Celebrating the Battle of Britain

by Sean McLachlan on

This year marks the 70th anniversary of the Battle of Britain, an epic struggle for the skies between the Royal Air Force and the Luftwaffe.

The Imperial War Museum at Duxford is celebrating this key victory of World War Two with a host of activities. A photographic exhibition runs to the end of the year and shows what life was like at the RAF Duxford base. There’s a series of flight demonstrations and air shows this year as well. The first is a Battle of Britain Memorial Flight on May 15, followed the next day by the Spring Air Show. A large Battle of Britain Air Show will be held September 4th and 5th. September 11th sees a special activity day at the museum called Duxford, Spitfires and the Battle of Britain.

The Duxford branch of the Imperial War Museum has an immense collection of historic aircraft. Gadling blogger Kent Wien gives a very personal take on the exhibits, with lots of great photographs here.

Plane Answers: So you want to be a pilot? Here’s how.

by Kent Wien on

Michael asks:

I am an aspiring airline pilot and I was wondering what were the steps you took to get hired with the airlines. So far I am 15 and starting my flight training with the Civil Air Patrol.

So you want to be a pilot? You’ve probably read the stories of the expensive flight training, years of instructing followed by long working hours at a regional with shockingly low pay rates. Perhaps you aspire to eventually make it to the ‘majors’ or a secure corporate jet job, where you might find some stability and decent pay if the airline doesn’t restructure in bankruptcy or the corporate flight department doesn’t shut down during a cutback.

There’s plenty of turbulence in any flying career. That fact hasn’t changed since the ’70s, to be honest. But pilots are still attracted to the job for a variety of reasons. It’s hard to beat the view or the flexibility in your schedule, and some carriers will take you to places you probably wouldn’t have flown to on your own. And for anyone who loves to fly airplanes, you’d be hard pressed to land another career where you can still afford to fly a jet and still be able to accrue enough flight time in to be competent. So even with all the possible hardships, you’ve decided to chart a course to becoming a pilot. But where do you start?

By far, this is the most frequently asked question we get for Gadling’s Plane Answers column. Since it’s been twenty years since I was acquiring my ratings and looking for a job, I’ll do my best to offer some suggestions to help you along in your career path, and I’ll save the story of my climb through the civilian process for another post.

I’d also like to see some suggestions from those who are learning to fly now, as well. So if that applies to you, leave a comment or two about your path.

This post will deal with the more common paths to an airline pilot job in the United States. I hope to tackle some of the steps needed in the U.K., which is representative of the process in Europe, in a future post.

Let me warn you, not only is the process to becoming a pilot a long one, but because of the different choices available to you, this post may be almost as protracted as your career track. But don’t get discouraged. Having a variety of options is a good thing.

So let’s begin.
In the United States, there are two categories of pilots hired at airlines, and they both involve a few different choices.

Military

If you’re young enough and you have close to perfect vision with no other disqualifying medical issues, the military route offers flight training in high performance aircraft at no monetary cost to you. It will, however, mean a commitment to fly in the Air Force, Navy, Marines or Coast Guard for a number of years after you get your wings.

You are smart to get a head start by joining your local chapter of the Civil Air Patrol. The CAP offers a taste of the military way of doing things and, most more importantly, offers you a way to get some flight time, often taking you to your first solo flight and perhaps even more. You’ll be required to put in time at meetings and even volunteer for search and rescue missions, but you will also have the opportunity to fly some of their aircraft, such as a Cessna 172 at significantly lower rates than you could through a flight school.

If the CAP isn’t in your area, go to www.beapilot.org and sign up for a $100 into flight at a local flight school. It may be all you need to get hooked on flying.

Military flying almost always requires a bachelor’s degree and you may prefer to attend a university under the ROTC program, which may pay for a portion of your schooling as well. After school, you’ll start your flight training with whatever branch you chose. If you’re qualified, you can also aim for the Air Force, Navy or Coast Guard Academy where you’ll have a good shot at a flying position upon graduation, and you’ll get an amazing education at their University.

Landing an academy position isn’t easy. You’ll need a recommendation from a member of Congress at the very least. But it’s worth a try if you have the grades.

If you already have a college degree, you can also try the National Guard in your state. Once your training is finished, your commitment to the Guard is usually limited to a weekend or two a month for a few years. But you should be prepared to find yourself activated with short notice for a much longer tour or tours should your services be required.

Guard pilots often fly F-16s and military transports such as the C-130, C-141 and the C-5. The Army Guard also has helicopter units and airlines have been known in the past to hire these pilots as well, since many of them have fixed wing (airplane) experience as well.

Regardless of your military path, active duty or reserves, make sure you’ll be able to secure a flying spot in the military before agreeing to a long term commitment. I’d also look into the odds of becoming a drone pilot, something airlines aren’t likely interested in anytime soon.

Since I went the civilian route, I’m hopeful we’ll get some comments here with even more helpful advice on the best way to land a military flying position.

Civilian

My civilian route involved going to college while flying and scrambling for ratings at a nearby airport that was not associated with the university.

Today, a college degree in just about any subject is usually required by the major airlines. Mine was in management, but l’d encourage you to major in something that you could use for an alternate career if you can’t find a flying job right away or if you are ever furloughed. Many pilots have side businesses or interests, so think about some of these options when you consider your degree.

You may want to accomplish your solo flight and your private pilot license as soon as possible. The minimum age to solo is 16, but you must be 17 for a private license (PPL in Europe), which will allow you to take passengers up in the air.

Getting from the 60 or so hours you’ll have at the end of your private to the 190 to 250 hours needed to get a Commercial license can be challenging. I borrowed some money and bought a very inexpensive ($5,500 in the ’80s) 1946 two-seat Luscombe airplane that burned less than five gallons an hour. The same airplane today would sell for around $20,000, but you’ll likely get your money out of it when you’re ready to sell it, provided it was in decent shape when you bought the plane.

Building flight time is something you can do while working at a job, preferably at the airport or in some way involved in aviation. Your CAP work is very helpful when you want to rent one of their airplanes to build time.

Now you’ll need to be focused on getting the trifecta of ratings you’ll need-the commercial, multi-engine and instrument ratings-to fly for a living.

You can start with the instrument rating after you have 50 hours of pilot-in-command cross country time.

Upon reaching about 220 hours, you can work on your training for a commercial license. By the time you finish the training at a Part 61 school (more on that later) you will have reached the 250 hours needed. The multi-engine rating can be added on at this time, as well as a Certified Flight Instructor rating.

Part 141

The FAA allows pilots to get a commercial license at 190 hours if they train at what is called a part 141 school. These schools are audited and certified by the FAA and are required to provide a structured course of training that meets certain minimum hours of ground school instruction, its instructors follow an approved syllabus and the school must follow a specific set of requirements defined by the FAA.

Part 141 schools are good at leading you through the process, but if you are training with a freelance instructor or you want to fly at your own pace, a part 61 school may be preferable. I earned my private license through a part 61 school and picked up my advanced ratings with a 141 school. Do a little shopping around when you’re ready to decide.

It might surprise you to learn that most instructors have recently secured their ratings and are instructing as a way to build flight time while being paid. They’re not getting rich, but at least they’re no longer paying $100+ an hour for flight time.

Most pilots would then find themselves flight instructing for a while, before possibly moving on to another odd flying job such as light twin-engine charter flying or even traffic duty for local T.V. and radio stations.

There have been times-as recently as last year-when regional airlines were hiring pilots with the FAA minimum requirements to get their commercial, multi-engine and instrument ratings. However, there’s a congressional push since the Colgan Air accident to require 1,000 or 1,500 hours for anyone flying passengers for a regional airline. If this were to happen, the pool of candidates would dry up quickly once the hiring begins again.

Your seat?

Universities and Academies

Many have heard of Embry-Riddle Aeronautical University, a school with campuses in Florida and Arizona that offers a college education while also providing an immersive flight training environment.

But there are others as well, such as the University of North Dakota, Western Michigan University, Purdue, Daniel Webster College, and Parks College in St. Louis. There’s a great aviation university discussion thread from ten years ago at Airliners.net that is rather enlightening.

You may have also seen ads for the Delta Connection Academy (formerly the Comair Aviation Academy), Gulfstream International, Mesa Airlines Pilot Development and ATP. These outfits will take you from zero time all the way through your ratings and even up to an ATP in some cases. A few are affiliated with regional airlines and promise an interview at the carrier after a period of flight instructing with the company.

Be sure to do a search on these companies before jumping in. I wouldn’t, for example, recommend Gulfstream International or Mesa after doing a bit of research. The others had some positive reviews, however.

This is a really tough time to be looking for any type of job. In December of 2012 airlines will again see a number of job openings after retirements dropped to almost zero after the mandatory retirement age was raised by five years from sixty to sixty-five in 2007. I’m hopeful that we’ll start to see an uptick in the economy and movement that will make all your efforts now worthwhile.

It’s not the job for everyone, and there will certainly be speed bumps along the way, but unlike Sully Sullenberger, I would still recommend an airline pilot job to my kids or anyone who’s addicted to flying.

I stumbled across a post from Varrin Swearingen, a pilot who worked his way through the Comair Academy, flew for Comair as a co-pilot and captain on turboprops and jets and then went to work for World Airways. Varrin, like myself, knew he wanted to fly for a living. He was well aware of the challenges that goal presented, including the potential for less than stellar schedules and anemic pay rates.

If you have realistic expectations going in, you’ll be able to see the job for what it is later-a great opportunity to fly to places you wouldn’t have otherwise seen, in an airplane you enjoy flying, and with people you consider good friends. Oh, and the view exceeds that of any CEO’s corner office.

If you made it this far into the post, and you’re seriously considering a flying career, I have one last bit of advice. When you get the job, don’t get too spun up over contract negotiations or the latest rumors and rants posted to online pilot forums. Always try to remember just how much you wanted the job when you went in for your interview. And take a moment when you’re flying a visual approach at night over Boston or New York to glance out the window for just a second and think about just how amazing it is to fly.

If you’ve recently been through some of the above process, please comment below. I’d love to hear about your experiences. And if you’d like to hear about others who have ‘caught the flying bug’ and where they are now, take a listen to episode 24 of Joe d’Eon’s incredibly well produced and entertaining free podcast, “Come fly with me.” [itunes link]

So good luck Michael and let us know in the comments how your CAP experience is going.

Do you have a question about something related to the pointy end of an airplane? Ask Kent and maybe he’ll use it for the next Plane Answer’s Plane Answers. Check out his other blog, Cockpit Chronicles and travel along with him at work. Or follow on Twitter: @VeryJr

Five great tank museums

by Sean McLachlan on

OK, I’ll admit it, inside I’m still twelve years old. I love big lumbering metal monsters that crash through brick walls and blast away with cannons and machine guns. Tanks rock. So with no further justification, here are five of the best tank museums in the world.

The Tank Museum, Bovington, United Kingdom
The British invented the tank in an attempt to break the deadlock of trench warfare during World War One, so it’s only appropriate that they boast the biggest tank museum in the world. Located in Dorset, this museum has the best collection of First World War tanks I’ve ever seen, including some one-of-a-kind models. The collections for other periods are excellent too, including the Interwar period, World War Two, and the Cold War. In all they have almost 300 armored vehicles from 26 countries.
Several of the tanks are in working order and there’s a track where they’re driven during the summer. This is the only place in the world where you can see the famous German Tiger I tank of WWII in full running order. There’s also an American M4 Sherman so you can see what the good guys were driving. Check the website for the next live demonstration.

The General George Patton Museum, Fort Knox, Kentucky, USA
A military genius, Patton realized that many old cavalry tactics could actually be used with modern armored vehicles. The results are history. This museum is dedicated to his memory and the development of the American tank. Not surprisingly, the WWII section is the best, but there are good collections for other periods as well. Some tanks have their sides cut away so you can see the cross-section and get an idea what it was like to be in one. There’s also an excellent exhibition on the man himself.

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Deutsches Panzermuseum, Munster, Germany
I know someone is going to give me grief about this, but it’s undeniable that the Third Reich had one of the most advanced armies the world has ever seen, and the Panzers were its backbone. There are more than a hundred tanks and armored vehicles here, including some rare examples from World War One, the more familiar Panzers and Tigers of World War Two, and East German tanks dating to the Cold War. There’s also an exhibition exploring the career of the “Desert Fox”, General Erwin Rommel, and a massive collection of German firearms from both world wars.

Kubinka Tank Museum, Kubinka, Russian Federation
The Third Reich may have had a great military, but the Red Army crushed it, thanks in no small part to its huge number of mass-produced tanks. This museum in Kubinka, near Moscow, tells of their proud history. The main displays are of World War Two, including the famous T-34 that did so well against the Germans, and the tanks of the Soviet Union. Like the museum in Bovington, they claim to have the biggest collection in the world with more than 300 vehicles. I guess I’ll just have to go count them!

Le Musée des Blindés, Saumur, France
The French get a lot of unfair ribbing about their military. It’s often forgotten how well they fought in World War One and how they’re fighting the Taliban right now. An U.S. Army Ranger I met who served in Afghanistan says the French fight very well and we should appreciate what they’re doing. The history of French tanks is on display here in the historic town of Saumur, which also has a nice castle if you’re into more old-school militaria. More than 200 of their tanks and armored vehicles are in full operating condition and conduct an annual parade. Be sure to check out the curiosity room with its collection of experimental and unusual vehicles, like the Killer Vespa shown in the photo gallery.

Of course most national military museums have tank collections. The Imperial War Museum in London has some good ones, but it’s beaten by the excellent collection at the Royal Museum of the Armed Forces and Military History in Brussels.
Trivia question: How did tanks get their name? Tell us in the comments section. No prize, just bragging rights.

East of Africa: An island divided

by Stephen Greenwood on

We’re at a small, roadside cafe – a room that consists of a few wooden planks slung together to form a humble dining area. Our server is a loud, jovial woman in her fifties and seems particularly excited to have a vazaa in her restaurant. She enthusiastically brings out six plates of over-saturated rice and sets them down on a cheap plastic tablecloth. I reach for the aluminum fork in front of me and hang it over the rice as I wait for the others to dig in.

Nobody moves. They’re all waiting for the side dishes of chicken, fish, and shredded pork to be brought – and not one person starts eating until every last plate has been set down. It seems particularly strange because the rice is presented almost as soon as we are seated, and the side plates arrive one by one over the course of fifteen minutes.

I guess I’ve lived for so long in a culture where everyone rushes to eat every meal, that it’s sort of refreshing to sit back and let the food get lukewarm for the sake of good manners.The wait creates long gaps of silence that amplify our language barrier, so we resort to watching a small television in the corner of the wooden room.

On almost every television that I’ve seen in the past few days there have been two faces juxtaposed with one another. The first is the face of a young man wearing a dark suit that seems to be a touch too large for his slender frame. The other appears to be an older, seasoned politician; smooth, polished, experienced.

I inquire about the two men, and receive an unexpected lesson in Malagasy civics.

Everyone jumps in, speaking with angst in short sentences about “the young boy” – the name given to Andry Rajoelina (rah-joh-ee-LEEN–ah), declaring that he’s too inexperienced to be running the country. A valid argument since, at 35 years old, he’s officially the youngest head of state in all of Africa.

Rajoelina was formerly the mayor of Antananarivo, and assumed the presidency after forcing out the elected president, Marc Ravalomanana (rah-vah-lo-mah-NAHN), in a coup.

Ravalomanana is the latter man on the screen. Elected in 2002 and then reelected in 2009, he fell under suspicion of corruption and using public money for personal uses. The outrageous spending included the purchase of a presidential jet billed at $60 million; a move that has ended up landing him a four year sentence in prison.

The popular story is that Ravalomanana came out of poverty by selling yogurt from the back of his bicycle, and eventually constructed the largest domestically owned business in Madagascar.

Rajoelina on the other hand, had a much different path to power. As the son of a colonel, Rajoelina dropped out of high school and worked as a DJ in and around Antananarivo. Eventually, he established his own radio station and married into significant wealth, which opened up the opportunity for him to run for office as mayor of the capital city.

Rajoelina had been serving as mayor for roughly a year when the government shut down his privately-owned TV station. An interview with previous head of state Didier Ratsiraka was set to air, and was cited by the government as “likely to disturb peace and security.” Rajoelina retaliated by organizing a series of protests in the capital. All in all, over 100 protestors died from military resistance, further outraging the citizens of Madagascar.

Before long, Rajoelina gained the support of the military, and was able to storm the presidential palace, installing himself as President and Monja Roindefo as Prime Minister.

There are murmurs around our lunch table that Rajoelina is just as corrupt as Ravalomanana. Some suggest that he’s orchestrating suspicious business transactions with his new power as President. They say that there’s never any real change; just one corrupt politician after another.

A depressing reality, since it’s the lives of the people like the kat-mis who are ultimately affected by the actions of the people in power. Money that could be used to facilitate development is being wasted on senseless, selfish expenditures. Do we see it in the West as well? Of course. But it’s a situation that’s all too familiar in post-colonial Africa. A condition that’s nearly unavoidable in an environment with weak infrastructure, strong military power and individuals possessed by greed.

To hear and see more about the unfolding of the coup, it’s worth watching this outstanding piece from Journeyman Pictures.

Read the previous articles in the East of Africa series here!

The ten toughest castles in the world

by Sean McLachlan on

Castles make a pretty backdrop to any vacation. They conjure up images of brave knights and damsels in distress, but the reality was less romantic. Castles were fortifications built to defend important cities, ports, fords, or mountain passes. The best military minds in the world devised ways to destroy them, when they weren’t figuring out better ways to build them. Here are ten castles that proved almost too tough to take. Some took centuries before they fell, or cost the lives of hundreds of attackers. A few never fell at all.

Crac de Chevaliers
One of the best preserved Crusader castles in the Middle East, it protected the pass from the lowlands of Lebanon through the Anti-Lebanon Mountains and into the rich Orontes river valley of Syria. It’s on the Syrian side of the border but its turrets afford fine views of Lebanon. Originally an Arab castle that was taken by the French during the First Crusade in 1099, it became the headquarters of the Knights Hospitaller, a knightly order that protected pilgrims in the Holy Land. They protected themselves too, by strengthening the castle and putting up walls that were up to 100 feet thick. It withstood more than one siege and even the great Saladin couldn’t take it. It eventually fell back into Muslim hands in 1271 but remained the model for castle builders in Europe.

Masada
Facing the world’s biggest empire with only a ragtag group of dedicated fighters? Go to the middle of the desert, find a sheer mesa, and hold up in it. That’s what the Sicarii, Jewish resistance fighters, did when they rebelled against the Roman Empire in the first century AD. The location was perfect. The mesa had already been fortified by King Herod as a refuge in case of rebellion, but the Sicarii rebels got it instead. Sheer cliffs rise 300 feet (90 meters) above the desert at their lowest point, and in spots tower up to 1,300 feet (400 meters). The only way up are three winding paths that are exposed to arrows and rocks coming from above. The Romans, in their typical efficiency, built a rampart up the entire way so they could roll up battering rams to breach the walls. The Sicarii committed mass suicide rather than surrender. The Roman camps and walls used to cut Masada off from the rest of the world are still plainly visible.

Numancia
The Celts in Spain faced the same problem the Sicarii did. How to defeat the Roman Empire? Numancia was one tribe’s answer. This hillfort at the headwaters of the Duero River held out for twenty years until the inevitable end came. The defenders had run out of food and had been reduced to cannibalism. Like the Sicarii, the Celts chose death before dishonor and most of them committed mass suicide in 133 BC. Spain became a Roman province. Today you can see reconstructions of the fort and Roman siege techniques at the site’s musuem.

Osaka
The samurai were brave warriors ready to face death, but even they must have thought twice about attacking this castle. Completed in 1598, it was the base of operations for Hideyoshi Toyotomi, who made peace between Japan’s many warring factions by beating them into submission. It took 200,000 soldiers more than a year to take this place in 1615, and when you look at this photo of the bare face of the ramparts you can see why. The castle combines form and function and is beautiful as well as impregnable.

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Walls of Constantinople
OK, this isn’t technically a castle, but the massive walls of Constantinople (modern Istanbul) protected the capital of Byzantium for more than a thousand years. Byzantium was the eastern half of the Roman Empire and survived long after Rome fell. The Bulgars, Slavs, and Turks all failed to take the massive double land walls and moat. It took the invention of cannon to finally destroy them. The Ottoman Turks under Mehmet the Conqueror in 1453 AD had a giant cannon that could shoot a 1,200 lb. stone ball a mile, backed up by an army that may have numbered as many as 200,000 men. The city still held out two months before falling and becoming the new Ottoman capital.

Sacsayhuaman
The Incas were master builders. Unlike most cultures, they didn’t build with regular blocks, but instead used irregularly shaped stones that fit together so precisely that not even a knife can be pushed through the cracks. Believe me, I tried. In the highlands around Cuzco, Peru, they built a series of temples and the giant fortress of Sacsayhuaman to protect them. The fortress has triple walls almost 20 feet (six meters) tall constructed in a jagged outline so the defenders could throw stones and spears at the attacking force from three sides instead of just one. It was finished sometime in the early 1500s, just in time for the Spanish to invade. The conquistadors were only able to take it after a fierce fight and the loss of Francisco Pizarro’s younger brother Juan.

Malta
Located smack dab in the middle of the Mediterranean at one of its narrowest points, whoever controlled Malta controlled trade. This, of course, led to lots of wars. Malta changed hands countless times, but one of its biggest battles came in 1565 when the Ottomans tried to take the island from the Knights Hospitaller. The Knights were ready with not just one castle but three. The Ottomans had an estimated 20,000-50,000 troops. Barely 500 knights and 5,600 helpers stood in their path, but they had the castles. The Ottomans landed and started a heavy bombardment with a large number of artillery on the first fort on their list, Fort St. Elmo. The castle was reduced to rubble but its 600 defenders went down fighting. The Turks lost more than 4,000. The attack then focused on Forts St. Angelo and St. Michael, and the Turks ground up their army against the walls. After losing at least a third of their force, they called it a day and retreated. Cannonballs from the bombardment can still be seen in the fields.

Burg Eltz
This castle has the distinction of still being the home of the same family that owned it in the 12th century. Built upon a 70 meter (220 ft.) high crag next to an important trade route, it was perfectly positioned to assert power. A river flows around three sides of the crag, making it almost impossible to take. The castle is an architectural jewel and much of the fifteenth-century interior is preserved. Burg Eltz has one of the best settings of all the castles in this list. The primeval Eltz forest encloses the castle on all sides, and several historic villages are nearby. Because of its commanding position and the political skill of its owners, it was only attacked once. In 1331, Archbishop Baldwin of Luxembourg tried to extend his territory by attacking the castle with catapults and an early cannon. After more than two years of bombardment, the archbishop admitted defeat and went back to Luxembourg.

Carcassonne
The high walls that ring this strategic town did what many French castles could not–resist the English throughout the Hundred Years War. The Romans had a fort on this hilltop in 100 BC and some of the original stones can still be seen in the walls. Later it was a stronghold of the Cathars, a Christian sect that was destroyed in a crusade led
by the bloodthirsty Simon de Montfort, who killed anyone who he found in Cathar-controlled territory, whether they were Cathars or not. He’s the origin of the saying, “Kill them all, God will sort them out.” In 1209 he took Carcassonne, but the city stood firm against later sieges, including a long and determined one by the English. Nowadays it’s a perfect view of Gothic spires and imposing medieval walls.

Bamburgh
This Northumbrian stronghold is like many of the castles on this list in that the present structure covers up centuries of history. Bamburgh was the capital of the Anglo-Saxon kingdom of Northumbria and there was a castle here from the 6th century AD. It survived a number of sieges and that’s hardly surprising when you see it standing proud on a little peninsula jutting out into the North Sea. A massive gatehouse and walls protect the landward side. In 1095, the owner Robert de Mowbray was captured by the attacking Normans but his wife took over the defense and continued to push back their assaults. She finally gave in when the Normans threatened to blind Robert. The castle fell again in 1464 during the Wars of the Roses when it became the first English castle to surrender because of an artillery bombardment. Modern technology succeeded where generations of swordsmen failed.