A Quote by Buzz Aldrin
Dwelling on an engine failure for a pilot as he rolls down the runway is NOT what he should be thinking about - it's obtaining a smooth liftoff! But in the back of his mind, he knows exactly what to do (or pretty much) and in many cases, if he's alone in the fighter aircraft, he has to leave that aircraft in an ejection seat in a big hurry!
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Pilots have their names painted just beneath the canopy of their aircraft. This gives the pilot a sense of ownership for his or her jet. What's more, like cars, each aircraft has its own personality, so it's important for a pilot to get to know and love his aircraft.
When you have a fire in an aircraft, there's no place to go, exactly, there's no - and you can't find any oxygen from outside the aircraft to get in the aircraft, because the windows don't open. I don't know why they don't do that. It's a real problem.
I think any pilot with my kind of background, flying ex-military-type aircraft and experimental aircraft, would say that the pinnacle is to be able to pilot a spacecraft - there's no question.
There are more than 3500 military and commercial aircraft pilot reports of encounters worldwide; many cases have corroborating radar documentation and multiple witnesses both on the ground and in the air.
I would like to mention that I have flown the 262 first in May '43. At this time, the aircraft was completely secret. I first knew of the existence of this aircraft only early in '42 - even in my position. This aircraft didn't have any priority in design or production.
I would like to mention that I have flown the 262 first in May ‘43. At this time, the aircraft was completely secret. I first knew of the existence of this aircraft only early in ‘42 - even in my position. This aircraft didn’t have any priority in design or production.
As a military pilot and a test pilot, handling unusual situations and aircraft malfunctions was part of the business.
If you're in a confined aircraft; when one person sneezes, it goes all the way through the aircraft.
Nothing can stop the attack of aircraft except other aircraft.
It was especially hard for me, as a professional pilot. In all of my years of flying - including combat in Korea - this was the first time that my aircraft and I had not come back together. In my entire career as a pilot, 'Liberty Bell' was the first thing I had ever lost.
As the colonel and I sat swapping stories in the plane, a jet aircraft buzzed past our window. I asked the colonel what type of aircraft it was, and he said, "Don't worry about it, Bob. . . if you can see it, it's obsolete."
The pilot is still the pilot, whether he is at a remote console or on the flight deck. With the potential for thousands of these unmanned aircraft in use years from now, the standards for pilot training need to be set high to ensure that those on the ground and other users of the airspace are not put in jeopardy.
If you would've asked me about getting a pilot's license before 2005, I'd say you were crazy. After I graduated college, a fighter pilot asked me if I wanted to go up on a flight in a single-engine plane. I always had a fear about being in an airplane, but I took this opportunity to go up on my first flight in a single-engine rather than a big commercial plane I was accustomed to. I was hooked and made a commitment to become a pilot. I wanted to motivate others to not let fear stand in the way of their opportunities.
I made a written report which is still today in existence. I have a photocopy of it, and I am saying that in production this aircraft could perhaps substitute for three propeller- driven aircraft of the best existing type. This was my impression.
Never board a commercial aircraft if the pilot is wearing a tank top.
The military mind always imagines that the next war will be on the same lines as the last. That has never been the case and never will be. One of the great factors on the next war will be aircraft obviously. The potentialities of aircraft attack on a large scale are almost incalculable.
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