenness I had never breathed and of a taste stronger than wine. I had heard all my days of apparitions, but it was a different thing to have seen one and to know that I should in all likelihood see it familiarly, as I might say, again. I was on the lookout for it as a pilot for the flash of a revolving light and ready to generalise on the sinister subject, to answer for it to all and sundry that ghosts were much less alarming and much more amusing than was commonly supposed. There's no doubt that I was much uplifted. I couldn't get over the distinction conferred on me, the exception - in the way of mystic enlargement of vision - made in my favour. ("Sir Edmund Orme")

Earl ‘Blue’ Archer, the Kalinin Bay VC-3 Avenger pilot who suffered a serious back injury amid the brambles of flak over Kurita’s fleet, went home and kept quiet about his infirmity. He soon realized that he had a choice to make: he could take an eighty or ninety percent disability benefit from Uncle Sam and begin a life of inactivity, or he could take three or four aspirin twice a day and continue flying planes in the naval reserve.

We arranged to spend the next day, a Sunday, looking at apartments together, followed by a round of tennis, since we both played. Before Nancy left the Pilot that night, I said to her lasciviously— I don’t know what possessed me—“Have you ever tried a comedian before?” Which was either very sexy or very creepy, depending on your opinion of me. She just stared at me, betraying no emotion, and said, “I hope you have a racket. I’m pretty good.” Our

Do you remember the day when the plane flew over the community?" "Yes. I was scared." "So were they. They prepared to shoot it down. But they sought my advice. I told them to wait." "But how did you know? How did you know the pilot was lost?" "I didn't. I used my wisdom, from the memories. I knew that there had been times in the past--terrible times--when people had destroyed others in haste, in fear, and had brought about their own destruction.

I picked up the large lapel button richly worked in purple, green and yellow plastic. 'January 1997,' it announced, 'Day of Visionaries.' Beneath the slogan was a portrait of Dr Martin Luther King Jr. And next to him, sharing the billing as it were, was a same-size picture of our newly elected President. And below was the official logo of the inauguration committee. I’m sorry, but that’s too much. Much too much. I can tune out the Chief Executive when he drivels on about building a bridge to Newt Gingrich. I can be shaking a cocktail or grilling a lobster when he intones that 'nothing big ever came from being small.' I can be receiving a telephone call in a foreign language and still keep up with him when he says that the future lies before us, and the past behind, and that we must light the torch of knowledge from the fountain of wisdom (or whatever). As Orwell once remarked, after a point you stop noticing that you have said things like 'The jackboot is thrown into the melting pot,’ or 'The fascist octopus has sung its swansong.' Motor-mouth and automatic pilot and sheer flatulence and conceit supply their own mediocre, infinitely renewable energy. But this cheap, cheery little button turned the scale. It’s one thing to be bored, or subjected to boredom. It’s another to be insulted. This is a pot of piss flung in the face. What does it take to get people disgusted these days?

We know that multitasking can even be fatal when lives are at stake. In fact, we fully expect pilots and surgeons to focus on their jobs to the exclusion of everything else. And we expect that anyone in their position who gets caught doing otherwise will always be taken severely to task. We accept no arguments and have no tolerance for anything but total concentration from these professionals. And yet, here the rest of us are—living another standard. Do we not value our own job or take it as seriously? Why would we ever tolerate multitasking when we’re doing our most important work? Just because our day job doesn’t involve bypass surgery shouldn’t make focus any less critical to our success or the success of others. Your work deserves no less respect. It may not seem so in the moment, but the connectivity of everything we do ultimately means that we each not only have a job to do, but a job that deserves to be done well.

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

Although it felt much longer, within a few seconds the pilot came over the loudspeaker. He spoke in German and Roxanne couldn’t discern much from the tone of his voice. Then she heard the passengers who could understand him audibly gasp. This made her even more frightened. Finally, in somewhat broken English, the pilot announced that airspace over the United States was closed and he had been ordered to land in Gander, Newfoundland. He offered no further explanation.

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.

Magellan, who left nothing to accident, had an assignment for Pigafetta; the young Italian diplomat was to keep a record of the voyage, not the dry, factual pilot’s log, but a more personal, anecdotal, and free-flowing account in the tradition of other popular travel works of the day; these included books by Magellan’s brother-in-law, Duarte Barbosa; Ludovico di Varthema, another Italian visitor to the Indies; and Marco Polo, the most celebrated Italian traveler of them all. Making

An interesting captain on there, McNamara. Th e United States Lines had three captains. Every company had their captains that were notorious, and U.S. Lines had McNamara. Later on, McNamara, he dies, and the Wilmington Union Hall for Masters, Mates and Pilots—cuz he was captain, he would come out of that hall—they had a party when he died. Baked a cake. It wasn’t every day you got to lose one like him. Some people took this more seriously than others is the only way I can phrase this.

And I was also proud of living up to NASA’s belief that I was capable of commanding the world’s spaceship. On my first day at JSC, I hadn’t been an obvious candidate. I was a pilot. I didn’t have much leadership experience to speak of at all. Worse: I was a Canadian pilot without much leadership experience. Square astronaut, round hole. But somehow, I’d managed to push myself through it, and here was the truly amazing part: along the way, I’d become a good fit. It had only taken 21 years.

The police think maybe it was the gas. Maybe the pilot light on the stove went out or a burner was left on, leaking gas, and the gas rose to the ceiling, and the gas filled the condo from ceiling to floor in every room. The condo was seventeen hundred square feet with high ceilings and for days and days, the gas must’ve leaked until every room was full. When the rooms were filled to the floor, the compressor at the base of the refrigerator clicked on. Detonation. The floor-to-ceiling windows in their aluminum frames went out and the sofas and the lamps and dishes and sheet sets in flames, and the high school annuals and the diplomas and telephone. Everything blasting out from the fifteenth floor in a sort of solar flare. Oh, not my refrigerator. I’d collected shelves full of different mustards, some stone-ground, some English pub style. There were fourteen different flavors of fat-free salad dressing, and seven kinds of capers. I know, I know, a house full of condiments and no real food.

The words of his various writing instructors and professional mentors over the years came back to him at times like these, and he found a new understanding in their advice: Writing is rewriting. The rough draft is just that. You can’t polish what you haven’t written. Things that made for a normal life—like a daily routine that followed the sun—took a back seat to times like these, and he exulted in that change because it served as proof that his writing was indeed the most important thing in his life. It wasn’t a conscious choice on his part, like deciding to repaint the bathroom or go buy the groceries, but an overarching reallocation of his existence that was as undeniable as breathing. Day turned into night, breakfast turned into dinner, and the laptop or the writing tablet beckoned even when he was asleep. He would often awake with a new idea—as if he’d merely been on a break and not unconscious—and he would see the empty seat before the desk not as his station in some pointless assembly line, but as the pilot’s seat in a ship that could go anywhere.

On one sunny day in August, journalist Virginia Cowles found herself watching a major air battle while lying on the grass atop Shakespeare Cliff, near Dover. "The setting was majestic," she wrote, "In front of you stretched the blue water of the Channel and in the distance you could distinguish the hazy outline of the coast of France." Houses lay below. Boats and trawlers drifted in the harbor agleam with sun. The water sparkled. Above hung twenty or more immense gray barrage balloons, like airborne manatees. Meanwhile, high above, pilots fought to the death. "You lay in the tall grass with the wing blowing gently across you and watched the hundreds of silver planes swarming through the heavens like clouds of gnats," she wrote. "All around you anti-aircraft guns were shuddering and coughing, stabbing the sky with small white bursts." Flaming planes arched toward the ground, "leaving as their testament a long black smudge against the sky." She heard engines and machine guns. "You knew the fate of civilization was being decided fifteen thousand feet above your head in a world of sun, wind and sky," she wrote. "You knew it, but even so it was hard to take it in.

War is always a negative-sum outcome. It subtracts, removes, empties. No one who has witnessed combat can, with any honesty, describe it another way. “We know more about war than we know about peace,” said five-star general Omar Bradley in an Armistice Day address a few years after the end of World War II, “more about killing than we know about living.” Think of it like this. For every soldier’s grave in places such as Arlington or Anzio or Normandy, there are more forgotten burial sites for civilians—parents, children, newlyweds, and newborns—claimed in some way by the same fighting.

America’s last step into the Vietnam quagmire came on November 22, 1963, when Lyndon Baines Johnson was sworn in as the thirty-sixth president of the United States. Unlike Kennedy, Johnson was no real veteran. During World War II he used his influence as a congressman to become a naval officer, and, despite an utter lack of military training, he arranged a direct commission as a lieutenant commander. Fully aware that “combat” exposure would make him more electable, the ambitious Johnson managed an appointment to an observation team that was traveling to the Pacific. Once there, he was able to get a seat on a B-26 combat mission near New Guinea. The bomber had to turn back due to mechanical problems and briefly came under attack from Japanese fighters. The pilot got the damaged plane safely back to its base and Johnson left the very next day. This nonevent, which LBJ had absolutely no active part of, turned into his war story. The engine had been “knocked out” by enemy fighters, not simply a routine malfunction; he, LBJ, had been part of a “suicide mission,” not just riding along as baggage. The fabrication grew over time, including, according to LBJ, the nickname of “Raider” Johnson given to him by the awestruck 22nd Bomber Group.

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

Many hundreds of craft of all sizes and nationalities - transatlantic steamers, full-rigged ships, barques, schooners, and fishing smacks - were running into the Sound from the open sea, making for the shelter of the roads of Elsinore. Not a single vessel was heading the other way, all were scudding in before the tempest; many of them, no doubt, had put to sea several days before, bound round the Skaw into the German Ocean, but had been compelled to turn back by the violence of the hurricane. They were all staggering along under the smallest possible amounts of canvas, pitching heavily into the frightfully high seas; here a full-rigged ship under close-reefed topsails; here a schooner under fore and main trysails; here a brig under bare poles; here a pilot-cutter under spit-fire jib, and the balance-reef down in her mainsail. Several vessels had lost spars or portions of their bulwarks; one Norwegian barque was evidently water-logged, and in a sinking condition, and was floundering slowly into smoother water, but just in time; and outside the Sound, on the raging Kattegat, were hundreds of other vessels, some hull down on the horizon, making for the same refuge, their fate still uncertain among those gigantic rollers, and, no doubt, with many an anxious heart on board of them.

Fly with those who lift you up and thrust you forward A pilot friend of mine told me there are four main principles to master when flying airplanes: lift, thrust, weight, and drag. You have to take all these into account to make sure the plane will fly. It struck me that these same principles apply to specific types of people. There are some who lift you, brighten your day, cheer you up, and make you feel better about yourself. You meet them and you have a spring in your step. They’re a lift. Then there are people who thrust you. They inspire you, motivate you, challenge you to move forward and pursue your dreams. The third group are weights. They pull you down, dump their problems on you, so that you leave feeling heavier, negative, discouraged, and worse than you did before. Finally, there are those who are a drag. They’ve always got a sad song. The dishwasher broke. The goldfish died. They didn’t get invited to a party. They’re stuck in a pit. They expect you to cheer them up, fix their problems, and carry their loads. We all encounter people from each of these four groups. You have to make sure you’re spending the majority of your time with lifters and thrusters. If you’re only hanging out with weights and drags, it will keep you from becoming everything you were created to be.

First Edition: January 2018 In honor of Martin Nils “Marty” Richert, my uncle and a retired Air Force colonel.  A kind and humble man, he was awarded the Distinguished Flying Cross for bravery during the rescue of a Marine pilot in the Vietnam War.  Marty later served with distinction in Berlin, Germany before the Berlin Wall came down.  He regularly traveled into the former East Germany and has told me many fascinating tales that captivate me to this day.  I credit Marty for planting the initial seeds of my love and fascination for Germany.  He’s a great man. Never was anything great achieved without danger. ​-Niccolo Machiavelli PART ONE The Call CHAPTER

Suppose Chaos was king and the order we thought we detected in the world about us a mere phantasm of the imagination; where would that lead us? In that case, Waldo decided, it was entirely possible that a ten-pound weight did fall ten times as fast as a one-pound weight until the day the audacious Galileo decided in his mind that it was not so. Perhaps the whole meticulous science of ballistics derived from the convictions of a few firm-minded individuals who had sold the notion to the world. Perhaps the very stars were held firm in their courses by the unvarying faith of the astronomers. Orderly Cosmos, created out of Chaos—by Mind! The world was flat before geographers decided to think of it otherwise. The world was flat, and the Sun, tub-size, rose in the east and set in the west. The stars were little lights, studding a pellucid dome which barely cleared the tallest mountains. Storms were the wrath of gods and had nothing to do with the calculus of air masses. A Mind-created animism dominated the world then. More recently it had been different. A prevalent convention of materialistic and invariable causation had ruled the world; on it was based the whole involved technology of a machine-served civilization. The machines worked, the way they were designed to work, because everybody believed in them. Until a few pilots, somewhat debilitated by overmuch exposure to radiation, had lost then-confidence and infected their machines with uncertainty—and thereby let magic loose in the world.

The term "good girl" is a reward slapped onto women who do not pose a threat to the status quo. If it makes you feel nice to be called a "good girl", I want you to sit down and think hard. The women who stood up and voted when it was illegal for them to do so, when it was a "sin" for them to vote, were not "good girls". They were the bad girls. The women who ran in marathons disguised as men when women were an abomination to sports, were not "good girls". They were the bad girls. The first female pilot, the first female engineer, the first ever woman who wore red lipstick. All bad girls. Sit down and think hard. If you want to receive rewards from people for falling into their lines, then move out of the way for the women who blaze paths that you will one day walk on.

This was a pivotal event in his career, as well as a personal epiphany. Often, when a man is young and idealistic, he believes that if he works hard and does the right thing, success will follow. This was what Boyd’s mother and childhood mentors had told him. But hard work and success do not always go together in the military, where success is defined by rank, and reaching higher rank requires conforming to the military’s value system. Those who do not conform will one day realize that the path of doing the right thing has diverged from the path of success, and then they must decide which path they will follow through life. Almost certainly, he realized that if he was not promoted early to lieutenant colonel after all that he had done, he would never achieve high rank.

You’re a grown-up, these days. You don’t wear a kamikaze pilot’s rising sun headband and a tee-shirt that screams DEBUG THIS! and you don’t spend your weekends competing in extreme programming slams at a windy campsite near Frankfurt, but it’s generally difficult for you to use any machine that doesn’t have at least one compiler installed: In fact, you had to stick Python on your phone before you even opened its address book because not being able to brainwash it left you feeling handicapped, like you were a passenger instead of a pilot. In another age you would have been a railway mechanic or a grease monkey crawling over the spark plugs of a DC-3. This is what you are, and the sad fact is, they can put the code monkey in a suit but they can’t take the code out of the monkey.

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.

The troops also edged toward that timeless state common to veteran armies in which the men trusted no one less wretched than themselves. Still they did not hate. But each time they had to bundle up unopened mail for the dead and return it to the rear, their blood rose. An officer noticed that American artillery barrages now elicited raucous cheers. “Lay it on them!” the men yelled. “Give it to the bastards!” And the poignancy of young men dying young intruded every hour of every day. This farewell note was found in a dead pilot’s sunglasses case: Mother, please do not grieve but rather console yourself in the fact that I am happy. Try to enjoy the remainder of your life as best you can and have no regrets, for you have been a wonderful mother and I love you. Jim. It was enough to incite a man to murder.

I envy Johnny and at the same time I get sore as hell watching him destroy himself, misusing his gifts, and the stupid accumulation of nonsense the pressure of his life requires. I think that if Johnny could straighten out his life, not even sacrificing heroin, if he could pilot that plane better, maybe he’d end up worse, maybe go crazy altogether, or die, but not without having played it to the depth, what he’s looking for in those sad a posteriori monlogues, in his retelling of great, fascinating experiences which, however, stop right there, in the middle of the road. And all this I back up with my own cowardice, and maybe basically I want Johnny to wind up all at once like a nova that explodes into a thousand pieces and turns astronomers into idiots for a whole week, and then one can go off to sleep and tomorrow is another day.

It wasn’t easy at first. He had expected difficulties with his parents and he wasn’t mistaken. His mother had a terrible fear of the bush—which had developed in the weeks when he had disappeared and she had had to believe he was dead. They talked many nights before she relented. He was older now, more seasoned, and she knew that. He had done well the past summer, when he had returned with Derek. With Caleb’s help, his mother came around. “How will you find the Smallhorns?” she asked. “The pilot, the man who flew me out, will know where they are.” Brian had kept the pilot’s name. The man had a one-plane operation working out of International Falls, on the Minnesota-Canada border, and Brian called. “The Smallhorns? Yeah—they’re up in the Williams Lake area in a fish camp but I’m not due to go up there until fall. I’m booked solid all summer with fishing charters. I can’t take the time to run you up there.” “How about getting me close? I can make my own way in a canoe.” “Just a minute.” Brian heard papers shuffling as the pilot went through his records. “Yeah, here. I’m due to take a couple of guys fishing in ten days. We’re going to the Granite Lake area and with my fuel I can take you maybe another hundred miles. That’s still a hundred miles short of the Smallhorns’ camp but it’s all chain lakes up there and you can do it without any really bad portages. I’ll give you a good map. How heavy is your gear?” “Maybe two hundred pounds, plus me and a canoe. Can you haul a canoe?” “Sure. On the floats. We’re taking one canoe and I can fit yours on the other float. When are you figuring on coming out?” “I’m not … sure.” “I’m due to make a supply run to them in the fall before trapping

It's like when you're a kid, and you want to be an astronaut before accepting it might be impossible even though everyone says nothing's impossible, and they go so far to pinpoint moments from history to make you feel stupid. But you move on anyway. You know your capabilities and circumstances, so you start thinking that maybe being a boxer would be cool even though you're too skinny. No problem, you can bulk up. But that all changes when you want to write for the newspaper and dream of having your own column, so you start doing that. And one day when you're writing someone advice on how to be more organized, you think about piloting a ship into space again. This is how Thomas lives his life, one misfired dream after the other. That journey may stretch for a lifetime, but even if he doesn't discover that spark until he's an old man, Thomas will die with wrinkles he earned and a smile on his face.

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.*

Until, on the last day of shooting the pilot, just as Miranda was leaving set, she turned back and said, “Hey, Jennette, do you have AIM?” “Not really,” I said, thinking she was talking about throwing things. I’ve never had good aim. “You don’t have AOL Instant Messenger?” She seemed shocked. “Ohhhh, AIM,” I said, hoping that I sounded convincing, like I knew what it was even though I still didn’t. “Yeah, I have it.” “Cool. Add me.” “Cool.” And I felt it. As soon as I got home that day, I had Marcus sign me up for an account. Over AIM, our friendship blossomed. Miranda and I spent hours talking every day on it. Sometimes if Mom walked past and asked me what I was doing, I’d tell her I was talking to Miranda, but most of the time I’d shrink the AIM text bubble, lie, and say I was doing schoolwork. She didn’t question me. She’d leave the room and then I’d pull the text bubble back up and start laughing.

up to Day and said, “Now you are nothing. We have the crown prince.” Day was relieved to be nothing. He wondered who the new guy was and why he was being placed in the cell with him and Overly. The next morning the cell door opened, and a wreck of a man was carried inside on a stretcher and dumped onto the floor. He was in worse shape than Day. Both arms were broken. His leg was broken. A shoulder had been smashed by a rifle butt. He had been stabbed with a bayonet. He was the most severely injured of all the American POWs to enter Hoa Lo. He was near death. Trying to cheer this shell of a man, Day smiled. “I’m Bud Day.” He pointed. “This is Norris Overly.” He paused. “Welcome to the Hilton.” With eyes burning bright with fever, the thin, white-haired young pilot looked up from his stretcher and told his fellow prisoners his rank and name. The rank was lieutenant commander, U.S. Navy. The name was John McCain.

Some tasks that require good systemizing, such as tracking animals or inventing a new tool, take a long time. They might take days, months, or years. Many such tasks benefit from a lack of distraction and lots of hard concentration, preferably in solitude. So it might be that even if you were good at systemizing you might never accomplish anything great if you were also good at empathizing, since you might then have an equally strong drive to socialize. But supposing you were low on empathizing. You might then be content to lock yourself away for days without much conversation, to focus long and deep on the system that was your current project. In pre-industrial societies this could involve fixing old axe-heads, or perhaps a four-day trek into the forest in search of food for your family (this might be the ancestral equivalent of the modern day pilot). The pay-off from not needing people as much as others do could be great

In due course I got my license. I was a pilot now, full fledged. I dropped into casual employments; no misfortunes resulting, intermittent work gave place to steady and protracted engagements. Time drifted smoothly and prosperously on, and I supposed—and hoped—that I was going to follow the river the rest of my days, and die at the wheel when my mission was ended. But by and by the war came, commerce was suspended, my occupation was gone. I had to seek another livelihood. So I became a silver miner in Nevada; next, a newspaper reporter; next, a gold miner in California; next, a reporter in San Francisco; next, a special correspondent in the Sandwich Islands; next, a roving correspondent in Europe and the East; next, an instructional torch-bearer on the lecture platform; and, finally, I became a scribbler of books, and an immovable fixture among the other rocks of New England. In so few words have I disposed of the twenty-one slow-drifting years that have come and gone since I last looked from the windows of a pilot-house.

The other day I was at Depford, and saw a ship launched—she slipped easily into the water; the people on board shouted; the ship looked clean and gay, she was freshly painted, and her colours flying. But I looked at her with a sort of pity, “Poor ship!” I thought, “you are now in port and in safety; but ere long you must go to sea. Who can tell what storms you may meet with hereafter, and to what hazards you may be exposed; how weather-beaten you may be before you return to port again, or whether you may return at all!” Then my thoughts turned from the ship to my child. It seemed an emblem of your present state; you are now, as it were, in a safe harbour; but by and by you must launch out into the world, which may well be compared to a tempestuous sea. I could even now almost weep at the resemblance. But I take courage; my hopes are greater than my fears. I know there is an infallible Pilot, who has the winds and the waves at his command. There is hardly a day passes, in which I do not entreat him to take charge of you. Under his care I know you will be safe. He can guide you, unhurt, amidst the storms, and rocks, and dangers, by which you might otherwise suffer; and bring you, at last, to the haven of eternal rest!

As I became older, I was given many masks to wear. I could be a laborer laying railroad tracks across the continent, with long hair in a queue to be pulled by pranksters; a gardener trimming the shrubs while secretly planting a bomb; a saboteur before the day of infamy at Pearl Harbor, signaling the Imperial Fleet; a kamikaze pilot donning his headband somberly, screaming 'Banzai' on my way to my death; a peasant with a broad-brimmed straw hat in a rice paddy on the other side of the world, stooped over to toil in the water; an obedient servant in the parlor, a houseboy too dignified for my own good; a washerman in the basement laundry, removing stains using an ancient secret; a tyrant intent on imposing my despotism on the democratic world, opposed by the free and the brave; a party cadre alongside many others, all of us clad in coordinated Mao jackets; a sniper camouflaged in the trees of the jungle, training my gunsights on G.I. Joe; a child running with a body burning from napalm, captured in an unforgettable photo; an enemy shot in the head or slaughtered by the villageful; one of the grooms in a mass wedding of couples, having met my mate the day before through our cult leader; an orphan in the last airlift out of a collapsed capital, ready to be adopted into the good life; a black belt martial artist breaking cinderblocks with his head, in an advertisement for Ginsu brand knives with the slogan 'but wait--there's more' as the commercial segued to show another free gift; a chef serving up dog stew, a trick on the unsuspecting diner; a bad driver swerving into the next lane, exactly as could be expected; a horny exchange student here for a year, eager to date the blonde cheerleader; a tourist visiting, clicking away with his camera, posing my family in front of the monuments and statues; a ping pong champion, wearing white tube socks pulled up too high and batting the ball with a wicked spin; a violin prodigy impressing the audience at Carnegie Hall, before taking a polite bow; a teen computer scientist, ready to make millions on an initial public offering before the company stock crashes; a gangster in sunglasses and a tight suit, embroiled in a turf war with the Sicilian mob; an urban greengrocer selling lunch by the pound, rudely returning change over the counter to the black patrons; a businessman with a briefcase of cash bribing a congressman, a corrupting influence on the electoral process; a salaryman on my way to work, crammed into the commuter train and loyal to the company; a shady doctor, trained in a foreign tradition with anatomical diagrams of the human body mapping the flow of life energy through a multitude of colored points; a calculus graduate student with thick glasses and a bad haircut, serving as a teaching assistant with an incomprehensible accent, scribbling on the chalkboard; an automobile enthusiast who customizes an imported car with a supercharged engine and Japanese decals in the rear window, cruising the boulevard looking for a drag race; a illegal alien crowded into the cargo hold of a smuggler's ship, defying death only to crowd into a New York City tenement and work as a slave in a sweatshop. My mother and my girl cousins were Madame Butterfly from the mail order bride catalog, dying in their service to the masculinity of the West, and the dragon lady in a kimono, taking vengeance for her sisters. They became the television newscaster, look-alikes with their flawlessly permed hair. Through these indelible images, I grew up. But when I looked in the mirror, I could not believe my own reflection because it was not like what I saw around me. Over the years, the world opened up. It has become a dizzying kaleidoscope of cultural fragments, arranged and rearranged without plan or order.

Zaphod paused for a while. For a while there was silence. Then he frowned and said, “Last night I was worrying about this again. About the fact that part of my mind just didn’t seem to work properly. Then it occurred to me that the way it seemed was that someone else was using my mind to have good ideas with, without telling me about it. I put the two ideas together and decided that maybe that somebody had locked off part of my mind for that purpose, which was why I couldn’t use it. I wondered if there was a way I could check. “I went to the ship’s medical bay and plugged myself into the encephalographic screen. I went through every major screening test on both my heads—all the tests I had to go through under Government medical officers before my nomination for presidency could be properly ratified. They showed up nothing. Nothing unexpected at least. They showed that I was clever, imaginative, irresponsible, untrustworthy, extrovert, nothing you couldn’t have guessed. And no other anomalies. So I started inventing further tests, completely at random. Nothing. Then I tried superimposing the results from one head on top of the results from the other head. Still nothing. Finally I got silly, because I’d given it all up as nothing more than an attack of paranoia. Last thing I did before I packed it in was take the superimposed picture and look at it through a green filter. You remember I was always superstitious about the color green when I was a kid? I always wanted to be a pilot on one of the trading scouts?” Ford nodded. “And there it was,” said Zaphod, “clear as day. A whole section in the middle of both brains that related only to each other and not to anything else around them. Some bastard had cauterized all the synapses and electronically traumatized those two lumps of cerebellum.” Ford stared at him, aghast. Trillian had turned white. “Somebody did that to you?” whispered Ford. “Yeah.” “But have you any idea who? Or why?” “Why? I can only guess. But I do know who the bastard was.” “You know? How do you know?” “Because they left their initials burned into the cauterized synapses. They left them there for me to see.” Ford stared at him in horror and felt his skin begin to crawl. “Initials? Burned into your brain?” “Yeah.” “Well, what were they, for God’s sake?” Zaphod looked at him in silence again for a moment. Then he looked away. “Z.B.,” he said quietly. At that moment a steel shutter slammed down behind them and gas started to pour into the chamber. “I’ll tell you about it later,” choked Zaphod as all three passed out.

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 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.

Discovery first flew in 1984, the third orbiter to join the fleet. It was named for one of the ships commanded by Captain James Cook. Space shuttle Discovery is the most-flown orbiter; today will be its thirty-ninth and final launch. By the end of this mission, it will have flown a total of 365 days in space, making it the most well traveled spacecraft in history. Discovery was the first orbiter to carry a Russian cosmonaut and the first to visit the Russian space station Mir. On that flight, in 1995, Eileen Collins became the first woman to pilot an American spacecraft. Discovery flew twelve of the thirty-eight missions to assemble the International Space Station, and it was responsible for deploying the Hubble Space Telescope in 1990. This was perhaps the most far reaching accomplishment of the shuttle program, as Hubble has been called the most important telescope in history and one of the most significant scientific instruments ever invented. It has allowed astronomers to determine the age of the universe, postulate how galaxies form, and confirm the existence of dark energy, among many other discoveries. Astronomers and astrophysicists, when they are asked about the significance of Hubble, will simply say that it has rewritten the astronomy books. In the retirement process, Discovery will be the “vehicle of record,” being kept as intact as possible for future study. Discovery was the return-to-flight orbiter after the loss of Challenger and then again after the loss of Columbia. To me, this gives it a certain feeling of bravery and hope. ‘Don’t worry,’ Discovery seemed to tell us by gamely rolling her snow-white self out to the launchpad. 'Don’t worry, we can still dream of space. We can still leave the earth.’ And then she did.

Put yourself in the way of grace,' says a friend of ours, who is a monk, and a bishop; and he smiles his floating and shining smile. And truly, can there be a subject of more interest to each of us than whether or not grace exists, and the soul? And, consequent upon the existence of the soul, a whole landscape of incorruptible forces, perhaps even a source, an almost palpably suggested second universe? A world that is incomprehensible through reason? To believe in the soul---to believe in it exactly as much and as hardily as one believes in a mountain, say, or a fingernail, which is ever in view---imagine the consequences! How far-reaching, and thoroughly wonderful! For everything, by such a belief, would be charged, and changed. You wake in the morning, the soul exists, your mouth sings it, your mind accepts it. And the perceived, tactile world is, upon the instant, only half the world! How easily I travel, about halfway, through such a scenario. I believe in the soul---in mine, and yours, and the blue-jay's, and the pilot whale's. I believe each goldfinch flying away over the coarse ragweed has a soul, and the ragweed too, plant by plant, and the tiny stones in the earth below, and the grains of earth as well. Not romantically do I believe this, nor poetically, nor emotionally, nor metaphorically except as all reality is metaphor, but steadily, lumpishly, and absolutely. The wild waste spaces of the sea, and the pale dunes with one hawk hanging in the wind, they are for me the formal spaces that, in a liturgy, are taken up by prayer, song, sermon, silence, homily, scripture, the architecture of the church itself. And as with prayer, which is a dipping of oneself toward the light, there is a consequence of attentiveness to the grass itself, and the sky itself, and to the floating bird. I too leave the fret and enclosure of my own life. I too dip myself toward the immeasurable. Now winter, the winter I am writing about, begins to ease. And what, if anything, has been determined, selected, nailed down? This is the lesson of age---events pass, things change, trauma fades, good fortune rises, fades, rises again but different. Whereas what happens when one is twenty, as I remember it, happens forever. I have not been twenty for a long time! The sun rolls toward the north and I feel, gratefully, its brightness flaming up once more. Somewhere in the world the misery we can do nothing about yet goes on. Somewhere the words I will write down next year, and the next, are drifting into the wind, out of the ornate pods of the weeds of the Provincelands. Once I went into the woods to find an almost unfindable bird, a blue grosbeak. And I found it: a rough, deep blue, almost black, with heavy beak; it was plucking one by one the humped, pale green caterpillars from the leaves of a thick green tree. Then it vanished into the shadows of the leaves and, in the same moment, from the crown of the tree flew a western bluebird---little aqua thrush of the mountains, hundreds of miles from its home. It is a moment hard to top---but, I can. Once I came upon two angels, they were standing quietly, keeping guard beside a car. Light streamed from them, and a splash of flames lay quietly under their feet. What is one to do with such moments, such memories, but cherish them? Who knows what is beyond the known? And if you think that any day the secret of light might come, would you not keep the house of your mind ready? Would you not cleanse your study of all that is cheap, or trivial? Would you not live in continual hope, and pleasure, and excitement?

bring some curiosity to each moment you have with the people in your life, especially those you know well and perhaps take for granted. This takes practice, but it’s not hard to get better at it. “How was your day?”—“Fine” needn’t be the end of a conversation. It is your sincere interest that will motivate folks to respond. You might follow up with something a little more playful like, “What was the most fun thing that happened today?” Or, “Did anything surprising happen today?” And when someone makes a casual reply you can dig deeper: “Can I ask you more about that… I’m so curious and not sure I really understand it fully…” Try to put yourself in this person’s place and imagine what they have experienced. Engaging conversations often come from this perspective-taking alone, and curiosity can be contagious. You might find that the more interested you are in others, the more interested they become in you, and you might also be surprised how fun this process can be. Life is always at risk of slipping by unnoticed. If the days and months and years feel as if they are moving too quickly, focused attention might be one remedy. Giving something your undivided attention is a way of bringing it to life and assuring that you don’t float through time on automatic pilot. Noticing someone is a way of respecting them, paying tribute to the person they are in that exact moment. And noticing yourself, checking in about how you move through the world, about where you are now and where you would like to be, can help you identify which people and pursuits most need your attention. Attention is your most precious asset, and deciding how to invest it is one of the most important decisions you can make. The good news is you can make that decision now, in this moment, and in each moment of your life.

John Glen, the first American astronaut to orbit the earth, spent nearly a day in space still keeping his heart rate under a hundred beats per minute. That's a man not simply sitting at the controls but in control of his emotions. A man who had properly cultivated, what Tom Wolfe later called, "the Right Stuff." But you...confront a client or a stranger on the streets and your heart is liable to burst out of your chest; or you are called on to address a crowd and your stomach crashes through the floor. It's time to realize that this is a luxury, an indulgence of our lesser self. In space, the difference between life and death lies in emotional regulations. Hitting the wrong button, reading the instrument panels incorrectly, engaging a sequence too early- none of these could have been afforded on a successful Apollo mission- the consequences were too great. Thus, the question for astronauts was not How skilled a pilot are you, but Can you keep an even strain? Can you fight the urge to panic and instead focus only on what you can change? On the task at hand? Life is really no different. Obstacles make us emotional, but the only way we'll survive or overcome them is by keeping those emotions in check- if we can keep steady no matter what happens, no matter how much external events may fluctuate. The Greeks had a word for this: apatheia. It's the kind of calm equanimity that comes with the absence of irrational or extreme emotions. Not the loss of feeling altogether, just the loss of the harmful, unhelpful kind. Don't let the negativity in, don't let those emotions even get started. Just say: No, thank you. I can't afford to panic. This is the skill that must be cultivated- freedom from disturbance and perturbation- so you can focus your energy exclusively on solving problems, rather than reacting to them. p28-9

the greatest inspiration for institutional change in American law enforcement came on an airport tarmac in Jacksonville, Florida, on October 4, 1971. The United States was experiencing an epidemic of airline hijackings at the time; there were five in one three-day period in 1970. It was in that charged atmosphere that an unhinged man named George Giffe Jr. hijacked a chartered plane out of Nashville, Tennessee, planning to head to the Bahamas. By the time the incident was over, Giffe had murdered two hostages—his estranged wife and the pilot—and killed himself to boot. But this time the blame didn’t fall on the hijacker; instead, it fell squarely on the FBI. Two hostages had managed to convince Giffe to let them go on the tarmac in Jacksonville, where they’d stopped to refuel. But the agents had gotten impatient and shot out the engine. And that had pushed Giffe to the nuclear option. In fact, the blame placed on the FBI was so strong that when the pilot’s wife and Giffe’s daughter filed a wrongful death suit alleging FBI negligence, the courts agreed. In the landmark Downs v. United States decision of 1975, the U.S. Court of Appeals wrote that “there was a better suited alternative to protecting the hostages’ well-being,” and said that the FBI had turned “what had been a successful ‘waiting game,’ during which two persons safely left the plane, into a ‘shooting match’ that left three persons dead.” The court concluded that “a reasonable attempt at negotiations must be made prior to a tactical intervention.” The Downs hijacking case came to epitomize everything not to do in a crisis situation, and inspired the development of today’s theories, training, and techniques for hostage negotiations. Soon after the Giffe tragedy, the New York City Police Department (NYPD) became the first police force in the country to put together a dedicated team of specialists to design a process and handle crisis negotiations. The FBI and others followed. A new era of negotiation had begun. HEART

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 goal was ambitious. Public interest was high. Experts were eager to contribute. Money was readily available. Armed with every ingredient for success, Samuel Pierpont Langley set out in the early 1900s to be the first man to pilot an airplane. Highly regarded, he was a senior officer at the Smithsonian Institution, a mathematics professor who had also worked at Harvard. His friends included some of the most powerful men in government and business, including Andrew Carnegie and Alexander Graham Bell. Langley was given a $50,000 grant from the War Department to fund his project, a tremendous amount of money for the time. He pulled together the best minds of the day, a veritable dream team of talent and know-how. Langley and his team used the finest materials, and the press followed him everywhere. People all over the country were riveted to the story, waiting to read that he had achieved his goal. With the team he had gathered and ample resources, his success was guaranteed. Or was it? A few hundred miles away, Wilbur and Orville Wright were working on their own flying machine. Their passion to fly was so intense that it inspired the enthusiasm and commitment of a dedicated group in their hometown of Dayton, Ohio. There was no funding for their venture. No government grants. No high-level connections. Not a single person on the team had an advanced degree or even a college education, not even Wilbur or Orville. But the team banded together in a humble bicycle shop and made their vision real. On December 17, 1903, a small group witnessed a man take flight for the first time in history. How did the Wright brothers succeed where a better-equipped, better-funded and better-educated team could not? It wasn’t luck. Both the Wright brothers and Langley were highly motivated. Both had a strong work ethic. Both had keen scientific minds. They were pursuing exactly the same goal, but only the Wright brothers were able to inspire those around them and truly lead their team to develop a technology that would change the world. Only the Wright brothers started with Why. 2.

Give the Audience Something to Cheer For Austin Madison is an animator and story artist for such Pixar movies as Ratatouille, WALL-E, Toy Story 3, Brave, and others. In a revealing presentation Madison outlined the 7-step process that all Pixar movies follow. 1. Once there was a ___. 3 [A protagonist/ hero with a goal is the most important element of a story.] 2. Every day he ___. [The hero’s world must be in balance in the first act.] 3. Until one day ___. [A compelling story introduces conflict. The hero’s goal faces a challenge.] 4. Because of that ___. [This step is critical and separates a blockbuster from an average story. A compelling story isn’t made up of random scenes that are loosely tied together. Each scene has one nugget of information that compels the next scene.] 5. Because of that ___. 6. Until finally ____. [The climax reveals the triumph of good over evil.] 7. Ever since then ___. [The moral of the story.] The steps are meant to immerse an audience into a hero’s journey and give the audience someone to cheer for. This process is used in all forms of storytelling: journalism, screenplays, books, presentations, speeches. Madison uses a classic hero/ villain movie to show how the process plays out—Star Wars. Here’s the story of Luke Skywalker. Once there was a farm boy who wanted to be a pilot. Every day he helped on the farm. Until one day his family is killed. Because of that he joins legendary Jedi Obi-Wan Kenobi. Because of that he hires the smuggler Han Solo to take him to Alderaan. Until finally Luke reaches his goal and becomes a starfighter pilot and saves the day. Ever since then Luke’s been on the path to be a Jedi knight. Like millions of others, I was impressed with Malala’s Nobel Peace prize–winning acceptance speech. While I appreciated the beauty and power of her words, it wasn’t until I did the research for this book that I fully understood why Malala’s words inspired me. Malala’s speech perfectly follows Pixar’s 7-step storytelling process. I doubt that she did this intentionally, but it demonstrates once again the theme in this book—there’s a difference between a story, a good story, and a story that sparks movements.

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

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.

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

Real Quick" [Intro:] Valuable lesson, man I had to grow up That's why I never ask for help I'll do it for you niggaz and do it for myself [Chorus:] I go 0 to 100 nigga, real quick Real quick, whole squad on that real shit 0 to 100 nigga, real quick Real quick, real fuckin quick nigga 0 to 100 nigga, real quick Real quick, whole squad on that real shit 0 to 100 nigga, real quick Real quick, real fuckin quick nigga! [50 Cent:] I'll run my blade 'cross a nigga ass {"real quick"} I'm so for real I'm on some real real nigga shit You playin boy I'll get you hit {"real quick"} You better hope the parademics come {"real quick"} Got me fucked up you think it's different now a nigga rich Before I get to cuttin know you niggaz better cut the shit Boy, you gon' have ya head popped, pull a trigger for me And my lil' niggaz trigger op' like it's legal homie No game when I bang, boy I empty the clip You run like a bitch, you ain't 'bout that shit Hey hey hey hey, I'll catch you another day day day day It's the Unit back to the bullshit [Tony Yayo:] Yeah! Nothin in life is out of bounds AK hold about a hundred rounds 60 shots like K.D. at the Rucker's Okay! When I see you on respirators Southside nigga 'til the day I'm gone Indulge in the violence when the drama on Yeah, these rap niggaz lukewarm I'm two sleeves of dope, when the mic on [Chorus] [Kidd Kidd:] Real quick, Rida Gang fuck nigga, huh! Don't Tweet me, see me when you see me Down to make the news just to say that I'm on TV (Kidd Kidd) This clip rated R, niggaz PG Them shells burn like a bootleg CD (huh?) Fuck love, I want the money When you get too much of it they gon' say you actin funny "Kidd, how you feel now that the Unit's back?" Like a million bucks, muh'fucker do the math! [Young Buck:] Cold-blooded, boy my heart don't feel shit Get with me, ask 50, I'll take the hit {"real quick"} Balenciagas, you can still get ya ass kicked Take a rapper nigga bitch and make a real flick I know I'm different from what you usually be dealin with Don't need a mic, give me some white to make a million with Single borough, six shots on the Brooklyn Bridge I'll let the nigga Drake tell you what I just did (yeah) [Chorus] [Lloyd Banks:] Nigga gettin money new to you (uh) I give a fuck if shit get ugly, there'll be a beautiful funeral You fit the script I'm gon' assume it's true Can't manuever through the street without a strategy, ain't nobody to tutor you And man was lucky Unit's through, you know why he flows 15 years, switchin dealers like casinos And my goon'll clip you on the arm (uhh) I'm out the country every week and dumpin ash out on the Autobahn Auto-pilot's always on Rather better livin, I've been [?] green bills callin me all day long This is homicide, more tears in your mama eyes More reason to wake up, real niggaz arrive [Chorus]

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.

LET’S TAKE ACTION Now in a quick recap, put these success-building principles to work: 1. Get a clear fix on where you want to go. Create an image of yourself ten years from now. 2. Write out your ten-year plan. Your life is too important to be left to chance. Put down on paper what you want to accomplish in your work, your home, and your social departments. 3. Surrender yourself to your desires. Set goals to get more energy. Set goals to get things done. Set goals and discover the real enjoyment of living. 4. Let your major goal be your automatic pilot. When you let your goal absorb you, you’ll find yourself making the right decisions to reach your goal. 5. Achieve your goal one step at a time. Regard each task you perform, regardless of how small it may seem, as a step toward your goal. 6. Build thirty-day goals. Day-by-day effort pays off. 7. Take detours in stride. A detour simply means another route. It should never mean surrendering the goal. 8. Invest in yourself. Purchase those things that build mental power and efficiency. Invest in education. Invest in idea starters.

Eliana stepped into her room and turned to face him. Anticipation usurped amusement’s place as Dagon stared down at her, waiting for her nightly hug. Perhaps tonight he would linger and— “Greetings, Eliana,” CC said in her serene voice. Blinking, she glanced over her shoulder, then up at the ceiling. “Hi, CC.” Dagon hid his amusement at her tendency to look up whenever she addressed the computer. “You have one communication awaiting your attention,” CC announced. Eliana looked at Dagon. “Is that like a phone message?” He considered his translator’s definition of PHONE. “Yes.” “Did YOU send it?” “No.” “Who did?” A good question. Who on this ship believed they knew Eliana well enough to message her privately? His brows drew down. “I don’t know.” “Maybe Anat has reconsidered giving me flight lessons.” He stared at her. After Dagon, Anat was the most experienced and highest-ranked fighter pilot on the ship. Dagon knew that most of the men stationed on the RANASURA thought their commander grim and foreboding. But Dagon appeared downright ebullient when compared to Anat. “You asked Anat to give you flight lessons?” To borrow one of Eliana’s Earth terms: that had been ballsy. “Yes.” She wrinkled her nose. “But he said no. The other pilots warned me he’d refuse, but I figured I’d give it a try anyway.” He tried to hold back his next question but failed. “Why didn’t you ask me?” Her brow furrowed. “You mean ask your permission? Was I supposed to do that first?” “No. Why didn’t you ask ME to give you flight lessons?” He understood her fierce drive to learn everything she possibly could that might aid her in the future but inwardly balked at the image of Eliana and Anat crowded together in a flight simulator. “Oh. Because you’re . . . you know.” She motioned to his uniform. “The commander. You run the ship. You have more important things to do.” She nibbled her lower lip. “Aaaaand I didn’t want to wear out my welcome.” Confused, he glanced down at the deck. “Why are you looking at my boots?” she asked. “According to my translator, WEAR OUT MY WELCOME means eroding through frequent use the surface of a mat with the word WELCOME printed on it that Earthlings place outside their doors.” She grinned. “Your translator got it wrong. Wear out my welcome means . . .” She shrugged. “I don’t know. Make a nuisance of myself, I guess. I’ve already insinuated myself into a significant portion of your day, Dagon.” Her smile dimmed a bit as uncertainty crept into her features. “I didn’t want you to get tired of having me around all the time.” So while he had sought any and every excuse to spend MORE time with her, she had worried he might want LESS? He took a step closer to her. “I believe the likelihood of that is nonexistent.” Her eyes dilated as his shadow fell over her. “Really?” she asked softly. “Really.

And he was the last to lead the United States into battle backed by an international alliance. After Saddam Hussein invaded Kuwait in August 1990, the planning and execution of the war to drive him out was more than a display of America’s military might. Thirty-eight countries combined to face the Iraqi Army in combat, and they all fought and flew on NATO signals when the war was launched in January 1991. Six kinds of warplanes with pilots from eight nations flying up to four thousand sorties a day were woven together on NATO wavelengths. Nothing like it had happened before, and nothing like it has happened since. The war was a striking demonstration of the power the alliance possessed when harnessed by the United States. The lesson was not lost within the high councils of the Soviets.

April 21, 1897, by one of the most prominent citizens in Kansas, Alexander Hamilton. In an affidavit quoted in several recent UFO books and journals, Hamilton states that he was awakened by a noise among the cattle and went out with two other men. He then saw an airship descend gently toward the ground and hover within fifty yards of it. It consisted of a great cigar-shaped portion, possibly three hundred feet long, with a carriage underneath. The carriage was made of glass or some other transparent substance alternating with a narrow strip of some material. It was brilliantly lighted within and everything was plainly visible—it was occupied by six of the strangest beings I ever saw. They were jabbering together, but we could not understand a word they said. Upon seeing the witnesses, the pilots of the strange ship turned on some unknown power, and the ship rose about three hundred feet above them: It seemed to pause and hover directly over a two-year-old heifer, which was bawling and jumping, apparently fast in the fence. Going to her, we found a cable about a half-inch in thickness made of some red material, fastened in a slip knot around her neck, one end passing up to the vessel, and the heifer tangled in the wire fence. We tried to get it off but could not, so we cut the wire loose and stood in amazement to see the ship, heifer and all, rise slowly, disappearing in the northwest. Hamilton was so frightened he could not sleep that night: Rising early Tuesday, I started out by horse, hoping to find some trace of my cow. This I failed to do, but coming back in the evening found that Link Thomas, about three or four miles west of Leroy, had found the hide, legs and head in his field that day. He, thinking someone had butchered a stolen beast, had brought the hide to town for identification, but was greatly mystified in not being able to find any tracks in the soft ground. After identifying the hide by my brand, I went home. But every time I would drop to sleep I would see the cursed thing, with its big lights and hideous people. I don’t know whether they are devils or angels, or what; but we all saw them, and my whole family saw the ship, and I don’t want any more to do with them.

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

For a scientist, the only valid question is to decide whether the phenomenon can be studied by itself, or whether it is an instance of a deeper problem. This book attempts to illustrate, and only to illustrate, the latter approach. And my conclusion is that, through the UFO phenomenon, we have the unique opportunities to observe folklore in the making and to gather scientific material at the deepest source of human imagination. We will be the object of much contempt by future students of our civilization if we allow this material to be lost, for "tradition is a meteor which, once it falls, cannot be rekindled." If we decide to avoid extreme speculation, but make certain basic observations from the existing data, five principal facts stand out rather clearly from our analysis so far: Fact 1. There has been among the public, in all countries, since the middle of 1946, an extremely active generation of colorful rumors. They center on a considerable number of observations of unknown machines close to the ground in rural areas, the physical traces left by these machines, and their various effects on humans and animals. Fact 2. When the underlying archetypes are extracted from these rumors, the extraterrestrial myth is seen to coincide to a remarkable degree with the fairy-faith of Celtic countries, the observations of the scholars of past ages, and the widespread belief among all peoples concerning entities whose physical and psychological description place them in the same category as the present-day ufonauts. Fact 3. The entities human witnesses report to have seen, heard, and touched fall into various biological types. Among them are beings of giant stature, men indistinguishable from us, winged creatures, and various types of monsters. Most of the so-called pilots, however, are dwarfs and form two main groups: (1) dark, hairy beings – identical to the gnomes of medieval theory – with small, bright eyes and deep, rugged, "old" voices; and (2) beings – who answer the description of the sylphs of the Middle Ages or the elves of the fairy-faith – with human complexions, oversized heads, and silvery voices. All the beings have been described with and without breathing apparatus. Beings of various categories have been reported together. The overwhelming majority are humanoid. Fact 4. The entities' reported behavior is as consistently absurd as the appearance of their craft is ludicrous. In numerous instances of verbal communications with them, their assertions have been systematically misleading. This is true for all cases on record, from encounters with the Gentry in the British Isles to conversations with airship engineers during the 1897 Midwest flap and discussions with the alleged Martians in Europe, North and South America, and elsewhere. This absurd behavior has had the effect of keeping professional scientists away from the area where that activity was taking place. It has also served to give the saucer myth its religious and mystical overtones. Fact 5. The mechanism of the apparitions, in legendary, historical, and modern times, is standard and follows the model of religious miracles. Several cases, which bear the official stamp of the Catholic Church (such as those in Fatima and Guadalupe), are in fact – if one applies the deffinitions strictly – nothing more than UFO phenomena where the entity has delivered a message having to do with religious beliefs rather than with space or engineering.

We don't usually notice how little control we have over the mind, because habits channel psychic energy so well that thoughts seem to follow each other by themselves without a hitch. After sleeping we regain consciousness in the morning when the alarm rings, and then walk to the bathroom and brush our teeth. The social roles culture prescribes then take care of shaping our minds for us, and we generally place ourselves on automatic pilot till the end of the day, when it is time again to lose consciousness in sleep. But when we are left alone, with no demands on attention, the basic disorder of the mind reveals itself. With nothing to do, it begins to follow random patterns, usually stopping to consider something painful or disturbing. Unless a person knows how to give order to his or her thoughts, attention will be attracted to whatever is most problematic at the moment: it will focus on some real or imaginary pain, on recent grudges or long-term frustrations. Entropy is the normal state of consciousness-a condition that is neither useful nor enjoyable.

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

The ship was charging hard northward, having cut through the choke point of Bab el Mandeb, or the Gate of Tears, that separated Yemen from the African nation of Djibouti. They were in the Red Sea, and Cabrillo had already called in enough favors with Atlas Marine Services, the Egyptian company that ran the Suez Canal, to see that his ship would be part of the next morning’s only northbound convoy. It would take eleven hours to transit the one hundred and one miles from Suez to Port Said, but once they were clear their final destination was only a day away. With the number of vessels heading into and out of the Suez Canal, the shipping lanes in the Red Sea were heavily congested. So as not to arouse undue suspicion from passing ships, Juan had posted a watch on the bridge, even though the Oregon was being piloted from the Op Center belowdecks. He was on the bridge now, overseeing preparations for taking on a canal pilot in the morning. Sandstorms raged in the western sky over Africa. The sun setting through burnt sienna clouds cast the bridge in an otherworldly glow. The temperature remained near eighty degrees, and wouldn’t get much cooler when the sun did finally settle over the horizon. “What

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.

Sandy continually worries about me serving in Vietnam. She fears for me and is always asking herself, Will he be alright? Will he get wounded? Will he get captured? Will he be killed, and I’ll lose another husband? These haunting questions shouldn't be on the mind of any wife for a day, let alone an entire year of their life.

Avalanche As if they weren’t suffering enough, on the morning of 29 October an avalanche suddenly cascaded down the steep rocky slopes above them and engulfed the fuselage as the survivors slept. They remained entombed in the tiny space for three days until they managed to poke a hole in the roof of the fuselage with a metal pole. By the time they got out, eight more people had died under the snow. Three more were to die in the following weeks. Hiking out After they had heard the radio news about the search being called off, many passengers knew that they would have to get themselves out of the mountains if they were to survive. The avalanche expressed that fact even more plainly. During the flight they had heard the co-pilot announce that they had passed Curicó. That meant that the Chilean countryside ought to be just a few kilometres away to the west. Probably just over the high peak they were on. Several survivors made brief scouting missions, but their weakened state and the altitude combined to make it gruelling work. There was no way that all of them would be able to walk over and out of the mountains.

The battle of Leyte Gulf was short, lasting only from October 23–26, 1944. But don’t let the duration fool you. The Philippine Sea, around the chain of islands where the battle was fought, was a roiling cauldron for those four days. On the morning of the 23rd, that sea held the largest assemblage of ships, in terms of tonnage, the world had ever seen. By the evening of the 26th, Leyte Gulf had taken more tonnage to its murky depths than in any other naval battle in history. The Japanese lost four aircraft carriers, three battleships, six heavy cruisers, four light cruisers, 12 destroyers, one destroyer escort, over 600 planes, and 10,500 sailors and pilots. The Allied forces, on the other hand, lost one light carrier, two escort carriers, two destroyers, one destroyer escort, around 200 planes, and a little more than a thousand men. As a result of this devastating blow, Japan never again launched a major naval offensive.

Ernest Gann’s Fate Is the Hunter: A Pilot’s Memior—“The peril was instantly there and then almost as instantly not there. We peeped behind the curtain, saw what some dead men have seen, and survived with it engraved forever on our memories. That one second’s difference, its selection, the reason for it, must haunt the rest of my living days whatever their number.

The Polite Wassermann. Margaret Trabert lay on the blood-shot candlewick of the bedspread, unsure whether to dress now that Trabert had taken the torn flying jacket from his wardrobe. All day he had been listening to the news bulletins on the pirate stations, his eyes hidden behind the dark glasses as if deliberately concealing himself from the white walls of the apartment and its unsettled dimensions. He stood by the window with his back to her, playing with the photographs of the isolation volunteers. He looked down at her naked body, with its unique geometry of touch and feeling, as exposed now as the faces of the test subjects, codes of insoluble nightmares. The sense of her body’s failure, like the incinerated musculatures of the three astronauts whose after-deaths were now being transmitted from Cape Kennedy, had dominated their last week together. He pointed to the pallid face of a young man whose photograph he had pinned above the bed like the icon of some algebraic magus. ‘Kline, Coma, Xero - there was a fourth pilot on board the capsule. You’ve caught him in your womb.

It was then I saw on the side of the box – a name, a date: ‘Marcus Epstein: Frankfurt, March 2nd 1940’. It was today’s date, a year ago. And, at the bottom, a specific time. 2:10 p.m. ‘Romantic’, Mrs. Henderson had called Queenie’s clocks; but to me, realising what it probably meant, it made my throat thicken with tears. No wonder Mum had understood what a stopped clock might mean. Something must’ve happened to Marcus Epstein that day, at that time. Something terrible that made Queenie’s life stop dead. My brain tried to fill in the gaps. Perhaps Marcus was a Jew. Perhaps this was why she was so set on helping Hewish people, and had such guts when it came to standing up for what was decent. I didn’t know. In many ways it didn’t matter. It was Queenie’s private business. She was the person who’d thrown stones at German aircraft, and yet protected the injured pilot from more harm. She fought for people, that was what Queenie did. Beneath our race, our religion, we were all human beings. We all hurt in the same ways. Upstairs in front of the hall mirror, I could hear her now repinning her hair and fastening her coat. ‘Right, Olive, I’m ready,’ she called down. I went to join her, taking in her smooth, tearless face, the newly tidied hair. You’d never know from looking at her that her heart was still breaking. But that was the awful thing: life did go on, and so did that horrible empty ache you felt when someone wasn’t there any more.

ease. He walked under a bright summer sky, over sunlit fields and through little groves that danced and whispered in the wind. The houses of men were scattered here and there, the houses which practically took care of themselves; over beyond the horizon was one of the giant, almost automatic food factories; a few self-piloting carplanes went quietly overhead. Humans were in sight, sun-browned men and their women and children going about their various errands with loose bright garments floating in the breeze. A few seemed to be at work, there was a colorist experimenting with a new chromatic harmony, a composer sitting on his verandah striking notes out of an omniplayer, a group of engineers in a transparent-walled laboratory testing some mechanisms. But with the standard work period what it was these days, most were engaged in recreation. A picnic, a dance under trees, a concert, a pair of lovers, a group of children in one of the immemorially ancient games of their age-group, an old man happily en-hammocked with a book and a bottle of beer— the human race was taking it easy.

In the latter years of her life, Jackie had a recurring premonition that John would be killed piloting his own plane. She pleaded with Maurice to do whatever it took to keep John from becoming a pilot.

Flights out of Omaha were canceled. With thirty thousand people who had come for the Berkshire weekend missing flights and wanting to leave as soon as possible, it looked as if we would be delayed at least two days. We held a family conference and within an hour Jeff had chartered a private jet for us. The next morning we took a ten-minute ride to the local airport and boarded in minutes—no wait, no lines, no luggage hassle, no TSA body scans and searches. We had two engines, two pilots, a flight attendant, and a good lunch. Seven-year-old Ava spoke for everyone when she declared she never wanted to fly any other way again. Whereas it took ten hours to reach Omaha from Newport Beach, California, including hours of delay in Dallas due to thunderstorms, we got home in two hours.

You’ve made someone’s day,’ our pilot shouts. ‘Idiots like you are hard to find.

CLXI. “The greater the difficulty, the more glory in surmounting it. Skillful pilots gain their reputation from storms and tempests.

Life is always at risk of slipping by unnoticed. If the days and months and years feel as if they are moving too quickly, focused attention might be one remedy. Giving something your undivided attention is a way of bringing it to life and assuring that you don’t float through time on automatic pilot.

It was 7 a.m. on 19 February 1979 and sunny in Santa Monica. The three passengers who followed their pilot into the little Cessna 172 were in high spirits, and not just because of the weather. The day before, Norman Ollestad, just eleven years old, had won Southern California Slalom Skiing Championship. His father, Norman Senior, 43, was an incredibly driven and charismatic man who encouraged his son to go right to the edge in life – and then see what was on the other side. Ollestad Senior had driven his son back home to the coast for hockey practice the same evening as his slalom triumph. And now, the day after, he had chartered the plane and pilot to return to the resort of Big Bear so his son could collect his trophy and get in a little extra ski training. The pilot climbed into his seat and put on his headphones. Norman Jnr was stepping into the back seat when his dad pointed up front. Norman couldn’t believe it – he was going to sit next to the pilot! His dad slipped into the back

Twenty-seven years later It wasn’t until 2006 that Norman had the courage to look up the National Transportation Safety Board’s Accident Report for the crash and read the transcription of the pilot’s radio conversation with air traffic control. They had been doomed almost from takeoff. The pilot was using an underpowered plane with insufficient instruments on a rough day. He didn’t get a weather briefing or file a flight plan. He shouldn’t have taken off let alone headed into the storm. Thirty seconds into the flight he seemed lost and he was warned three times by air traffic control not to continue flying as he was. Big Bear airport was at an altitude of 2,100 m (7,000 ft) and was unmanned. Even with the right instruments and a modern plane it would have been all but impossible to land that day. Norman also went back up to the mountain to where Sandra had fallen. He paid his respects and continued up to the site of the crash. He was surprised, but even from that high vantage point he couldn’t see the meadow where he had been rescued. The big ridge blocked it out. So how had he known where to head for that day? Had he sensed the most likely place to find another human being? Was he lucky? Or maybe, just maybe, someone was looking out for him. This story is a brief retelling of the events in Crazy for the Storm by Norman Ollestad, published by HarperPress. Reprinted by permission of HarperCollins Publishers Ltd © 2009 Norman Ollestad.

You, Colt, are a fighter pilot...in every sense of the word. You're the war hero who gets a book deal one day to write your memoirs. You put everything on the line, and I'm...I'm -" "You're the one we come home to," he said.

But this analysis misses the crucial point. Remember that pilots died in large numbers in the early days of aviation. This was not because they lacked the incentive to live, but because the system had so many flaws. Failure is inevitable in a complex world. This is precisely why learning from mistakes is so imperative.

Never Doubt His Plan A cargo helicopter flying over Alaska had some engine trouble. The pilot did excellent work to get the aircraft down, but electrics had been damaged, meaning he couldn't radio for help. He knew a search party would be looking for him, but there was such a vast area to cover. Being from a family of deep faith, he started to pray for God to send the rescuers in the right direction. Just when he thought it couldn't get any worse. One day while out getting freshwater, there was an electrical fire in the helicopter. He stood at a safe distance and watched it going up in flames. Then the gas tank exploded. He fell to his knees as it did. Watching his pride and joy go up in smoke felt like pouring salt on his wounds. He cried out to God, "I give up, I ask you to help me, and this happens. A few hours later he heard a distance sound, he perked up, he couldn't see anything, but it kept getting closer. Next thing he saw a helicopter in the distance, it was the coast guard coming to rescue him. When they landed, he ran over and gave them a big hug—asking how in the world did they find him. It turned out the smoke from the wreckage had travelled over 300 miles with the wind. The rescue team had followed the smoke. Sometimes what looks like a disappointment is God positioning us for a new level. If your helicopter is on fire today, so to speak, instead of being bitter, complaining, being upset. Have a new perspective, trust in God's plan. It may not make sense now. Being stranded is tough; being in the pits of life will feel uncomfortable. The setbacks, the closed doors can be discouraging, but you have to remind yourself. It's not working against you; it's working for you. Now you only see in part, but one day you will see in full.

A generation of young American pilots would use my interfaces to hunt and kill Afghani people and Iraqi people, too. This would be my fault. I felt so sorry for those Arab people and their families, and I knew the American pilots would suffer, too. Maybe not right away. At the time those young boys were carrying out their missions, it would all feel unreal and exciting and fun, because that’s how we designed it to feel. But later on, maybe days or months or even years later, the reality of what they’d done would start to rise up to the surface, and they would be twisted up with pain and anger and take it out on themselves and their families. That also would be my fault.

No higher praise can be awarded a fighter pilot than to say he is “shit hot.” (The phonetic version used in polite company is “Sierra Hotel.”)

There’s a possibility she’s been spending time over in San Ignacio, at a place called the Maybe Club.” “Ah,” said Hagopian. “Joanna’s hitting a better-class rotten and rundown dive these days. The Maybe Club is a high-class sewer.” He trotted off, still in sweatsocks and no shoes, to a new row of files. “Here. A write-up from the San Ignacio Pilot weekend section a couple months back.” He unfolded a full tabloid page and gave it to Easy. “ ‘Controversial Club’s Owner Defends Liberal Views,’ ” Easy read the headline. “Is he in politics, too?” “He thinks it’s okay to screw other peoples’ mates,” explained Hagopian. “In San Ignacio that’s a pretty liberal view.” Easy looked at the photo of the Maybe proprietor leaning against the bar in his club. “This is Sunny Boy Sadler. …” “Right, onetime singing cowboy of the B movies,” said Hagopian. “I spent many happy afternoons in the Forties with his films. Little did I realize then that Sunny Boy was usually so juiced they had to practically glue him to his horse.

This steamboat was exactly like a decked scow. On the deck, there were two little teakwood houses, with doors and windows. The boiler was in the fore-end, and the machinery right astern. yOver the whole there was a light roof, supported on stanchions. The funnel projected through that roof, and in front of the funnel a small cabin built of light planks served for a pilot-house. It contained a couch, two camp-stools, a loaded Martini-Henry leaning in one corner, a tiny table, and the steering-wheel. It had a wide door in front and a broad shutter at each side. All these were always thrown open, of course. I spent my days perched up there on the extreme fore-end of that roof, before the door.

Juliet was determined to remain strong for [her children]. She was the pilot of her family's little plane, and no matter the indecision she felt, the questions that suffocated her when she turned off the lamp at night and lay awake in the slow-passing dark, the worry that she would make the wrong choice and in so doing ruin them, it was her responsibility to make them feel safe and secure the next day. The responsibility was that much heavier without [her husband]. It wasn't easy being the only grown-up.

NASA engineers and technicians at the Cape were pushing themselves so hard in the final weeks people had to be ordered home to rest. It was a grueling time and yet the sort of interlude of adrenal exhilaration that men remember all their lives. It was an interlude of the dedication of body and soul to a cause such as men usually experience only during war. Well … this was war, even though no one had spelled it out in just that way. Without knowing it, they were caught up in the primordial spirit of single combat. Just days from now one of the lads would be up on top of the rocket for real. Everyone felt he had the life of the astronaut, whichever was chosen (only a few knew), in his hands. The MA–1 explosion here at the Cape nine months ago had been a chilling experience, even for veterans of flight test. The seven astronauts had been assembled for the event, partly to give them confidence in the new system. And their gullets had been stuck up toward the sky like everybody else’s, when the whole assembly blew to bits over their heads. In a few days one of those very lads would be lying on top of a rocket (albeit a Redstone, not an Atlas) when the candle was lit. Just about everybody here in NASA had seen the boys close up. NASA was like a family that way. Ever since the end of the Second World War the phrase “government bureaucracy” had invariably provoked sniggers. But a bureaucracy was nothing more than a machine for communal work, after all, and in those grueling and gorgeous weeks of the spring of 1961 the men and women of NASA’s Space Task Group for Project Mercury knew that bureaucracy, when coupled with a spiritual motivation, in this case true patriotism and profound concern for the life of the single-combat warrior himself—bureaucracy, poor gross hideously ridiculed twentieth-century bureaucracy, could take on the aura, even the ecstasy, of communion. The passion that now animated NASA spread out even into the surrounding community of Cocoa Beach. The grisliest down-home alligator-poaching crackers manning the gasoline pumps on Route A1A would say to the tourists, as the No-Knock flowed, “Well, that Atlas vehicle’s given us more fits than a June bug on a porch bulb, but we got real confidence in that Redstone, and I think we’re gonna make it.” Everyone who felt the spirit of NASA at that time wanted to be part of it. It took on a religious dimension that engineers, no less than pilots, would resist putting into words. But all felt it.

And then the omnipotent Integral intervened … a practical joker to the end! Early on the morning of April 12, the fabulous but anonymous Builder of the Integral, Chief Designer of the Sputniks, struck another of his cruel but dramatic blows. Just twenty days before the first scheduled Mercury flight he sent a five-ton Sputnik called Vostok I into orbit around the earth with a man aboard, the first cosmonaut, a twenty-seven-year-old test pilot named Yuri Gagarin. Vostok I completed one orbit, then brought Gagarin down safely, on land, near the Soviet village of Smelovka. The omnipotent Integral! NASA had really believed—and the astronauts had really believed—that somehow, in the religious surge of the mission, Shepard’s flight would be the first. But there was no putting one over on the Integral, was there! It was as if the Soviets’ Chief Designer, that invisible genius, was toying with them. Back in October 1957, just four months before the United States was supposed to launch the world’s first artificial earth satellite, the Chief Designer had launched Sputnik I. In January 1959, just two months before NASA was scheduled to put the first artificial satellite into orbit around the sun, the Chief Designer launched Mechta I and did just that. But this one, Vostok I, in April 1961, had been his pièce de resistance. Given the huge booster rockets at his disposal, he seemed to be able to play these little games with his adversaries at will. There was the eerie feeling that he would continue to let NASA struggle furiously to catch up—and then launch some startling new demonstration of just how far ahead he really was.

As I walked away from the cheeky blonde, her sass about the airlines and crew still irritated the hell out of me. She was a damn firecracker; that much was clear. Sure, she had the air of someone who’d never worked a hard day in her life—probably spoiled rotten by her parents. But there was something else about her, the way she challenged me, as though she were a wild mustang daring me to try and break her. Her fiery spirit and sharp tongue contrasted with her delicate features and petite frame, but it had stirred something reckless in me. I’d been compelled to confront her. People always have a way of chasing what’s bad for them, and I wasn’t immune. Maybe it was that instinct, that primal pull to run straight at what could take you down, that appealed to me. Hell, that was how men like me ended up heading off to war.

One day, fate reached over and shook my personal snow globe, flipping my life upside down.” I shrugged. “I went from a career that was on track, a boyfriend who I thought was total husband material, and a past that was neatly tucked away where it belonged...to this.” I glanced around the room, laughing bitterly. “Jobless, single, hitching rides with strangers. And a past that is now the only future I have.” I laughed, but there was no humor in it. “Sometimes fate is a little bitch.

An American pilot flying a Spad VII swooped low and dropped a bomb over their position. Walter was hit and badly wounded. He clutched at Bücher’s sleeve. “I won’t die now that there’s an armistice, will I?” he pleaded. Bücher attempted to reassure the youth. As he spoke, gas shells began laying a poisonous cloud over the lines. Bücher pulled a mask over Walter’s head, then over his own. Through the goggles he could make out shapes emerging from the odorous haze as the black Americans continued their attempt to breach the line. Bücher stole a glance at his watch. It was two minutes to eleven.

The American navy captured fifty merchantmen, but the real damage to British commerce in 1812 was done by what one Republican called “our cheapest & best Navy”—American privateers.181 Congress laid down the rules for privateering a week after the declaration of war, and several days later the administration began issuing commissions.182 The first privateers were small pilot boats armed with one large center-pivot gun, called a “Long Tom,” and carrying fifty or sixty men armed with assorted small arms: muskets, sabers, boarding pikes, and the like. According to one privateer captain, this “was quite enough to capture almost any British merchantman, at this stage of the war.

Real Quick [Intro:] Valuable lesson, man I had to grow up That's why I never ask for help I'll do it for you niggaz and do it for myself [Chorus:] I go 0 to 100 nigga, real quick Real quick, whole squad on that real shit 0 to 100 nigga, real quick Real quick, real fuckin quick nigga 0 to 100 nigga, real quick Real quick, whole squad on that real shit 0 to 100 nigga, real quick Real quick, real fuckin quick nigga! [50 Cent:] I'll run my blade 'cross a nigga ass {"real quick"} I'm so for real I'm on some real real nigga shit You playin boy I'll get you hit {"real quick"} You better hope the parademics come {"real quick"} Got me fucked up you think it's different now a nigga rich Before I get to cuttin know you niggaz better cut the shit Boy, you gon' have ya head popped, pull a trigger for me And my lil' niggaz trigger op' like it's legal homie No game when I bang, boy I empty the clip You run like a bitch, you ain't 'bout that shit Hey hey hey hey, I'll catch you another day day day day It's the Unit back to the bullshit [Tony Yayo:] Yeah! Nothin in life is out of bounds AK hold about a hundred rounds 60 shots like K.D. at the Rucker's Okay! When I see you on respirators Southside nigga 'til the day I'm gone Indulge in the violence when the drama on Yeah, these rap niggaz lukewarm I'm two sleeves of dope, when the mic on [Chorus] [Kidd Kidd:] Real quick, Rida Gang fuck nigga, huh! Don't Tweet me, see me when you see me Down to make the news just to say that I'm on TV (Kidd Kidd) This clip rated R, niggaz PG Them shells burn like a bootleg CD (huh?) Fuck love, I want the money When you get too much of it they gon' say you actin funny "Kidd, how you feel now that the Unit's back?" Like a million bucks, muh'fucker do the math! [Young Buck:] Cold-blooded, boy my heart don't feel shit Get with me, ask 50, I'll take the hit {"real quick"} Balenciagas, you can still get ya ass kicked Take a rapper nigga bitch and make a real flick I know I'm different from what you usually be dealin with Don't need a mic, give me some white to make a million with Single borough, six shots on the Brooklyn Bridge I'll let the nigga Drake tell you what I just did (yeah) [Chorus] [Lloyd Banks:] Nigga gettin money new to you (uh) I give a fuck if shit get ugly, there'll be a beautiful funeral You fit the script I'm gon' assume it's true Can't manuever through the street without a strategy, ain't nobody to tutor you And man was lucky Unit's through, you know why he flows 15 years, switchin dealers like casinos And my goon'll clip you on the arm (uhh) I'm out the country every week and dumpin ash out on the Autobahn Auto-pilot's always on Rather better livin, I've been [?] green bills callin me all day long This is homicide, more tears in your mama eyes More reason to wake up, real niggaz arrive [Chorus]

One day the fighter pilot guided from the ground will chase, at supersonic speed, the atom-bomb carrier for scores of miles high up in the stratosphere. But science must not become an aim in itself. Only the spirit of attack borne in a brave heart will bring a success to any fighter aircraft, no matter how highly developed it may be.

Sourdough Starter Ingredients Organic whole rye flour Raw honey Filtered or spring water (so bacteria-killing chlorine is removed) Mix 3 tablespoons (30 grams) lukewarm water (about 80˚ to 90˚F) with 1 teaspoon raw honey. Add 3 tablespoons (20 grams) rye flour and let this sit in a covered container for 1 to 2 days. The amount of time depends on the ambient temperature. If your kitchen is cool, the organisms will be less active and you’ll need more time. Ideally keep it at around 75˚F (24˚C). An oven with the light or pilot light on works well. If you can maintain an ambient temperature of 75˚F (24˚C), this first phase will probably take a day, which would be the case on your kitchen counter in the summer. If you simply ferment it in a cold kitchen in winter, it will likely take two days. When you pass by the starter, give it a mix with a spoon every now and again: your animals like oxygen in the initial stages. If they are happy, you will begin to see tiny bubbles forming on the surface of the starter as the organisms belch out carbon dioxide. This should occur after 1 or 2 days. At this point, add 3 tablespoons of rye flour, 3 tablespoons of water around 75˚F (24˚C), and 1 teaspoon of honey. Let it sit for 24 hours. Stir occasionally. Discard half the starter. Add 3 tablespoons of rye, 3 tablespoons of water, and 1 teaspoon of honey. Repeat this last step every 24 hours until the starter is bubbly and begins to rise noticeably. Once that happens, usually by day 5 or 6, you can stop adding the honey. The starter might weaken at that point (you’ve removed its sugar fix, after all), but proceed anyway. It will come alive again. When the mixture doubles in volume within 12 hours, you can think about making bread. Here’s the test to see if the starter is ready, after it has risen: carefully remove a bit of it (a tablespoon will do) and place it in a bowl of warm water. If it floats to the surface within a couple of minutes, you’ve got an active starter. If it sinks like a stone and remains under water, let the starter mature for another hour and try again. This whole process might take a week or more, especially in the winter. With my kitchen hovering around 65˚F (18˚C), it took me two weeks to achieve a predictable starter, with feedings every one to two days. Once the starter is bubbly and active, you can switch to whole wheat, or a mixture of equal parts white and whole wheat flour, in place of the rye. You can also increase the volume by using, say, 20 grams of the mature starter and then feeding it with 100 grams flour and 100 grams water.

A German pilot came out of his plane, drew his legs into a ball, his head down. Papers flew out of his pockets. He did a triple somesault through our formation. No chute.

She would initiate three “races to the top” from the federal level—with prizes of $100 million, $75 million, and $50 million—to vastly accelerate innovations in social technologies: Which state can come up with the best platform for retraining workers? Which state can design a pilot city or community of the future where everything from self-driving vehicles and ubiquitous Wi-Fi to education, clean energy, affordable housing, health care, and green spaces is all integrated into a gigabit-enabled platform? Which city can come up with the best program for turning its public schools into sixteen-hour-a-day community centers, adult learning centers, and public health centers? We need to take advantage of the fact that we have fifty states and hundreds of cities able to experiment and hasten social innovation. In

Ten days later, during lunch at the Wolf's Lair in East Prussia, Goering asked the young hero, "So you now have what, over a hundred conquests?" He meant enemy aircraft, but Jochen, sincere or not, replied, "Herr Reichsmarschall, do you mean aircraft or women?" Goering laughed so hard he nearly choked.

Along the way, though, I was always careful not to get greedy or to go for the quick buck--despite the temptations in the early days. Financially, it was hard saying no to big appearance fees from TV shows like I’m a Celebrity…Get Me Out of Here or Survivor--but I always had the long goal in mind and tried to keep the main thing the main thing. And not get distracted by fluff. Instead, know your strengths. I also tended instinctively to shy away from both TV and the whole concept of fame--partly, I am sure, because I didn’t have the self-belief to feel I deserved either fame or money. (Time and experience have since taught me that fame and money very rarely go to the worthy, by the way--hence we shouldn’t ever be too impressed by either of those imposters. Value folk for who they are, how they live, and what they give--that’s a much better benchmark.) So I resisted TV quite heavily--even ironically spurning the offers of the original Man vs. Wild producer, Rob MacIver, some three times, before finally agreeing to do a pilot show. But what a dope I was. Bear, didn’t you listen to your grandma when she wrote: “When the ball rolls your way grab it. We so rarely get a second chance. (Although miraculously, this does sometimes happen, too.)”? But I just didn’t want to be pushed into TV, I wanted to keep focused on my strengths, and trust those skills. My father always used to say that if you focus on doing your job well, then money will often follow. But chase the money and it has a habit of slipping through your fingers. I always liked that. But learning that I could do both things--TV, as well as my core skills--was a big lesson. Maybe it would be possible to do programs without having to be a smiley media person. I wondered. Grandma? “Indeed--when the ball rolls your way--grab it.

Neil’s feet were still numb from the frostbite. Long exposure up high, sat waiting in the snow for all those hours at the Balcony, had taken their toll. At base camp, we bandaged them up, kept them warm, and purposefully didn’t discuss the very real prospect of him losing his toes. He didn’t need to be told that he was unlikely ever to feel them again properly. Either way, we realized that the best option for them was to get him proper medical attention and soon. There was no way he was going to be walking anywhere with his feet bandaged up like two white balloons. We needed an air-evacuation. Not the easiest of things in the thin air of Everest’s base camp. The insurance company said that at dawn the next day they would attempt to get him out of there. Weather permitting. But at 17,450 feet we really were on the outer limits of where helicopters could fly. True to their word, at dawn we heard the distant rotors of a helicopter, far beneath us in the valley. A tiny speck against the vast rock walls on either side. In a matter of sixty short minutes, that thing could whisk Neil away to civilization, I thought. Hmm. My goodness, that was a beautiful prospect. Somehow I had to get on that chopper with him. I packed in thirty seconds flat, everything from the past three months. I taped a white cross onto my sleeve, and raced out to where Neil was sat waiting. One chance. What the heck. Neil shook his head at me, smiling. “God, you push it, Bear, don’t you?” he shouted over the noise of the rotors. “You’re going to need a decent medic on the flight,” I replied, with a smile. “And I’m your man.” (There was at least some element of truth in this: I was a medic and I was his buddy--and yes, he did need help. But essentially I was trying to pull a bit of a fast one.) The pilot shouted that two people would be too heavy. “I have to accompany him at all times,” I shouted back over the engine noise. “His feet might fall off at any moment,” I added quietly. The pilot looked back at me, then at the white cross on my sleeve. He agreed to drop Neil somewhere down at a lower altitude, and then come back for me. “Perfect. Go. I’ll be here.” I shook his hand firmly. Let’s just get this done before anyone thinks too much about it, I mumbled to myself.

Putting this all together, Moore and Reiber predicted that the germ would prod people to seek out the company of others early in the infection, before it had blown its cover and triggered a counterattack by defense cells. Once they’d formulated a hypothesis, they decided it would be wise to conduct a pilot trial to see if the idea had any merit. The researchers tracked the social interactions of thirty-six people—none of whom knew the purpose of the study—before and after they got flu shots at a health clinic on the Binghamton campus. The change in the subjects’ behavior was huge, so notable that its magnitude surprised even Reiber and Moore. In the first three days after vaccination, coinciding with the time when the virus was most contagious, subjects interacted with twice as many people as they had before being inoculated. “People who had very limited or simple social lives were suddenly deciding that they needed to go out to bars or parties or invite a bunch of people over,” reported Reiber. “This happened with lots of our subjects. It wasn’t just one or two oddities.

Pilots who could not find their targets were told to turn around and spare their own lives for another day, but if a pilot returned nine times, he was to be shot. At the moment of collision, he was instructed to keep his eyes open at all times, and to shout “Hissatsu” (“clear kill”). In

After Toby died, I… There’s just no way I can adequately describe the despair. And the worst part? We had to share our agony with three thousand other families and an entire nation that was changed forever by what happened that day. But for us, for me, it was so intensely personal.” “I didn’t know anyone who died that day, but as a pilot and an American, it was one of the most gut-wrenching things I’ve ever lived through. I can’t even begin to know what it was like for people who lost loved ones.

We’re supposed to pretend it’s totally believable that Rey could pilot the Millenium Falcon with greater skill than Han Solo. Never mind the fact that she learns the Force in like, half a day.

[Christ] is the head from whence the new man must have influences of life and strength, or it will decay every day” (chapter 14). Oh, that our people would feel the urgency of daily supplies of grace because “grace decays.” Do they know this? Is it a category in their mind—that grace decays? How many try to live their lives on automatic pilot with no sense of urgency that means of grace are given so that the riches of Christ may daily be obtained with fresh supplies of grace?

I did get the callback for Growing Pains. This time I knew it was a comedy and played it the way I saw Mike Seaver. It must have gone well. One day I was playing Atari when Mom interrupted my session. “Kirk,” she said, sticking her head in the room. “You got it! You got the pilot!

Helicopters Nothing has done more to change the face of wilderness rescue than helicopters. They land in remote areas that were inaccessible to aircraft only a few years ago. If the spot isn’t flat enough, helicopters have been known to land on one skid while a patient is quickly loaded. When there is no spot to land, they have hovered with a rescuer hanging from a rope or cable, a rescuer equipped to attach the patient to the hauling system for evacuation. Helicopters go where the pilot wants because of the rapid spinning of two sets of blades. The large overhead blades create air by forcing air down. The pilot can vary the angle at which the blades attack the air and the speed at which they rotate to vary the amount of lift. The entire rotor can be tilted forward, backward, or sideways to determine the direction of travel. Without a second set of blades spinning in an opposite direction, the helicopter would turn circles helplessly in the air. Some large helicopters have two large sets of blades spinning in opposite directions, one fore and one aft, but most helicopters used in the wilderness maintain stability with one small tail rotor. When they are close to the ground, the spinning blades build a cushion of air that helps support the helicopter. This cushion of air varies in its ability to work, depending on its density. Rising air temperatures and increasing altitude reduce air density. So trying to land a helicopter on a mountaintop on a hot day is dangerous, and the weight of one person may prevent liftoff. Air density also is altered by the nearness of a mountainside. The downward shove of air by the blades can recirculate off the mountainside and reduce lift. One of the greatest fears of mountain flying is a sudden downdraft of air that can slam a helicopter toward the ground. Downdrafts are not only dangerous but also unpredictable. Add to air density and downdrafts the possibility of darkness and fog and wind, and you can understand that even if a helicopter is available it may not be able to come to your rescue.

When you’re in need of a rescue the approaching thump-thump-thump of rapidly rotating blades is a joyous sound. To give the helicopter rescue the greatest chance of success, a suitable landing zone will have to be found. The ideal landing zone should not require a completely vertical landing or takeoff, both of which reduce the pilot’s control. The ground should slope away on all sides, allowing the helicopter to immediately drop into forward flight when it’s time to take off. Landings and liftoffs work best when the aircraft is pointed into the wind because that gives the machine the greatest lift. The area should be as large as possible, at least 60 feet across for most small rescue helicopters, and as clear as possible for obstructions such as trees and boulders. Clear away debris (pine needles, dust, leaves) that can be blown up by the wash of air, with the possibility of producing mechanical failure. Light snow can be especially dangerous if it fluffs up dramatically to blind the pilot. Wet snow sticks to the ground and adds dangerous weight. If you have the opportunity, pack snow flat well before the helicopter arrives—the night before would be ideal—to harden the surface of the landing zone. Tall grass can be a hazard because it disturbs the helicopter’s cushion of supporting air and hides obstacles such as rocks and tree stumps. To prepare a landing zone, clear out the area as much as possible, including removing your equipment and all the people except the one who is going to be signaling the pilot. Mark the landing zone with weighted bright clothing or gear during the day or with bright lights at night. In case of a night rescue, turn off the bright lights before the helicopter starts to land—they can blind the pilot. Use instead a low-intensity light to mark the perimeter of the landing area, such as chemical light sticks, or at least turn the light away from the helicopter’s direction. Indicate the wind’s direction by building a very small smoky fire, hanging brightly colored streamers, throwing up handfuls of light debris, or signaling with your arms pointed in the direction of the wind. The greatest danger to you occurs while you’re moving toward or away from the helicopter on the ground. Never approach the rear and never walk around the rear of a helicopter. The pilot can’t see you, and the rapidly spinning tail rotor is virtually invisible and soundless. In a sudden shift of the aircraft, you can be sliced to death. Don’t approach by walking downhill toward the helicopter, where the large overhead blade is closest to the ground. It is safest to come toward the helicopter from directly in front, where the pilot has a clear field of view, and only after the pilot or another of the aircraft’s personnel has signaled you to approach. Remove your hat or anything that can be sucked up into the rotors. Stay low because blades can sink closer to the ground as their speed diminishes. Make sure nothing is sticking up above your pack, such as an ice ax or ski pole. In most cases someone from the helicopter will come out to remind you of the important safety measures. One-skid landings or hovering while a rescue is attempted are solely at the discretion of the pilot. They are a high risk at best, and finding a landing zone and preparing it should always be given priority.

Four days before the declaration of World War II, on August 27, 1939, the test pilot van Chaim flew the first jet aircraft in the world, the Heinkel 178. Only a small circle of people directly concerned knew of this event, which for that time was of great importance. Exactly a year later, on August 27, 1940, the first Italian jet plane, the Caproni-Campini made its first flight. It reached 300 mph, and the event received great propaganda.

One of the more useful things I learned as a midshipman at Maine Maritime Academy were the names of the seven masts of a seven masted schooner. When I mentioned to the 600 people in attendance at a Homecoming event that my degree was a BS in Marlinspike Seamanship no one laughed, leaving me in the embarrassing position of having to explain that actually I had a Bachelor of Marine Science degree. Later looking into a mirror I convinced myself that I really didn’t look old enough to have lived in an era when wooden ships were sailed by iron men. What I remembered was that we were wooden men sailing on iron ships that were actually made of steel, however I can remember schooners sailing along the coast of New England and I do remember the seven names of a seven masted schooner. In actual fact only one seven masted schooner was ever built and she was the she a 475 foot, steel hulled wind driven collier/tanker named the Thomas W. Lawson, named after a Boston millionaire, stock-broker, book author, and President of the Boston Bay State Gas Co. Launched in 1902 she held the distinction of being the largest pure sail ship ever built. Originally the names of the masts were the foremast, mainmast, mizzenmast, spanker, jigger, driver, and pusher. Later the spanker became the kicker and the spanker moved to next to last place, with the pusher becoming the after mast. Depending on whom you talked to, the names and their order drifted around and a lot of different naming systems were formed. Some systems used numbers and others the days of the week, however there are very few, if any of the iron men left to dispute what the masts were called. The Thomas W. Lawson had two steam winches and smaller electrically driven winches, to raise and lower her huge sails. The electricity was provided by a generator, driven by what was termed a donkey engine. On November 20, 1907 the large 475 foot schooner sailed for England. Experiencing stormy weather she passed inside of the Bishop Rock lighthouse and attempted to anchor. That night both anchor chains broke, causing the ship to smash against Shag Rock near Annet. The schooner, pounded by heavy seas capsized and sank. Of the 19 souls aboard Captain George W. Dow and the ships engineer Edward L. Rowe were the only survivors. Everyone else, including the pilot, drown and were buried in a mass grave in St Agnes cemetery.

During his extensive career as an airmail pilot with Aéropostale, Antoine served as the company’s station manager in barren Villa Bens. During the Second World War, although he was older than most, Saint-Exupéry joined the Free French Air Force. On July 31, 1944, as fate would have it, he disappeared on a reconnaissance mission flying a P-38 Lightning over the Mediterranean, somewhere south of Marseille. The body of a French pilot was found a few days after Antoine’s disappearance and was buried in Carqueiranne, France. After his death he became an icon and national hero throughout France. For a fleeting moment I wondered what anyone could do to pass the time of day at such a remote location…. Antoine de Saint-Exupéry used his time to write books! Today the word Aéropostale takes on an entirely new meaning. It has become the name of an American retailer of casual apparel for young people. Go figure….

She had a small bit of knowledge of Morse code from her early days as a pilot, but she was on the tail end of the generation that was required to have some proficiency in it.

Sometimes, just to see what was happening, my father would drive to the airport…. Before my birth, during the “Roaring 20’s” Newark Airport was the first major airport to serve the greater New York area. It was opened for traffic on October 1, 1928, on 68 acres of reclaimed marshland adjacent to the Passaic River. The Port Authority of New York and New Jersey later took it over from the Army Air Corps and in 1948 started a major expansion and improvement program. Driving by and seeing activity from the road, we drove to where Eastern Airlines had a shiny new DC-3 on display, and as luck would have it, it was open to the public. It was an exciting moment when I boarded this aircraft and discovered that it was first constructed in 1934, the same year I was born. An example of modern technology, it was the first modern airliner and the forerunner of commercial aviation. The DC-3 was used during World War II, when the military version was identified as the C-47. After the war it continued as the primary carrier keeping Berlin open during the Berlin Airlift. On June 24, 1948 the Soviets prevented access to Berlin to the Western Allies’. Two days after the Soviet (Russians) announcement of the blockade, the United States Air Force airlifted the first cargo into Berlin. The American nicknamed the effort, "Operation Vittles," while British pilots dubbed the operation "Plain Fare." In July 1948, the operation was renamed the Combined Airlift Taskforce. Normal daily food requirements for Berlin were 2,000 tons with coal, for heating homes, being the number one commodity and two -thirds of all the tonnage flown in. The airlift ended on May 12, 1949 when the Soviets realized that the blockade wasn’t effective against the “Allied Resolve” and reopened the roads into Berlin.

As of early 2017, GiveDirectly planned to mobilize $30 million for what it claims will be the largest basic income experiment ever. Continuing with the RCT methodology, villages in two Kenyan counties will be divided into three groups: in forty villages all adult residents will receive a monthly basic income for twelve years; in eighty villages all adult residents will receive a basic income for two years; and in another eighty villages all adult residents will receive a lump sum equivalent to the two-year basic income. In all, some 26,000 individuals will receive cash transfers worth about 75 US cents a day. Data will also be collected from a control group of a hundred similar villages. The stated main objective of GiveDirectly is the eradication of ‘extreme poverty’, which is a worthy goal but is not the prime rationale for a basic income system. At the time of writing, the hypotheses to be tested had not been finalized, though one aim of the proposed study is to look at the impact of a long-term basic income on risk-taking, such as starting a business, and another is to look at village-level economic effects. The sheer size of the planned experiments may backfire by distorting the social and economic context. The project has already run into problems of low participation rates in one county, where people have refused the no-strings largesse, believing it to be linked to cults or devil worship. That said, unlike the pilots proposed in Europe, this experiment will test a genuine basic income by providing a universal, unconditional income paid to all individuals in a community. So the hope must be that the researchers, advised by well-known economists from prestigious US universities, will ask the right questions.

He’d heard of it. It gave you ironic distance—a very now kind of high. Conspiracy people thought it was too zeitgeisty to be a coincidence, claimed it was spread to soften the population for its miserable lot. In his day—eight years before—the scourge had been called “Now,” something they gave to source-code auditors and drone pilots to give them robotic focus. He’d eaten a shit-ton of it while working on zepps. It made him feel like a happy android. The conspiracy people had said the same thing about Now that they said about Meta. End of the day, anything that made you discount objective reality and assign a premium to some kind of internal mental state was going to be both pro-survival and pro–status-quo.

I was captivated by the description of the Navy test pilots, young hotshots catapulting off aircraft carriers, testing unstable airplanes, drinking hard, and generally moving through the world like exceptional badasses. The idea here (in the all-enclosing fraternity) seemed to be that a man should have the ability to go up in a hurtling piece of machinery and put his hide on the line and then have the moxie, the reflexes, the experience, the coolness, to pull it back in the last yawning moment—and then to go up again the next day, and the next day, and every next day, even if the series should prove infinite—and, ultimately, in its best expression, do so in a cause that means something to thousands, to a people, a nation, to humanity, to God.

He nodded, because he didn’t know what to say. It’s not every day you find out you’re already dead. But the truth was that it didn’t change anything. That body was no longer his own anyway. Human Stacey said to them, “Tell the Beetars they have a choice. They can help us pilot this ship to Epigog, or they can die horribly.” Eve asked, “Why are we going to Epigog?” “To pick up the doctor.” “Why?

Stressed out' I wish I found some better sounds no one’s ever heard I wish I had a better voice that sang some better words I wish I found some chords in an order that is new I wish I didn't have to rhyme every time I sang I was told when I get older all my fears would shrink But now I’m insecure and I care what people think My name's Blurryface and I care what you think My name's Blurryface and I care what you think Wish we could turn back time, to the good old days When our momma sang us to sleep but now we’re stressed out Wish we could turn back time, to the good old days When our momma sang us to sleep but now we’re stressed out We're stressed out Sometimes a certain smell will take me back to when I was young How come I’m never able to identify where it’s coming from I’d make a candle out of it if I ever found it Try to sell it, never sell out of it, I’d probably only sell one It’d be to my brother, 'cause we have the same nose Same clothes homegrown a stone’s throw from a creek we used to roam But it would remind us of when nothing really mattered Out of student loans and tree-house homes we all would take the latter My name's Blurryface and I care what you think My name's Blurryface and I care what you think Wish we could turn back time, to the good old days When our momma sang us to sleep but now we’re stressed out Wish we could turn back time, to the good old days When our momma sang us to sleep but now we’re stressed out We used to play pretend, give each other different names We would build a rocket ship and then we’d fly it far away Used to dream of outer space but now they’re laughing at our face Saying, "Wake up, you need to make money" Yeah We used to play pretend, give each other different names We would build a rocket ship and then we'd fly it far away Used to dream of outer space but now they're laughing at our face Saying, "Wake up, you need to make money" Yeah Wish we could turn back time, to the good old days When our momma sang us to sleep but now we’re stressed out Wish we could turn back time, to the good old days When our momma sang us to sleep but now we’re stressed out Used to play pretend, used to play pretend, bunny We used to play pretend, wake up, you need the money Used to play pretend, used to play pretend, bunny We used to play pretend, wake up, you need the money We used to play pretend, give each other different names We would build a rocket ship and then we’d fly it far away Used to dream of outer space but now they’re laughing at our face Saying, "Wake up, you need to make money" Yeah

All day this strange pilot had flown his antique aeroplane over the abandoned space centre, a frantic machine lost in the silence of Florida. The flapping engine of the old Curtiss biplane woke Dr Mallory soon after dawn, as he lay asleep beside his exhausted wife on the fifth floor of the empty hotel in Titusville. Dreams of the space age had filled the night, memories of white runways as calm as glaciers, now broken by this eccentric aircraft veering around like the fragment of a disturbed mind.

grader. After the first snow fell the state road crews stopped where the national park boundaries began. But it was a wonderful park, rich in mountains, for it took in parts of the Mentasta, Nutzotin and Chugach ranges, as well as supporting the entire Quilak range. It boasted several hundred miles of coastline along Prince William Sound, site of one of the richest salmon fisheries in the world, and you could always fly in to fish, if you could fly, or could afford to pay someone who did. A shame that so few could, Park rats told each other, some even with straight faces. There were dozens of airstrips within the Park, some sworn to by FAA charts, but between the time the chart was printed and the time the pilot with a ruptured oil line looked for them they would be overgrown by a hungry forest or eroded out of existence by a change of course in the Kanuyaq.

We may be pleased by the still-glinting wings of an airliner high above us, leaving a contrail soaked in crimson light, while at street level the sun has already set. We see the plane we are not on, bound for a place we are not, in the last light of a day that has already left us.

what are we to say about the Catholic military chaplain who administered mass to the Catholic bomber pilot who dropped the atomic bomb on Nagasaki in 1945? Father George Zabelka, chaplain for the Hiroshima and Nagasaki bomb squadrons, later came to repent of his complicity in the bombing of civilians, but his account of that time is a stunning judgment on the church’s acquiescence in violence. To fail to speak to the utter moral corruption of the mass destruction of civilians was to fail as a Christian and as a priest as 1 see it…. I was there, and I’ll tell you that the operational moral atmosphere in the church in relation to mass bombing of enemy civilians was totally indifferent, silent, and corrupt at best—at worst it was religiously supportive of these activities by blessing those who did them…. Catholics dropped the A-bomb on top of the largest and first Catholic city in Japan. One would have thought that I, as a Catholic priest, would have spoken out against the atomic bombing of nuns. (Three orders of Catholic sisters were destroyed in Nagasaki that day.) One would have thought that I would have suggested that as a minimal standard of Catholic morality, Catholics shouldn’t bomb Catholic children. I didn’t. I, like the Catholic pilot of the Nagasaki plane, “The Great Artiste,” was heir to a Christianity that had for seventeen hundred years engaged in revenge, murder, torture, the pursuit of power, and prerogative violence, all in the name of our Lord. I walked through the ruins of Nagasaki right after the war and visited the place where once stood the Urakami Cathedral. I picked up a piece of censer from the rubble. When I look at it today I pray God forgives us for how we have distorted Christ’s teaching and destroyed his world by the distortion of that teaching. I was the Catholic chaplain who was there when this grotesque process that began with Constantine reached its lowest point—so far.4 It is difficult to read such accounts without recalling the story of Jesus’ weeping over Jerusalem, because “the things that make for peace” were hidden from their eyes (Luke 19:41

This is not to cast Barbie as a New Traditionalist. Even in retrograde times, she has never stayed at home against her will. The jobs on her 1989 resume—physician, astronaut, veterinarian, fashion designer, executive, Olympic athlete—are impressive; a little girl could do worse than identify with such a doll. Her move away from demeaning stereotypes can also be documented. Compared with, say, the 1973 Barbie Friend Ship, in which Barbie is forced to play scullery maid to a painted-on pilot, the 1990 Flight Time Barbie, developed in 1989, is herself an aviatrix. But Flight Time Barbie is also a Day-to-Night doll, and her after-hours outfit, vastly more girlish than what she wore in 1985, undercuts her authority. In five years, her homeovestite behavior has intensified, suggesting that her achievements have left her fraught with anxiety.

Setting propaganda and postwar myopia aside, the Luftwaffe pilots were not only brave men defending their country from obliteration; they were men of honor who still fought by and believed in a code of chivalry, reminiscent of the First World War, when enemy pilots often saluted each other in battle, and wounded enemies were allowed to escape to fight another day.

Drake’s hand snatched at his mic, what felt like a day late and many dollars short, to warn the pilots – that they had basically just brought a knife to a dogfight.

FOREVER THERE   A businessman once said: “Sometimes, after waking in the morning, I am appalled by the thought of all the duties and appointments that await me in the next eight or ten hours.” “Then I repeat to myself the words: ‘in quietness and confidence shall be thy strength’; and ‘Thou wilt keep him in perfect peace, whose mind is stayed on thee.’ It is astonishing how quickly the load is lifted once I remind myself of God’s presence and help. The strain and tension disappear and in its place a feeling of serenity and peace wells up within me.” Dr. Frank Laubach learned to be aware of the presence of God by disciplining his thoughts to think on God once every minute. He called it “the game of the minutes.” Jacob Boehm, a sixteenth-century saint, also spoke of a practice that involved an almost continual awareness of God’s presence: “If Thou dost once every hour throw thyself . . . into the abysmal mercy of God, then thou shalt receive power to rule over death and sin.” The airplane pilot radios a message to a control tower every hour and receives an answer. Thus he keeps “on the beam.” He is in touch with the controller; he receives his orders, and reports his position. He knows if the station does not hear from him at the appointed time, they will be alerted to the fact he and his passengers may be in danger. Not everyone has Laubach’s or Boehm’s discipline. Wouldn’t it be reassuring to talk to and hear from the control tower at least every hour during the day? It is as simple as uttering a prayer or repeating a Scripture—“Thou wilt keep me in perfect peace.”   THOU WILT KEEP HIM IN PERFECT PEACE, WHOSE MIND IS STAYED ON THEE: BECAUSE HE TRUSTETH IN THEE. ISAIAH 26:3 KJV

Our thoughts create our reality! Our thoughts cause our feelings and emotions! Thoughts are images in our mind! Under hypnosis, a person can be given suggestions to hallucinate in all five senses and they will experience whatever suggestions the hypnotist gives them to experience. Think for a second that 98% of the world lives in a subtle form of hypnosis all the time. Automatic pilot is hypnosis. Day dreaming is hypnosis. Not owning your 100% personal power all the time is a subtle form of hypnosis. Being run by the subconscious mind is a subtle form of hypnosis. Being over emotional is a subtle form of hypnosis. Being run by the inner child is hypnosis.

The unexpected dinner invitation from the budgerow started Mr Doughty off on a journey of garrulous reminiscence. 'Oh my boy!' said the pilot to Zachary, as they stood leaning on the deck rail. 'The old Raja of Raskhali: I could tell you a story or two about him--Rascally-Roger I used to call him!' He laughed, thumping the deck with his cane. 'Now there was a lordly nigger if ever you saw one! Best kind of native--kept himself busy with his shrub and his nautch-girls and his tumashers. Wasn't a man in town who could put on a burra-khana like he did. Sheeshmull blazing with shammers and candles. Paltans of bearers and khidmutgars. Demijohns of French loll-shrub and carboys of iced simkin. And the karibat! In the old days the Rascally bobachee-connah was the best in the city. No fear of pishpash and cobbily-mash at the Rascally table. The dumbpokes and pillaus were good enough, but we old hands, we'd wait for the curry of cockup and the chitchky of pollock-saug. Oh he set a rankin table I can tell you--and mind you, supper was just the start: the real tumasher came later, in the nautch-connah. Now there was another chuckmuck sight for you! Rows of cursies for the sahibs and mems to sit on. Sittringies and tuckiers for the natives. The baboos puffing at their hubble-bubbles and the sahibs lighting their Sumatra buncuses. Cunchunees whirling and tickytaw boys beating their tobblers. Oh, that old loocher knew how to put on a nautch all right! He was a sly little shaytan too, the Rascally-Roger: if he saw you eyeing one of the pootlies, he'd send around a khidmutgar, bobbing and bowing, the picture of innocence. People would think you'd eaten one too many jellybees and needed to be shown to the cacatorium. But instead of the tottee-connah, off you'd go to a little hidden cumra, there to puckrow your dashy. Not a memsahib present any the wiser--and there you were, with your gobbler in a cunchunee's nether-whiskers, getting yourself a nice little taste of a blackberry-bush.' He breathed a nostalgic sigh. 'Oh they were grand old goll-mauls, those Rascally burra-khanas! No better place to get your tatters tickled.' Zachary nodded, as if no word of this had escaped him.

Hey I want to go to Heaven how can I get there do you know the way The man said on the bus well I don’t know how to get there but I think its this way Driving a long the word I see the trees the cars the ducks in the river the buildings in the town centre I don’t see the sign saying going to heaven Hey can you let me off I don’t see the sign going to heaven I need to get to go to heaven so I can see Jesus in heaven I understand he is up there and I want to see him so I can see what he really looks like I get off the bus and I get a train ….I say to the train driver do you know the way to heaven I need to go to heaven as I need to see what heaven is really like my mum has told me my dad has told me but I believe but I want to see for myself so I know they are not lying to me can you take me there Well the train driver says if you stay on the train that says the holy train this train is definitely going to heaven but there is something you have to do first What do I need to do Mr train driver well you need to say that Jesus is the way to heaven first then you will get a ticket in return that will take you straight up to heaven… Oh ok no problem This train journey is so long I fall asleep wake up and where is heaven I get off the train and I decide to get on a plane well I ask the pilot will you take me to a place call heaven do you know where it is the pilot says hey no problem I can take you to all over heaven I am your pilot Jesus but it not time to go through the gates yet so you have to wait until your name is called but yes I am Jesus I will take you to heaven when I am ready to take you there. Oh ok well shall I get on a boat then and see well you can if you want to but I think you will be better with me I will let you know when the time is right my clock says not now I have work for you to do first Ok then Jesus I will do what you say because I want to see heaven and be with you one day…good night Jesus love you thank you for talking to me today it was good chatting to you on your line prayer bells of heaven. True Inspirations - Happy New year 2015

You are supposed to know how to fly or you would not be here. You will now learn to fly all over again. Our way. I have examined your logbooks. They contain some interesting and clever lies. If you are lucky and work a good solid eighteen hours a day in this school, it is barely possible that a few of you may succeed in actually going out on the line-that is, if the company is still in such desperate need of pilots that it will hire anybody who wears his wings in his lapel and walks slowly past the front door.