Sabtu, 30 Maret 2013

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The Late Byzantine Army: Arms and Society, 1204-1453 (The Middle Ages Series), by Mark C. Bartusis

The late Byzantine period was a time characterized by both civil strife and foreign invasion, framed by two cataclysmic events: the fall of Constantinople to the western Europeans in 1204 and again to the Ottoman Turks in 1453. Mark C. Bartusis here opens an extraordinary window on the Byzantine Empire during its last centuries by providing the first comprehensive treatment of the dying empire's military.

Although the Byzantine army was highly visible, it was increasingly ineffective in preventing the incursion of western European crusaders into the Aegean, the advance of the Ottoman Turks into Europe, and the slow decline and eventual fall of the thousand-year Byzantine Empire. Using all the available Greek, western European, Slavic, and Turkish sources, Bartusis describes the evolution of the army both as an institution and as an instrument of imperial policy. He considers the army's size, organization, administration, and the varieties of soldiers, and he examines Byzantine feudalism and the army's impact on society and the economy.

In its extensive use of soldier companies composed of foreign mercenaries, the Byzantine army had many parallels with those of western Europe; in the final analysis, Bartusis contends, the death of Byzantium was attributable more to a shrinking fiscal base than to any lack of creative military thinking on the part of its leaders.

  • Sales Rank: #748111 in eBooks
  • Published on: 2015-12-22
  • Released on: 2015-12-22
  • Format: Kindle eBook

Review

"An essential tool for comparative historians, Byzantinists, Balkanologists, historians of the later Crusades, medieval Islamic, especially Ottoman, and western European medieval and Renaissance history. Its publication reinforces the reputation of Bartusis as a foremost authority on many dimensions of late Byzantine institutions and the related social and economic context."—Walter Kaegi, Journal of Military History



A History Book Club selection

From the Back Cover
Mark C. Bartusis opens an extraordinary window on the Byzantine Empire during its last centuries by providing the first comprehensive treatment of the dying empire's military. The late Byzantine period was a time characterized by both civil strife and foreign invasion and framed by two cataclysmic events: the fall of Constantinople to the western Europeans in 1204 and again to the Ottoman Turks in 1453. While the army enjoyed a highly visible presence during this time, it was increasingly ineffective in defending the state. This failure is central to understanding the persistence of the western European crusader states in the Aegean, the advance of the Ottoman Turks into Europe, and the slow decline and eventual fall of the thousand-year Byzantine Empire. Using all of the available Greek, western European, Slavic, and Turkish sources, Bartusis describes the evolution of the army both as an institution and as an instrument of imperial policy. He considers the army's size, organization, administration, and varieties of soldiers, including discussions of campaigns, garrisons, finances, recruitment, and the military role of peasants, weapons, and equipment. He also examines Byzantine feudalism and the army's impact on the economy and society. Bartusis emphasizes that the corps of heavily armed mercenaries and soldiers probably never numbered more than several hundred. He further argues that the composition of the late Byzantine army had many parallels with the contemporary armies in western Europe, including the extensive use of soldier companies composed of foreign mercenaries. In a final analysis, he suggests that the death of Byzantium is attributable more to a shrinking fiscal base thanto any lack of creative military thinking on the part of its leaders. The Late Byzantine Army is a major work of scholarship that fills a gap in the understanding of the late Byzantine empire. It will be of interest to students and scholars of medieval and Byzantine institutional history.

About the Author
Mark C. Bartusis is Professor of History at Northern State University, Aberdeen, South Dakota.

Most helpful customer reviews

14 of 14 people found the following review helpful.
The Late Byzantine Army by Mark C. Bartusis
By Emmett Strode
Mark C. Bartusis' book is a tightly written and well organized scholarly exploration of the Byzantine army in the final two-and-a-half centuries of the empire. Divided into two sections, the first part of the work is an overview of the army's role in the political organization of the empire. The section concludes with a very well-written short essay on the fall of Constantinople. The second section is a technical discussion of the organization and financing of the army. Coming to the book as a general reader with an interest in Byzantine history, I found the glossary of court and military terms very helpful. The bibliography provides a wealth of possibilities for future reading. Bartusis' writing is scholarly but it is not stilted and overly-formal as is the work of many scholar-historians. "The Late Byzantine Army" provides the general reader and the reader of military history with a brief but well-drawn and understandable portrait of the subject.

8 of 8 people found the following review helpful.
The Late Byzantine Army: Arms and Society, 1204-1453
By Eric Williams
The Late Byzantine Army: Arms and Society, 1204-1453. Mark C. Bartusis. 1997. 464 pages.

This is not a book about tactics, strategy, orders of battle, training, equipment or philosophy of war. It is not a military history and skimming the table of contents is deceptive. Along the lines of a quote by Graf Franz Conrad von H�tzendorf about the primary national requirement for a war being money and the second being money and the third being money, this book is largely about financing the Byzantine Military establishment.

The first section of the book discusses the size and use of the Imperial Military from 1204 to 1453. 1204 is the beginning of the Latin Crusader occupation of Constantinople which was taken back by the Byzantines in 1261. The Byzantine forces of this period and until the end in 1453 were very different in composition from those of earlier times. The composition was different but there were attempts to tie them to those earlier forces by function, title, or honorifics. There is some discussion of the fleet but 85% or more of the text is given over to ground forces their composition, source of recruitment and financing.

What becomes apparent is that warfare, especially civil war was constant even beyond 1261 and the re-establishment of the empires capital in Constantinople. Given the costs involved in warfare, there was reluctance by the Byzantines to use their own forces when surrogate forces could be had for payment at a cheaper rate. Consider the cost of recruitment, training, equipping, maintaining, and the need to replace that person in the civilian work force as well. Drawing a significant part of their sovereign forces from landholders meant that when the y were mobilized either they had to find some one else to work the land (source of income for soldier and through taxation for the state) or in the case of larger estates to oversee the workers. To fight a battle with your army is to risk losing it and possibly your state as well. This seems to have been well understood by the pragmatic Byzantine mind. To allow for the continued use of armed force as an aspect of statecraft and diplomacy the Byzantines preferred to hold their own native force in reserve and use other forces when ever possible in pursuit of their goals.

The various unit types or classification of these other forces and the native forces are well documented in this text. The bulk of the text discusses their recruitment, definition, role in the imperial system and how they were financed. It is very detailed and interesting but not for the general reader or the military specialist. It is easy to get lost in the details. There were surprises in the financial and legal aspects of the text. The first is the relationship between Church, Money, State and War. The encroachment and growth of monasteries' economic power had a serious impact on the solvency of the state. Some monasteries were charged with recruiting and paying for defenses including soldiers in the field.

I was interested in the late recruitment of the Varangians and other Imperial Bodyguards. They were initially Viking but in this later period they were predominantly English and the book detailed some of their civic and military responsibilities. What was interesting was their proclaiming in church (Saint Sophia) using English in the heart of Greek speaking Byzantium. The texts are clear that they proclaimed in their own language. The state seemed willing to forego any attempt at forced conversion or Hellenization as a way to insulate the forces from domestic politics.

The book is tedious though detailed in its writing. Not a casual or light read. I would not recommend it as a starting point or an intermediate point of entry into the world of Byzantium or military history. It has a function and it is well suited to that function, detailing the recruitment, structure, and financing of Byzantine ground force from 1204-1453. Beyond that function is little appeal.

4 of 4 people found the following review helpful.
Fighting a losing war?
By JPS
Mark Bartusis' book on the Late Byzantine Army remained for almost tenty years the only Reference on the shrinking Empire's armed forces during the last two centuries of its existence. Since the publication of Savvas Kyriakidis' work on Warfare in Late Byzantium (Brill, 2011), which completes it but does not superseed it, it is still one of the two references, although it is a bit dated in some areas. Ideally, both should be used together.

The first merit of Bartusis' book is to show that, unlike during the Komnenian period before 1204 (1081 to 1204), no part of the Empire was "immune to sudden and frequent attacks" and this meant that the army's importance increased correspondingly. This is what he means when mentioning that Byzantium was in a state of "permanent" war, especially after 1282 and the death of Michael VIII. In his own terms, it was "a highly visible institution". Although he does not quite manage to demonstrate that it was any more "visible" or more important than the armies of the Komnenes, what is probably meant is that it was increasin gly unable to both defend the Empire's existing territory AND reconquer lost territory and that, as time went by, the latter objective was dropped in practice, if not in theory, as it became increasingly difficult to defend what it already had.

Another merit of the book is to examine the components of the army - the mercenaries (mostly "foreign", although this needs also to be qualified), the pronoiars (holders of fiscal grants), which he shows as clearly different from feudal landholders, and the guards (whether palace guards or gerrisons). He shows that neither of the first two can be held responsible for the Empire's slow demise and shrinking territory and resources. However, one the explanations that he provides, that economy had been in decline since the XIth century, has been challenged by more recent works. The decline set in in the final decades of the XIIth century and over the XIIIth century, but the Empire was still prosperous enough, at least until 1180, to be able to afford the larger armies that it needed. This was no longer the case after 1204.

While interesting and fascinating, the detailed and technical presentation of the army's organisation and performances mask what it perhaps the main limit of this book. Although not entirely the author's fault, there is an assumption that the army and the state never had the resources their needed to fight winning and decisive battles and wars, rather than to just repel the multiple attackers and ennemies until the next time, where they would have to start all over again. While this was clearly and increasingly true after 1282, and Bartusis makes a strong and convincing case that the Empire's standing army forces should be counted in the thousands (a figure of 5000 is mentioned prior to 1282) rather than the tens of thousands, his arguments are somewhat less convincing for the period prior to 1282. Also, while the sources do make it very difficult to estimate numbers, whether those for specific campaigns or, and even more so, overall numbers for the army, it seems that until Michael's death in 1282, the Army did manage to put a larger number of men in the field than afterwards, as illustrated by the year 1262 when three armies seem to have been fielded on three different theaters of operations. Even if small (say 3000 each), this would be double the author's estimate.

Another strongpoint of this book is to show how Michael VIII was both highly successful over the short-term while undermining the Empire's strength over the medium to longer term. His campaigns in the the Balkans stretched the Empire's finances to the extent that his son had to drastically cut expenses and disband the fleet to avoid bankcruptcy, with very damaging consequences on the Empire's security. Second, by using and transplanting soldiers from Anatolia to Europe, he is blamed for considerably weakening the borders of the latter which was entirely lost to the Turks by the end of his son's reign. Third point, while he was devoting his limited resources to the reconquest of the West, a must for any Byzantine Emperor, he missed the "window of opportunity" that he had to crush the Turkish Emirates arising from the collapse of the Sultanate of Konya, and these Emirates, once united by the Ottomans, would prove irresistable by the time his son succeeded him.

Finally, there are the maps of the Empire's territory, which are excellent. In particular, they illustrate very well the Empire's strategic dilemna and show that at sone at it chose to expand on one front, it would be attacked on another one and lose territory and therefore substance and resources, as a result, making it that much weaker when the next confrontation came up.

An excellent book, highly recommended

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Sabtu, 23 Maret 2013

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The Master Mind: The Key to Mental Power, Development and Efficiency, by Theron Q. Dumont

Are you a mental slave, your mind the servant of outside forces? Would you rather be a mental master, your thoughts taking charge not only of mind and body, but destiny? Theron Q. Dumont, a pioneer of the early 20th century's New Thought movement, here gives practical, step-by-step instruction on mastering control of not only the conscious mind but, more importantly, "those marvelous faculties which operate on the subconscious planes." This is a how-to book for any person-of any era-ready to take charge of his or her life. THERON Q. DUMONT is an alias and pen name of American writer WILLIAM WALKER ATKINSON (1862-1932), editor of the popular magazine New Thought from 1901 to 1905, and editor of the journal Advanced Thought from 1916 to 1919. He authored dozens of New Thought books under numerous pseudonyms, including "Yogi," some of which are likely still unknown today.

  • Sales Rank: #3790320 in Books
  • Published on: 2010-07-01
  • Original language: English
  • Number of items: 1
  • Dimensions: 8.50" h x .75" w x 5.51" l, 1.08 pounds
  • Binding: Hardcover
  • 282 pages

Most helpful customer reviews

16 of 17 people found the following review helpful.
Get your mind right
By Kendrick D. Smith
Master Mind by Theron Dumont is a phenomenal work that explains that life is about filling/playing one of two roles, master or slave. A master is one who creates his circumstances. Everyone has at one point or another been a subject of circumstance. However, a slave is one who is the continual victim of circumstances or continually being subjected to external impressions. Master Mind explains how the being of man is represented by a chariot and his Real Self represents the rein, the will: the steeds, the mental states of feeling, emotion, desire, imagination, and the rest. Unless the reigns be strong, they will not be sufficient to control the horses. Unless the charioteer be trained and vigilant, the horses will run away with the chariot and dash to pieces the driver in the general wreck. But controlled and mastered, the fiery steeds will lead forward to attainment and accomplishment, and at the same time will travel the road in safety. Master Mind reiterates and teaches the importance of mastering ones feelings, emotions, desires, thoughts, and most importantly the will. It explains the difference between voluntary and involuntary action. It also discusses the importance of attention and perception. The real question that it all boils down to is mastery or servitude, and if this is what you're currently asking yourself, then this is definitely the book for you. Man must be either the anvil or the hammer. Let each make his choice, and then complain not. Master Mind will definitely cause you to reevaluate all the activities that you face in your life and you how address/perform them. Thus said, if you are a hammer strike your fill, and if you are an anvil stand you still!

9 of 9 people found the following review helpful.
Very important book
By Tom
A very important book.Anyone interested in real life,power,and humanity, should have this book in their library.Too bad most people read low quality books instead of gems like this one.

11 of 12 people found the following review helpful.
THE MASTER MIND A MUST HAVE
By ARTURO GALEANO
This information is absolutely necessary for anyone that wishes to learn how to use their mind on purpose. A guide to the workings of one of your most valuable and usable instruments. Surely, a must have. Good luck!!!!!!!

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Kamis, 21 Maret 2013

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  • Sales Rank: #816294 in Books
  • Brand: Brand: Routledge
  • Published on: 2011-07-28
  • Original language: English
  • Number of items: 1
  • Dimensions: .88" h x 4.96" w x 8.42" l, 1.50 pounds
  • Binding: Paperback
  • 424 pages
Features
  • Used Book in Good Condition

From the Publisher
This book provides the tools and techniques that are fundamental to the practice of HPI. 'Human Performance Improvement' is all you need to understand and carry out your own HPI plan and is invaluable for trainers, HR practitioners, line managers, workers, college students who are being introduced to Human Performance Improvement principles, and anyone who is interested in improving how well and how much people perform in organizational settings.'Human Performance Improvement' will show you how to: * discover and analyze important human performance gaps* plan for the future improvements in human performance* design and develop cost-effective and ethically-justifiable interventions to close performance gaps* analyze trends and their implications for HPI

About the Author
William J. Rothwell: Professor of Human Resource Development, Department of Adult Education, Instructional Systems and Workforce Education and Development, Pennsylvania State University. Director of Penn State's Institute for Research in Training and Development.

Carolyn K. Hohne: Performance Improvement Consultant.

Stephen B. King: Ph.D, Executive Director, Leadership & Management Development Division, Management Concepts Inc.

Most helpful customer reviews

4 of 4 people found the following review helpful.
great resource for HPI
By Acc Girl
This is a fabulous book, very well laid out and organized, with plenty of tools and descriptions for the HPI practitioner. It was one of the required texts of my MBA class in Change Management, and it was invaluable in beginning our reviews of different performance problems (all cases) in the class. I would highly recommend it for anyone interested in the field or pursuing business that would like a working knowledge of HPI; it is a great resource to have on hand.

0 of 0 people found the following review helpful.
Five Stars
By Amazon Customer
The book was in great condition and the price was outstanding!

1 of 2 people found the following review helpful.
HPI/HPT
By M. Biggs
I will be adding this text into my HPI toolbox for constant use. It has help me to understand the process more and gave me insight into how to use these tools effectively.

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Senin, 18 Maret 2013

[W256.Ebook] Fee Download Skyfaring: A Journey with a Pilot, by Mark Vanhoenacker

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Skyfaring: A Journey with a Pilot, by Mark Vanhoenacker

'Flight, like any great love, is both a liberation and a return': an airline pilot captures the wonder of flight for the modern traveller.

�����"One of the most constantly fascinating, but consistently under-appreciated aspects of modern life is the business of flying. Mark Vanhoenacker has written the ideal book on the subject: a description of what it's like to fly by a commercial pilot who is also a master prose stylist and a deeply sensitive human being. This is a man who is at once a technical expert - he flies 747s across continents -- and a poet of the skies. This couldn't be more highly recommended." --Alain de Botton

�����Think back to when you first flew. When you first left the Earth, and travelled high and fast above its turning arc. When you looked down on a new world, captured simply and perfectly through a window fringed with ice. When you descended towards a city, and arrived from the sky as effortlessly as daybreak.

�����In Skyfaring, airline pilot and flight romantic Mark Vanhoenacker shares his irrepressible love of flying, on a journey from day to night, from new ways of mapmaking and the poetry of physics to the names of winds and the nature of clouds. Here, anew, is the simple wonder that remains at the heart of an experience which modern travellers, armchair and otherwise, all too easily take for granted: the transcendent joy of motion, and the remarkable new perspectives that height and distance bestow on everything we love.�

���•�Sunday Times Bestseller�

���•�Book of the Week on Radio 4

  • Sales Rank: #785190 in Books
  • Published on: 2015-07-22
  • Released on: 2015-07-22
  • Format: International Edition
  • Original language: English
  • Number of items: 1
  • Dimensions: 8.74" h x 1.27" w x 5.55" l, 1.08 pounds
  • Binding: Hardcover
  • 352 pages

Review
"Vanhoenacker is a remarkable writer. In Skyfaring he reveals his passion for flight, the mechanics of planes, the weightless, meaningful geography of the skies and the scent of the cities he flies to. He creates a still, almost poetic point in the turning, travelling world. This mesmerising book will make you view the world differently. All aboard!" -- Helen Davies Sunday Times "[An] ode to the wonder of flight in the tradition of the great pioneer pilot-author Antoine de Saint Exupery and Charles Lindbergh... flying remains a magical business" -- Charles Bremner The Times "Mr Vanhoenacker, fortunately for his readers, has lost none of his sense of wonder at the miracle of flight itself... a beautifully observed collection of details, scenes, emotions and facts from the world above the world" The Economist "Mr Vanhoenacker, fortunately for his readers, has lost none of his sense of wonder at the miracle of flight itself... a beautifully observed collection of details, scenes, emotions and facts from the world above the world" The Economist "A description of what it's like to fly by a commercial pilot who is also a master prose stylist... This is a man who is at once a technical expert - he flies 747s across continents - and a poet of the skies. This couldn't be more highly recommended" -- Alain de Botton "A beauty. For so many flying has become humdrum: a bus journey to be endured then forgotten, not enjoyed and recalled. Vanhoenacker makes it wondrous again." -- David Sexton Evening Standard "Beautifully... simply put. Vanhoenacker's prose has a functional eloquence that carries the reader along for the ride." -- Geoff Dyer The Guardian "Reminds us of the magic of aviation... full of information that is wonderful in its simplicity" -- Erica Wagner The New Statesman "[An] endlessly surprising, strikingly original book... combines intelligence and sensitivity with an "outward-looking introspection" Intelligent Life "Not since Antoine de Saint-Exupery's classic Vol de Nuit...has there been such a fantastic book about flying... Skyfaring takes the genre to a whole new level. I found myself turning over the corners of almost every page with excitement and admiration" -- Giles Foden Conde Nast Traveller "Engaging, even poetic...Vanhoenacker's passionate and beautifully written book will remind even the most jaded traveller of the wonder of flight" -- Ian Critchley Sunday Times "An elegant meditation on how flying can lift the soul" New York Times, Notable Books of 2015 "A longhaul airline pilot whose vision is unexpectedly poetic and romantic...what stood out for me was that sense of wonder up there...a rather lovely book" -- Libby Purves Radio 4 "A poet of the skies to rival St Exupery... an author of real distinction with a genuinely poetic sensibility as well as a memorable turn of phrase... a perfect voice for a glorious subject... This really is a very good book" The Spectator "...both a manual for infrequent flyers (wherein the physics and metaphysics of time and space are for once essayed in a perfectly straightforward manner) and a skilful meditation on the glories of traversing the earth at the helm of mankind's greatest technological achievement that - yes - flies from the page" -- Bill Prince GQ

About the Author

MARK VANHOENACKER left academia to work as a management consultant, a position that afforded him regular opportunities to stare out of airplane windows and recall childhood dreams of becoming a pilot. He began his flight training in 2001. Today, as a Senior First Officer for British Airways, Mark flies Boeing 747s to major cities around the world. He is also a regular contributor to the New York Times and a columnist for Slate. When his head is not in the clouds, he divides his time between London and New York.

Excerpt. � Reprinted by permission. All rights reserved.
Lift

I’ve been asleep in a small, windowless room, a room so dark it’s as if I’m below the waterline of a ship. My head is near the wall. Through the wall comes the sound of steady rushing, the sense of numberless particles slipping past, as water rounds a stone in a stream, but faster and more smoothly, as if the vessel parts its medium without touch.

I’m alone. I’m in a blue sleeping bag, in blue pajamas that I unwrapped on Christmas morning several years ago and many thousands of miles from here. There is a gentle swell to the room, a rhythm of rolling. The wall of the room is curved; it rises and bends up over the narrow bed. It is the hull of a 747.

When someone I’ve just met at a dinner or a party learns that I’m a pilot, he or she often asks me about my work. These questions typically relate to a technical aspect of airplanes, or to a view or a noise encountered on a recent flight. Sometimes I’m asked where I fly, and which of these cities I love best.

Three questions come up most often, in language that hardly varies. Is flying something I have always wanted to do? Have I�ever seen anything “up there” that I cannot explain? And do I remember my first flight? I like these questions. They seem to have arrived, entirely intact, from a time before flying became ordinary and routine. They suggest that even now, when many of us so regularly leave one place on the earth and cross the high blue to another, we are not nearly as accustomed to flying as we think. These questions remind me that while airplanes have overturned many of our older sensibilities, a deeper part of our imagination lingers and still sparks in the former realm, among ancient, even atavistic, ideas of distance and place, migrations and the sky.

Flight, like any great love, is both a liberation and a return. Isak Dinesen wrote in�Out of Africa:�“In the air you are taken into the full freedom of the three dimensions; after long ages of exile and dreams�I’ve been asleep in a small, windowless room, a room so dark it’s as if I’m below the waterline of a ship. My head is near the wall. Through the wall comes the sound of steady rushing, the sense of numberless particles slipping past, as water rounds a stone in a stream, but faster and more smoothly, as if the vessel parts its medium without touch.

I’m alone. I’m in a blue sleeping bag, in blue pajamas that I unwrapped on Christmas morning several years ago and many thousands of miles from here. There is a gentle swell to the room, a rhythm of rolling. The wall of the room is curved; it rises and bends up over the narrow bed. It is the hull of a 747.

When someone I’ve just met at a dinner or a party learns that I’m a pilot, he or she often asks me about my work. These questions typically relate to a technical aspect of airplanes, or to a view or a noise encountered on a recent flight. Sometimes I’m asked where I fly, and which of these cities I love best.

Three questions come up most often, in language that hardly varies. Is flying something I have always wanted to do? Have I�ever seen anything “up there” that I cannot explain? And do I remember my first flight? I like these questions. They seem to have arrived, entirely intact, from a time before flying became ordinary and routine. They suggest that even now, when many of us so regularly leave one place on the earth and cross the high blue to another, we are not nearly as accustomed to flying as we think. These questions remind me that while airplanes have overturned many of our older sensibilities, a deeper part of our imagination lingers and still sparks in the former realm, among ancient, even atavistic, ideas of distance and place, migrations and the sky.

Flight, like any great love, is both a liberation and a return. Isak Dinesen wrote in�Out of Africa:�“In the air you are taken into the full freedom of the three dimensions; after long ages of exile and dreams the homesick heart throws itself into the arms of space.” When aviation began, it was worth watching for its own sake; it was entertainment, as it still is for many children on their early encounters with it.

Many of my friends who are pilots describe airplanes as the first thing they loved about the world. When I was a child I used to assemble model airplanes and hang them in my bedroom, under a ceiling scattered with glow-in-the-dark stars, until the day skies were hardly less busy than Heathrow’s, and at night the outlines of the dark jets crossed against the indoor�constellations.�I looked forward to each of my family’s occasional airplane trips with an enthusiasm that rarely had much to do with wherever we were going. I spent most of my time at Disney World awaiting the moment we would board again the magical vessel that had brought us there.

At school nearly all my science projects were variations on an aerial theme. I made a hot-air balloon from paper, and sanded wings of balsa wood that jumped excitedly in the slipstream from a hairdryer, as simply as if it were not air but electricity that had been made to flow across them. The first phone call I ever received from someone other than a friend or relative came when I was thirteen. My mom passed me the telephone with a smile, telling me that a vice president from Boeing had asked to speak with me. He had received my letter requesting a videotape of a 747 in flight, to show as part of a science project about that airplane. He was happy to help; he wished only to know whether I wanted my 747 to fly in�VHS�or Betamax format.

I am the only pilot in my family. But all the same, I feel that imaginatively, at least, airplanes and flying were never far from home. My father was completely enthralled by airplanes—the result of his front-row seat on the portion of the Second World War that took place in the skies above his childhood home in West Flanders. He learned the shapes of the aircraft and the sounds of their engines. “The thousands of planes in the sky were too much competition for my schoolbooks,” he later wrote. In the 1950s, he left Belgium to�work as a missionary in the Belgian Congo, where he first flew in a small airplane. Then he sailed to Brazil, where in the 1960s he was one of surely not very many priests with a subscription to�Aviation Week�magazine. Finally he flew to America, where he met my mother, went to business school, and worked as a manager in mental health services. Airplanes fill his old notes and slides.

My mother, born under the quieter skies of rural Pennsylvania, worked as a speech therapist and had no particular interest in aviation. Yet I feel she was the one who best understood my attachment to the less tangible joys of flight: the old romance of all journeys, which she gave to my brother and me in the form of stories like�Stuart Little�and�The Hobbit,�but also a sense of what we see from above or far away—the gift, the destination, that flying makes not of a distant place but of our home. Her favorite hymn was “For the Beauty of the Earth,” a title, at least, that we agreed might be worth printing on the inside of airplane window blinds.

My brother is not a pilot. His love is not for airplanes but for bicycles. His basement is full of bikes that are works in progress, that he’s designing and assembling from far-gathered parts, for me or for a grateful friend. When it comes to his bike frames, he is as obsessed with lightness as any aeronautical engineer. He likes to make and fix bikes even more than he likes to ride them, I think.

If I see my brother working on one of his two-wheeled creations, or notice that he’s reading about bikes on his computer while I am next to him on the couch reading about airplanes, I may remember that the Wright brothers were bicycle mechanics, and that their skyfaring skills began with wheels, a heritage that suddenly becomes clear when you look again at their early airplanes. When I see pictures of such planes I think, if I had to assemble anything that looked like this, I would start by calling on the skills of my brother—even though there was the time I got him in trouble with our parents for skipping his chores, and so he taped firecrackers to one of my model airplanes and lit the fuses and waited just the right number of seconds before�throwing the model from an upstairs window, in a long arc over the backyard.

As a teenager I took a few flying lessons. I thought that I might one day fly small airplanes as a hobby, on weekend mornings, an aside to some other career. But I don’t remember having a clear wish to become an airline pilot. No one at school suggested the career to me. No pilots lived in our neighborhood; I don’t know if there were any commercial pilots at all in our small town in western Massachusetts, which was some distance from any major airport. My dad was an example of someone who enjoyed airplanes whenever he encountered them, but who had decided not to make them his life’s work. I think the main reason I didn’t decide earlier to become a pilot, though, is because I believed that something I wanted so much could never be practical, almost by definition.

In high school I spent my earnings from a paper route and restaurant jobs on summer homestay programs abroad, in Japan and Mexico. After high school I stayed in New England for college but also studied in Belgium, briefly reversing the journey my father had made. After college I went to Britain to study African history, so that I could live in Britain and, I hoped, in Kenya. I left that degree program when I finally realized that I wanted to become a pilot. To repay my student loans and save the money I expected to need for flight training, I took a job in Boston, in the�field—management consulting—that�I thought would require me to fly most often.

In high school I certainly wanted to see Japan and Mexico, and�to study Japanese and Spanish. But really, what attracted me most to such adventures was the scale of the airplane journeys they required. It was the possibility of flight that most drew me to far-off summer travels, to degree programs in two distant lands, to the start of the most literally high-flying career I could find in the business world, and at last—because none of even those endeavors got me airborne nearly often enough—to a career as a pilot.

When I was ready to start my flight training, I decided to return to�Britain. I liked many aspects of the country’s historic relationship with aviation, its deep tradition of air links with the whole world, and the fact that even some of the shortest flights from Britain are to places so very different from it. And, not least, I liked the idea of living near the good friends I’d made as a postgraduate there.

I began to fly commercially when I was twenty-nine. I first flew the Airbus A320 series airliners, a family of narrow-bodied jets used on short- to medium-distance flights, on routes all around Europe. I’d be woken by an alarm in the 4�a.m. darkness of Helsinki or Warsaw or Bucharest or Istanbul, and there would be a brief bleary moment, in the hotel room whose shape and layout I’d already forgotten in the hours since I’d switched off the light, when I’d ask myself if I’d only been dreaming that I became a pilot. Then I would imagine the day of flying ahead, crossing back and forth in the skies of Europe, almost as excitedly as if it was my first day. I now fly a larger airplane, the Boeing 747. On longer flights we carry additional pilots so that each of us can take a legally prescribed break, a time to sleep and dream, perhaps, while Kazakhstan or Brazil or the Sahara rolls steadily under the line of the wing.

Frequent travelers, in the first hours or days of a trip, may be familiar with the experience of jet lag or a hotel wake-up call summoning them from the heart of night journeys they would otherwise have forgotten. Pilots are often woken at unusual points in their sleep cycles and perhaps, too, the anonymity and nearly perfect darkness of the pilot’s bunk form a particularly clean slate for the imagination. Whatever the reason, I now associate going to work with dreaming, or at least, with dreams recalled only because I am in the sky.



A chime sounds in the darkness of the 747’s bunk. My break is over.�I feel for the switch that turns on a pale-yellow beam. I change into my�uniform, which has been hanging on a plastic peg for something like 2,000 miles. I open the door that leads from the bunk to the cockpit. Even when I know it’s coming—and it’s frequently hard to know, depending as it does on the season, the route, the time, and the place—the brightness always catches me off guard. The cockpit beyond the bunk is blasted with a directionless daylight so pure and overwhelming, so alien to the darkness I left it in hours ago and to the gloom of the bunk, that it is like a new sense.

As my eyes adjust, I look forward through the cockpit windows. At this moment it’s the light itself, rather than what it falls upon,�that is the essential feature of the earth. What the light falls�upon is the Sea of Japan, and far across this water, on the snowcapped peaks of the island nation we are approaching. The blueness of the sea is as perfect as the sky it reflects. It is as if we are slowly descending over the surface of a blue star, as if all other blues are to be mined or diluted from this one.

As I move forward in the cockpit to my seat on the right side of it, I think briefly back to the trip I made to Japan as a teenager, about two decades ago, and to the city this plane left only yesterday, though yesterday�isn’t quite the right word for what preceded a night that hardly deserves the name, so quickly was it undone by our high latitudes and eastward speed.

I remember that I had an ordinary morning in the city. I went to the airport in the afternoon. Now that day has turned away into the past, and the city, London, lies well beyond the curve of the planet.

As I fasten my seat belt I remember how we started the engines yesterday. How the sudden and auspicious hush fell in the cockpit�as the airflow for the air-conditioning units was diverted; how�air alone began to spin the enormous techno-petals of the fans, spin them and spin them, faster and faster, until fuel and fire�were added, and each engine woke with a low rumble that grew to a smooth and unmistakable roar—the signature of one of our age’s most perfect means of purifying and directing physical power.

In legal terms a journey begins when “an aircraft moves under its own power for the purpose of flight.” I remember the aircraft that moved ahead of us for this purpose and lifted ahead of us into the London rain. As that preceding aircraft taxied into position its engines launched rippling gales that raced visibly over the wet runway, as if from some greatly speeded-up video recording of the windswept surface of a pond. When�takeoff thrust�was�set�the engines heaved this water up in huge gusting night-gray cones, new clouds cast briefly skyward.

I remember our own takeoff roll, an experience that repetition hasn’t dulled: the unfurling carpet of guiding lights that say�here,�the voice of the controller that says�now;�the sense, in the first seconds after the engines reach their assigned power and we begin to roll forward, that this is only a curious kind of driving down an equally curious road. But with speed comes the transition, the gathering sense that the wheels matter less, and the mechanisms that work on the air—the�control surfaces�on the wings and the tail—more. We feel the airplane’s dawning life in the air clearly through the controls, and with each passing second the jet’s presence on the ground becomes more incidental to how we direct its motion. Yesterday we were flying on the earth, long before we left it.

On every takeoff there is a speed known as�V1.�Before this speed we have enough room left ahead of us on the runway to stop the takeoff. After this speed we may not. Thus committed to�flight, we continued for some time along the ground, gathering still more speed to the vessel. A few long seconds after V1 the jet reached its next milestone of velocity and the captain called: “Rotate.” As the lights of the runway started to alternate red and white to indicate its approaching end, as the four rivers of power that summed to nearly a quarter of a million pounds of thrust unfurled over the runway behind us, I lifted the nose.

As if we had only pulled out of a driveway, I turned right, toward Tokyo.

London, then, was on my side of the cockpit. The city grew bigger before it became smaller. From above, still climbing, you realize that this is how a city becomes its own map, how a place becomes whole before your eyes, how from an airplane the idea of a city and the image of a city itself can overlay each other so perfectly that it’s no longer possible to distinguish between them. We followed London’s river, that led the vessels of a former age from their docks to the world, as far as the North Sea. Then the sea turned, and Denmark, Sweden, Finland passed beneath us, and night fell—the night that both began and ended over Russia. Now I’m in the new day’s blue northwest of Japan, waiting for Tokyo to rise as simply as the morning.

I settle myself into my sheepskin-covered seat and my particular position above the planet. I blink in the sun, check the distance of my hands and feet from the controls, put on a headset, adjust the microphone. I say good morning to my colleagues, in the half-ironic sense that long-haul pilots will know well, that means, on a light-scrambling journey, I need a minute to be sure where it is morning, and for whom—whether for me, or the passengers, or the place below us on the earth, or perhaps at our destination. I ask for a cup of tea. My colleagues update me on the hours I was absent; I check the computers, the fuel gauges. Small, steady green digits show our expected landing time in Tokyo, about an hour from now. This is expressed in Greenwich Mean Time. In Greenwich it is still yesterday. Another display shows the remaining nautical miles of flight, a number that drops about one mile every seven seconds. It is counting down to the largest city that has ever existed.

Most helpful customer reviews

34 of 35 people found the following review helpful.
Beautiful piece of writing...
By Jill Meyer
Okay, you know who you are. You're the passenger who always chooses a window seat, so you can gaze out during the flight, looking on as the world on the ground passes smoothly beneath you. Maybe you like traveling at night, so you can see the lights of cities large and small twinkling below, reminding you that the world is a series of lights. Maybe you wish the inflight entertainment monitors would show the takeoffs and landings so you could see what the pilots can see. And even though you might find it difficult to put yourself completely in the hands of those at the airplane's controls, you love to fly. It's for those fliers - and I'm including myself - that Mark Vanhoenacker has written "Skyfaring: A Journey with a Pilot".

Mark Vanhoenacker is American born and raised and is pilot with British Airways. Now in his 40's, he took up piloting somewhat later in life than most; he didn't become a commercial pilot until he was 29. But he had always loved flying and airplanes and traveling, and had known from an early age that he wanted to fly commercially. Vanhoenacker has flown two plane types in his career; an Airbus which flew the "short" routes in and out of London, and the 747, the plane for long flights. London to Tokyo, London to Cape Town, London to Mumbai, to name a few.

"Skyfaring" is not a conventional book about flying airplanes. Vanhoenacker takes the reader on voyages through the air while talking about both the mundane and the magic of flying. Dividing the book into a series of chapter, some of which are "Lift", "Water", "Encounters", and "Return", the author takes the reader up in the air with him. "Encounters" is about the connections - both personal and job-related - that Vanhoenacker makes while flying. It's one of the best chapters because he talks about meeting old friends on planes and on layovers, and making new ones who he will see...whenever. He also makes the comparison between travel by water and travel by air. Many of the terms of both ships and airplanes are similar. Even "souls" - who are generally referred to when a plane crashes or a ship sinks - is used in the same way.

But most of what Mark Vanhoenacker writes about is the "magic" of piloting a huge plane full of people, whether traveling for business or pleasure. So, if you've ever sat in your seat in a plane and wondered if the guy flying it has the same feeling of wonderment you have, yes, he probably does.

This is one of the best work of non-fiction I've read this year. Buy it and savor it.

101 of 109 people found the following review helpful.
An exceptional book on the pilot's experience of flight
By Michael J. Edelman
Many years ago I had a friend whose brother in law was a Navy fighter pilot- or "aviator," as he preferred to be known. He hated the regimentation of the military, he hated long carrier cruises that took him away from his family- in fact, he hated just about everything about the Navy save for one: Flying F-14s off a carrier. For him, the thrill of the catapult launch, the ability to climb like a rocket, and to soar in the sky, unfettered by gravity- all that made it worth putting up with everything else. I have other friends, hobby pilots you might call them, who have more prosaic job, and who fly on the weekends, or on vacation. For most of them, their regular job is just a way to earn a living; it's not until they step into a plane- their plane- that they feel truly alive.

To those of us whose only exposure to flight is as passengers, x-rayed, groped by the TSA, and crammed into an aluminum tube, listening to a pilot wax eloquently about the great romance of flight reminds us that there's something magical, something romantic, about it. Writers like Antoine de Saint-Exup�ry, Ernest K. Gann, Richard Bach and others have written of the transcendent experience of flight, of how it allows mere humans to escape what poet John Gillespie MacGee Jr. called "the surly bonds of earth" and "touch[ed] the face of God." More recently, William Langewiesche's "Inside the Sky" has tried to put the reader inside the mind of the pilot, to feel what he feels as he flies cross country, taking in privileged view of the Earth below.

Mark Vanhoenacker writes very much in the spirit of those earlier poets of flight. Like them (and especially like Langewiesche), his job as an airline pilot seems almost mundane to the traveller, repeatedly flying fixed routes in an aircraft largely under the control of automation. But Vanhoenacker is a writer with a writer's ear for language and for metaphor; he sees poetry in the initialization of an inertial navigation system- a "moment of Zen," as the pilot brings the frame of the aircraft into alignment with the rest of the world- a sort of aviation Tao, if you like. Much of this book concerns what the uninitiated reader may think of as the routine, repetitive aspect of airline flying- checklists, taxiing, navigation- but to the author these are as much a part of the experience of flight as is climbing through the clouds at a thousand feet per second.

"Skyfaring" is loosely structured around the various stages of a typical airliner flight, and from that framework Vanhoenacker hangs his discussions of aircraft, engines, navigation, history, his autobiography, as well as the intangibles- the pure romance of flight. The result is a book that is both didactic- the reader will learn a tremendous amount of what goes into the flight of an airliner- as well as romantic.

I'm not a pilot, but I've been fascinated by flight since I was a child, and while I've read a great many books on the subject, and this stands out as one of the best on what it means to be a pilot. Vanhoenacker manages to convey the technical details of flight along with the romantic aspects, and do so with great style and grace. A worthy addition to the literature of de Saint-Exupery, Bach, and MacGee.

44 of 45 people found the following review helpful.
A Pilot's Meditation
By Yours Truly
This is a gorgeous piece of nonfiction, in a class with work by John McPhee and Peter Hessler, both of whom I admire. It's more meditation than memoir, a young 747 pilot's reflections of all kinds of associations he makes as he flies the world's skies. Divided into topics like Air, Water, Night, he free associates in a very disciplined way about his childhood path to his chosen career, about the lives of his parents and his brother, about the places they, and he, have lived. His scientific dissections of the phenomenon of flying, of the planet's atmosphere, land and bodies of water; of our galaxy and universe are deft and often beautiful. But what makes them memorable are his ability to make them fresh and literary, seemingly personal but not self-centered. One notion I like a lot is his take on that common feeling of What am I doing in Shanghai when only yesterday I was in Atlanta? He calls this place-lag and here's how he describes it: "the imaginative drag that results from our jet-age displacements over every kind of distance; from the inability of our deep old sense of place to keep up with our airplanes." This will be a sure hit among pilots, but I think it will have resonance for those of us who fly less frequently. As a matter of fact, I can't think of a better book to take on your next trip.

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Kamis, 07 Maret 2013

[V925.Ebook] Download PDF When Technology Wounds: The Human Consequences of Progress, by Chellis Glendinning

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When Technology Wounds: The Human Consequences of Progress, by Chellis Glendinning

When Technology Wounds: The Human Consequences of Progress, by Chellis Glendinning



When Technology Wounds: The Human Consequences of Progress, by Chellis Glendinning

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When Technology Wounds: The Human Consequences of Progress, by Chellis Glendinning

Book by Glendinning, Chellis

  • Sales Rank: #2347469 in Books
  • Brand: Brand: William Morrow n Co
  • Published on: 1990-03
  • Original language: English
  • Number of items: 1
  • Dimensions: 9.50" h x 6.40" w x 1.30" l,
  • Binding: Hardcover
  • 285 pages
Features
  • Used Book in Good Condition

From Publishers Weekly
In an alarming and persuasive expose, psychologist Glendinning ( Wake Up in the Nuclear Age ) relates the stories of 46 American "technology survivors" who suffered illnesses allegedly induced by the products of sophisticated science, from the low-calorie, artificial sweetener aspartame (which reportedly caused dizziness, nausea and mental anxiety in a dieting woman in New Mexico) to weed killer (said to have induced migraine headaches, vertigo and gastrointestinal disorders in a California couple, as well as birth defects in their child). The author is herself a victim: she developed infections, allergies and "paralyzing depression" as a result of taking birth-control pills, and pelvic inflammation after the implantation of an intrauterine device. Glendinning also maintains that nuclear fallout, toxic substances and asbestos have claimed untold lives. She concentrates on the psychic trauma afflicting sufferers, which arises, she contends, from the patient's sense of helplessness and loss of trust. Perhaps quixotically, Glendinning urges forming an international union of survivors to alert the public to the risks of technological "miracles." Author tour.
Copyright 1990 Reed Business Information, Inc.

From Library Journal
We have a survival-of-the-fittest disregard for those people who are most vulnerable in a technological age, says Glendinning, and we must be catalyzed into caring action. Glendinning, author of Waking Up in the Nuclear Age (LJ 5/18/87), sets up a clear definition in a social and political context of what technology is (everything from intrauterine devices to atomic bombs) and carefully documents the stories of those who have suffered from it. These "survivors" have experienced denial, rage, fear, "unrelenting ambiguity," sorrow, loss of a sense of meaning in life, and suffering that "cracks the boundaries of what you thought that you could bear . . . ." At times, this book is too personal (Glendinning herself has suffered illness from using contraceptive devices), but overall it is effective in questioning modern "progress."-- Diane M. Brown, Univ. of California Lib., Berkeley
Copyright 1990 Reed Business Information, Inc.

Most helpful customer reviews

2 of 3 people found the following review helpful.
Also relevant to neurodiverse peoples-the latest wave of technology surviviors!!!
By Daniel A. Salomon
I am indebted to ecopsychologist Chellis Glendinning for all the healing her books, My Name Is Chellis & I'm in Recovery from Western Civilization (Boston & London: Shambhala, 1994) and When Technology Wounds: the Human Consequences of Progress (New York: William Morrow and Company, Inc., 1990) gave me.

Where the former, helped me identify that one of the "root causes" of much of my unhappiness, my resistance to medical treatments, my emotional eating, and stagnation in my personal growth, was because I was living in a "concrete jungle" cut off from the Natural World, which "sustains and governs me."

This helped prompt my push to transfer my Section 8 voucher to a place closer in Nature. While, the later, once I moved to a new home, Closer-to-Nature, helped outline a reasonable treatment framework, for me, which actually works, to help me further recover and heal.

I also am very indebted to Glendinning for acknowledging neurodiverse peoples as Nature-based peoples, linking disability history to environmental history.

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