This article is headlined and leads with an accusation about the recent hospital tragedy being due to an Israeli air strike. I believe that the preponderance of sources (neutral or otherwise) have attributed that explosion to a malfunctioning PIJ/Hamas rocket or missile .
Wolfenstein 3D was my first video game. My brother and I had the Shareware version on our [unknown type] family computer running Windows 3.1. No soundblaster for us so we were treated to the generic alternative sounds from our built-in PC speakers (maybe somebody can add some illumination to this?). I still remember the cheat code (M+L+I) 25 years later and probably still know most of the secret passages. Lots of good memories from inside the castle.
Not that bizarre actually. I played tens of hours of Serious Sam "local coop". Basically one player plays with arrow keys and mouse, the other player plays with WSAD and lookup/lookdown button. The general strategy is for the WSAD player to clear everything on the ground level, while the mouse player is killing stuff on higher ground and doing other precision shots.
No, tactical flying is highly technical and requires years to master. Most lieutenants and junior captains (winged aviators, mind you) that check into a squadron are tactically useless for the first 12-18 months as we train them up and they aeronautically adapt. Your three-to-four year Captains will do most of the flying but even the CO generally flies 1-2 times a week (Marine aviation).
The only employer I had in my life, among quite a few, where leadership had that devotion t the operational aspects of their jobs was Amazon. I like to work with those people. I guess that culture is what gives Amazon its continuous edge over the competition.
I agree. Developing my own technical proficiency and teaching the next generations has been the only thing keeping me going in an organization otherwise wrought with inefficiency and stupidity. In my experience aviation is fairly unique in this aspect (in the context of the military writ large).
i.e. anticipate and manage administrative (or tactical) minutiae to put yourself in the best possible position when the tempo increases.
2. "Aviate, aviate, aviate...then navigate and communicate" (already mentioned).
This is commonly used during a crew brief prior to a flight, particularly when discussing emergency procedures. Focus on the most critical thing (EP immediate action items, keeping the bird aloft, not hitting lead or the ground) and when that's done, use your remaining bandwidth to complete the 'nice-to-have' items (e.g. keeping the flight on course, a MAYDAY call, or an advisory call to the flight/controller). I like to really emphasize the aviate portion during my briefs. Junior pilots have a tendency to try and do all three things simultaneously which can compound an already bad situation.
"Waveoff's are free."
If you see a landing going bad, don't hesitate to use a mulligan.
*Free as in you won't be judged for choosing to 'go-around' but will be held accountable if you push a bad situation that you could have prevented through better judgement.
Get-there-itis: Wanting to accomplish something (e.g. get to a cool destination or hit a time on target) so badly that you will accept unnecessary risk in order to achieve whatever you're trying to do. Many aviation (and life) mishaps are the indirect result of get-there-itis; most notably, accepting poor weather or an aircraft with maintenance issues.
There was a foreign student in my CS classes who asked lots of questions at the end of class while everybody rolled their eyes because they wanted to leave. I assumed he was having issues with the language barrier or was just slow.
Turns out he was the top student in the program and I would guess this was due in part to his willingness to ask questions and lack of fear in asking them in front of a room. He helped me get through an Operating Systems course the next semester.
More importantly, he showed a young me that asking questions is actually a sign of maturity and intellectual honesty and that what the peanut gallery thinks is of little consequence. That lesson has served me well in the last decade. He's now a PhD at a major research university and a close friend.
You’re making a lot of specious arguments. I think your laymen’s logic checks out just fine here but that’s not how aviation works…and for good reason.
Taking off with 1 of 2 engines is a lot different than taking off with inoperative avionics. The FAA and airlines dictate what minimum equipment is required for any given aircraft to be airworthy and it’s a fairly robust document that takes into account myriad situations and flight conditions.
You can see the MFD’s have buttons on the top and bottom used to navigate menus and sub menus. I found that after 100 or so hours I didn’t even have to read a menu’s title but rather through muscle memory knew the “keystrokes” required to get to it, even if it’s 3 or 4 sub-menus deep.
All of our ordnance and critical aircraft systems (starting engines, putting out fires, arming weapons, hyds, etc) are controlled by the little square buttons you see on the left and right of the MFD’s and the controls themselves contain shortcut buttons to allow us to perform common tasks without taking hands off the controls.
Glass is king but if something is coming off my aircraft or if I’m starting or shutting down an engine I want to touch a physical button.
Coming from a software background, I’m fairly impressed with the UX of the cockpit.
