Unit 10

Section (A)

The Bermuda Triangle Phenomenon


At 2 PM on December 5, 1945, five Navy aircraft took off in perfect flying weather from a naval air

installation in southeastern Florida, on a routine training mission over the Atlantic Ocean. Less than

two hours later, the flight commander radioed that he was "completely lost". Then there was silence. A

rescue plane was sent to search for the missing aircraft, and it, too, disappeared without trace. Despite

one of history's most extensive search efforts, involving more than 300 planes and dozens of ships, the

Navy found nothing, not even an oil stain floating on the water.

This is just one of the many frightening stories told of "the Bermuda Triangle";, a mysterious area of

the Atlantic Ocean roughly stretching southwest from Bermuda to the Florida coast and down to

Puerto Rico. Among sailors, it is known as "the Graveyard of the Atlantic"; because of the strange

weather found there. During the past 30 years, the triangle has claimed the lives of some 1,000 sailors

and pilots. When he entered this stretch of the Atlantic, Christopher Columbus noted curious glowing

streaks of "white water". These mysterious patches of light are still visible today and so bright that

they have been seen from U.S. spacecraft in orbit around the earth.

The triangle has aroused considerable public interest through three best-selling books, a television

show and a special exhibition. None of these investigations has produced convincing answers to the

mystery of the triangle, but there is no shortage of interesting theories. Some scientists and popular

authors go so far as to suggest that the triangle is a place where beings from outer space hunt human

specimens for their "zoos".

Whatever the truth may be, planes and ships regularly disappear in the triangle. On July 3, 1947, a

U.S. Army airplane disappeared 100 miles off Bermuda without broadcasting any word of difficulty. An

immediate search over 100,000 square miles of sea failed to turn up a single piece of the missing plane.

On January 30, 1948, a British airliner vanished over the triangle with 31 passengers and crew aboard.

A year later, the missing airliner's sister plane disappeared. Seventy-two search planes, plus dozens of

ships, failed to turn up any sign of the missing aircraft.

One of the largest ships claimed by the mysterious triangle was a 500-foot coal ship that

disappeared on March 4, 1918. Investigations revealed no evidence of bad weather, no messages for

help, no wreckage and no sign of the 309 men aboard. Stranger yet are the numerous "ghost" ships

that have been found floating crewless within the triangle. On one weird occasion in 1881, the cargo

steamer Ellen Austin discovered a small sailing ship, sails waving uselessly in the wind. A look through

the captain's telescope showed no one on deck. The boat had a full cargo of timber, but there was no

sign of human life. The captain of the Ellen Austin installed a new crew to sail it, but two days later,

during a rough storm, the two ships temporarily lost sight of each other. When the captain again

boarded the boat, he found his crew had disappeared. After a second crew was assigned, the ship was

again lost in a fog bank. This time, no trace of the boat — or the crew — was ever found.

Officially, the U.S. Navy does not recognize the triangle as a danger zone and is convinced that "the

majority of disappearances in the triangle can be attributed to the unique features of the area's

environment." These include the swift Gulf Stream current, the unexplored submerged valleys of the

Atlantic and the often violent weather within the mystery zone. Then too, the triangle is one of only

two places on earth where a compass needle points to true north rather than magnetic north, causing

problems in navigation. "There are mysterious and strange things going on out there," admits Richard

Winer, author of The Devil's Triangle, a book that has sold 500,000 copies since its publication three

months ago. "But I believe that all the answers lie in human error, mechanical problems, strange

atmospheric events, or unusual magnetic phenomenon."

On the contrary, officials of another government bureau report, "no reasonable explanation to date

has been made for the vanishings." Because of these uncertainties, private investigators have sought

more fantastic explanations. One author argues that beings from outer space have established a highly

advanced civilization in the unexplored depths of the Atlantic inside the triangle. There, he believes,

most of the missing vessels — and their crews — may still be on display for study by these higher

intelligences. "It sounds weird," the author admits, "until you realize that it's the only explanation that

covers all the facts."

These and other theories are all examined in Charles Berlitz's current volume The Bermuda

Triangle. A man with an interest in Atlantis, the legendary lost island, Berlitz expands upon the theory

that a giant solar crystal, which once was the power generator for Atlantis, lies on the ocean floor. From

time to time, according to his theory, passing ships and planes set off the crystal, which confuses their

instruments and sucks them into the ocean.

To test such theories, an institute is planning to take 300 psychics and scientists on a cruise into the

triangle. The researchers hope to make contact with whatever "higher intelligence" may lie under the

sea.

Words: 896

New Words

　aircraft n. 飞行器
　naval a. 海军的，战舰的
　installation n. 1.设施；(军事)基地 2.安装
　commander n. 指挥官，司令官
　trace n. 痕迹，踪迹
vt. 1.找到，查出 2.追究，追溯，探索
　stain n. 污点，污迹
vt. 沾污，染污
　southwest ad. 向西南
a. 西南方的，西南部的，来自西南的
n. 西南方，西南部
■graveyard n. 墓地
▲streak n. 1.条纹，条痕 2.个性，特征
　patch n. 1.与周围不同的斑片 2.补丁，补片
v. 补，修补
　visible a. 看得见的，可见的
　spacecraft n. 宇宙飞船
　orbit n. （天体运行的）轨道
v. 环绕轨道运行
　investigate vt. 调查（研究），审查
　investigation n. 调查，研究
　outer a. 1.距里面或中心较远的 2.外的，外边的，外部的
　hunt v. 1.寻找，搜寻 2.打猎，狩猎
n. 1.捕猎，追捕 2.搜寻，寻找
　specimen n. 标本；样本
　airline n. 航空公司
　airliner n. 班机，客机
　vanish vi. 1.突然不见，消失 2.不复存在，绝迹
　crew n. 1.船上或飞机上的全体工作人员 2.一组（或一队、一班）工作人员
◆crewless a. 没有工作人员的
　aboard ad. 在（船、飞机、公共汽车或火车）上
prep. 在（船、飞机、公共汽车或火车）上
　missing a. 失踪的，下落不明的，找不到的
　cargo n. 货物
　steamer n. 汽船，汽艇, 轮船
　telescope n. 望远镜
　deck n. 甲板；层面
　timber n. 木材
　install vt. 1.任命，使就职 2.安装
　fog n. 雾
　gulf n. 1.海湾 2.巨大的差距，鸿沟
　submerge v. (使)浸没，(使)淹没
　magnetic a. 1.有磁性的，磁的 2.有魅力的，吸引人的
　navigation n. 航行，导航
　error n. 错误
　mechanical a. 1.与机械有关的，机械的 2.机械的，呆板的，习惯性的
　atmosphere n. 1.大气（层） 2.气氛，氛围
　atmospheric a. 大气(层)的
　bureau n. 局，办事处
　solar a. 太阳的，来自太阳的，太阳能的
　generator n. 发电机；发生器
　suck v. 1.吞没，拉进 2.吸，吮，啜
■psychic n. 通灵的人，对超自然力敏感的人
a. （指人）有超自然力的
　cruise n. 航行
v. 旅游航行



Phrases and Expressions

　take off （飞机等）起飞
　search for 搜寻，探求，寻觅
　without trace 无影无踪地，了无痕迹地
　tell of 讲述，述说，告诉
　go so far as to 说或做到……强烈程度
　turn up 发现，挖掘 发生，出现，到来
　attribute sth. to 把... ...归因于，把... ...归咎于
　go on 发生
　on the contrary 恰恰相反，相反地
　to date 到目前为止，迄今
　on display 展览，陈列
　expand on/upon （对故事、论据等进行）补充
　from time to time 不时，有时
　set off 引起，启动
　make contact with 接触，联系，结识，会晤



Proper Names

　Florida 佛罗里达
　the Atlantic Ocean 大西洋
　the Bermuda Triangle 百慕大三角
　Bermuda 百慕大群岛
　Puerto Rico 波多黎各
　the Graveyard of the Atlantic 大西洋中的墓地
　Christopher Columbus 克里斯托弗·哥伦布（意大利航海家，新大陆的发现者）
◆Ellen Austin "艾伦·奥斯丁"号
　U.S. Navy 美国海军
　Richard Winer 理查德·文纳
◆The Devil's Triangle 《魔鬼三角》
　Charles Berlitz 查尔斯·伯利茨
　Atlantis 亚特兰蒂斯（传说中的岛屿，据说位于大西洋直布罗陀海峡以西，后沉于海底）

Section(B)

The Ride of My Life


I climbed into the back-seat of the world's hottest jet fighter, the F-16. Clouds hung over our air

base, but I knew that soon I would be above the clouds, where the sun was shining.

A mechanic strapped me into my harness, and plugged in the system that would allow me to breathe

and talk at 35,000 feet. "When you start pulling G's," he reminded me, referring to gravity forces,

"your G-suit will fill with air automatically." I certainly hoped so. If my suit failed on a high-G mission

like this, I could be killed.

"In an emergency," he said, "just pull the handle between your legs. A rocket under the seat will pop

you out of the aircraft, seat and all. Your parachute will open automatically." The mechanic couldn't

resist a parting joke: "If you have to use the survival equipment and it doesn't work, bring it back; we'll

replace it."

As I struggled to get comfortable, my pilot, Major Patrick Hamilton, came aboard and started

programming the jet's computers. Then, through the microphone, he spoke into my ear: "If you're

ready, let's get going." Our engine roared to life, the powerful jet turbines making enough noise to

waken the dead. We were going up for a practice battle.

I expected the ride of my life, and with good reason. The F-16 is a $20 million piece of hardware that

has enough horsepower to fly at twice the speed of sound. In tight turns and recovering from dives, it

can pull nine G's, or nine times the force of gravity, causing a 200-pound man to weigh nearly a ton.

The jet roared down the cement surface, slamming me against the seat. In seconds, we reached 145

miles per hour. The plane blasted into the air like a bullet shot out of a rifle, and soon we were at 2,000

feet and climbing.

The F-16 can fly straight up. It can spin, dive, turn, climb, roll, and make loops with the grace of an

eagle. Yet, loaded with practice bombs and 8,000 pounds of fuel, the mostly aluminum aircraft weighs

some 15 tons. Controlling this precision machine and its many weapons is like playing a million-dollar

video game that has dozens of buttons.

"The controls are so sensitive," Major Hamilton says, "they're almost an extension of the pilot's

body."

In fewer than five minutes, we'd reached an altitude of 35,000 feet. At near the speed of sound, we

were flying ahead of our engine's roar. We felt little sense of speed or motion. Even the boom that

happens when the jet breaks the sound barrier went unnoticed.

The ride was exciting yet peaceful, and the view beautiful: an ocean of blue above, a blanket of pure

white below. Inside our clear chamber, we were warm and comfortable, but outside was a whole

different world. The atmosphere was 30 degrees below zero centigrade and too thin to breathe.

Trailing behind us were white stripes created by heat from our exhaust hitting sub-zero air.

Our target area was 250 miles to the north. For a few minutes, we would be flying straight, so Major

Hamilton turned the controls over to me. "But don't try anything fancy," he warned. My goodness! I

thought of all the pilots who'd give a month's pay to take my place. I turned the plane to the right, but I

did it too hard and we went into a steep turn. I corrected with a squeeze to the left. That's about as

fancy as I got.

Flying the F-16 straight and level was easy enough. Flying in combat and managing the complex

weapons system requires considerably more concentration. The pilot must command a collection of

lights, dials, knobs, digital displays, and other electronic devices. "You must have to be an engineer or

computer scientist to fly this airplane," I commented over the microphone.

"It helps," said Major Hamilton. But he added, "You don't have to know how everything is put

together, just how the system operates. Even a monkey could fly this airplane."

Suddenly we heard the commander say "enemy" aircraft had been sighted. Action began with a

rapid dive from 35,000 feet. I prepared for the G's I knew we'd pull. When the G-meter reached 6.2, I

could no longer lift my feet off the floor. No wonder — they weighed nearly 100 pounds. My vision

went dim, as blood rushed from my head to my feet. My G-suit, now fully filled with air, compressed

my legs to force the blood back into the upper part of my body. The jet twisted, turned, rolled, climbed

and dived, constantly whipping me from one side to the other. I was having trouble following it all; I

was, in fact, just hanging on.

During our mission, no planes were actually shot down. But cameras connected to video recorders

had captured the action on tape. Hits and misses, determined by computers, would be watched and

evaluated in post-flight meetings.

Although the major joked about how simple it was to fly the F-16, the truth is that a pilot must be an

expert to control the craft. And to withstand the force of high-G movements, he must also be in top

physical condition. As Major Hamilton landed our plane gracefully, I was thankful that he, not a

monkey, had been my pilot. This man had indeed given me the ride of my life.

Words: 901

New Words

　jet n. 喷气式飞机
　mechanic n. 技工，机械工人
　strap vt. 捆，扎，绑
n. 带，皮带
　harness n. 马具；类似马具的装备（如降落伞背带或幼童的系带）
vt. 1.给（马等）上马具 2.利用（自然力）发电等
　plug vt. 1.堵，塞 2.插上（插头）
n. 插头
　gravity n. 1.重力，万有引力 2.严重（性）
　rocket n. 火箭
　pop vt. 快速地放，快速地拿
vi. 发出砰的响声
n. 流行音乐
■parachute n. 降落伞
　resist vt. 1.顶住，忍受 2.抵抗，反抗
　microphone n. 麦克风
　turbine n. 涡轮机，叶轮机，透平机
　waken v. 唤醒，醒来
　hardware n. 1.重型武器；重型机器 2.五金器具 3.（电脑）硬件
　horsepower n. 马力（功率单位）
　cement n. 水泥
　slam v. 1.猛力地推、放或扔 2.砰地关上
　rifle n. 来复枪，步枪
　loop n. 圈，环
　eagle n. 鹰，雕
　aluminum n. 铝
　precision n. 准确（性），精确（性），精密（度）
　weapon n. 武器，兵器
　extension n. 1.增加的部分，延伸的部分 2.伸展，延伸，扩大
　altitude n. 1.海拔；高度 2.高处；高地
　boom n. 1.低沉有回响的声音，隆隆声 2.暴涨，激增，繁荣
　chamber n. 1.封闭空间；腔，室 2.房间，寝室 3.议院
　centigrade n. 摄氏度
a. 摄氏的
　stripe n. 条纹，条子
　fancy a. 花哨的，异样的
n. 1.奇想，想入非非 2.喜爱，爱好
vt. 1.想像，设想 2.喜欢，想要
　goodness int. （用来表达强烈的感情，尤指惊奇）啊呀
　steep a. 1.急剧升降的 2.陡的，陡峭的
　concentration n. 1.全神贯注 2.集中，群集
　dial n. （机器或设备上的）刻度盘，标度盘
vt. 拨打电话
　digital a. 数字的，数字显示的
　compress vt. 压紧，压缩
　upper a. （位置、水平等）较高的，较上的；上层的，上部的
　whip v. 1.猛地移动 2.鞭打，鞭笞
n. 鞭子
　recorder n. 录音机，录像机
　craft n. 1.船，艇，航空器 2.工艺，手艺



Phrases and Expressions

　hang over 悬浮于空中
　plug in 插上插头
　fill with 充满，装满，盛满
　pop out （使）突然出来，出来一会儿
　get going （使）开始运行
　go up 上升，攀升
　load with 装，装载
　ahead of （在空间或时间上）超前，在……前面
　turn sth. over to sb. 把（某事）交给（某人）处理
　think of 想起，记得
　take sb.'s/sth.'s place 代替
　go into 开始（某活动）
　put together 装配，组装
　force into 迫使进入
　hang on 坚持 抓紧，抓牢



Proper Names

　F-16 F-16 喷气式战斗机
　Major Patrick Hamilton 帕特里克·汉密尔顿少校

Section (C)

Easy Ride in a Taxi


Taxi travel can be safe anywhere in the world as long as visitors understand the rules, says travel

expert Stacey Ravel Abarbanel. In some cities, it is common for people to approach you and offer you

a ride. Often they are locals trying to make extra money rather than licensed taxi operators who have

passed safety training or a background check. "These people can be very aggressive," warns one

traveler, and you need to be too. In places like South America, where it is common to be surrounded by

them, he says, "I look straight ahead like a horse, walk to the taxi that I want, and ask, ‘Who owns this

car?’"

One way to avoid illegal taxis is to know the marks that indicate licensed taxis in the area you are

visiting, as well as to understand what different car and/or license plate colors may mean. For instance,

Mexico City has a three-level system for identifying taxis. Orange and white taxis are four-door cars

that offer the most comfort, with metered rates. Green and white taxis are a step down the scale, but

still have meters. The lower class yellow and white taxis have no meters, so be sure to negotiate your

fare before you depart.

Once you've found the right taxi, issues of fares, meters and other charges come into play. In some

countries, all taxis are metered, and the government regulates fares so you can expect few problems.

But in other places you may find drivers reluctant to use meters, even though the car should be

equipped with one. The rule of thumb in such cases is to insist on their use, if you know meters are

available.

While meters don't always show the true fare (dishonest drivers sometimes adjust them to advance

faster), it is seldom cheaper to rely on the driver to quote a fare. So if your driver insists he/she

cannot use a meter, find another taxi.

But what about countries where there truly are no meters? There are two methods you can use.

One is to negotiate the fare before you get into the car. In Russia, this is the only way it is done.

"You call a taxi, and when the driver pulls over, you don't get in," an experienced traveler says. "The

driver will lean over to the passenger-side window, you tell him where you want to go, then negotiate a

price."

But another man takes a different approach on his trips to Latin America. His "never-ask-the-fare"

policy works like this. "While I'm in the airport, I ask three or four people to get an idea for how much

it will cost to get to my destination," he explains. "I never ask the driver how much it is, I just pay less

than what the people said. If it's more, the driver will tell you."

When a fare does turn out to be more than you expected, think about your options. Of course, a large

difference may leave you arguing with the driver. However, one traveler makes the point that this

difference may amount to pennies when you consider exchange rates. "Choose your fights," she says.

"Is it worth 25 or 50 cents to argue with a taxi driver?"

Often what you think is a dishonest fare is actually the sum of legal extra charges. For example,

when you call for a taxi in France, the meter starts running from wherever the taxi was stationed, so it

can arrive with up to 10 dollars already on the meter. In Australia and Singapore, extra charges are

imposed for phone-in requests. There is a post-midnight charge in London and Singapore, which

explains why Singaporean taxis disappear after 11:30 PM and reappear at midnight. Luggage requires

an extra charge in some cities.

A general knowledge of a city's taxi-taking customs can also make you more comfortable during your

travels. For instance, it is customary for Germans, particularly male passengers, to sit in the front seat

with their taxi drivers, a common practice in Australia as well. And in Mexico, don't be surprised if

your driver picks up another person while your ride is still in progress.

In Thailand, back-seat passengers are advised not to rest their feet on the seat in front of them,

which drivers consider rude as feet are considered the lowest, dirtiest part of the body. Japanese taxis

have automatic controls to open and close the doors. "Don't stand too close to a taxi door or you'll get

hit," warns one Japanese man. Don't be alarmed by the bells ringing in Singaporean taxis, which are

simply a signal warning drivers they have exceeded the speed limit.

If you must travel to remote areas where taxis are few, or if you plan to make many stops

throughout the day, you will probably find it easier and cheaper to hire a taxi for the day or half-day.

Taxis outside hotels are usually the safest, but also the most expensive for day hires. If you're in a

country where security is a concern, stick to hotel taxis, but in other places, it's likely that you'll be able

to strike a good deal with a driver on the street.

If you're going to spend a lot of time with a particular driver, plan ahead to ensure the day will go

smoothly. For instance, in Asian countries, have your destinations and directions written down in Asian

characters.

Words: 901