Boeing was once a young startup, founded by the eccentric heir to a timber fortune. Through a mixture of luck, derring-do, and frequent cash injections from its wealthy patron, it managed to avoid bankruptcy long enough for World War II to begin, at which point the military contracts started rolling in. Along the way, it developed an engineer-dominated, technically perfectionist, highly deliberative corporate culture. At one time, you could have summed it up by saying it was the Google of its time, but alas there are problems with that analogy these days. Maybe we should say it was the “circa 2005 Google” of its time.
There’s a lot to love about an engineer-dominated corporate culture. For starters, it has a tendency to overengineer things, and when those things are metal coffins with hundreds of thousands of interacting components, filled with people and screaming through the air at hundreds of miles an hour, maybe overengineering isn’t so bad. These cultures also tend to be pretty innovative, and sure enough Boeing invented the modern jet airliner and then revolutionized it several times.
But there are also downsides. As any Googler will tell you, these companies usually have a lot of fat to trim. Some of what looks like economic inefficiency is actually vital seed corn for the innovations of the future, but some of it is also just inefficiency, because nobody looks at the books, because it isn’t that kind of company. Likewise, being highly deliberative about everything can lead to some really smart decision making and avoidance of group think, but it can also be a cover for laziness or for an odium theologicum that ensures nothing ever gets done. Smart managers steeped in this sort of culture can usually do a decent job of sorting the good from the bad, but only if they can last, because you see there’s a third problem, which is that almost everybody involved is a quokka.
Engineers, being a subspecies of nerds, are bad at politics. In 1996, Boeing did something very stupid and acquired a company that was good at politics. McDonnell Douglas, another airplane maker, wasn’t the best at making airplanes, but was very good at lobbying congress and at impressing Wall Street analysts. Boeing took over the company, but pretty much everybody agrees that when the dust had settled it was actually McDonnell Douglas that had taken over Boeing. One senior Boeing leader lamented that the McDonnell Douglas executives were like “hunter killer assassins”. No, sorry bro, I don’t think they were actually that scary, you were just a quokka.
Anyway, the hunter killer assassins ran amok: purging rivals, selling off assets, pushing through stock buybacks, and outsourcing or subcontracting everything that wasn’t nailed down. They had a fanaticism for capital efficiency that rose to the level of a monomania,1 which maybe wasn’t the best fit for an airplane manufacturer. And slowly but surely, everything went off the rails. Innovation stopped, the culture withered, and eventually planes started falling out of the sky. And now the big question, the question Robison just can’t figure out. Why?
John Psmith, “REVIEW: Flying Blind by Peter Robison”, Mr. and Mrs. Psmith’s Bookshelf, 2023-02-06.
1. This is how you know this story took place in an era of high interest rates!
December 9, 2024
QotD: The downfall of Boeing
December 3, 2024
Evolution of Airborne Armour
The Tank Museum
Published Jul 19, 2024Lightly armed airborne troops are at a huge disadvantage when faced with regular troops with heavy weapons and armour. In World War II this led to huge losses for paratroops on Crete and at Arnhem. Since then, many attempts have been made to level the playing field, to give airborne soldiers a fighting chance.
From the Hamilcar gliders of World War II to the C17 Globemaster, we look at how to make a tank fly.
00:00 | Intro
00:47 | The Origins of Airbourne Operations
02:34 | Gliders
07:20 | A Tank Light Enough to Fly?
09:02 | Success & Failure
14:24 | Post-War Solutions
17:41 | Better Aircraft – Better Tanks?
20:15 | Strategic Deployment
21:39 | ConclusionThis video features archive footage courtesy of British Pathé. This video features imagery courtesy of http://www.hamilcar.co.uk/
#tankmuseum
November 26, 2024
The ghost airport of Nicosia: Rare glimpse inside the abandoned 1974 battleground
Forces News
Published Jul 20, 2024Nicosia International Airport was once a busy hub full of holidaymakers but since the Cyprus conflict of 1974, it has been frozen in time.
Today, the disused airport resembles a ghost town as it sits abandoned in the 180km buffer zone dividing the Republic of Cyprus and the Turkish-occupied north.
On the 50th anniversary of the conflict, Forces News goes inside the eerie airport and learns how it became the site of a major battle.
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November 10, 2024
WW2 in Numbers
World War Two
Published 9 Nov 2024World War II wasn’t just the deadliest conflict in history — it was a war of unprecedented scale. From staggering casualty numbers to military production and economic costs, this episode breaks down the biggest statistics that defined the global conflict.
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November 2, 2024
The Short SA.4 Sperrin; Britain’s Back-Up, Back-up Nuclear Bomber
Ed Nash’s Military Matters
Published Jul 9, 2024No, I have no idea how you pronounce “Gyron”.
October 6, 2024
Look at Life – The Big Takeoff (1966)
Classic Vehicle Channel
Published Apr 19, 2020The 1966 airshow. Prince Phillip attends via helicopter.
September 20, 2024
The Me163 Komet – Rockets Are Dangerous
HardThrasher
Published Jun 3, 2024The story of the Me163 is a complex and multifaceted one, and I have attempted here to draw together a number of different sources into a narrative covering the political, structural, scientific and operational history. Necessarily I will have missed things and probably got things wrong. Where I know a mistake has been made, you’ll find it in the pinned comment marked “snagging” – one obvious example is Winkle Brown flew a “sharp” start after the war ended on an Me163 in Germany, and a towed flight in the UK, which I missed.
The below then is an extremely limited subset of the resources I’ve pulled on:
Me163 Rocket Interceptor – Stephen Ransom and Hans-Herman Cammann – not for the faint of heart, a book with brilliant nuggets, a drunken editor and a lot of very pretty pictures. This was my primary source.
Rocket Fighter – Marno Ziggler – Now out of print, this is a Hitler Jugend‘s Own Adventure story most of which has some truth in it but a lot of which is Marno wishing to be in his early 20s and flying for the Führer again. You can find it online fairly easily.
The kids probably haven’t got a clue what a video tape is, never mind Betamax https://legacybox.com/blogs/analog/vh… – Betamax vs VHS
Baxter, AD: Walter Rocket Motors for Aircraft, RAE Technote Aero 1668, September 1945 – a Technical note that’s incredibly hard to get hold of, but which I managed to find, quite by chance, in some papers I got years ago. Probably available from the UK National Archives still.
http://www.walterwerke.co.uk/walter/i… – a fantastic archive of all things Walter but it isn’t an https site as a warning.
https://hushkit.net/2019/03/29/the-li… – The coal powered bomber rammer P.13
https://donhollway.com/me-163/ – Bat out of Hell – great website for images of the Me163 as imagined in the Artists’ fever dreams
WW2 Gun Camera: 8th Air Force VS Mess… – Gun Cam Footage of the Me163 and Me262s being shot at and down by various USAAF pilots.
https://airandspace.si.edu/collection… – Air and Space Museum have their usual, brilliant photos and terrible descriptions.
September 8, 2024
Romney Marsh and the Battle of Britain (BBC 1976)
BBC Archive
Published Jun 2, 2024Romney Marsh has been dubbed the “sixth continent”, due to its size and the sense that it has its own rules.
A shingle beach that silently grows bigger every year, scattered debris from the Battle of Britain, an old-fashioned lighthouse hidden from the sea by a nuclear power station. It has a character unlike anywhere else in the UK.
Presented by Dilys Morgan and Bernard Clark.
Clip taken from Nationwide on the Road: Romney Marsh, originally broadcast on BBC One, Wednesday 7 April, 1976.
You have now entered the BBC Archive, a time machine that will transport you back to the golden age of TV to educate, entertain and enlighten you with classic clips from the BBC vaults.
August 18, 2024
QotD: Cell phones on airplanes
Andrew Sullivan, “Terror Cells”, AndrewSullivan.com, 2005-08-09.
August 9, 2024
A crisis of competence
Glenn “Instapundit” Reynolds on one of the biggest yet least recognized issues of most modern nations — our overall declining institutional competence:
Almost everywhere you look, we are in a crisis of institutional competence.
The Secret Service, whose failures in securing Trump’s Butler, PA speech are legendary and frankly hard to believe at this point, is one example. (Nor is the Butler event the Secret Service’s first embarrassment.)
The Navy, whose ships keep colliding and catching fire.
Major software vendor Crowdstrike, whose botched update shut down major computer systems around the world.
The United States government, which built entire floating harbors to support the D-Day invasion in Europe, but couldn’t build a workable floating pier in Gaza.
And of course, Boeing, whose Starliner spacecraft is stuck, apparently indefinitely, at the International Space Station. (Its crew’s six-day mission, now extended perhaps into 2025, is giving off real Gilligan’s Island energy.) At present, Starliner is clogging up a necessary docking point at the ISS, and they can’t even send Starliner back to Earth on its own because it lacks the necessary software to operate unmanned – even though an earlier build of Starliner did just that.
Then there are all the problems with Boeing’s airliners, literally too numerous to list here.
Roads and bridges take forever to be built or repaired, new airports are nearly unknown, and the Covid response was extraordinary for its combination of arrogant self-assurance and evident ineptitude.
These are not the only examples, of course, and readers can no doubt provide more (feel free to do so in the comments) but the question is, Why? Why are our institutions suffering from such widespread incompetence? Americans used to be known for “know how,” for a “can-do spirit”, for “Yankee ingenuity” and the like. Now? Not so much.
Americans in the old days were hardly perfect, of course. Once the Transcontinental Railroad was finished and the golden spike driven in Promontory, Utah, large parts of it had to be reconstructed for poor grading, defective track, etc. Transport planes full of American paratroopers were shot down during the invasion of Sicily by American ships, whose gunners somehow confused them for German bombers. But those were failures along the way to big successes, which is not so much the case today.
But if our ancestors mostly did better, it’s probably because they operated closer to the bone. One characteristic of most of our recent failures is that nobody gets fired. (Secret Service Director Kim Cheatle did resign, eventually, but nobody fired her, and I think heads should have rolled on down the line).
August 7, 2024
Maxims in the Skies: the German LMG 08/15
Forgotten Weapons
Published Apr 24, 2024As soon as the MG08/15 “light” machine gun was adopted by Germany, it was recognized as an ideal basis for an aircraft gun. Weight was of the essence for WW1 aircraft, and a lightened Maxim was just the thing to use. So the Spandau Arsenal began producing the LMG08/15 (the “L” in which might stand for either air-cooled or lightweight; we really don’t know which) in May 1916. In addition to cutting a ton of lightening slots in the water jacket, the guns also had mechanisms added to allow a pilot to cycle both the bolt and the feed system from behind the gun (something not possible with a standard ground model). The example we are looking at today has a great example of an early style of such device completely intact …
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August 6, 2024
Me262 – Why It Was Rubbish
HardThrasher
Published Feb 16, 2024A brief and sober discussion of the multi-faceted nature of aircraft development in the 3rd Reich, and an assessment of the aircraft itself in context of the political and organisational challenges and changes from 1939-1945. Or to put it another way, why it was rubbish from start to finish.
Timestamps
00:00 – 00:22 – Trailer
00:22 – 01:49 – Introduction
01:49 – 05:14 – Willy Messerschmitt’s World Falls Apart
05:18 – 08:03 – Udet’s Flying Circus
08:07 – 11:26 – Me262’s Development
11:26 – 11:32 – Popcorn
11:33 – 13:37 – The Me163 Affair
13:42 – 19:30 – Milch Tries to Break His Willy
19:33 – 30:18 – Hitler’s Big Brain Moment
30:21 – 42:03 – Speeds and Feed of the Me262
42:05 – 46:53 – Operational History
46:54 – 48:50 – Survivor’s Club
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July 19, 2024
Airline Food During the Golden Age of Air Travel
Tasting History with Max Miller
Published Apr 9, 2024Back before airlines could compete with lower prices, they competed with the quality of atmosphere, service, and, of course, food.
I’d be happy to have this pot roast on the ground, let alone on an airplane. The meat is so tender that it falls apart, the vegetables and herbs give it wonderful flavor, and you get the added bonus of it making your house smell awesome as it simmers.
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July 16, 2024
This Jet Age – Farnborough Airshow, 1953
spottydog4477
Published Dec 25, 2009
June 20, 2024
The birth of para-rescue
At The War Room, Dr. Robert Lyman discusses an air crash in 1943 and the innovative and daring rescue of the survivors using parachutes:
A United States Army Air Force (USAAF) C46 similar to that of Flight 12420.
The birth of para-rescue can be placed in operations across the Hump airlift in 1942 and 1943. The story of the crash of Flight 12420 was a central part of the story.
The story itself is extraordinary. In 1943 a Soviet spy inside the predecessor organization to the CIA and a proud descendant of the famous Southern leader General Robert E Lee, on his way to China to meet General Dai Li, the mysterious and secretive Kuomintang intelligence chief; a celebrated American journalist sent by President Roosevelt to ascertain the “truth about China”; and General “Vinegar Joe” Stilwell’s political adviser; together with eighteen others — American and Chinese — survived a C46 air crash on the mountainous and remote border between India and Burma. It was, and remains, the largest evacuation of an aircraft by parachute, and, given the fact that even the crew had never been trained in the technique, it was a miracle that so many survived. But they fell with their crippled plane from the frying pan into the fire. On disentangling themselves from their parachutes, the twenty shocked survivors soon found that they had arrived in wild country dominated by a tribe that had an especial reason to hate white men. The Nagas of the Patkoi Hills on their remote and unsurveyed land were notorious headhunters, who continued — despite the feeble wrath of distant British imperial authority — to practice both slavery and human sacrifice. Their specialty was the removal of the heads of their enemies — often women and children — achieved with a swipe of ugly, razor-sharp daos. On two occasions in recent years their village, or parts of it, had been burned to the ground and their warriors killed in running battles with sepoys sent to teach the villagers a lesson and to exert the authority of the Raj.
Nevertheless, and against all the odds, all but one of the twenty-one passengers and crew on the doomed aircraft survived. The story of the extraordinary adventure of those men among the Nagas of Pangsha and of their rescue by the young representative of the distant imperial power, the British deputy commissioner who arrived wearing “Bombay bloomers” and stout leather walking shoes, carrying a bamboo cane, and leading an armed party of “friendly” Nagas, is told in my book Among the Headhunters. In their meeting in some of the world’s most inaccessible and previously unmapped terrain, three very different worlds collided. The young, exuberant apostles of the vast industrial democracy of the United States came face-to-face with members of an ancient mongoloid race, uncomprehending of the extent of modernity that existed beyond the remote hills in which they lived and determined to preserve their local power, based on ancient head-hunting and slaving prerogatives. Both groups met — not for the first time for the Nagas, whose village had been burned twice, in 1936 and 1939, because of persistent head-hunting — the vestiges of British authority in India, disintegrating as the Japanese tsunami washed up at its gate.
One of the reasons for the survival of the men whose aircraft fell to earth that tumultuous day was the quick thinking, rapid action and spontaneous sacrifice of a group of US servicemen at the airbase from whence the aircraft departed that morning, Chabua. One in particular needs calling out, thirty-six-year-old ATC wing surgeon Lieutenant Colonel Don Flickinger. He had been duty medical officer at Pearl Harbor during the Japanese attack on December 7, 1941 and in 1943 found himself stationed in the upper reaches of Assam as part of the mammoth Hump airlift to China.
On the day the C46 went down over the rugged Paktoi ranges, the dividing line between astern India and Burma in the first leg of the journey to China, a C47 sent up to see if it could find the wreckage, and found the survivors waving from a remote village high in the hills. Using ground signalling panels the C47 dropped to the survivors they indicated that at least one of the party was badly injured. When the C47 returned to Chabua with the news that survivors were seen in the sprawling village and its location pinpointed on the map, the British deputy commissioner gave the Americans the grave news that the men were likely to be in grave danger. The villagers were, unknown to the survivors, the most practised headhunters of the region, a powerful and unruly tribe who were notorious for their violence. It was unlikely that the men would survive the encounter.
