Insights on Lindbergh’s Flight from Roosevelt Field, Long Island

Lindbergh’s Flight
 
Win Perkins, a real estate appraiser who specializes in airport properties, has posted on his web site a video he created of Charles Lindbergh’s famous and risky takeoff/flight in the Spirit of   St. Louis on the competitive trip to Paris. 

According to Perkins, this is unlike any other presentation of the takeoff footage. 

Perkins said he “painstakingly assembled news footage from five cameras that filmed Lindbergh’s takeoff from Roosevelt Field,  Long Island “and “mixed it with enhanced audio from the same newsreel sources.” 
This is one of the most interesting videos I’ve seen come over the Internet. 

When you click on the address below, Episode #3 (out of 4) comes up ready to play.

I suggest you first click on CONTACT in the menu list to the left and select Episode #1, and start it by clicking on the screen.
 
Use the small white square in the lower right to go to full screen.  Make sure your sound is on!

Then watch them in order, #1 through #4.
 
These will glue you to the screen through all four.
  <a href="<a href="http://
www.airportappraisals.com/&quot;
 

Select “Contact” after each clip to choose the next. (64-bit IE Flash will not be available, use 32-bit IE)
 
(This came to me from a friend, who got it from Grant Hill. Where he got it, I do not know, but I give him credit for it at the moment. Thanks, Grant. –Jim).

Two other “successful” water landings (and “Balsey”)

It is ironic that I had discussed aircraft ditching a lot since I posted “Remember the JAL DC-8…,” blog (below) just within the last month and before the USAir water landing.   Everyone (Sully’s co-pilot and the media) seems to be  saying that this latest was the only successful ditching “ever,”  but that is not exactly true–though, perhaps, this latest ditching may be the only one in a river!

Everyone lived on the JAL DC-8 accident, as well (it’s still featured below, right) and I would argue that a good friend of mine is still alive,  as are most of his passengers (some did perish), during a different ditching in the Caribbean many years ago when weather was bad, there was no visability at area airports and his aircraft ran out of fuel after diverting towards two alternate airports and trying for a third.

That friend/pilot’s name was Capt. Balsey DeWitt and I flew a couple of MATS-38th ATS overseas flights with him in the mid ’60’s, when he was an “M-Day,”  Air Force-trained pilot, who happened to be flying for our squadron at the time .  He and I both worked for United Airlines as pilots later, after about mid 1965–he a B-720 flight instructor and I flew the DC-6, B-727, Viscount, Caravelle and DC-8  “on the line” for UAL then–all within three and a half years. During my career, I ended up flying the DC-8, eventually in “all four seats” (ask about that minor “claim to fame,”  if you don’t understand “four seats”).

I will further look up that accident (Balsey was the captain) involving  a DC-9 (a Dutch Antilles leased airplane)–for his airline.  Balsey had left United a year or so after I flew with him in the Air Force and went to work for ONA–Overseas National Airlines, in and out of bankruptcy at the time, I believe.   You could “google” it,  I’m betting,  for more information.   That’s what I will do and add to this blog soon, especially since I found out about a book that tells the story.   Anyone out there know any more about ONA or this accident, to add to or have a comment?

You might want to know how Balsey ever got his name.   He once told me, “my mother had a sense of humor,”  but, of course,  I always assumed it was a family name.  I never did know if that was true–either way, as he has quite a sense of humor, himself.  Balsey quit his UAL instructor position to go back to ONA, when called up for the ONA job.  I will also research the history of ONA–when they again went out of business, etc.

Balsey, old buddy:  you still out there somewhere?

(New update, as of Jan. 25th:  See the comments where  Balsey responded and called me one day after I wrote this. I hadn’t heard or talked with him for 44 years and wasn’t even sure he was still alive, but he most certainly is–and kicking.  Still full of expression and tons of info about his ordeal.  I will be writing much more about all that he said, including the book he told me about.   I’ll be buying that immediately (entitled, “Thirty-five Miles from Shore“).

(According to Balsey, most of what I wrote above was essentially true–especially about his name being “in the family.”  Turns out there are and have been a bunch of “Balseys” around.  After his accident, Balsey related, he made lots of friends–with many “Arubians” from Dutch Antilles Airlines, including the Prime Minister.  Dutch Antilles Airlines made him an honorary Captain.  Don Ho and tons of others involved honored him, relating his  aviation experiences extended him celebrity privileges).

There will definitely be more to relate here–especially when I read, “Thirty-five Miles From Shore.”  Any other old buddiess of Balsey’s out there?  Some names he mentioned are:  Don Blum, Tito Cordera, the Richard Obata family, Don Ho–recently deceased, of course; Hugh Hart, his navigator.  Write or call me (352-249-4484) if you are a friend or have any common experiences (as Balsey was alerted to this blog) and would like to discuss more about all this.

I will also relate a tail about another “old buddy of mine”–Dave McCann, who has been missing for over 35 years and may well be still alive somewhere (though probably does not want to be found).  He is, perhaps, in South America somewhere.  (Quien sabe?).  He also worked for UAL (as a navigator–as did I on temporary duty for a time, while hired permanently as a pilot).  He was laid off in early 1970 or so and he and I were partners in a “flying business” in Grenada, West Indies.  I owned a twin engine Piper Apache, leased to him and his “enterprises” and he allowed a local commercial pilot fly it once, who ALSO DITCHED IT IN THE CARIBBEAN–an amazing coincidence, when he (also) ran out of fuel:  two good pilot friends involved in water landings.  Hmm.   That tale related soon–stay tuned!

Hello world!

Who am I?

A retired airline captain, a golfer,  guitar and ukulele player, big-time world traveler (tongue-in-cheek brag, but I can fly for ‘almost free’) and a “tax expert.” I’ve got a great wife,  Laney, whom I love dearly.  She cooks, cleans, digs worms for fishing (oops, she doesn’t like that comment) and plays golf very well. I even love my mother-in-law.  I’m a lucky guy and I did stay in a Holiday Inn and get audited by the IRS recently.   Also see “About” on the right.   How about you?  Just ask and always comment, please.

I’ll answer all those things you ever wanted to know about aviation, airplanes and the stuff above and below.  Feel free to skip the third through 6th paragraphs and read about “The IRS and Me, The Sun Also Rises” and others.

What in the hell kind of a name is “Leweece, anyway?”  (answered in a minute–see this “hello world” thing first:)

“Hello World and Good Morning Viet Nam:  Besides the “tax thing,” that I go on and on about here,  I’ll be discussing airplanes, airlines, aviation in general–stuff you always wanted to know about “air machines,”  as well as “other amazing itemss of possible interest.”  Here’s are two examples:

1.  STUFF THE AVERAGE “AVIATOR” (includes passengers) ALWAYS WANTED TO KNOW

Why do you feel the change in cabin pressure when descending but not ascending?

Ans.:  (A fairly long reason, so I put the answer at the very bottom, below;  see ANS 1.).

2. PRO PILOT CORNER: Answer this one:  What famous model of aircraft earned the distinction of having the “derriere magnifique.”  Where and why was it posted with a picture of same and why was it so depicted.  (There will be a very rare few pro pilots who can answer that.  I’ll give you a month to answer (by commenting below);  then I’ll publish the answer.  (This is just a lousy trick to get you to come back).

Here’s another question (much easier, especially for “geezer pilots”):  What, why and where were the “stub, bypass, parallel and outer,” prior to the early nineties and what were they renamed to at that time? OK, it’s time to explain whom I write to here:

I’m starting out this BLOG, writing about how I’m convinced I am now an IRS tax filing expert and possibly how I can help you gain insight in exacting personal expertise yourself.  I call myself a “temporary expert,” because it’s not really the kind of “interesting subject”  I intend to pursue for the rest of my life.  I did a lot of studying the subject and I learned lots of ways to deduct legitimate expenses, etc.  I much prefer flying, computers, golf, music, my kids, travelling with my wife, putzing around the area trying to sell some real estate on my Whizzer motorbike or SUV and generally being free of time-consuming work and retiremaint is great, doing what the hell ever else I feel like  in my remaining years.  Look for another post on this subject soon.

Regarding this  so-called “tax expert thing”  I now claim.   Truth be told,  I’m certainly no expert, like a CPA or lawyer would be and when it comes to the actual filling out of the IRS forms,  I’m definitely not the best.   But I’ve certainly learned a lot that I can relay recently and the story I have to tell is possibly enlightening, if not at least interesting.  There are facts that several experts have wrong that may even help you.

The only true interesting thing about it is that I have been recently approved (Jan., 2009) for a considerable rebate from the IRS.   When I actually get the check (with a bunch of interest!),  I will post what they had me “assessed” at and what I finally got back.  You will be amazed at what thirty calls,  letters and faxes (including the only one that actually and eventually worked–to the IRS Commissioner’s Office in Washington, D.C.) accomplished,  after (only!) three and a half years.

I became very fortunate during my recent 6-day audit, by actually befriending my IRS auditor.  He helped me fill out the forms more properly–far better than I ever had before and actually suggested several ways I could save money.  At one time, “pre-hard-drive crash,” I had a previous two year’s 1040’s pretty well in hand.  All forms were well researched, tabulated, verified and looking good, using TaxCut.  Then came the crash and, quite naturally, I wasn’t backed up properly.  (I don’t profess to being an astute computer nerd, but I try).  I thought I had it all on a backup CD-ROM, but somehow it became magnetized and corrupted, so I had to reconstruct from my hard copy at the last “minute” (OK, more like a day or two) before my audit.  Again, there will be another post, expanding on this soon.

I was involved in so many businesses and ventures in those two years after retirement, that I couldn’t remember exactly how or what my thinking was so many years ago.  I still had the documentation, but not the original worksheets or tabulations.  The reconstruction attempt was less professional than I would have liked and actually became embarrassed when I was asked to produce proper forms and evidence, as it seemed to me like having the proverbial basket full of receipts to show the auditor.  OK, it was slightly better organized than that, but he had to give me a lot of benefit of the doubt and, God help me, he did.  What a jewel of a man!

I never thought I’d have so many nice things to say about an IRS auditor–the guy everyone fears.  He actually gave me a compliment or two about my knowledge of the system and (here’s a key) “how it was a pleasure working with me,” though I’m certain he thought otherwise about my organization.  I did get through the audit better than I had ever hoped and when you see the numbers, I know you will be amazed at what one person vs. the IRS was able to accomplish.  You will actually see copies and excerpts of letters that hopefully will give you some idea about how you can approach your next tax filing or audit.  I cannot underscore the importance of being relaxed and human toward your auditor.

Another quick tip:  Do allow him (or her) to come to your house to audit you, as they gets mileage and some per diem, which certainly supplement their income somewhat.  You”ve got to believe those guys and girls like to get away from the cubicle or that tiny room at work.  Feed them coffee or tea and home-made Amish bread, like my wife and I did.  It works!  Ask for a break every hour or so and turn on the charm.  Make them your friend.  “Right…,” you say.  It CAN be done.   I did it and you can too.

See the category, “IRS Audit,” for more info (going to put this previous stuff in there soon, too.  I just noticed how long I wrote about it above.  Sorry).

If you’re still with me, stay tuned for an interesting ride.  Come back soon.  If you wish (and I encourage and even implore you), feel free to send me an e-mail and’or comment right here, then you’ll get all installments in your e-mail when you leave it, free.  Opt-in or out at any time.  But give it a try for a while and see if you don’t just learn enough to save yourself hundreds, if not thousands, like I did.  It’s not only possible, but very, very likely.  I am the expert (sure I am) because I said so!  Write me or reply here (or both) now.  (JimGives@gmail.com)  That’ll get you those auto- installments.  Thanks.

Meanwhile, have a “scotch and soda” or a beer or Pepsi and check out this amateur rendition of a classic Kingston Trio song.  This is your one big chance to meet me in “amateur-song city” there.  I have two sons who play a much meaner guitar than I, but I try and I’m occasionally a ham.  Check it out–even pan me if you wish.  I have thick skin:

http://www.youtube.com/watch?v=P4Mh2kszZYY&feature=channel_page</a>

It’s always a good idea (even entertaining, I hope) to read the video comments, in YouTube where it says, “more info”  (to the right of the actual videos).  Then, please add your own questions or comments here and/or there (copy and paste both).  Please do.  Do it now and if and when you do, you’ll  get a free bonus in your e-mail.  I’m not telling what now.   You might also check out “Blue Skies” where I introduce my daughter, (MollyMcGivern.com), a born and professional actress.  Got a job for her?    She just got laid off of a huge production: (“Waikiki Nei,” in Honolulu.  You can Google it.  They were taking in less ticket revenue than they had hoped and are now reorganizing the whole production).  She has gotten some bit parts in “indiana Jones” and “Lost” (to be aired in February).  Hey, I brag about my kids and my brothers.  You’ll be hearing more about them.  Truly interesting stuff.  (You might think not, but I believe you’ll be entertained and possibly learn some things, to say the least).

Hang in there and COMMENT!!  My one burning question for you now:

What is YOUR one burning question about airlines/airplanes/aviation in general.  Answer with a comment.

ANS 1 (from above re: aircraft cabin pressurization):

When climbing, a plane’s cabin pressure decreases from normal ground air pressure up to the maximum equivalent of an average Rocky mountain (say, 8,000 feet, though 5-6,000 feet (like Denver’s pressure) is probably more average for 33,000 feet of flight altitude).  It’s simply not practical design for aircraft manufacturers to maintain seal-level pressure, so they design the max “cabin altitude” where a person can still breathe easily.  As you ascend the higher pressure in your ear will easily adjust to a lower pressure, but descending it is more difficult for the eustacian tubes to handle going from the equalized lower pressure at flight altitude to higher.   Now pressure is pressing inward on your eardrums and can actually press fairly hard without equalizing unless you can somehow mechanically equalize, occasionally giving you an earache, especially if you have a cold or ear block.  A great relief measure is to “valsalvo”–that is to hold your nose and “blow.”  Many folks have such a permanent problem that valsalvoing is the only way they can relieve that pressure difference.  It produces immediate relief when your ears “pop.”

That’s plenty (probably too much) to absorb for this “hello world” intro, but look for more expansion of each topic to come.  Thanks for getting this far.

Hey Boys and Girls (of all ages): Take Off with your prospective Airline Career (or not)…

An Airline Career May Become Part of Your Life (and that of “Others”–young or older)

As “Captain Seamus”–(what my dad called me–it’s Irish for James), I am now promoting a new “mentoring program.” You are a parent, grandparent, relative of any kind, friend (or friend of a friend) of a young person (boy or girl, grade school, high school–even in a college kid).

Or…you are the young person yourself! Either can be the mentor!. Here, Captain S. shows a Power Point to students during “Career Day” at a Florida Magnet School.

When I was a kid, I longed to become an airline pilot. That was going to be my job in life from the time I was eleven years old. An airline career in virtually any field–mechanic, flight attendant, customer service, etc. is extremely rewarding for many reasons, not the least of which benefits a young boy or girl and an older (possible) mentor.

I only say, “possible,” as mentioned, because the younger person can also be the mentor! He or she may well be the first to see this BLOG and know of the older “other’s” interest in flying, airlines and/or airplanes in general. Men and women of all ages often live vicariously in airline careers of all types–especially pilots.

What you get right here, whether you are the Sr. or the Jr. mentor, for under 15 bucks–well, really $14.95/year is: Two comprehensive e-zine-type e-mails, mailed out bi-monthly–one for each “mento” (for whatever reason, I’m not crazy about the word, “mentor.” Think of them as candy wafers, if you wish. Nah, forget that).

Both “mentos” get two (times two!) identical e-zines per month–absolutely exhilarating copy, with a guaranteed 90% of aviation stuff you’ve never seen before–all kinds of airplanes, big or small–all kinds of careers in aviation.

We especially encourage the younger folks to think “airline career.” Capt. S. will certainly instruct on the best ways to become a pilot (if they have that inclination), but Laney, Captain Seamus’ wife and former customer service supervisor, is expert at airline service and satisfaction. Other av-specialists will “speak” of other careers at the airlines, as well. Believe me, we all have stories, instruction and…are you ready?… (The Best for Last…):

********** Free Airline Passes for THE REST OF YOUR LIFE (if you’re the employee) and shared companion passes with your “other,” too.

YOU DO NOT WANT TO MISS THIS FLIGHT! Hop into the jump seat of many reciprocating and jet air machines and see for yourselves how this works. ***********

(While you wait for your graduation, if still in school and to be prepared for pilot or airline training, consider this, below–available for either mento–strictly optional. Capt. Seamus and son, Matt, invite you to look at an amazing internet marketing plan that can make either or both of you all the money you need for flying lessons or training for flight attendant, aircraft or engine mechanic training–whatever your intended specialty (these schools are kind of expensive, so start saving now). This will help (and you may make tens of thousands!).

A BONUS: Check this out and always feel free to contact us at 352-249-4484. When you join the marketing plan program above (and below) at a measly $25 (or more, depending on the initial plan you select), you get all the e-zines/e-mails for free for a full year. Here’s a little on the program. It’s really a lot of program!: http://www.empowernetwork.com/ALMOSTaSECRET.php?id=JimGivestheSky

So copy and paste that link, if simply clicking on it does not work, or JUST click on the “Idea square,” below. ****(Don’t miss out)****

(Then, write this on a post-it and stick it on your computer or book you’re reading: ( http://bit.ly/11kR8IS ). All of these URLs and the square are the same page–an incredible money-making “funnel.”:

(It’s about to launch at any time, so be at the beginning of an amazing money ride now. Beg, borrow or steal your entry, because after launch, members will pay a $500 fee. You can save it right now. I’ll be erasing this in, likely, less than a week).

Southwest’s latest “pop-top” rapid decompression airline incident.

Rapid Decompression (like the recent Southwest Airlines at 36,000 feet–hole in the fuselage top; Phoenix to Los Angeles; emergency landing enroute at a Yuma Air Force Base).

Aren’t you happy that the procedure for a rapid decompression at altitude is diligently practiced nearly every year by commercial airline pilots during recurrent check rides? In Captain Jim’s experience with United Airlines, he guesses he either practiced or was examined on such a procedure–getting immediately down from rarefied air to a breathable altitude–some 100 times, plus, in a 35-year period. It’s something you must do immediately and is so designated an “emergency procedure” in every flight manual of every jet airplane (and a few pressurized “recip machines,” as well.

The rapid decent involves immediate steps that a crew must perform–several such steps are done “all at once,” such as “dumping the nose with power off and speed brake engaged, at the same time getting a quick-don oxygen mask on. All of that can easily be accomplished in less than 10 seconds. Getting down to under about 16,000 feet is paramount, so that passengers who do not get their masks on do not pass out or even experience serious oxygen deprivation, which can, if at any sustained time at higher altitude, could actually result in brain damage. A 45-degree bank may also help get the machine down faster, as well. All of these sudden actions can be “more than disconcerting” to the average passenger–even pandemonium, but so many things happen so fast, that often stories differ wildly as to what is/was felt at the time. In this case, even a flight attendant was reported to have fainted when the (controlled) rapid decent was performed.

In approximately 1983, while Jim was a fairly new B-737 captain, there were two noted such “pop top” (fuselage rupture in the ceiling) incidents–one of which, with Aloha Airlines, resulted in loss of life–a flight attendant being sucked out of the plane at altitude. Jim recalls going to a maintenance hangar to see for himself what new inspections were being ordered by the FAA, as well as if the airplanes he were flying at the time were safe in that regard. He recalls the discussion with a mechanic supervisor that they did, indeed, inspect the “hull” of every aircraft for structural integrity at mandatory periodical inspections. He explained that, most likely, newer, more stringent inspections for metal fatigue would be ordered, but that he was satisfied that at least “our airline” was doing it properly. Pilots like being more assured that, since they are “much more involved” with such an incident–a definite possible disaster–that their machines are safe in that regard.

The traveling airline passenger can be assured that new inspection procedures will be reviewed for relevancy as soon as possible, though these procedures are hardly ever done soon enough for their (or their pilots’) very next flight experiences. It can often take months before such “directives” to become disseminated and performed, though ongoing, past-required inspections may be more diligently performed in the meanwhile.

Come back here in the next few days for more information regarding this subject, as the latest incident information is more fully disseminated and reviewed. Meanwhile, here is a URL of one such explanation of the incident: http://www.cbsnews.com/stories/2011/04/01/national/main20049916.shtml.

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Boeing 707 and a little “swashbuckling.”

Boeing 707 (Civilian), KC-135 (SAC refueler) and C-135 (MAC passenger/cargo transport).

I got this in an e-mail and don’t recall who wrote or relayed it. There’s some truth in much of this, but some of it should be a bit “tongue in cheek.” Enjoy.”:

The Age of the 707

That smoke is from the 1,700 pounds of water injection the J 57s used for take off. (Perhaps you can note where the airplane is–to the runway overrun, where you suck the gear out from under it.)

(Picture coming here very soon. Sorry)

The Good Old Days. (Written by a macho pilot, not me)

Those were the good ole days. Pilots back then were men that
didn’t want to be women or girly-men. Pilots all knew who
Jimmy Doolittle was. Pilots drank coffee, whiskey, smoked
cigars and didn’t wear digital watches.

They carried their own suitcases and brain bags like the
real men that they were. Pilots didn’t bend over into the
crash position multiple times each day in front of the
passengers at security so that some Gov’t agent could
probe for tweezers or fingernail clippers or too much
toothpaste.

Pilots did not go through the terminal impersonating a
caddy pulling a bunch of golf clubs, computers, guitars, and feed
bags full of tofu and granola on a sissy-trailer with no hat
and granny glasses hanging on a pink string around their
pencil neck while talking to their personal trainer on the
cell phone!!!

Being an Airline Captain was as good as being the King in a
Mel Brooks movie. All the Stewardesses (aka: Flight Attendants) were young, attractive, single women that were proud to be combatants in the sexual revolution. They didn’t have to turn sideways, grease up and suck it in to get through the cockpit door. They would blush and say thank you when told that they looked good, instead of filing a sexual harassment claim. Junior Stewardesses shared a room and talked about men…. with no thoughts of substitution.

Passengers wore nice clothes and were polite; they could
speak AND understand English. They didn’t speak gibberish or
listen to loud gangsta rap on their IPods. They bathed
and didn’t smell like a rotting pile of garbage in a jogging
suit and flip-flops. Children didn’t travel alone, commuting
between trailer parks. There were no Mongol hordes asking for
a seatbelt extension or a Scotch and grapefruit juice
cocktail with a twist.

If the Captain wanted to throw some offensive, ranting jerk
off the airplane, it was done without any worries of a
lawsuit or getting fired.

Axial flow engines crackled with the sound of freedom and
left an impressive black smoke trail like a locomotive
burning soft coal. Jet fuel was cheap and once the
throttles were pushed up they were left there, after all it was the
jet age and the idea was to go fast (run like a lizard on a
hardwood floor).

Economy cruise was something in the
performance book, but no one knew why or where it was. When
the clacker went off no one got all tight and scared because
Boeing built it out of iron, nothing was going to fall off and
that sound had the same effect on real pilots then as
Viagra does now for those new age guys.

There was very little plastic and no composites on
the airplanes or the Stewardesses’ pectoral regions. Airplanes
and women had eye pleasing symmetrical curves, not a bunch
of ugly vortex generators, ventral fins, winglets, flow
diverters, tattoos, rings in their nose, tongues and eyebrows.
Airlines were run by men like C.R. Smith and Juan Tripp
who had built their companies virtually from scratch, knew most
of their employees by name and were lifetime airline
employees themselves…not pseudo financiers and bean
counters who flit from one occupation to another for a
few bucks, a better parachute or a fancier title, while
fervently believing that they are a class of beings unto
themselves.

And so it was back then….and unfortunately never will be again!

BLOG NOTE:

Kudos to the unidentified writer.

I believe all that, but then I’m a unabashed, macho, non-apologizing realist too, like him. (Riigghhtt, I wish!).

I actually flew the military version of the B-707, mostly as a navigator. SAC called it KC-135, the refueling version, but I was in MATS (Might Arrive Tomorrow Sometime–actually Military Air Transport Service; later changed to MAC–Military Airlift Command). Our 707 was termed simply, “C-135.” We flew lots of “kids” out of Ft. Dix from our base at McGuire AFB. We used to believe in “SLAAGAPIBE.” (Stay Loose As A Goose And Play It By Ear). We were a casual, but professional bunch of officers.

One other thing and one of the few loved pioneers this pilot adds to the write-up above, was that of the addition of Pat Patterson (CEO and co-founder of the true and sacred, non-bean-counter, United Airlines), who was still alive when I was hired. He was revered by virtually every employee. He truly remembered (or consulted his notes) before he visited any office or flight line, so he could call each employee by name (if he had ever met them before or had ever wrote them a note). Employees loved him for more than just that, but were always amazed with that particular trait. We all treated his wife with the utmost respect after his death. (She flew a lot and was on my airplane many times in the 60’s and 70’s). She never refused a stiff drink, which kept a super smile on her face for many years. She waved to the pilots and told the “stews” thank you. She and Pat never had to worry that a flight attendant might spit on their food like one particularly un-liked CEO we had, who would never eat or drink in first class, other than an unopened can of coke on any flight. He knew to be careful (with usual good reason).

BTW, the reason this machine “smoked so badly,” as the “prologue” mentions, was that model’s initially-installed engines used “water injection” for cooling on takeoff. Fan engines, installed on virtually all later model jets and retrofitted on the older ones, precluded the effect the older “water wagons” exhibited so spectacularly. We used to pay particular attention to V1 (safety speed to abort a takeoff in case it was necessary to stop on any remaining runway length–always preferred!), because very often we used every inch (it seemed) of available runway to lift off. With the more powerful engines, we still certainly read out V1 speed, but it was usually a moot point, as there were usually lots of room left to stop, should we need to. I can recall only three aborted takeoffs at a high speed in my 40 years. One was on a DC-7 (non-jet which overheated and actually caught on fire), one DC-8, which was a false warning and one 727 takeoff (related in my BLOG at jimgivesmostlyaviation.wordpress.com)–a max performance abort to stop short of a taxiing aircraft crossing our runway at O’Hare during the winter of ’76 (I believe).

Drunk Pilots, Overflying Pilots in the News

Drunks, Overfly-ers and Water-ditching Pilots in the News

I’ve been asked a lot lately about the several airline controversies in the news lately.

The question is usually, “What do you think about airline pilots flying drunk and not paying attention on duty?”

My personal opinion is that airline pilots are no different from any other busy professional. There are often so many “distractions” that unless you are darned disciplined (like most) with situational awareness, it’s very easy to relax a bit too much in what are usually familiar situations.

I’m not saying Irwin Washington, the UAL pilot who was over the alcohol limit in Britain (.04, by the way–1/2 of a beer will do it there), is in any way to be given an ounce of sympathy, but I have no doubt someone was likely either out to make a personal point or hoping to become a “hero.” There is precedent that this same kind of “vigilante action” has occurred at Heathrow before.

A “reporter” may get on TV, perhaps believe they’ll be promoted and questionable kudos from some–for sure the media (for the story), but is not only often considered with raised eyebrows by peers, but occasionally fired from the airline for “one reason or another.” The airline will almost always find a reason to get their point across that “going outside the airline’s disciplinary controls” is not a good idea. In this case, it may not have been an airline employee who reported. We’ll know soon.

Most rational folks know that a half a beer isn’t going to keep anyone from driving home unsafely. Neither is a whole beer (.08 or less in the U.S.). No one will make excuses for this pilot, breaking the regulations, but I seriously doubt this pilot was drunk.

I flew for 23,000 hours, plus and never flew with a drunk pilot. Nor do I know of any other pilot who did–or would. Ninety-nine percent, plus, of airline pilots, at least, would never take the chance–the career is simply too valuable to take it. We would never do it on principle either–for the safety of our passengers, not to mention ourselves. Makes sense. Believe it.

Don’t get me wrong. Most flying regulations are reasonable and necessary and First Officer Washington knows full well that he was jeopardizing his career by violating the “bottle to throttle” reg. In fact, I flew for UAL for nearly 35 years and for over 20 of those, we had a “company” 24-hour rule of no drinking. We occasionally broke that company rule, though not the FAA rule–usually when called out earlier than scheduled normal layover time–for “equipment substitution” or to cover another flight for some irregularity. Truth is, though the company would never admit or sanction it, I recall times when a captain might level with a flight manager that he and/or his crew “might be” within 15 or so hours from takeoff, having had a beer or two. He “might have” cited the FAA rule and look the other way when we flew out earlier than our regular layover time. The manager would probably casually ask if anyone could be under any alcohol influence by the time we went on duty. Nah…and away we’d go.

The FAA rule was always eight hours, but most airlines had their own company regulation of at least 10-12 hours. United relented when we merged with Pan American after UAL took over their routes, bought their airplanes and merged our seniority list with many of their senior pilots.

PAA pilots never had a 24-hour rule before and weren’t about to adopt “Marvin Mainliner’s” rules. They felt being under a more restrictive rule was condescending and simply kept to their old rule. Rather than considering to fire hundreds of pilots, UAL adopted a new, less restrictive rule.

The old joke was to mix up rules: no smoking within 24 hours of flying and no drinking within 50 feet of an airplane. Many Mainliners were suddenly more happy about the merger. I never knew a pilot who abused the new reg. I’m sure it’s possible to test .02 even after 8-10 hours after drinking, depending on the amount consumed, but that’s part of being responsible. Most pilots are.

Time to put it all in perspective. Tens of millions of hours of flying per week are done responsibly by tens of thousands of pilots world-wide. An isolated incident makes great news and so does saving an airplane by landing in the Hudson.

If you thought about it, there are many other professions that compromise public safety that are and are not reported. Those are simply not as spectacular, “news-worthy” and thought-provoking as a pilot’s indiscretion, but much more pervasive than you’d likely ever imagine.

The recent Minneapolis overfly by “distracted” pilots, unaware of their “situational awareness” and resulting media coverage illustrates both media hype and the newsworthiness. Keep in mind that there were regulations, reporting and scrutiny well in place to cubbyhole these “no-loss-of-life incidences.” No doubt future ones will be well covered, as well–all part of life in this modern world.

Naturally, I’d like to see reported all the positive pilot articles more, like the fairly recent ditching that saved lives, as well as other interesting stories you might find here at http:tinyurl.com/jimgives (see the categories and recent posts).

Here is something that may make you feel better: Occasionally a pilot who has a schedule to fly, say, in two days, might be called and asked to “volunteer” to take an earlier trip, to cover an unexpected illness or reason a reserve pilot may not be available. There was never one word said if a pilot simply said he was “unavailable.” That may mean he’d had a social drink or two during his time off. He could even mention exactly that with no fear of reprisal. Schedulers would simply find someone else–even cancel a flight if need be.

(Anyone may copy and disseminate anything said above, with or without this author’s recognition or permission, however a mention is appreciated. Please comment with whatever you do. Thanks for your consideration).

–Capt. Jim

An up and coming aviation blog in the works…

Captain Seamus J. and Friends Tell All–a new blog, book and a “definite maybe”  movie script by this infamous pilot character–tales much too unbelievable to be true.

Or are they?   Perhaps not 100% accurate,  but usually very close,  as many are told by retired pilots and no one can be positive about everything–“hangar flying” being what it is.  Never outright lies, but perhaps an occasional, unaccounted for embellishment or slightly exaggerated insertion.  For example, a pilot or navigator might never admit to being lost, but, perhaps, temporarily disoriented.

There are many tales of the infamous Seamus J. McIver,  also a retired airline pilot.   How and why he ever got the job in the first place (and how he he managed to keep it–for 35 years!) has been the subject of much past conjecture.

If you’re thinking this may be the alter ego or nom-de-plume of the author here, think again.   Well, OK, read on. (I only had 34 and a half years of airline flying,  plus four other unforgettable years earlier, after training and active duty in the Air Force during Viet Nam) .

Hi.  I’m retired Captain Jim McGivern and I have lots of pilot friends.    Many, though certainly not all,  are retired airline pilots,  like me.

We all have huge egos.    I guess it comes with the job.    I have a bunch of airplane and airline stories, but I know that no one wants to hear a bunch of lies from just one guy.

It’s a lot more interesting to hear, first hand, from a gamut of pilot personalities, their goals, their personal aspirations.  Ah, B.S.–actually, their hairy stories and the troubles they’ve gotten into.    There’s an old axiom:  “A good pilot has no scary stories.” (There aren’t too many of those around–the truth be told.  That is, of course, pilots with NO scary stories.).

Yet another axiom:  There are old pilots and there are bold pilots.  But there are no old, bold pilots.  Scary, old and bold stories abound here.   Read on.

For the upcoming,  “Tell All” blog,  we’ll be asking questions like:

1. How and why did you ever get into flying?

2. What can you tell anyone who might think flying is the way to go–for a career? ( For more of this, see: http://wp.me/poPwk-bo )

3. What are the advantages and disadvantages of a pilot career?

Possible advantages: Fun, good salary, time off, adventure, interesting people, fulfillment, sense of accomplishment, helping people get from A to B.    Yeah, right.   How about:  Meeting lots of great looking honeys?   Seeing the world, your own way (perhaps read:  without wife and kids.   God, how irreverent and, perhaps sexist, especially if you are female yourself!.   Rephrasing:  “great looking honeys or hunks” and “without spouse”).

Disadvantages: Being away from home; long hours; flying red-eyes–back of the clock–and getting in big trouble with management and your family.  (I know that happened to many guys–maybe gals, too, but never, never to me. Riigghhtt).

4. What are your best airplane stories?   If I were going to make a flying movie, what incident or story would make a good one?

5. When people learn who you are (or were),  an airline pilot, what are the first questions they ask you and how do you answer them?

6. Who was the most unforgettable pilot you’ve known or flown with?  Be careful here, because I may interview another pilot who might name you.

7. Who else should I call?   What gregarious character-pilot do you know who might contribute?

8. Why don’t your kids fly (if they don’t) or why do they,  if they actually do?

Personal note. Skip, if you wish:  My kids?–five of them.  Oldest might have gone that route, but he’s color-blind.   Second kid might have also, but he fell in love at 18–too early–got married.  Third boy is dedicated to music and surfing.    Fourth might have also, but I took him to the Air Force Academy when he had a shot at it  and he heard some bad stories about the “corps”–one from an actual cadet who wished he’d never joined himself.   I might have scared him in the air, as well  (doing loops and spins) when I got him his student’s license.   I’ll have to ask him his take on it back then.   Daughter, Molly, had the requisite personality, brains, ability and would most certainly be game for it, but she decided on more of a “artsy-type career” (acting, music, psychology major, etc.   That might seem boring at first, but not the way she does it!).

Continuing on…

8. What’s your favorite pilot/aviation joke?

9. Who have you influenced the most about an aviation career, if anyone?    I know of at least three kids who have trained and become airline pilots–mostly because of my stories and nudging.

10. Now, I don’t limit these questions to only other pilots.    Some of the best aviation stories I’ve heard were from “the laity.”   But we’ll try to keep this blog’s theme “on theme” and relate all stories, mostly true only–unless it’s a joke or you’re not sure.   If so, we’ll term them as such.   So let’s keep those tales coming in.

So I’ll be calling my friends with my cheap camera and tape recorder.   (Flight attendants will tell you that all pilots are cheap.    (What’s new?)  I’ll send my buds this series of questions and talking points and ask them to send me an old and/or recent picture.    Maybe like this one (Geez, maybe we should stick to airplanes!):

PICTURE *** (OK, maybe later)…

I might do a special on the most interesting FA’s you ever knew:   Many of us knew and loved, “Rachael.”    There will undoubtedly be stories about her. (and F A doesn’t stand for “Fat Ass”–though it ‘could).   Ever know a flight attendant gold digger?–I have a name in mind.   She finally married a pilot (it could have been me when I was a single pilot and was once (very briefly) smitten;  Thank you, Lord, didn’t happen.   I came to my senses).   I believe her marriage to a certain “chief pilot” ended in divorce.

Anyway, I’m thinking:  most beautiful FA;  funniest;  smartest;  dumbest;  the most adventurous–(just thought of another) and, perhaps I’ll write about the three FAs, who travelled to Guatemala with me as passengers  (not all at once;  one got the worst case of Montezuma’s Revenge I’ve ever seen (or heard), though I’ve had some pretty bad cases of food poisoning myself.   Ask about our Aruba Honeymoon or a particular trip to New Delhi, when the whole crew  visited Agra and the Taj Mahal).

Pilots can’t help it.    Before the bean counters got a foothold in the airline business,  we were more carefree, relaxed and even, er…”swashbuckling”  (if there ever is a legitimate general pilot description at all).   Well, certainly not all of us, but perhaps we were more carefree and relaxed about our job–once.    There was a time and,  I suppose,  there’s still some of this “thinking” around by management,  excluding the bean counters, when a pilot could say,   “I’m not taking that piece of crap aircraft in this weather with those logbook write-ups and that generator out.  Forget it.”   At one time, no one would never blame him for his actions and he’d never have to answer for his decision either.

Most commercial pilots have heard stories about pilot job intimidation,  i.e.:  “You take that machine to Boise or forget about your job.”   At certain airlines,  guys played “you bet your job” all the time.   Some of those airlines didn’t survive, but there seems to be some of that same management thinking creeping back these days.   Hopefully, there is a watchdog or two out there.   One is supposed to be the FAA, certainly a necessary agency and, for the most part, they regulate fairly efficiently,  in my  view.  I know many who are skeptical about certain policies, however.

Put it this way:   The industry definitely needed regulation, but economic pressures of the time prompted opting out of route regulation many years ago.   Too bad it didn’t stay that way;  perhaps the airlines wouldn’t be in such bad shape today.   I admit, I thought “dereg” was a great idea at the time,  but I was wrong.   One thing for sure, the managers and the government definitely got its intent wrong since deregulation.

I have a ton of other great “air ideas” to put in interview format or otherwise, on DVDs, on YouTube, Free IQ, advertise on Twitter, Facebook, MySpace, etc.    What do you think?   Am I “in?”    Will you work with me?    I’ll be asking you more about all this, often and soon.

These days, however, are much tougher times for “airline types.”   Things are a lot different from those old days, when the pilots unions had a voice about how they felt the business and safety of “flying people around” should be conducted.

I live in a gated community of some pretty staunch (to say the least)  Republicans.    Say the word, “union” to them and they come off the wall, but I always give them a paragraph or two about how the airlines wouldn’t be near as safe as they are now without pilot unions and they say, “hmm.”    At least they feel differently about them, or so they pretend.   On the other hand, many retired pilotsdon’t trust them (the unions or the Republicans) with your pension, either.   The “active guys” might sell you out.   Pilots unions these days have lost their balls.   Don’t get me started.   Or, perhaps better yet, do so.   Reply now!

Capt. Jim (“Gives”)
jimgives@gmail.com   (Please send stories here.  C’mon, fish out those old aviation stories and experiences.  Share them with us.  You don’t have to be a pilot to participate.  If you’ve ever flown, you have one or more–guaranteed.  At least leave your phone number and I’ll call you).

An eye-opener on taxes and the economy (?)

A pretty interesting treatise on what supposedly happens when the rich get taxed more.  Really worth reading and thinking about.  If the past is any clue to what we should do now, this is enlightening, to say the least.   I wish Mr. Hartmann had made part of his headline, “Really Rich People” instead of “Republicans,” (inferring most or all Republicans, but I believe most of his article, below):

So what happens if the top marginal tax rate on people making over $357,700 goes up from its current 35% to, for example, the Eisenhower-era 91%?.  Read on (believe it or not, I suppose).

For over 120 million American workers who don’t earn over $357,700/year, it won’t mean a thing. But for the tiny handful of millionaires and billionaires who have promoted The Great Tax Con, it will bite hard. And that’s why they spend millions to make average working people freak out about increases in the top tax rates.

Rates on the very rich went back up into the 70-90% range from the 1930s to the 1980s.  As a result, the economy grew steadily;  for the first time in the history of our nation we went 50 years without a crash or major bank failure and working people’s wages increased enough to produce the strongest middle class this nation has ever seen.

Then came Reaganomics.   And “deficits don’t matter” remember?

July 21, 2009

The Great Tax Con Job

By Thom Hartmann

Republicans are using the T-word – taxes – to attack the Obama healthcare program.  It’s a strategy based in a lie.

A very small niche of America’s uber-wealthy have pulled off what may well be the biggest con job in the history of our republic, and they did it in a startlingly brief 30 or so years. True, they spent over three billion dollars to make it happen, but the reward to them was in the hundreds of billions – and will continue to be.

As my friend and colleague Cenk Uygur of The Young Turks pointed out in a Daily Kos blog recently [1], billionaire Rupert Murdoch loses $50 million a year on the NY Post, billionaire Richard Mellon Scaife loses $2 to $3 million a year on the Pittsburgh Tribune-Review, billionaire Philip Anschutz loses around $5 million a year on The Weekly Standard, and billionaire Sun Myung Moon has lost $2 to $3 billion on The Washington Times.

Why are these guys willing to lose so much money funding “conservative” media? Why do they bulk-buy every right-wing book that comes out to throw it to the top of the NY Times Bestseller list and then give away the copies to “subscribers” to their websites and publications? Why do they fund to the tune of hundreds of millions of dollars a year money-hole “think tanks” like Heritage and Cato?

The answer is pretty straightforward. They do it because it buys them respectability, and gets their con job out there. Even though William Kristol’s publication is a money-losing joke (with only 85,000 subscribers!), his association with the Standard was enough to get him on TV talk shows whenever he wants, and a column with The New York Times. The Washington Times catapulted Tony Blankley to stardom.

“Fellowships” and other forms of indirect sponsorship of right-wing talk show hosts have made otherwise-marginal shows and their hosts ubiquitous, and such sponsorships of groups like Norquist’s anti-tax “Americans for Tax Reform” regularly get people like him front-and-center in any debate on taxation in the United States.

All so they could run a tax con on the American people, thus keeping Moon and Murdoch and Scaife and Anschutz (and others) richer than you or I could ever even imagine.

All of this money was spent – invested, really, since it’s been more than saved back in low income tax rates on millionaires and billionaires – to convince Americans that up is down and black is white when it comes to income taxes. Here’s how it works:

Rich Person’s Tax Effect

If a person earns so much money that he doesn’t or can’t spend it all each year, then when his taxes go down your income after taxes goes up. This is largely because there’s little to no relationship between what he “needs to live on” and what he’s “earning.”

Somebody living on a million dollars a year but earning five million after taxes, can sock away four million in a Swiss bank. If his taxes go up enough to drop his after-tax income to only three million a year, he’s still living on a million a year, and only socks away two million in the Swiss bank. His “disposable” income goes down when his taxes go up, and vice-versa. (Technically, the word is “discretionary” income for after-tax, after-living-expenses income, but “disposable” income has become so widely used as a phrase to describe discretionary income I’ll use it here.)

The Rich Person’s Tax Effect is the one that virtually all Americans understand – and, oddly, most working class people think applies to them, too (this is the truly amazing part of the con job referred to earlier).

But it doesn’t.

Working Person’s Tax Effect – version one

Most working people spend pretty much all of what they earn – their “disposable/discretionary” income is close to zero. Savings rates in the US among working people typically are small – one to five percent – and during the last few years of the W. Bush administration actually went negative. So the take-home pay that people have after taxes – regardless of what the taxes may be – is pretty much what they live on.

As economist David Ricardo pointed out in 1817 in the “On Wages” chapter of his book “On the Principles of Political Economy and Taxation,” take home pay is also generally “what a person will work for.” Employers know this: Ricardo’s “Iron Law of Wages” is rooted in the notion that there is a “market” for labor, driven in part by supply and demand. So if a worker is earning, for example, a gross salary of $75,000, his 2008 federal income tax would be about $15,000 ($802.50 on
first $8,025 of income; $3,687.75 on income from $8,025 to $32,550; $10,612.50 on income from $32,550 to $75,000), leaving him a take-home pay of $60,000.

Both he and his employer know that he’ll do the job he’s doing for around $60,000 a year in take-home pay.

So what happens if his taxes go up, cutting his take-home pay to $55,000 a year (even though his gross is still $75,000)? Over time (typically one to three years) his wages will rise enough to compensate for the lost income.

Alan Greenspan used to be hysterical about this effect – he called it “wage inflation” – and The Wall Street Journal and other publications would often reference it, although the average working person has no idea that if his taxes go up, his wages will eventually go up. Similarly, when working-class people’s taxes go down, their gross wages will, over time, go down so their inflation-adjusted take-home pay remains the same. We’ve seen both happen over the past eighty years, over and over again.

When I was in Denmark last year doing my radio show from the Danish Radio offices for a week and interviewing many of that nation’s leading politicians, economists, energy experts, and newspaper publishers, one of my guests made a comment that dropped the scales from my own eyes.

We’d been discussing taxes on the air, what the Danes get for their average 52% tax rate (free college education, free health care, 4 weeks of vacation, being the world’s “happiest” country according to research reported on CBS’s “60 Minutes” TV show, etc.). I asked him why people didn’t revolt at such high tax rates, and he smiled and just pointed out to me that the average Dane is very well paid with a minimum wage that equals about $18 US (depending on the exchange rate from day to day).

Off the air, he made the comment to me that was so enlightening. “You Americans are such suckers,” he said, as I recall. “You think that the rules for taxes that apply to rich people also apply to working people. But they don’t. When working peoples’ taxes go up, their pay goes up. When their taxes go down, their pay goes down. It may take a year or two or three to all even out, but it always works this way – look at any country in Europe. And it’s the opposite of how it works for rich people!”

Working Person’s Tax Effect – Version Two

The other point about taxes – which Obama leveraged with his “no tax increases on people earning under $250,000 a year” pledge – has to do with the fact that our tax structure in the US is progressive.

Here’s how it breaks out for a single person from the 2008 federal tax tables [2]:

10% on income between $0 and $8,02515% on the income between $8,025 and $32,550;25% on the income between $32,550 and $78,850;28% on the income between $78,850 and $164,550;33% on the income between $164,550 and $357,700;35% on the income over $357,700.

Note that our $75,000/year worker has two full tax brackets above him, which, if they go up, will not affect him at all. (This is also true, of course, for the median-wage and average-wage American workers who earn in the low to mid-$40,000/year range.)

The top tax rate that a person pays is referred to as their “marginal tax rate” (in our worker’s case 28%). So what happens if the top marginal tax rate on people making over $357,700 goes up from its current 35% to, for example, the Eisenhower-era 91%?

For over 120 million American workers who don’t earn over $357,700/year, it won’t mean a thing. But for the tiny handful of millionaires and billionaires who have promoted The Great Tax Con, it will bite hard. And that’s why they spend millions to make average working people freak out about increases in the top tax rates.

Income taxes as the “Great Stabilizer”

Beyond fairness and holding back the Landed Gentry the Founders worried about (America had no billionaires in today’s money until after the Civil War, with John D. Rockefeller being our first), there’s an important reason to increase to top marginal tax rate, and to do so now.

Novelist Larry Beinhart was the first to bring this to my attention. He looked over the history of tax cuts and economic bubbles, and found a clear relationship between the two. High top marginal tax rates (generally well above 60%) on rich people actually stabilize the economy, prevent economic bubbles from forming, prevent economic crashes, and lead to steady and sustained economic growth (and steady and sustained wage growth for working people).

On the other hand, when top marginal rates drop below 50 percent, the opposite happens. As Beinhart noted in a November 17, 2008 post [3] on the Huffington Post, the massive Republican tax cuts of the 1920s (from 73% to 25%) led directly to the Roaring ’20s stock market bubble, temporary boom, and then the crash and Republican Great Depression of 1929.

Rates on the very rich went back up into the 70-90% range from the 1930s to the 1980s. As a result, the economy grew steadily; for the first time in the history of our nation we went 50 years without a crash or major bank failure; and working people’s wages increased enough to produce the strongest middle class this nation has ever seen.

Then came Reaganomics.

Reagan cut top marginal rates on millionaires and billionaires from 74% down to 38% and there was an immediate surge in the markets – followed by the worst crash since the Great Depression and the failure of virtually the entire nation’s savings and loan banking system.

Bush I cut taxes, and the nation fell into a severe recession while debt soared and wages for working people fell.

Things stabilized somewhat when Clinton slightly raised taxes on the very rich, but W. Bush dropped them again – including taking taxes on unearned income (interest and dividends – the “income” that people like W. born with a trust fund “earn” as they sit around the pool waiting for the dividend check to arrive in the mail) down to a top rate of 15%. (That’s right – trust fund babies like Bush and Scaife pay a MAXIMUM 15% federal income tax on their dividend and interest income, thanks to the second Bush tax cut.) The result of this surge in easy money for the wealthy, combined with deregulation in the financial markets, was the “froth” Greenspan worried about and led us straight into the Second Republican Great Depression, ongoing today.

The math is really pretty simple. When the uber-rich are heavily taxed, economies prosper and wages for working people steadily rise. When taxes are cut for the rich, working people suffer and economies turn into casinos.

Roll Back The Reagan Tax Cuts

While there’s much discussion about letting the Bush tax cuts expire, if we really want our country to recover its financial footing we must do something altogether different. We need to roll back the Reagan tax cuts that took the top marginal rate from above 70% down into the 30% range.

First, though, we have to help Americans realize that “no new taxes” is a mantra that is meaningful to the very rich, but largely irrelevant to average working people.

Only when the current generation re-learns the economic and tax lessons well known by the generation (now dying off) that came of age in the 30s through the 60s, will this become politically possible. Americans need to learn what Europeans know about taxes – they only matter to the rich.

Thus today the uber-rich are spending hundreds of millions to make sure words like “burden” are always associated with the word “tax,” and to convince average working people that they should throw out of office any politicians who are willing to raise taxes on the rich.

We have a lot of education to do…and as long as the Right Wing Machine of the uber-rich continues to “lose” (e.g. “invest”) millions of dollars a year in their ongoing disinformation campaign, it’s going to require all of us reciting the mantra, “Roll back the Reagan tax cuts!”

Watching in real time at the Woman’s 2009 U.S. Open in PA. Remember Annika’s last shot a few years ago?

Laney, my wife, is now working the “volunteer force” at “Hospitality” at the U.S. Open. at the time of this writing, that is.

I, on the other hand, am free to wander the venue as a paying “gawker.”  Laney already has Ochoa’s red autograph on her white volunteer’s hat, so “she’s cool”–she is always anyway, of course.

Remember when Annika sunk her eagle approach to the 18th–the last shot of her pro career?

Here it is again, in case you’d like a quick rememberance:

http://www.youtube.com/watch?v=Ml9WT7hLq0g&feature=channel_page

Leave me a comment below if there is anything I can tell you about that open–here or at Twitter: Twitter name = jimgives

www.twitter.com/JimGives

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Auto Supplier Tells GM Where to GO (and HOW to get there)!

Auto Supplier Tells GM Where to GO (and HOW to

get there)!

This message says a lot about our need to stand up and be responsible.  Hopefully it will get a wide distribution.  This is one of the greatest responses to the requests for bailout money I have seen thus far.  As a supplier for the Big 3, this man received a letter from the President of GM North America requesting support for the bail out program.  His response is well written, and has to make you proud of a local guy who tells it like it is.

This letter and Mr. Knox are real.. check it out at:

http://www.snopes.com/politics/soapbox/knox.asp
————————————————————————————
This is GM’s letter:

Dear Employees & Suppliers,
Congress and the current Administration will soon determine whether to provide immediate support to the domestic auto industry to help it through one of the most difficult economic times in our nation’s history.  Your elected officials must hear from all of us now on why this support is critical to our continuing the progress we began prior to the global financial crisis.
As an employee or supplier,  you have a lot at stake and continue to be one of our most effective and passionate voices.  I know GM can count on you to have your voice heard.

Thank you for your urgent action and ongoing support.

Troy Clarke
President,
General Motors North America

————————————————————————————————————————————

Response from:
Gregory Knox, Pres.
Knox Machinery Company
Franklin , Ohio

Gentlemen:

In response to your request to contact legislators and ask for a bailout for the Big Three automakers please consider the following, and please pass my thoughts on to Troy Clarke, President of General Motors North America.

Politicians and Management of the Big 3 are both infected with the same entitlement mentality that has spread like cancerous germs in UAW halls for the last countless decades, and whose plague is now sweeping this nation, awaiting our new “messiah,” Pres. Obama, to wave his magic wand and make all our problems go away, while at the same time allowing our once great nation to keep “living the dream.”  Believe me folks, The dream is over!

This dream where we can ignore the consumer for years while management myopically focuses on its personal rewards packages at the same time that our factories have been filled with the worlds most overpaid, arrogant, ignorant and laziest entitlement minded “laborers” without paying the price for these atrocities..  This dream where you still think the masses will line up to buy our products for ever and ever.

Don’t even think about telling me I’m wrong.  Don’t accuse me of not knowing of what I speak.  I have called on Ford, GM, Chrysler, TRW, Delphi, Kelsey Hayes, American Axle, and countless other automotive OEM’s throughout the Midwest , during the past 30 years and what I’ve seen over those years in these union shops can only be described as disgusting.

Troy Clarke, President of General Motors North America, states:  “There is widespread sentiment throughout this country, and our government, and especially via the news media, that the current crisis is completely the result of bad management which it certainly is not.”

You’re right Mr. Clarke, it’s not JUST management.  How about the electricians who walk around the plants like lords in feudal times, making people wait on them for countless hours while they drag ass so they can come in on the weekend and make double and triple time for a job they easily could have done within their normal 40 hour work week. How about the line workers who threaten newbies with all kinds of scare tactics for putting out too many parts on a shift and for being too productive.

(We certainly must not expose those lazy bums who have been getting overpaid for decades for their horrific underproduction, must we?!?)

Do you folks really not know about this stuff?   How about this great sentiment abridged from Mr. Clarke’s sad plea:  “over the last few years we have closed the quality and efficiency gaps with our competitors.”  What the hell has Detroit been doing for the last 40 years?!?  Did we really JUST wake up to the gaps in quality and efficiency between us and them?  The K car vs. the Accord?  The Pinto vs. the Civic?!?  Do I need to go on?  What a joke!

We are living through the inevitable outcome of the actions of the United States auto industry for decades. It’s time to pay for your sins, Detroit.

I attended an economic summit last week where brilliant economist, Alan Beaulieu, from the Institute of Trend Research , surprised the crowd when he said he would not have given the banks a penny of “bailout money.”

“Yes, he said, this would cause short term problems,” but despite what people like politicians and corporate magnates would have us believe, the sun would in fact rise the next day and the following very important thing would happen..  Where there had been greedy and sloppy banks, new efficient ones would pop up.  That is how a free market system works.  It does work if we would only let it work.”

But for some nondescript reason we are now deciding that the rest of the world is right and that capitalism doesn’t work – that we need the government to step in and “save us”.  Save us my ass, Hell – we’re nationalizing and unfortunately too many of our once fine nation’s citizens don’t even have a clue that this is what is really happening.

But, they sure can tell you the stats on their favorite sports teams.
Yeah – THAT’S really important, isn’t it?

Does it ever occur to ANYONE that the “competition” has been producing vehicles, EXTREMELY PROFITABLY, for decades in this country?  How can that be???  Let’s see.  Fuel efficient.  Listening to customers.  Investing in the proper tooling and automation for the long haul.

Not being too complacent or arrogant to listen to Dr. W Edwards Deming four decades ago when he taught that by adopting appropriate principles of management, organizations could increase quality and simultaneously reduce costs.  Ever increased productivity through quality and intelligent planning.  Treating vendors like strategic partners, rather than like “the enemy.”  Efficient front and back offices.  Non union environment.

Again, I could go on and on, but I really wouldn’t be telling anyone anything they really don’t already know down deep in their hearts.

I have six children, so I am not unfamiliar with the concept of wanting someone to bail you out of a mess that you have gotten yourself into – my children do this on a weekly, if not daily basis, as I did when I was their age.  I do for them what my parents did for me (one of their greatest gifts, by the way) – I make them stand on their own two feet and accept the consequences of their actions and work through it. Radical concept, huh.  Am I there for them in the wings?  Of course – but only until such time as they need to be fully on their own as adults.

I don’t want to oversimplify a complex situation, but there certainly are unmistakable parallels here between the proper role of parenting and government.  Detroit and the United States need to pay for their sins.

Bad news people – it’s coming whether we like it or not  the newly elected Messiah really doesn’t have a magic wand big enough to “make it all go away.”  I laughed as I heard Obama “reeling it back in” almost immediately after the final vote count was tallied.  “We really might not do it in a year or in four.”  Where the Hell was that kind of talk when he was RUNNING for office.

Stop trying to put off the inevitable folks.  That house in Florida really isn’t worth $750,000.  People who jump across a border really don’t deserve free health care benefits. That job driving that forklift for the Big 3 really isn’t worth $85,000 a year.  We really shouldn’t allow Wal-Mart to stock their shelves with products acquired from a country that unfairly manipulates their currency and has the most atrocious human rights infractions on the face of the globe.  That couple whose combined income is less than $50,000 really shouldn’t be living in that $485,000 home.

Let the market correct itself folks – it will.  Yes it will be painful, but it’s gonna’ be painful either way, and the bright side of my proposal is that on the other side of it all, is a nation that appreciates what it has and doesn’t live beyond its means and gets back to basics and redevelops the patriotic work ethic that made it the greatest nation in the history of the world and probably turns back to God…

Sorry – don’t cut my head off, I’m just the messenger sharing with you the “bad news”.  I hope you take it to heart.

Gregory J. Knox, President
Knox Machinery, Inc.
Frank lin , Ohio 45005

Flight Aware: super site for flight following, plus…

AN EXAMPLE OF INFO DISPLAYED ON FLIGHTAWARE.COM–A GREAT SITE WITH LOTS OF INTERESTING INFORMATION SUCH AS: FLIGHT FOLLOWING–VIRTUALLY ANY CURRENT FLIGHTS;  PILOT FLIGHT PLANNING AND FILING. THERE ARE SOME GREAT AVIATION PHOTOS AND OTHER AVIATION INTERESTS, AS WELL.  CHECK IT OUT.

(I DON’T USUALLY WRITE IN ALL CAPS, BUT AM DOING SAME , HERE ONLY, TO SHOW MY NOTES AND BELOW, NEXT TO THE DIALOGS, AS OPPOSED TO THE AIR TRAFFIC INFO–ALL IN LOWER CASE).

HERE, I FOLLOW MY WIFE’S FLIGHT–TODAY AS I WRITE THIS–FROM CHICAGO TO TAMPA.  EACH OF THE NUMBERED DIALOGS BELOW ACCOMPANIED A PARTIAL FLIGHT PATTERN IMAGE ALONG THE FLIGHT PATH.  TO WATCH THESE IN REAL TIME, SIMPLY (CTRL-R) RELOAD, PERHAPS COPY AND PASTE TO A WORDPROCESSOR TO KEEP A LOG.  WATCH CLIMBS, AIRSPEEDS, ALTITUDES, ETE, ATE AND ETAS, ETC.  (A URL IS BELOW).

(FOR WORDPRESS WRITERS ONLY: I WAS ONLY ABLE TO COPY THE LAST AND FINAL DEPICTION  BELOW AS A URL, THOUGH I DID COPY THEM ALL TO A WORD PROCESSOR FIRST, WITHOUT ANY PROBLEM.  (I ONLY MENTION THIS TO HELP ANYONE WISHING TO SIMPLY USE “PAINT” TO SAVE IMAGES AS A .JPG FOR WORDPRESS COPYING.  ASK IN COMMENTS IF YOU NEED OR WISH ANY HELP ALONG THESE LINES).

UAL FLT. 188, CHICAGO TO TAMPA, 06-29-09:

1. UAL188 (web site) (all flights)
United Air Lines Inc. “United”
Get notified of
this flight’s activity.
Aircraft       Airbus A320 (twin-jet) (A320/Q)                           TYPE OF A/C (NOT MY FAVORITE
Origin       Chicago O’Hare Intl (KORD – track or info)               DEPARTURE
Destination       Tampa Intl (KTPA – track or info)                     DESTINATION
Other flights between these airports
Route      CMSKY CARYN CYBIL PXV J73 SZW FOOXX1 (Decode)        ROUTE/AIRWAYS
Date       Monday, Jun 29, 2009
Duration       2 hours 15 minutes                                FLIGHT TIME
Progress
1 hour 49 minutes left
25 minutes                                                                         TIME FLOWN WHEN UPGRADED

Status     En Route (No recent position)
Scheduled     Actual/Estimated                                 DEPT., CENTRAL TIME
Departure     01:48PM CDT     02:27PM CDT
Arrival     04:55PM EDT     05:42PM EDT               ARR. EASTERN TIME
Speed     458 kts     508 kts
Altitude     35000 feet     climbing through 30200 feet          ALTITUDE AT UPGRADE (CLIMBING)

2. iconFlightAware > Live Flight Tracker > United Air Lines Inc. #188
FlightAware Flight Tracker Map: UAL188-1246214451-32608-24
UAL logo     UAL188 (web site) (all flights)
United Air Lines Inc. “United”
Get notified of
this flight’s activity.
Aircraft       Airbus A320 (twin-jet) (A320/Q)
Origin       Chicago O’Hare Intl (KORD – track or info)
Destination       Tampa Intl (KTPA – track or info)
Other flights between these airports
Route      CMSKY CARYN CYBIL PXV J73 SZW FOOXX1 (Decode)
Date       Monday, Jun 29, 2009
Duration       2 hours 10 minutes

Progress:
1 hour 38 minutes left                               ETE/EST. TIME ENROUTE/LEFT TO GO
31 minutes                                                     ATE/TIME SO FAR

Status     En Route (214 miles down; 813 miles to go)        MILES FLOWN AND TO GO
Scheduled     Actual/Estimated
Departure     01:48PM CDT     02:27PM CDT
Arrival     04:55PM EDT     05:37PM EDT
Speed     458 kts     478 kts
Altitude     35000 feet     climbing 35100 feet           NOTED START OF ENROUTE CLIMB

RCA 04:03  Now at 37,000 feet                                      REACHING NEW CRUISE ALTITUDE

3. UAL188 (web site) (all flights)
United Air Lines Inc. “United”
Get notified of

this flight’s activity.
Aircraft       Airbus A320 (twin-jet) (A320/Q)
Origin       Chicago O’Hare Intl (KORD – track or info)
Destination       Tampa Intl (KTPA – track or info)
Other flights between these airports
Route      CMSKY CARYN CYBIL PXV J73 SZW FOOXX1 (Decode)
Date       Monday, Jun 29, 2009
Duration       2 hours 4 minutes
Progress
1 hour 16 minutes left
47 minutes

Status     En Route (366 miles down; 656 miles to go)
Scheduled     Actual/Estimated
Departure     01:48PM CDT     02:27PM CDT
Arrival     04:55PM EDT     05:31PM EDT
Speed     458 kts     513 kts
Altitude     35000 feet     37000 feet

4. UAL logo       UAL188 (web site) (all flights)
United Air Lines Inc. “United”
Get notified of
this flight’s activity.
Aircraft       Airbus A320 (twin-jet) (A320/Q)
Origin       Chicago O’Hare Intl (KORD – track or info)
Destination       Tampa Intl (KTPA – track or info)
Other flights between these airports
Route      CMSKY CARYN CYBIL PXV J73 SZW FOOXX1 (Decode)
Date       Monday, Jun 29, 2009
Duration       2 hours 24 minutes
Progress
1 hour 8 minutes left
1 hour 15 minutes

Status     En Route (No recent position)
Scheduled     Actual/Estimated
Departure     01:48PM CDT     02:27PM CDT
Arrival     04:55PM EDT     05:51PM EDT
Speed     458 kts     449 kts
Altitude     35000 feet     36900 feet               CLICK ON MAP– IT GETS LARGER USING FLIGHTAWARE

5. Airbus A320 (twin-jet) (A320/Q)
Origin       Chicago O’Hare Intl (KORD – track or info)
Destination       Tampa Intl (KTPA – track or info)
Other flights between these airports
Route      CMSKY CARYN CYBIL PXV J73 SZW FOOXX1 (Decode)
Date       Monday, Jun 29, 2009
Duration       2 hours 12 minutes
Progress
38 minutes left
1 hour 33 minutes

Status     En Route (795 miles down; 244 miles to go)
Scheduled     Actual/Estimated
Departure     01:48PM CDT     02:27PM CDT
Arrival     04:55PM EDT     05:39PM EDT
Speed     458 kts     485 kts
Altitude     35000 feet     37000 feet

http://tinyurl.com/lpkntx

6. UAL logo       UAL188 (web site) (all flights)                                          LOGOS DON’T SHOW UP HERE (ONLY)
United Air Lines Inc. “United”
Get notified of
this flight’s activity.
Aircraft       Airbus A320 (twin-jet) (A320/Q)
Origin       Chicago O’Hare Intl (KORD – track or info)
Destination       Tampa Intl (KTPA – track or info)
Other flights between these airports
Route      CMSKY CARYN CYBIL PXV J73 SZW FOOXX1 (Decode)
Date       Monday, Jun 29, 2009
Duration       2 hours 12 minutes
Status     Tentatively Arrived                                                                                           ARRIVAL
Scheduled     Actual/Estimated
Departure     01:48PM CDT     02:27PM CDT
Arrival     04:55PM EDT     05:39PM EDT
Speed     458 kts
Altitude     35000 feet

THERE ARE OTHER MAPS WITH “ALL UAL FLIGHTS” AND/OR ANY OTHER AIRLINE’S FLIGHTS.   THE LARGER MAPS (click on the displayed ones to make them larger) SHOW THE MAJOR HIGHWAYS, AS WELL AND YOU CAN ALWAYS TELL MAJOR CITIES WHERE THE HIGHWAYS CONVERGE, OF COURSE.

GOTO:  http://www.flightaware.com (copy now and paste later, but first, read more articles here by clicking on the tags/keywords and other categories on the right–right here).