Say for me Kaddish, An Engineer's Life and Advice

By Alan Wilcox

Say for Me Kaddish, An Engineer's Life and Advice is the life story of an electrical engineer who began his career before the days of tiny personal computers and instant world-wide communications. It describes why he wanted to become an engineer, his interests, and how they interrelate as his career and hobbies develop. The underlying theme is finding out what an engineer is like, what issues are important in defining success, and ultimately finding purpose and meaning in life.

Lost your job? Thinking about a new career in engineering?
Plenty of advice here, along with entertaining, interesting episodes as Alan moved from job to job.

Nobody seems to understand you? Folks say you're a geek?
What's the matter with that? Alan was designing and building radios in grade school, and that was before "geek" was even a word!

Is your spouse in a nearby parallel universe?
We engineers have a different take on the world around us. Come visit Alan's world, and you'll see glimpses of your spouse on every page.

Confused about engineering? Find out here what one young engineer did about it!

• Language: English
• Publisher: Wilcox Publishing
• Release date: Oct 26, 2010
• ISBN: 2940011818820

Alan Wilcox

Alan Wilcox is a typical engineer. Well, not quite typical, because every engineer considers himself a unique one-of-a-kind authority concerning his particular specialty. That expertise can, in fact, range from computers, to electronics, to widely divergent fields depending on how interesting the topic might be. An interest and a passion to study makes it all come together. Dr. Wilcox is a licensed Professional Engineer in Pennsylvania, and as an electrical engineer specializes in computers, electronics, and software. That, however, doesn't hamper his expressing opinions on other topics. And, as you might suspect, those other topics are the subject of this book. During his career in electrical engineering, he worked in a number of engineering positions and also taught at Marywood University (Business), Bucknell University (Electrical Engineering), and Lycoming College (Statistics). For 17 years he taught a variety of technical courses in computers and programming for Learning Tree International in the US and in Europe. While at Bucknell, he wrote four engineering-design and computer-design textbooks. One of the books was on computer hardware design using the 68000 microprocessor, the CPU used in the Apple Mac during the mid-1980s. After years of using the PC, he now uses an Apple Mac Pro for most of his work; PC software runs on a Windows virtual machine using Parallels. Now retired from full-time engineering, he repairs and tunes Elecraft amateur radio equipment; he is a ham radio operator, call sign W3DVX. In addition, he helps Adopt A Boxer Rescue by doing their web-based MySQL database programming to provide efficient processing of adoption applications. He recently started a new editing and publishing business at WilcoxPublishing.com. Alan is an active member of Congregation Ohev Sholom of Williamsport, Pennsylvania, where he serves on their Board and participates in weekly services. As Assistant Gabbi, he helps conduct the prayers and the Torah service. He was formerly Chairman of the Synagogue's Chevra Kadisha Society.

Book preview

Say for me Kaddish

An Engineer's Life and Advice

~

Alan D. Wilcox

Professional Engineer

Smashwords Edition

Copyright 2010, Alan D. Wilcox

ISBN: 2940011818820

License Notes, Smashwords Edition

This ebook is licensed for your personal enjoyment only. This ebook may not be re-sold or given away to other people. If you would like to share this book with another person, please purchase an additional copy for each recipient. If you’re reading this book and did not purchase it, or it was not purchased for your use only, then please return to Smashwords and purchase your own copy. Thank you for respecting the hard work of the author.

This and other books are available at the author’s website, Wilcox Engineering.

Table of Contents

Preface

Kaddish

Chapter 1 - Flying!

It Started with a Dream

My First Cessna Flight

Training Starts

Private Pilot

Brightness

Instrument Rating

Commercial

Certificated Flight Instructor

Cinnamon

Nutmeg

Where did I land?

Chapter 2 - The Tree

Downtown Philadelphia

Philadelphia Grampa and Gramma

Ma

Carbondale

Gramma and Grampa in Carbondale

Dad

Dad and Ma – and Me

My Early Years

Chapter 3 - Hobbies

Amateur Radio

Cars, yes Cars!

Motorcycles

Photography

Computers

Furniture and Home Fix Up

Reading and Collecting Books

Dogs and More Dogs

Chapter 4 - Beginning my Career

Early Years

Fuller Company

US Army

General Electric

University of Virginia - I

University of Virginia - II

Ovenaire

Northern Telecom

Weston-Schlumberger

Chapter 5 - Mid Career

Marywood University

E-Systems

Bucknell University

Micro Resources

Consultant

Chapter 6 - Late Years

E.F. Johnson

Square D Company

Bell and Howell

Fusion Semiconductor Systems

Consultant, Again

RegScan

Luzerne County CC

Chilitech

Lycoming College

Chapter 7 - Breadcrumbs Through Life

Politically Correct

In the Beginning

The Apotheosis

Chapter 8 - Parting Shots

Appendix

My Family Tree

Why? Why Indeed?

About the Author

Preface

If you were to ask me who I am, I would probably say, I'm an engineer. See, don't I have a pen and a PDA in my shirt pocket? Actually, now I'm running in disguise with only those two in my pocket; for years, you'd find me with a pocket protector filled with pen, pencil, colored high-lighters, and a notebook. That was after I stopped carrying the small screwdriver and flashlight because my shirt pocket became too crowded. (You wouldn't believe how handy it is to have some tools and a little light when you want to fix something.) OK, I admit it, I still have a tiny flashlight, one of the single-LED models, but I carry it in my trouser pocket.

Now you know. I'm really an engineer. Of course, there's more than that old stereotype going on here. I have an engineer's curiosity and analytical approach to everything. I'm orderly and keep track of all kinds of useful data and things; that qualifies me for the pack rat title. I suppose that I have a few quirks and traits I don't recognize — and probably wouldn't want to either. Don't ask: I won't admit to anything!

To generalize a bit: I'm a designer, a builder, a creator of things. When things break, I have a knack for putting them back together again. In Genesis, we learn that we've all been created in God's image. So, in a sense, I'm at home with some of His attributes, especially creating things: the creation of the whole world is an amazing design. Sorry to say, I don't even come close to that, and I surely fall a lot shorter on matching up with many of His other attributes too. However, I do enjoy building, be it a radio, a computer, or a computer program.

So what is this book about? First, it's an exposition of my life and experiences. I hope that it's entertaining and interesting, but there's a bit more I'd like to convey. My purpose is to pass along advice about what's important to me, so that you, the reader, might benefit in some way from what I've discovered on my trip through life.

Specifically, I'd like to provide some career guidance to future engineers, especially those who are considering electrical engineering. The market is not what it was when I graduated, and some advance thinking might make for a more satisfying career. For example, how to pay for schooling can be a major difficulty. However, if you're determined, you can become an engineer. Moreover, if you see yourself and your mannerisms showing up as you read along, welcome to my world!

Perhaps, if your significant other is an engineer, you might find this an interesting read. I speak only for myself, and all engineers are not alike (really!), but you might see in me those traits you've already come to know and love in your favorite engineer at home. On the other hand, if you're suffering now, maybe you'll discover that this is normal for the breed; what can I say?

A chronological exposition would be dreadfully dull: I'd not enjoy writing it and you'd surely find it worse than dreary. So, I'm taking an easy-going approach by visiting a number of topics, taking each in turn. Naturally, there's some overlap of topics in time, but as you read, you'll discover an emerging pattern. I did keep the jobs in time sequence; anything else wouldn't make sense!

Why the unusual title? Well, if you're Jewish, you already say Kaddish for your family members who are no longer with you. Not having any Jewish kin following me, you'll see why I would appreciate your saying Kaddish for me. Not before my time, please! As to the somewhat peculiar word ordering, that acknowledges my difficulty getting Hebrew words in their correct order. It's a challenging language, and I do seem to lean toward challenging endeavors. That's me.

Enough. Get yourself a pocket protector; fill it with a few pens and pencils. Put it in your shirt pocket, and you can make believe you're an engineer as you join me for the trip of a lifetime. Have fun and enjoy the ride!

Kaddish

Aramaic, my translation.

May His great Name be exalted and sanctified in the world that He created according to His will, and may His Kingship reign in your lifetimes and in your days and in the lifetimes of all of the house of Israel, swiftly and soon. Let us say, Amen.

May His great Name be blessed forever and for all eternity.

Blessed, praised, glorified, exalted, uplifted, honored, elevated, and lauded is the Name of the Holy One. Blessed is He beyond all blessing, song, praise, and consolation that are uttered in the world. Let us say, Amen.

May there be abundant peace from heaven, and life, upon us and all Israel. Let us say, Amen.

He makes peace in high places; may He make peace upon us, and upon all Israel. Let us say, Amen.

Chapter 1 - Flying!

Time stood still – frozen. Surely, it was only a few moments since I pushed in the throttle. An eternity. I looked left and right: nothing. I looked down: there it was, ground, 500 feet below me. It was hard to tell from looking outside, but I was going a good 90 miles an hour and heading up higher and higher. I distinctly remember saying, even to this day, Well, Wilcox, you sure got yourself into a fix this time. Now how am I going to get this thing back on the ground?

Thus began my first solo, into the air in a Cessna 172 known as N-737KP, based at Capitol City Airport, just across the river from Harrisburg, PA.

It was November 1, 1991, a dreary Friday complete with a foreboding gray sky. After flight practice every day this week, I would rather have finished the week with a nice smiling sunny day. On the bright side though, the sky was calm, which meant smooth flying without being pounded by turbulence. If I had known what was about to happen, I'd probably have been scared out of my wits.

Gloomy or not, I drove to the airport for my scheduled instruction. My instructor, Kurt Olsen, reviewed take-off and landing procedures, and then sent me to preflight the plane while he finished his usual cup of coffee. Our flight class today would be more practice touch-and-go's. As I finished the preflight, Kurt arrived and we left for our lesson.

So far, so good. I did several touch-and-go's, but on the last landing he asked me to taxi over near the control tower.

Why do you want to go over there? I asked, wondering what he had in mind now.

I want to go up in the tower so I can see you better. Saying that, he was out of the door with a brief, Go do three more yourself, go solo!

After being up together just over 20 hours, Kurt must have figured I was up to the challenge. Either that or he was figuring a creative way to get rid of his student. I just needed to repeat what we had done together moments before, so with a bit of nervousness I said, Sure, I can do it. Just watch me! I taxied up to the end of the runway following the radio instructions from the tower, lined up on the runway and took off. That sounds simple now, but as it was happening, it was anything but.

The take-off was a surprise in itself: without my instructor aboard, the plane was lighter and became airborne before I was ready, so I had to watch my climb rate closer. That little plane really did want to climb in the cool fall morning. Once I was up there, I had to circle around to the downwind leg, land briefly on the proper runway, and then immediately take off again. Hence the name touch-and-go. After the first or second landing, the tower said other air traffic was inbound and I needed to land on a different runway. I wasn't ready for that, but had no choice: instead of circling around to the left, I turned to the right for a downwind leg to the other runway. I suppose I like challenges, but not all at once please!

It Started with a Dream

At the time I soloed, I was about 48.

Most pilots start flying when they're far younger, usually about the time they might start driving a car. After getting their private pilot certificate, the typical progression is to get an instrument rating, a commercial certificate, and finally the flight-instructor certificate. It sounds like a lot, and it is, but for the high school or college graduate, it's an investment in the future. To make a career of it, the new CFI, short for Certificated Flight Instructor, needs to build flight time, usually by instructing students. The students pay for the plane, fuel, and instruction; the CFI earns a paltry subsistence while building hours of flight experience. Assuming the experience has led to capability, then the CFI with hours can apply for work with a regional airline or perhaps apply to fly corporate or charter aircraft. The truly excellent then go on to high-paying jobs with major airlines. However, all that assumes the economy is robust enough for good jobs.

Here I am starting 30 years too late for a flying career. I love navigation, aircraft engines, and instrumentation, but that's the engineer in me. However, with only those interests, I wouldn't have made a great professional pilot. A pilot, yes, but not a career pilot.

Come to think of it, I did start flying when I was 7 or 8: I loved building the balsa-and-tissue-paper WWII model airplanes. They were small ones, wingspan about a foot or so, and came in kits where you cut all the wood, glued it together, and weeks later there would be a nice plane to put on a shelf and admire. Mine, on the other hand, had a long string attached to a wing tip so I could fly it in the back yard. They didn't have a motor, just me at the end of the string turning around and around. They really did fly, and I could usually land them too. Sometimes the landing ended with a crash, and that's when the plane went back to my bedroom table where it was first built. Even so, it was great fun.

About that time, Dad made a great 3-foot wingspan plane with a gasoline engine. For me, that was quite an inspiration, and I looked forward to seeing it fly. It had two elevator control wires coming from one wing tip, so he could fly it in a large circle. Unfortunately, our backyard wasn't large enough for such a large, fast plane. He never did fly it; I think the building itself, rather than the flying, was the payoff for him. Not one to leave it alone, I did connect the control wires so I could fly it myself unpowered in about a 30-foot circle in the back yard. I don't recall how I ever launched it in the air, but I do remember twirling around with it, finally landing after I got dizzy. Happily, I didn't crash land it.

During one of our occasional trips to Philadelphia, Ma took me to the Franklin Institute. For some reason, I was on camera and an interviewer asked me what I wanted to be when I grew up. I remember my response: I wanted to be a Navy jet pilot. In the early 50's, the jet was a major invention, and flying fascinated me. Of course, I had never been near anything except my model Navy planes. Moreover, I had never been near an airport. That's OK, I still wanted to fly. All he had to do was ask!

*****

Around 1960, I made the rounds interviewing for college. By that time, I knew I wanted to get into engineering, and also knew I had to address the draft issue. One option was to join the Reserve Officer Training Corp (ROTC) and become an officer upon graduation from college. With that in mind, I spoke with the Navy recruiter about flying, but because I wore glasses, they didn't want me. I should have gone for the Air Force at that point, so I'd at least be involved with aircraft. Instead, I went for the Army because they expected a 2-year commitment instead of the 4 years the AF wanted. My thought was that I'd forget most of what I learned if I took a 4-year absence from engineering; even so, 2 years was probably a risk.

In retrospect, I should have selected the Air Force, even though it was a longer hitch. When I was on active duty in the Army after graduation, out in the field in a tent, I realized that the AF knew how to live well. Wherever they went, they lived at an airbase in a building with a roof – no tents in the woods for them. To top it all off, I forgot quite a bit in just the 2 years after graduation. Some things we find out about far too late!

*****

It was 1966 when I finally went up for my first flight: a commercial flight at that. I had my Army uniform on, traveling to my first duty station in Korea, leaving from Avoca, now the Scranton/Wilkes-Barre International Airport. I didn't know what flying was really going to be like and was suitably nervous. It was unavoidable now - I couldn't walk to Korea in 3 or 4 days.

A memorable first flight. Not at all like my solo years later, but memorable just the same. Turbulence and not knowing what to expect kept me on the edge of my seat. In addition, the stewardess (forget political correctness: that's what they were called!) asked me to shepherd an Air Force wife sitting in the seat in front of me through the next connection at San Francisco. There was an airline strike at the time, and all our connections were cancelled; I was singled out because I was obviously military. She had four children with her, the youngest still a baby, so she clearly needed help upon arrival.

I cannot say that I was thrilled with this opportunity to help someone in need. I did soldier on however, and helped her for the day that it took until we boarded the next leg of our flights. Everybody was on standby, and it took quite awhile until hundreds moved through the lines. I can only imagine how difficult it would have been if we had all the security of today's airports back then.

During my year and a half in Korea, I had the chance to come home to Carbondale on leave. The military flights were free if there was room aboard, and that got me as far as Dover AF Base. Usually the room available was in the eight or so seats along the cargo in the C-141 Star-Lifter. During those flights, I had the chance to visit the flight deck and see the pilots' view, which was certainly awe inspiring. Such a visit to the flight deck is probably not likely today, and for a commercial flight, virtually impossible.

On one of my flights out of Dover AFB, the cargo beside me was hundreds of empty coffins on their way to Vietnam. It was not a pleasant flight thinking about the unfortunate fate of my fellow soldiers and airmen. Although Korea was also designated a hostile short-tour, I was glad to be stationed there.

My First Cessna Flight

A decade later, my only contact with aviation had been commercial or military travel. For some reason, I became curious about General Aviation. There must have been something that I had read or had seen that started me thinking about it again, but after awhile I was ready to visit an airport.

Linda and I had recently moved to Camp Hill, PA, and while exploring the area, found the Capitol City Airport at New Cumberland. On the river, across from Harrisburg, it was a pleasant setting away from the city and traffic. It was 1991, August 1 to be exact; I know that date well because it's the first entry in my logbook.

Driving into the airport, we came to Clark Aviation, the FBO (for Fixed Base Operator), and went into the office to look around. We probably seemed like tourists in a gift shop, because a young chap in his 20's asked if he might answer some questions. He introduced himself as Jim Steele, a flight instructor.

Would you like to see what a Cessna looks like? Jim asked.

Well, yes, I'd like to see a plane, up close, I said responding to his invitation. He was an instructor, but he sure was a diligent salesman too; I didn't realize until later how good he really was.

Outside we went, onto the ramp, which is the aircraft parking area near the door. We looked at a Cessna 172, and Jim invited me to sit in the pilot's seat.

Go ahead, climb in, see what it's really like, he offered. Now he was the salesman getting the buyer to visualize himself using the product! Of course, sitting in the seat led to more questions, answers, and his final,

Come along, I'll take you up and you can see for yourself.

Of course, but not for long. I'm not buying anything, just curious. What could I say? I was taking the bait: a salesman's trial close!

The pre-flight check of the plane for any mechanical or electrical problems was next. For me, it was a wonderful chance to get a close look at all the moving parts. When done, we climbed into our seats; Jim strategically put me in the pilot's seat again, and he had me completing everything on the checklist. Finally, we primed the engine, set the mixture and throttle, and turned on the ignition

Clear! he called loudly, warning anyone outside to stand away from the prop as it started to rotate.

The rumble of the engine was a sound to remember. For me, I was starting something I hadn't done before and it was all uncharted water – everything was a question. Controlling from his seat on the right, Jim taxied from the ramp area and headed for the runway. He seemed confident, so I relaxed and prepared for a fun ride. I thought, this should be a piece of cake watching him fly this plane.

Then he struck! OK, Alan, it's yours. Taxi straight down this taxiway.

So there I am, weaving down the taxiway trying to steer with the left and right foot brakes. By pressing the top of the right rudder pedal, the right brake causes the plane to head toward the right. By pressing right or left as needed, one can steer the aircraft. It's natural for a non-pilot to try steering with the control yoke, and I quickly discovered that was no help on the taxiway. So much for my relaxed first ride.

Watch the throttle; we don't want to go so fast! Jim cautioned me.

Running the engine faster than an idle was propelling us down the taxiway much more quickly than the person-walking speed I was supposed to use. I'm sure Jim was enjoying my attempts, all the while talking on the radio to the tower. At least I didn't need to do the radio calls too. I surely had my hands full at the moment. And my feet too: they were still steering!

When we neared the end of the taxiway, we stopped for a last-minute check of the engine. The idea was to hold the brakes tight, then run the engine up to almost full power for a moment. Switch off one of the two magnetos, check for an RPM drop; swap to the other magneto and check its RPM drop too.

Jim called the tower saying, November seven-three-seven Kilo-Pop, ready for takeoff.

The tower radioed back, November seven-three-seven Kilo-Pop, clear for takeoff.

Jim responded his confirmation, Seven-three-seven Kilo-Pop, clear for takeoff.

We rolled into position at the end of the runway, lined up straight, and ran the engine up to full power. Let the brakes off. We start the takeoff roll, steering now with the rudder and not the brakes. Faster and faster. Around 60 or 70 mph we began lifting off and climbing. Nothing like it! Fantastic! I think I did it, but Jim was probably helping things along. It was a blur.

We flew to Lancaster, which took only 20 minutes or so. Maybe it took longer: I was still in a blur. Truthfully, I was petrified ... my middle name was scared-to-fly and I was a white-knuckle pilot. I think I pressed my fingerprints into that control yoke forever because of my grip on it. One is supposed to grip the yoke lightly and stay relaxed and cool. Not.

The runway we were to land on had a strong crosswind, and that complicated the landing. My first in a small plane. Why me? As we began our final descent to the runway, Jim had the plane pointed to the side, flying into the crosswind. Closer and closer to touchdown, and we were still sideways. Not really understanding how all this worked, I was getting myself into a lather as we descended.

What I didn't notice at the time was that we were also banked, or tilted, as we flew into the crosswind. At the instant we touched down, when the lowest wheel hit the ground, Jim suddenly straightened the plane so we headed directly down the runway. We were still banked to deal with the crosswind and rolling on one wheel! As we slowed, the crosswind wasn't so much of a problem, and he let the other wheel touch down. That flight was far more than I expected.

After visiting the pilots' lounge for some coffee, we went back to the plane for the return trip to CXY (for Capitol City – all airports have similar designators). Another pre-flight check of the plane; one can never tell what might have happened since landing that would make the plane unsafe. More

Reviews for Say for me Kaddish, An Engineer's Life and Advice

[zahrul azha · Rating: 5 out of 5 stars]

I already bought this book at Amazon. Thank you Scribd. If not, I would never know this book ever exist. As to Dr. Wilcox, I do admire and appreciate your effort to document your life story as a practising Engineer and lecturer. I'm Civil Engineer. But the the essence of the works do not much differ compared to other engineering field. I'm going to use some of your life experience for my career growth. It was inspiring and a thought provoking books. Thank you Dr. Wilcox