View allAll Photos Tagged Realization
6:45 A.M., February 21, 2015, I looked out my window in Troy, New York, USA, to check the weather. Snow is expected, by mid-afternoon, & I wanted to see if it would come early & disrupt my plans, yet again. What I hadn't realized is that, for the sake of preserving my privacy (closed shades until I'm up & dressed), I've been depriving myself of sunrises, ever since I moved into my apartment! What a lovely surprise, this morning!
In the early 1950s, air forces around the world came to the realization that it made little sense to train pilots on older piston-engined trainers, then expect them to go from those aircraft to high-performance jets without a high accident rate. Most nations with an aviation industry then embarked on designing jet trainers and a training syllabus entirely with jets.
For the Soviet Union, it would not only need a jet trainer, it would need thousands of them, to equip not only its own air force, but those of the Warsaw Pact and client states. The Khrushchev regime learned that two of the Pact nations were working on their own trainers--Aero of Czechoslovakia was designing the L-29 Delfin (Dolphin), while PZL of Poland was working on the TS-11 Iskra (Spark). Surprisingly for the Soviet Union, it issued a requirement for the jet trainer and opened it up to a competition between the two aircraft.
Aero's L-29 was designed to be everything a trainer should be: easy to fly, easy to maintain, forgiving of mistakes, and capable of simple aerobatics. As Soviet doctrine called for aircraft capable of operating from austere airstrips, the L-29 was given a strengthened landing gear, and for either weapons training or in emergencies, could be equipped with four underwing hardpoints for bombs, rockets or gunpods. It was not particularly fast and considered underpowered, but that was less important in a trainer.
The L-29 would first fly in 1959, and went up against the TS-11 in 1961. To the surprise of many, considering the TS-11 was faster, the L-29 was declared the winner. Suspecting politics and wishing to keep some independence, the Polish Air Force would never use the Delfin, and would make the Iskra its primary jet trainer. For the rest of the Warsaw Pact and the Soviet Union, the L-29 would go into production. NATO would give it the reporting name of Maya.
Some 27 nations would eventually fly L-29s, as trainers, but occasionally in combat as well: Egyptian L-29s were pressed into service during the 1973 Yom Kippur (October) War as ground attack aircraft, and they were also used in the Biafran War of 1967-1970 and the First Nagorno-Karabakh War of 1988-1994 between Azerbaijan and Armenia. In these cases, the Delfin did not do well, but it was never intended to fight against modern air defenses. Saddam Hussein reportedly converted a number of his L-29s to drones, intended to carry poison gas towards Coalition forces in 2003, though they never flew.
While the L-29 was adequate, as aircraft got faster and more manueverable, the Delfin was becoming obsolete. In response, Aero designed the L-39 Albatros, a more advanced trainer, and L-29 production ended in 1974 after 3665 had been produced. Though most L-29 users replaced it with the L-39, some continued with the Delfin, and Angola and Georgia would use it as late as 2016. After the end of the Cold War, many Delfins became available on the open market, and while not as common as its Western equivalent--the T-33 Shooting Star--or its successor the L-39, L-29s are found in small numbers in the warbird community, and a few have raced in the Reno Air Races.
This is one of those L-29s. N37KF, also known as "Raju Grace," was originally built for the Czech Air Force in 1969. During its long career, it was Bort 3233. Retired in the early 1990s, Bort 3233 was stored until around 2008, when it was acquired by the Kendall Flight Corporation in Beaver Falls, Pennsylvania. 3233 became N37KF, and received a striking all-red scheme, with a nude female figure and a snake on both sides of the fuselage. Since it was intended to be a racer, the original Motorlet engine was replaced by a much more powerful Rolls-Royce Viper, turning this L-29 into a true hot rod.
N37KF participated twice in the Reno Air Races, in 2010 and 2011, though it suffered some damage just before the 2011 race, when the engine accidentally melted the rudder. Luckily the pilot was able to get "Raju Grace" back down before it suffered catastrophic damage. In 2018, the aircraft seems to have been sold, and it was at Forgotten Warbirds in Brigham City, Utah when I saw it in July 2023.
Right now, "Raju Grace" isn't at her best, but it's being restored back to flying again, so far as I know. L-29s aren't the most sleek of aircraft, especially compared to the L-39, but this one is by far the most impressive Delfin I've seen.
So... I had a realization earlier today about how much life can change in just one year. At this point last year I was still going to school for web design and I was extremely unhappy with the thought of coding and designing my life away.
In 2013 I made an epic and slightly sudden switch to photography and it has been such an amazing journey! There have been so many ups and downs, but all the changes have taught me so much and I have grown in art and also just as a person.
Anyways.. I know I don't post on flickr much anymore, but I just wanted to post this little update =) xoxo
I had the sad and sudden realization that I hadn't made any pictures lately. Actually it had a been a few weeks since I had even picked up the camera. So I was determined to head out last night after work, and try to get a few pictures of something. I decided to pay a return visit to the old Springfield Bridge, which isn't that far of a drive from home.
I drove to Conway and met up with Zack, and we then drove north. The bridge is located near the small community of Bono, which just really consists of a church and a few homes. But it would have been the perfect opportunity to play some U2, but sadly I didn't have the Ipod, or even my Achtung Baby cd, so the opportunity was wasted. What was I thinking? Clearly, it was a lack of planning. At least the camera battery had a decent charge in it.
As we got to the bridge, I realized why I hadn't been out to take any pictures lately. It's because it's summer in Arkansas. It was about 94 degrees, with high humidity. So that meant that after a few minutes of being outside, I was already drenched in sweat. Actually saying "drenched" is putting it lightly. It was more like someone took a bucket of sweat and dumped it over my head.
And with that lovely mental image, I present instead this shot of the bridge. It is really a neat place to go and get pictures of, even in the summer heat of Arkansas. The bridge is old - actually it's the oldest vehicular bridge in the state. It was built way back in 1874. It served traffic for over a hundred years, before being replaced by a new bridge just upstream in 1994. After that the old Springfield bridge was abandoned, and left to rust and decay.
To visit it now, you have to very carefully make your way onto the bridge. Several of the wooden planks on the deck are gone, leaving deep holes. Most of the remaining pieces of wood on the bridge deck are severely rotten, which makes trying to cross the bridge very nerve-wracking. I could easily imagine the boards I was walking over suddenly and without warning breaking apart. Which would probably send me straight down into the muddy waters of Cadron Creek below. Luckily everything held up, and we were able to explore the bridge. But it is in pretty bad shape - no telling how much longer it will last. It would be a shame if the bridge became too unstable to cross.
Our Daily Challenge: Inconvenient
One of my most favorite local haunts is the Self Realization Fellowship in Encinitas, California. This image is of the spot where the original temple stood. Sadly it crumbled into sea in 1942 after only five years after being built. The original building is gone, but the fellowship is thriving. it is inconvenient that the original building is gone, but joyous that the gardens and the fellowship thrive today.
Thank you so much for your views, comments and favs. I really do appreciate every one!
My images are posted here for your enjoyment only. All rights are reserved. Please contact me through flickr if you are interested in using one.
The 11th. Batizado of the Grupo de Capoeira Beija-Flor on July 30th. celebrated the graduation of another 80 children and young people attended in our programme.
Lightly built and a capoeirist of promising talent, Diego proudly shows off the certificate for his third belt after three years of practicing the sport with our group. At this rate he will reach his apprenticeship at an early age.
The efficiency of Capoeira in social programmes is due to its wide-ranging scope to involve the lives of children and young people participating. It is a complete discipline including the use of rules, philosophy, positive group ethics, physical condition, creativity and values of self-esteem.
Designer: Revolutionary Committee of Beijing No. 76 Middle School (北京市七六中革命委员会)
1971, December
Struggling to speed up the realization of mechanized agriculture!
Wei jiasu shixian nongye jixiehua er fendou! (为加速实现农业机械化而奋斗！)
Call nr.: BG E15/452 (Landsberger collection)
More? See: chineseposters.net/themes/tractor-girls
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Due to the restrictions of the Versailles treaties, the Reichswehr was already dealing with the increasing mobilization and motorization of the army after the end of the First World War. The realization that the speed of the troop units required appropriate equipment was available early on. However, the Reichswehr suffered from financial constraints and during the Weimar Republic the industry only had limited capacity for series production of larger, armored vehicles.
Nevertheless, at that time the Sd.Kfz. 3 (unarmored half-track transport vehicle/1927), the ARW (eight-wheel car/1928) and the ZRW (ten-wheel car/1928) provided fundamental experience. The findings of these tests and the troop testing with the Sd.Kfz. 3 enabled a more precise specification of the new vehicles to be developed. The "heavy" armored cars were primarily intended for the reconnaissance units of the new armored forces.
The incipient rearmament could only start with a "cheap" solution, though. A three-part armored structure for the chassis of commercially available off-road trucks was developed by the Army Weapons Office, Dept. WaTest 6, in cooperation with the company Deutsche Eisenwerke AG. The typical truck chassis featured front-wheel steering and a driven bogie at the rear (4x6 layout). In June 1929, the companies Magirus, Daimler-Benz and Büssing-NAG were commissioned to develop the desired armored car from it. If you consider that this truck class was developed for a payload of 1.5t, you can already conclude from this that the vehicles, which are now equipped with a significantly heavy armored structure, had little off-road mobility. Even if the appearance of the vehicles supplied by the different manufacturers was similar, there were external distinguishing features by which the manufacturer could be identified. The vehicles were tested in the Reichswehr from 1932 and introduced later.
One of the four crew members (driver, commander, gunner, radio-operator) was used as a reverse driver: with the narrow streets of the time and a turning circle of between 13 and 16m, this function was essential for a truck-sized heavy reconnaissance vehicle. The chassis had the excellent ladder-type configuration, able to withstand the stress of rough rides at high speed. The scout car was 5570 mm long, 1820 mm wide, 2250 mm high and weighed 5.35, 5.7 or 6 tons, depending on the manufacturer. The hull was made of welded steel armor, 5 to 14.5 mm (0.2-0.57 in) thick depending on the angle (bottom to front) with well-sloped plates. The armament consisted of a 2 cm KwK 30 with 200 rounds and a MG 13 with 1300 rounds in a manually operated turret. The fuel supply was 90, 105 or 110 liters, but with a consumption of about 35 or 40 liters per 100 km, this resulted in a completely inadequate range for a scout car.
Having no true alternatives at hand, the armored 4x6 car was accepted and became known as the Sd.Kfz. 231 (6-wheel), and it was subsequently developed into two more vehicles. Up until 1937, 123 vehicles were built as Sd.Kfz. 231 reconnaissance cars and Sd.Kfz. 232 radio trucks. A further 28 were manufactured as Sd.Kfz. 263 (Panzerfunkwagen) command vehicles.
As early as 1932, after testing the pilot series, it was clear that the interim solution of "cheap" 6-wheel vehicles would not meet the future requirements of the armored divisions now planned. It was planned that from 1935/36 at least 18 vehicles of a new type that would meet the requirements for off-road mobility and high road speeds should be produced annually. Büssing-NAG had obviously made a good impression with the ARW and was now commissioned to make the revised vehicle ready for series production, which would become the SdKfz. 231 (8-Rad). The overall concept was completed between 1934 and 1935 and already showed all the features of the future type: all 8 wheels driven and steered, the same speed forwards and backwards, ability to change direction in less than 10 seconds, and a turning circle of "only" 10.5m. The vehicle layout was changed, too: the engine bay was relocated to the rear, the crew compartment was placed at the front end. This improved weight distribution, handling, and the field of view for the main forward driver.
The purpose of the new vehicles was identical to that of the earlier heavy 6-wheel vehicles, they were used on the same sites and so the same ordnance inventory designation was adopted, despite the vehicle’s many modifications. The so-called Sd.Kfz. 231 (8-Rad) was armed, corresponding to its 6-Rad counterpart, with a 2cm KwK 30 and the MG 13 (later MG 34) in a rotating turret. Likewise, the Sd.Kfz. 232 (8-Rad) carried a large, curved bow antenna, and there was a Sd.Kfz. 263 (8-Rad) command vehicle, too.
Nevertheless, the Army Weapons Office demanded a short-term solution for a vehicle based on the 4x6 chassis that offered better off-road performance and armament, namely a 37 mm anti-tank gun, with at least comparable range and armor protection. This interim vehicle was supposed to be ready for service in early 1934. Magirus accepted the challenge and proposed the Sd.Kfz. 241, a 4x8 vehicle. It retained the old overall 6-Rad layout with the front engine under a long bonnet, but it had a fourth steered axle added to lower ground pressure and improve the vehicle’s trench bridging capabilities. The powered two rear axles retained the 6-Rad’s twin wheels, so that the vehicle stood on a total of twelve tires with a relatively large footprint. The armored hull was very similar to the Sd.Kfz. 231 6-Rad, but carried a new, bigger turret with a 3.7 cm KwK 30 L/45 gun and an axis-parallel 7.92 mm MG 34 light machine gun.
The box-shaped turret exploited the hull’s width to the maximum and had a maximum armor of 15 mm, no base and the seat of the commander was attached to the tower wall. The commander sat elevated under a raised cupola in the rear section of the turret, just behind the main gun. He had five viewing slits protected by glass blocks and steel slides for all-round visibility. The gunner/loader, standing to the left of the main gun, had to constantly follow the movement of the turret, which was done by hand. In order to support the gunner when slewing the turret, the commander had an additional handle on the right side. The two crew members also had a turret position indicator.
The cannon was fired electrically via a trigger, the machine gun was operated mechanically with a pedal. To aim and view the outside, the gunner had a gun sight to the left of the gun with an opening in the gun mantlet. Standard access to the vehicle was through low double-doors in the vehicle’ flank, but side exit openings in the turret with two flaps each were also frequently used to board it. Another entry was through the commander cupola’s lid.
With all this extra hardware, the Sd.Kfz. 241’s overall weight rose considerably from the late Sd.Kfz. 231 (6-Rad) nearly 6 tons to 7.5 tons. As a consequence, the chassis had to be reinforced and a more powerful engine was used, a 6-cylinder Maybach HL 42 TRKM w carburetor gasoline engine with 4170 cc capacity and 100 hp (74 kW) output at 3000 rpm.
As expected, the Sd.Kfz. 241 was not a success. Even though the first vehicles were delivered in time in mid-1934, its operational value was rather limited. Off-road capability was, due to the extra weight, the raised center of gravity and the lack of all-wheel drive, just as bad as the 6-Rad vehicles, and the more powerful engine’s higher fuel consumption allowed neither higher range, despite bigger fuel tanks, nor a better street performance. The only real progress was the new 3.7 cm KwK 30’s firepower, which was appreciated by the crews, even though the weapon was only effective against armored targets at close range. At 100 m, 64 mm of vertical armor could be penetrated, but at 500 m this already dropped to 31 mm, any angle in the armor weakened its hitting power even further. The weapon’s maximum range was 5.000m, though, and with HE rounds the Sd.Kfz. 241 could provide indirect fire support. Another factor that limited the vehicle’s effectiveness was that the gun had to be operated by a single crew member who had to load and aim at the same time – there was simply not enough space for a separate loader who would also have increased the gun’s rate of fire from six to maybe twelve rounds per minute. The vehicle’s armor was also inadequate and only gave protection against light firearms, but not against machine guns or heavier weapons. On the other side, the cupola on top of the turret offered the commander in his elevated position a very good all-round field of view, even when under full protection – but this progressive detail was not adopted for the following armored reconnaissance vehicles and remained exclusive to German battle tanks.
Only a total of fifty-five Sd.Kfz. 241s were completed by Magirus in Cologne until 1936, when production of the Sd.Kfz. 231 (8-Rad) vehicle family started and soon replaced the Sd.Kfz. 241, which was primarily operated at the Eastern Front in Poland and Czechoslovakia. By 1940, no Sd.Kfz. 241 was left in any frontline army unit, but a few survivors were grouped together and handed over to police units. Their main gun was either completely deleted or sometimes replaced with a second machine gun, and they were used for urban patrols and riot control duties. However, by 1942, no Sd.Kfz. 241 was left over.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/rear driver)
Weight: 7.5 tons (11.450 lb)
Length: 5,85 metres (19 ft 2 in)
Width: 2,20 metres (7 ft 2 ½ in)
Height: 2,78 metres (9 ft 1 in)
Ground clearance: 28.5 cm (10 in)
Suspension: Torsion bar and leaf springs
Fuel capacity: 150 litres (33 imp gal; 40 US gal)
Armor:
8–15 mm (0.31 – 0.6 in)
Performance:
Maximum road speed: 70 km/h (43.5 mph)
52 km/h (32.3 mph) backwards
Operational range: 250 km (155 miles)
Power/weight: 13 PS/ton
Engine:
Maybach HL42 TRKM water-cooled straight 6-cylinder petrol engine with 100 hp (74 kW),
driving the rear pair of axles
Transmission:
Maybach gearbox with 5-speed forward and 4-speed reverse
Armament:
1× 37 mm KwK 30 L/45 cannon with 70 rounds
1× 7.92 mm MG 34 machine gun mounted co-axially with 1.300 rounds
The kit and its assembly:
This fictional armored car was inspired by a leftover rear axles from an Italeri Sd.Kfz. 231 (6-Rad) model that I converted into a fictional half-track variant some time ago. I wondered if the set could be transplanted under an 8-Rad chassis, to create a kind of missing link to the 8x8 successors of the Sd.Kfz. 231 (6-Rad) with a total of twelve tires on four axles.
The basis became a First to Fight 1:72 Sd.Kfz. 231 (8-Rad) kit – a rather simple and robust affair, apparently primarily intended for tabletop purposes. But the overall impression is good, and it would be modified, anyway, even though the plastic turned out to be rather soft/waxy and the parts’ sprue attachment points a bit wacky.
The hull was “turned around” to drive backwards, so that its rear engine ended up in the front. I eventually only used the rear twin wheels from the Sd.Kfz. 231 (6-Rad), but not its single axles and laminated springs. Instead, I first cut the OOB mudguards in two halves, removed their side skirts and glued them onto the lower hull in reversed order, so that the exhausts and their muffler boxes would end up at the rear of the front fenders. With these in place I checked the axles’ position from the OOB ladder chassis, which is a single, integral part, and found that the rear axles’ position had to be moved by 2mm backwards. Cutting the original piece and re-arranging it was easier to scratch a new rear suspension, and the rocker bars had to be shortened to accept the wider twin wheels.
The original small turret with the 20 mm autocannon was deleted and replaced with core elements from a Panzer III turret, left over from previous conversion projects. Wider than any original turret of the Sd.Kfz. 231/232 family, it had to be narrowed by roughly 5mm – I had to cut a respective plug from the turret’s and the mantlet’s middle section, the deformed hatch was covered under a Panzer III commander cupola. To mate the re-arranged turret with the OOB adapter plate to mount it onto the hull, and to add overall stability to the construction, I filled the interior with 2C putty.
The typical storage bin at the turret’s rear was omitted, though, it would have made it too large for the compact truck chassis. The shape was a perfect stylistic match, even though, with the longer gun barrel, the vehicle reminds a lot of the Soviet BA-10 heavy armored car?
Most small details like the bumpers and the headlights were taken OOB, I added a whip antenna base at the rear and mounted two spare wheels at the back, one of them covered with a tarpaulin (made from paper tissue drenched with white glue, this was also used to create the gun mantlet seals).
Painting and markings:
Typical for German vehicles from the early WWII stages the Sd.Kfz. 241 was painted Panzergrau (RAL 7021; I used Humbrol 67, which is authentic, but mixed it with some 125 to create a slightly lighter shade of grey) overall - quite dull, but realistic. To make the vehicle look more interesting, though, I added authentic contemporary camouflage in the form of low-contrast blotches with RAL 8017, a very dark reddish brown, mixed from Humbrol 160 and some 98. Better, but IMHO still not enough.
After the model received a washing with highly thinned red-brown acrylic artist paint I applied the few decals and gave the parts an overall dry-brushing treatment with grey and dark earth. Everything was sealed with matt acrylic varnish. For even more “excitement”, I decided to add a coat of snow.
For the simulated “frosting” I used white tile grout – which has the benefits of being water-soluble, quite sturdy to touch and the material does not yellow over time like gypsum.
First, the wheels, the chassis and the inside of the wheel arches received a separate treatment with relatively dryly mixed tile grout, simulating snow and dirt clusters. Once thoroughly dried, the wheels were mounted. Then the model was sprayed with low surface tension water and loose tile grout was drizzled over hull and turret, creating a flaky coat of fake snow. Once dry again, everything received another coat of matt acrylic varnish to protect and fixate everything further.
A relatively quick build, done in a few days. The First to Fight kit is very simple and went together well, but I’d use something else the next time due to the odd material it was molded with. The outcome of an 4x8 scout car looks quite plausible, though, like the missing link between the Sd.Kfz. 231 and 232 – the unintended similarity with the Soviet BA-10 heavy armored car was a bit surprising, though. And the snow on the model eventually makes it look a bit more interesting, the stunt was worth the effort.
Once the realization is accepted that even between the closest human beings infinite distances continue, a wonderful living side by side can grow, if they succeed in loving the distance between them which makes it possible for each to see the other whole against the sky.
Rainer Maria Rilke
Special thanks to franak malaie
I think you should press L :)
You can see more of this shooting in my website LDmag.ir
In 1960, the US Army came to the realization that it had no real scout helicopter: the OH-13 Sioux could operate effectively in the role, but it was aging and its slow speed made it vulnerable to ground fire. The O-1/L-19 Birddog was a good scout aircraft, but it did not have the mobility of a helicopter. With this in mind, the Army issued a requirement for a Light Observation Helicopter (LOH). The new helicopter needed reasonably high speed, good visibility from the cockpit, and be not too expensive. Bell, Hiller and Hughes all developed prototypes; in 1965, the Army chose Hughes' Model 369 as the OH-6A Cayuse, and placed an order for 1300 helicopters.
The Army was then presented with a problem. Hughes did not have a large factory, and was run by the mercurial and unpredictable Howard Hughes: there was a real concern that Hughes could not deliver the order. Moreover, the Army learned that Hughes had deliberately undercut Bell's and Hiller's bids to win the contract, and as such was taking massive losses on the OH-6. The Army then reopened the competition, and Bell's OH-58A Kiowa won this time: the Army would use both helicopters. As for Hughes, the company would later make up the losses by marketing the OH-6 as the Model 369 and later the Model 500.
The OH-6A entered service in 1966, and was sent to Vietnam soon thereafter. Though given the name Cayuse (as part of the US Army's tradition of naming helicopters after native tribes), this name never stuck: instead, the helicopter was nicknamed Loach, after the LOH project name and its buglike appearance. Loaches were quickly armed with field modification kits to carry machine guns, and were usually paired with the also newly-arrived AH-1 Cobra as a "Pink Team." The job of the Pink Team was to scout ahead of the UH-1 "slicks" carrying troops: the OH-6 would come over at low level to see if it drew ground fire. If it did, it would then call in the AH-1s to attack the enemy position and clear the landing zone. This hunter-killer team proved very effective, if dangerous to the OH-6 crews: of 1420 OH-6s built, 842 were shot down over Vietnam.
Because of the heavy losses over Vietnam, the scout role after the war was gradually taken over by the OH-58A, which was cheaper to buy and easier to maintain. OH-6s began to be passed on to Reserve and National Guard units, but got a new lease on life after 1980: the Army still needed a small helicopter that could land in places the OH-58 or UH-1 could not. The OH-6 was the only aircraft that fit the bill, and several dozen were seconded to Task Force 158 in preparation for an operation to free the American hostages in Tehran, Iran. The hostages were freed by the Iranians themselves in 1980, but the Army recognized the need for an elite force trained in night operations, and renamed the unit Task Force 160--known to its crews as the "Nightstalkers."
TF 160 proved its worth during Operation Prime Chance, the United States' undeclared naval and air war against Iran in 1988, and the OH-6s were redesignated MH-6 (for transport OH-6s) and AH-6 (for armed versions). Nicknamed "Little Birds" by their crews, TF 160 worked closely with the elite and secretive Delta Force, most notably in the Battle of Mogadishu in 1993, where they were the only gunships available to the beleaguered Army forces in the Somalian city. The standard OH-6 has been retired from Army units, but the MH-6 and AH-6 remain in service. The Cayuse also remains operational with Spain and Japan, though in both cases it is being replaced.
Very little can be found on OH-6A 67-16132, though there is a very good chance that it served in Vietnam. Following its return to the United States, 67-16132 was likely passed to the Utah National Guard's 211th Aviation Regiment, and was retired in the late 1980s. It was donated to the Hill Aerospace Museum in Ogden, Utah, where it remained until 2006, but as 67-16132 is an Army helicopter, the USAF donated it to the Fort Douglas Museum in nearby Salt Lake City--which was felt to be more appropriate.
Of Fort Douglas' three helicopters, 67-16132 is the best preserved (though all three are in good condition). It carries standard Army olive drab camouflage, with an air cavalry emblem on the rear fuselage.
MAHAVATAR BABAJI CAVE
Mahāvatār Bābājī (literally; Great Avatar Dear Father) is the name given to an Indian saint and yogi by Lahiri Mahasaya and several of his disciples,[2] who reported meeting him between 1861 and 1935. Some of these meetings were described by Paramahansa Yogananda in his book Autobiography of a Yogi, including a first-hand report of Yogananda's own meeting with the yogi.[3]Another first hand account was given by Yukteswar Giri in his book The Holy Science.[4] According to Sri M's autobiography (Apprenticed to a Himalayan Master) Babaji, was Shiva. In the second last chapter of his book, he mentions Babaji changing his form to that of Shiva. All of these accounts, along with additional reported meetings, are described in various biographies.[5][6][7]According to Yogananda's autobiography, Babaji has resided for at least hundreds of years in the remote Himalayan regions of India, seen in person by only a small number of disciples and others.[3][8] The death less Master is more than 2000 years old. He belongs to a very powerful lineage of Siddha Boganthar and Rishi Agastya as his Gurus. He acquired this deathless, non perishable body through tough yogik kriyas.
Again, according to his autobiography, shortly before Yogananda left for America in 1920, Babaji came to his home in Calcutta, where the young monk sat deeply praying for divine assurance regarding the mission he was about to undertake. Babaji said to him: "Follow the behest of your guru and go to America. Fear not; you shall be protected. You are the one I have chosen to spread the message of Kriya Yoga in the West
There are very few accounts of Babaji's childhood. One source of information is the book Babaji and the 18 Siddha Kriya Yoga tradition by Marshal Govindan.[9]According to Govindan, Babaji was named Nagarajan (king of serpents) by his parents. [8] V.T. Neelakantan and S.A.A. Ramaiah founded on 17 October 1952, (they claim – at the request of Babaji) a new organization, "Kriya Babaji Sangah," dedicated to the teaching of Babaji's Kriya Yoga. They claim that in 1953 Mahavatar Babaji told them that he was born on 30 November 203 CE in a small coastal village now known as Parangipettai, Cuddalore district of Tamil Nadu, India.[10] Babaji's Kriya Yoga Order of Acharyas Trust (Kriya Babaji Sangah) and their branch organizations claim his place and date of birth.[10] He was a disciple of Bogar and his birth name is Nagarajan.[9][10]
In Paramahansa Yogananda's Autobiography of a Yogi, many references are made to Mahavatar Babaji, including from Lahirī and Sri Yukteshwar.[3] In his book The Second Coming of Christ, Yogananda states that Jesus Christ went to India and conferred with Mahavatar Babaji.[8] This would make Babaji at least 2000 years old.[11] According to Govindan's book, Babaji Nagaraj's father was the priest of the village's temple. Babaji revealed only those details which he believed to be formative as well as potentially instructive to his disciples. Govindan mentioned one incident like this: "One time Nagaraj's mother had got one rare jackfruit for a family feast and put it aside. Babaji was only 4 years old at that time. He found the jackfruit when his mother was not around and ate it all. When his mother came to know about it, she flew in blind rage and stuffed a cloth inside Babaji's mouth, nearly suffocating him, but he survived. Later on he thanked God for showing him that she was to be loved without attachment or illusion. His Love for his mother became unconditional and detached."[9]
When Nagaraj was about 5 years old, someone kidnapped him and sold him as a slave in Calcutta (now Kolkata). His new owner however was a kind man and he freed Nagaraj shortly thereafter. Nagaraj then joined a small group of wandering sannyāsin due to their radiant faces and love for God. During the next few years, he wandered from place to place, studying holy scriptures like the Vedas, Upanishad, Mahabharata, Ramayana, Bhagavad Gita.
According to Marshall Govindan's book, at the age of eleven, he made a difficult journey on foot and by boat with a group of ascetics to Kataragama, Sri Lanka. Nagaraj met Siddha Bhogarnathar and became his disciple. Nagaraj performed intensive yogic sadhana for a long time with him. Bhogarnathar inspired Nagaraj to seek his initiation into Kriya Kundalini Pranayam from Siddha Agastya. Babaji became a disciple of Siddha Agastya. Nagaraj was initiated into the secrets of Kriya Kundalini Pranayama or "Vasi Yogam". Babaji made a long pilgrimage to Badrinath and spent eighteen months practising yogic kriyataught to him by Siddha Agastya and Bhogarnathar. Babaji attained self-realization shortly thereafter.[9]
It is claimed that these revelations were made by Babaji himself to S.A.A. Ramaiah, a young graduate student in geology at the University of Madras and V.T. Neelakantan, a famous journalist, and close student of Annie Besant, President of the Theosophical Society and mentor of Krishnamurti. Babaji was said to have appeared to each of them independently and then brought them together to work for his Mission in 1942
By Kailash Mansarovar Foundation Swami Bikash Giri www.sumeruparvat.com , www.naturalitem.com
My life is filled with rage lately. I am consumed with hate. I hold everyone and everything in contempt yet I have no one and nothing to curse for what I feel. I've never been one to believe in a higher power. Does that make me an atheist, agnostic, or just another loner looking for something more in this dismal existence? It doesn't even matter anymore, it'll all be over soon. I've been driving for what seems like days, with no discernable destination, a true metaphor of my life; aimless, pointless, and completely directionless. I don't know when or where I'll decide to finally end it so I'll just keep driving until it feels.. correct. The red glow from my dash tells me I'll need to refuel again and I'm realizing I should have considered that before I entered this seemingly endless flatland of dirt and wheat fields. Incredibly, I see a small gas station coming up in the distance and immediately think, this is the type of mirage a man crawling through the desert would have, if he was carrying a gas can.
As I pull up to the pump I notice there's nobody inside the station, in fact, it looks as if it had been abandoned recently and quickly; lights on, doors open... hot dogs sweating as they spin on the ferris wheel of meat . I consider the possibility that the locals actually operate on the honor system and this is just standard procedure. Could there still be that level of trust and respect left on this planet? It's a ridiculous notion and I dismiss it quickly, but I need fuel whether anyone's here or not. Predictably, the pumps are not working and for all my years of learning and experience I cannot deduce how to make them operational. How fitting that now, of all times, I feel regret for having treated gas station employees like trained monkeys. I recline against my now near useless vehicle and ponder my options. I could just continue driving until my forward progress would be dictated by a defunct engine. I could just sit here and wait, hoping that someone eventually returns and brings with them the NASA launch codes needed to make these damned pumps functional or I could just accept the fact that this is the sign I've been waiting for. I had no final destination, but now, one seems to have been chosen for me. I had no reason to even be here at all, yet now, I can't even leave.
I light a cigarette and inhale deep. The smoke spinning and curling from my nose as I exhale and stare across the road at the horizon reaching field of wheat. I watch as the wind creates an invisible hand that strokes gently across the tops of each rustling stalk when it occurs to me that I've never actually seen a wheat field, in person, before. The endless undulations of the wheat remind me of the oceans back east that seem so very mundane to me now. I wonder if people first see the ocean and marvel at it, the way I am now, while staring at nothing more than a plot of earth full of weeds. I step out my cigarette as I walk across the smooth asphalt and descend onto the soft soil. My hands out to my sides, palms open allowing the raspy husks to brush against me as I walk deeper into the field. It appears as though a storm is brewing in the distance and the winds are beginning to stiffen here, the gusts causing me to sway slightly as if I were just another stalk rooted in the soil. There’s an unusually calming effect washing over me as I close my eyes and just listen. The winds roaring low around me, the flapping of my clothes as they plaster against my body, and the chatter of the wheat as the husks rattle defiantly against the coming deluge. Most noticeable is the understated silence that comes and goes as the winds stop momentarily, deceiving me into thinking I’m frozen in time for those brief seconds. I inhale a deep cleansing breath and realize; it feels.. correct. I’m more at peace with myself now, in these past few minutes, than I have been my entire life, and I’m ready.
A rusted hulking mass of steel rests in the distance further into the field. As I move towards it, I consider the fact that while it makes no sense for this locomotive to be here, no visible tracks anywhere in the vicinity and no logical reason for putting it here purposefully, it looks absolutely normal as if it were just meant to be. I climb up the side, struggling to get to the top as chips of paint give way under my intrusive touch. I can feel the dull metal still holding the warmth of the day’s sun even as the winds bring a chill to evening air. I stand, surveying my surroundings, not impressed with its beauty but instead by its serenity. I reach to my back and retrieve the oiled steel object that’s been lodged so uncomfortably in my spine. A quick movement of the slide and the sharp clack as the bullet slides into its loaded position. I place the barrel against my temple realizing there’s nothing to say, no epiphanies to be had, I said my goodbyes days ago and no one listened. Nothing left but to finger the trigger and squeeze. An explosion of sound, a searing pain racing through me and a sudden paralysis of every muscle in my body startles me. I felt the tingling in my hair as I pulled the trigger but disregarded it as fear, unaware that a bolt of electricity had struck the rear roof of the train. The jolt contorting my body, flinging my arms outward as the barrel flash singes my eyelashes. Unable to move, my muscles taut and locked in place, I curse God. The God I‘ve refused to believe in, the God I‘ve rejected, now becomes the total focus of my hate. Why God, why take this from me? You’ve never cared, you’ve never been there, you’ve never given me any reason to continue this miserable existence. Why stop me now? What possible purpose would it serve you to not just let me die?
The answer comes not in a voice, but a glowing light that envelops me. I initially believe it to be a beam of light right from the heavens but quickly realize that it is instead emanating from me. My chest warms, heating slowly from the inside out, before intensifying into a searing pain that causes me to scream through clenched teeth. I feel all the hate, all the sorrow, every self inflicted thought of doubt and loathing being drawn out of me as if clutched by ethereal fingers and pulled skyward. I watch as every ounce of negativity that has poisoned my very essence, now radiates away from me in brilliant golden bursts of light. The realization, that I’ve blamed everyone and everything for my own shortcomings, consumes me. I’ve lashed out at the world, expecting answers when I had no questions, and accused everyone of failing me. I have failed, but no more.
The light dissipates and the encroaching night swallows me up as I collapse onto the metal roof and weep. The pain in my chest is now replaced with a new warmth of love and of hope. Love for the new baby girl I have on the way and the hope that I can now be the kind of man deserving to father a child. Love for the wife that has cried so many tears because of me, trying desperately to help me, as I refused her again and again and the hope she can forgive me one more time. It’s time for me to take responsibility for my life and repay my debt to all those that have given so much for me. It’s time for me to return to the life I fled and show my appreciation for the care that was displayed to me. I rise to my feet, gazing upward as I wipe the tears from my cheeks. Clasping my hands together as I whisper thanks, I look down and see the landscape slowly receding from my view. I choke on an inaudible scream as I see my body lying prone, disfigured, holding a smoldering hunk of metal in my right hand. I reach out, desperately trying to clutch at my own legs as I begin to float higher and farther away when I now hear the voice permeate my skull. “Too little, too late”
Dear flickr friends,
I've come to the realization that I am SO BUSY! School-work is piling up, my internship is keeping me busy, and holiday season is coming up fast , and as a result of all of these combined, you may (or may not) have noticed a conspicuous lack of self-portraits for the 365 group from me. If you have, you're right. I haven't had time to take any SP's lately, much less any pictures! I decided that I'm going to stop the 365 challenge. I'm actually surprised that I've gotten as far as I have! I was thinking about it the other day and I have 168 pictures left to do. Woah. That number completely overwhelmed me! Hence my decision.
One thing I noticed in a lot of my SP's is that I don't genuinely smile. Here's the deal. I have yellow and stained teeth. They don't look so bad in this picture because the sun was so blaringly bright (yest that's a word), but the reason my teeth are yellow and stained is because a lot of it is genetic. Thanks dad. :) I actually take really good care of my teeth, have tried bleaching, etc. but nothing really seems to work. I've given up at this point on ever having the star-white teeth and I don't even notice anymore. People tell me I have a nice smile, but then I become self-conscious because I know it's then that they've seen my teeth. This is why i don't fully smile in a lot of my SP's and why make such silly faces, so I can distract you! :)
All that said, I'm done with 365, for now. When things start to calm down (like after I graduate!) I might start over. I want to have that feeling of accomplishment of doing this for a year, I don't think I've ever done anything consecutively for a year (well, besides brush my teeth, but we've already talked about that).
I'll still take some SP's every once in a while, but just not every day now. I'm done being stressed out, and it feels kind of nice not have to check another thing off of my list everyday. And I'll definitely take pictures of life that happens around me!
Thanks for all of you, I feel like I have become ten-times better at my pictures because of your comments and suggestions. 365 truly has helped me become a better photographer and I look forward to doing this project again in the future.
*cheers!*
Towards the end of the Korean War, the USAF came to the realization that their transport fleet was becoming obsolete. The C-46 Commandos and C-47 Skytrains in service were no longer adequate, while the C-119 Flying Boxcar was having difficulties. In 1951, the USAF issued a requirement for a new tactical transport, an aircraft that would need to carry at least 72 passengers, be capable of dropping paratroopers, and have a ramp for loading vehicles directly into the cargo compartment. Moreover, it must be a “clean sheet” design, not a conversion from an existing airliner, and the USAF preferred it be a turboprop design. Five companies submitted designs, and six months later the USAF chose Lockheed’s L-402 design—over the misgivings of Lockheed’s chief designer, Clarence “Kelly” Johnson, who warned that the L-402 would destroy the company. Little was Johnson to know that, fifty years later, the L-402—designated C-130 Hercules by the USAF—would still be in production, and one out of only five aircraft to have over 50 years of service with the original purchaser.
The C-130 was designed to give mostly unfettered access to a large cargo compartment—the ramp forms an integral part of the rear fuselage, the wing is mounted above the fuselage, and the landing gear is carried in sponsons attached to the fuselage itself, while the fuselage has a circular design to maximize loading potential. The high wing also gives the C-130 good lift, especially in “high and hot” situations. The Allison T56 turboprop was designed specifically for the Hercules, and has gone on to become one of the most successful turboprop designs in history.
After two YC-130 prototypes, the Hercules went into production as the C-130A in 1956, to be superseded by the improved C-130B in 1959. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. In the 50 years hence, the basic C-130 design has not changed much: the C-130E introduced underwing external fuel tanks, while the C-130H has a slightly different wing. Even the new C-130J variant only introduced new engines with more fuel efficient six-bladed propellers: the basic design remains the same. Lockheed also offers stretched versions of the Hercules, initially as a civilian-only option (the L-100-30); the British Royal Air Force bought this version as the C-130K and it was later adopted by other nations, including the United States.
The basic C-130 is strictly a transport aircraft, but the versatility of the aircraft has meant it has been modified into a dizzying number of variants. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft. C-130s are also used extensively by civilian operators as well as the L-100 series.
The “Herky Bird,” as it is often nicknamed, has participated in every military campaign fought by the United States since 1960 in one variation or the other. During Vietnam, it was used in almost every role imaginable, from standard transport to emergency bomber. It was also instrumental in resupplying the Khe Sanh garrison during its three-month siege. Hercules crews paid the price as well: nearly 70 C-130s were lost during the Vietnam War. In foreign service, C-130s have also been used heavily, the most famous instance of which was likely the Israeli Entebbe Raid of 1976, one of the longest-ranged C-130 missions in history. C-130s are often in the forefront of humanitarian missions to trouble spots around the world.
As of this writing, over 2300 C-130s have been built, and most are still in service. It remains the backbone of the USAF’s tactical transport service; attempts to replace it with the Advanced Tactical Transport Program (ATTP) in the 1980s and to supplement it with the C-27J Spartan in the 2000s both failed, as the USAF realized that the only real replacement for a C-130 is another C-130.
This CC-130H, 130329 of 435 Transport Squadron, stopped in for a visit to Malmstrom AFB in spring 1977, where Dad got this picture. It carries the old Canadian Forces transport scheme of antiglare white over bare metal, with the CAF's "lightning bolt" on the fuselage. At the time, 435 Squadron operated from CFB Edmonton, Alberta, though today they are based at Winnipeg. Sadly, this aircraft crashed in November 1982 with the loss of the entire crew.
Towards the end of the Korean War, the USAF came to the realization that their transport fleet was becoming obsolete. The C-46 Commandos and C-47 Skytrains in service were no longer adequate, while the C-119 Flying Boxcar was having difficulties. In 1951, the USAF issued a requirement for a new tactical transport, an aircraft that would need to carry at least 72 passengers, be capable of dropping paratroopers, and have a ramp for loading vehicles directly into the cargo compartment. Moreover, it must be a “clean sheet” design, not a conversion from an existing airliner, and the USAF preferred it be a turboprop design. Five companies submitted designs, and six months later the USAF chose Lockheed’s L-402 design—over the misgivings of Lockheed’s chief designer, Clarence “Kelly” Johnson, who warned that the L-402 would destroy the company. Little was Johnson to know that, fifty years later, the L-402—designated C-130 Hercules by the USAF—would still be in production, and one out of only five aircraft to have over 50 years of service with the original purchaser.
The C-130 was designed to give mostly unfettered access to a large cargo compartment—the ramp forms an integral part of the rear fuselage, the wing is mounted above the fuselage, and the landing gear is carried in sponsons attached to the fuselage itself, while the fuselage has a circular design to maximize loading potential. The high wing also gives the C-130 good lift, especially in “high and hot” situations. The Allison T56 turboprop was designed specifically for the Hercules, and has gone on to become one of the most successful turboprop designs in history.
After two YC-130 prototypes, the Hercules went into production as the C-130A in 1956, to be superseded by the improved C-130B in 1959. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded "Roman" nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) In the 50 years hence, the basic C-130 design has not changed much: the C-130E introduced underwing external fuel tanks, while the C-130H has a slightly different wing. Even the new C-130J variant only introduced new engines with more fuel efficient six-bladed propellers: the basic design remains the same. Lockheed also offers stretched versions of the Hercules, initially as a civilian-only option (the L-100-30); the British Royal Air Force bought this version as the C-130K and it was later adopted by other nations, including the United States.
The basic C-130 is strictly a transport aircraft, but the versatility of the aircraft has meant it has been modified into a dizzying number of variants. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.
The “Herky Bird,” as it is often nicknamed, has participated in every military campaign fought by the United States since 1960 in one variation or the other. During Vietnam, it was used in almost every role imaginable, from standard transport to emergency bomber: as the latter, it dropped M121 10,000 pound mass-focus bombs to clear jungle away for helicopter landing zones, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) It was also instrumental in resupplying the Khe Sanh garrison during its three-month siege. Hercules crews paid the price as well: nearly 70 C-130s were lost during the Vietnam War. In foreign service, C-130s have also been used heavily, the most famous instance of which was likely the Israeli Entebbe Raid of 1976, one of the longest-ranged C-130 missions in history. C-130s are often in the forefront of humanitarian missions to trouble spots around the world.
As of this writing, over 2300 C-130s have been built, and most are still in service. It remains the backbone of the USAF’s tactical transport service; attempts to replace it with the Advanced Tactical Transport Program (ATTP) in the 1980s and to supplement it with the C-27J Spartan in the 2000s both failed, as the USAF realized that the only real replacement for a C-130 is another C-130.
This rather plain looking C-130E is actually one of the most decorated Hercules in USAF service. Delievered around 1963 to the USAF as 62-1787, it was assigned to the 374th Tactical Airlift Wing based at Ching Chuan Kang AB, Taiwan, with detachments deployed throughout South Vietnam. On 15 April 1972, using the callsign Spare 617, the crew was sent out to airdrop ammunition to South Vietnamese forces during the Siege of An Loc. As the crew approached the drop zone, Spare 617 was raked by antiaircraft fire that killed the flight engineer, badly wounded loadmaster TSgt. Charles Shaub and the copilot, knocked out two engines, and set the cargo on fire. Despite his wounds, Shaub was able to jettison the ammunition pallets, which exploded just after leaving the aircraft. The pilot, Captain William Caldwell, got the aircraft back to Tan Son Nhut airport on one engine (a third one quit on approach) and with Shaub manually cranking down one of the landing gear. For their actions, Caldwell and Shaub were awarded the Air Force Cross, the second-highest award for gallantry in the USAF.
62-1787 was repaired and returned to service, and continued to serve in the USAF until 2011, when it was finally retired after 48 years of flying; its last unit was the 187th Airlift Wing (Arkansas ANG) at Little Rock AFB. It was donated to the National Museum of the USAF, where it remains today. 62-1787 carries its final color scheme of overall AMC Gray, and retains the 187th AW's "The Rock" tail stripe. Just goes to prove that even the most plain of aircraft has a story to tell.
“I want everything back, the way it was. But there is no point to it, this wanting.”
― Margaret Atwood, The Handmaid's Tale
Name: Kraanspoor
City: Amsterdam
Architect(s): OTH (Ontwerpgroep Trude Hooykaas bv)
realization: 2007
Kraanspoor (translated as craneway) is a light-weight transparent office building of three floors built on top of a concrete craneway on the grounds of the former NDSM (Nederlandsche Dok en Scheepsbouw Maatschappij) shipyard, a relic of Amsterdam’s shipping industry. This industrial monument, built in 1952, has a length of 270 meters, a height of 13,5 meters and a width of 8,7 meters. A street length and width. The new construction on top is the same 270 meters long, with a width of 13,8 meters, accentuates the length of Kraanspoor and the phenomenal expansive view of the river IJ. Fully respecting its foundation, the building is lifted by slender steel columns 3 meters above the crane way, appearing to float above the impressive concrete colossus.
The challenge of the design for OTH was to utilize the maximum allowable load of the existing craneway. The concrete craneway functions as a foundation, and carries the maximum possible weight of a three storey building, with an asymmetrical overhang on the water-side; this is due to the heavier load barring function for the former revolving cranes that cantilevered to this side. The light-weight building of steel construction made the light-weight floors necessary. By using a hollow Infra+ floor system, the piping and wiring are tucked away in the floor allowing for a maximum clear height.
The glass building is clear and simple in plan. The newly built construction is characterized by its transparent double-skin climate façade of glass: the outer layer of moveable motor-driven glass louvers appear as lace-work around the building, the inner façade is of hinged timber windows with a full height from office floor to ceiling. This climate façade allows natural ventilation of the offices and acts as a buffer against heat in the summer and cold in the winter. The concrete Infra+ underfloor of only 70mm allows for concrete core activity. The water from the IJ river is pumped up and used for heating as well as cooling via a water pump.
The pre-existing facilities have been utilised in the building’s new function. The former four old stairwells still remain as entrance to the building and are foreseen with panorama lifts and new stairs. The two gangways/catwalks alongside the concrete craneway function as fire-escape routes. In the heart of the original concrete structure, underneath the new structure, is extensive archive/storage space.
"A seamless combination of old and new – industrial heritage and modern architecture in which the waterways are restored and the slipway determines the orientation. The entire place with its shipping industrial past has an intense energy. The object is to intertwine the old with the new, to preserve history, and not loose this energy.
The wharf is dead? – Long live the wharf."
text: www.archdaily.com
Day 24... Follow your bliss
Follow your bliss
and the universe will open doors for you where
there were only walls. - Joseph Campbell
-----------------
Image created today on the bluff within The Self Realization Fellowship Center Encinitas. The surf break was larger with a strong off shore breeze holding the waves up while producing this beautiful spray...
"With the growing appreciation of true convenience in all the appointments of the home, there is coming a realization of the genuine comfort and satisfaction that enough telephones, properly located, will bring to any household." Uh huh....No place left to hide.
I wouldn't mind drinking lemonade on that porch though. If only I could see the lovely girl in the hat through the eyes of a young man of that time. The other girl is calling her broker. This was three months before the crash.
"After Self-Realization, I thought i understood all the five principles, but i actually had understood only the 4th Principle the most. Before Gnan, I have faced difficult times during conversation with my sticky file which is my ex-wife, but after Gnan when i happened to speak to her i had immense peace within unlike earlier which is very impressive for me.
Read here more about Self Realization:
In English: www.dadabhagwan.org/self-realization/
In Hindi: hindi.dadabhagwan.org/self-realization/
In Gujarati: www.dadabhagwan.in/self-realization/";
“Once the realization is accepted that even between the closest human beings infinite distances continue, a wonderful living side by side can grow, if they succeed in loving the distance between them which makes it possible for each to see the other whole against the sky.”
- Rainer Maria Rilke
(third in a series...)
PLEASE NOTE: i apologize for the large copyright stamp placed on this photo...while i understand it is distracting and takes away from the image, this and many other photographs of mine have been stolen and are being used for profit. This is the only way I can protect my work...thank you for understanding!!!
Our first good glimpse of an Indo-Pacific Bottlenose Dolphin. When I was a child, I saw a documentary about the friendly dolphins of Western Australia and was captivated. I had seen dolphins from the coast of South Africa, where I grew up, but had not ever come very close to a wild one. It became a “bucket list” dream of mine to see the WA dolphins. 30 years later, I finally got to do it! The dolphins were as gregarious as described. We were fortunate to have the area to ourselves for about 10 minutes, during which time the dolphins curiously swam around and under our kayak, playfully popping up right beside us only to disappear. They “charged” toward us then dove under, showed off their amazing tails and otherwise delighted us. (When motorized boats later appeared, they swam off. Kayaking was definitely the best way to see them.). It was a very emotional moment for me, as dolphins were my favourite animal as a child, and I had longed to be this close to wild ones; the experience was just a dream come true. Special thank you to Jean Hort for recommending Mandurah! It was so worth the visit.
““Heaven can be entered only through the narrow gate. The highway to hell is broad and its gate is wide enough for all the multitudes who choose the easy way. But the gateway to divine life is small and narrow. The road is narrow and only a few ever find it.”—Jesus
What does this mean? What’s heaven? Every time Christ talks about heaven he’s talking about divine consciousness, consciousness of God, the state of samadhi (direct experience of your own True Nature). So he’s saying it’s very narrow. That means you’ve got to get your mind down to one point, not even one thought other than God and then you can go through the gate to heaven to the consciousness of God. It’s very narrow, only a few people find it. Where is it? You don’t have to get into the plane. It’s right in you, not even your body. It’s in your mind, the gate to heaven. Heaven itself, God Himself, is right there in your mind but the gate is so narrow because you have to gather all your dissipated thoughts and then the door will open and you will see the blazing light. You’ll go inside and you’ll bathe in that light and you’ll become one with that bliss. But that’s for few people, most are not even concerned about it. So for the multitudes, they are on the broad highway going in the other direction. Not that everybody’s going to go to hell. That’s not the idea. But anything less than that bliss is hell in comparison. Everything else is nothing compared to that overwhelming bliss of God-Realization.”—Swami Paramatmananda, “Talks by Swami Paramatmananda, Vol. 2”, pp. 198-199
Sun Enters Capricorn -The Solstice (December 21, 2015)
Apotheosis
The Sacred Path, the Pathway to Perfection…
These are the Four Sacred Directions:
You Rise in the East, as Aries,
You Turn to the South, in Cancer,
You Bow in the West, through Libra…
And so now you will take this Fourth Way,
Look to the North as you enter Capricorn.
The Twelve Signs of the Zodiac are the Living Waters of Life-Consciousness-Spirit.
These Four of the Twelve are the Realms of Awareness-Action, they are the Signs of Identity:
Aries is your Self-Awareness; Libra your Awareness of the Other.
Cancer is your Sacred Center; and Capricorn is your Destiny.
These four corners form the Cross of Purpose; this is the Axis that leads to Apotheosis. In Aries you are Inspired by the Flame of Spirit of being a “one”, you are Self-Aware. In Libra you Know by Mindful Air, you are for one another, you are Inter-Dependent. In Cancer you Feel through the Waters of Life, you are centered and anchored by your Source. In Capricorn you are made Manifest by Earth, you assume your responsibilities as you seek to fulfill your Destiny.
These Sacred Four form what is known as the Cardinal Cross; held together they are the whirling wheel that creates the Sacred Path-Way of Praxis. For this is “the Way”, that by this Integral Path that combines Inspiration, Thought, Feeling made Real, it is by this that your wondrous Journey of the Divine-that-is-the-Self-Becoming is made manifest.
For you are an Immortal moving through mortal realms and forms. You move into Worlds, Bodies and Lives, but forever and ever you will always “walk on” through and beyond any one world, body or life. You are the self-becoming more and more of what you will be as you unfold the Spark of the Divine that resides at the Core of you in each and every life.
And in each life you will grow and become what you are meant to be through “Trial & Error”. You will succeed at times, and you must and will also stumble. For it is by these “failures” and your adjustments that you climb the spiral path of conscious redemption. And, it is by this that you will come to understand, accept and become more of what you are here to be…a fully conscious co-creator of this Cosmos.
Yes you are climbing, higher and higher, and at each turning you face again the ancient questions and fundamental truths that were there at the beginning…oh so long ago.
Today, as Winter begins, when the shadows have stretched to their greatest extent, and the light seems to be fading away, it is now that you and the world will hold your breath…and you will pray. It is time once again, to face the darkness and believe, that Light and Truth and Goodness will not fade away. It is time to remember who you are, where you came from, who is before you, and why you are here…it is time once again to have a living faith in your destiny.
For though it may seem that your world is falling into shadows, that your life and world is in dire peril…you will find a way through. As the familiar forms of self-realization are cracking and crumbling, whether in the realms of Religion, or Government, or Education or the Economy…you will come to know that this is merely the wheel of life turning again, for an old world is passing so that a new and better one shall rise…as it has done many, many times before.
And this change, this re-birth, does not come from on high, it will not come by Fiat or by the will of the temporal holders of Power. No, the change in every world, form and life starts in the center of each and every one of you, from within each and every individual heart that hears the “Wind of the Spirit” and answers to the angels of our better nature. It is the "Voice of the Silence", your Higher Self abiding in the Intuitive Knowing that a better world is coming to be…and that you must be its Creator.
Each year, at this time of Capricorn, you are asked to examine quite simply this one question, “What is the Responsible thing to do, what is my Responsibility?" To understand this you need but turn that word around. Your responsibility is always and forever about your “ability to respond”. To what, you might ask. What or to who are you responding? How can you know? How?
Know Thyself!
You are a Spark of the Divine, moving now through this Kingdom of being Human. It is in this time of your Spiritual Education that you are to learn what is “the good”, for you are endowed with the gift of choice, (and angels and those greater than they envy you this choice). You are given this gift so that you might learn to choose what is good, or better or loving. So that you can become a conscious, loving co-creator of creation.
For today, in this time, you are here to respond to the needs of yourself, your family, your friends and to all of those with whom you journey. For you have come far and learned much, and you are only here now because you have taken care of one another, helped one another, and loved one another so as to create and form these living-loving spaces for one another that can preserve, protect and promote Life-Consciousness-Spirit. Remain focused upon this, and you will keep to the pathway of Spirit.
There is much work to do when a world is passing away and another is coming into being. Your responsibility is great, but so is your reward. Preserve what you can, for many lives and loves fashioned this world and much in it is good. Be guided by your heart and know that the changes you must face and make should be guided always by the fundamental truth that you are here for one another, you are made by one another, and to harm any other inevitably means that you injure yourself equally too.
Today you need remember, that even in the darkest hour, there remains a Light that will not go out, a Love that will not fail, and a Promise that will be Fulfilled. And this is so because you stand within a shining Hierarchy of Light that stretches from the Heart of Creation to the furthest reaches of this Cosmos. Every being within this Company of Brave Souls is slowly awakening to the truth, that all are sparks of the Divine, and in the heart of each soul there is found the Alignment and Attunement to one another. All of Creation is of the One, and every particle, life, planet, star and galaxy are At-Onement through and by the Love of the One, and by your love for one another too.
At each and every turning, you will face your destiny. It is right, proper and good to align yourself with those like you who seek to bring about a better tomorrow. As we move from one world into the next, keep in your heart the Great Invocation:
THE GREAT INVOCATION
From the point of light within the Mind of God
Let Light stream forth into our minds
Let LIGHT descend on Earth.
From the point of love within the Heart of God
Let Love stream forth into our hearts
May LOVE increase on Earth.
From the center where the Will of God is known
Let purpose guide our wills
The PURPOSE which the masters know and serve.
From the center which we call Humanity
Let the Plan of Love and Light work out
And may it seal the door
where evil dwells.
Let Light and Love and Power restore the Plan on Earth.
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www.youtube.com/watch?v=QPKKQnijnsM GALVANISM, GALVANISM0, GALVANISME, GALVANISMUS Who would you like to invite into R[̲̅ə̲̅٨̲̅٥̲̅٦̲̅]UTION? A Flickr member? You can invite any Flickr member to join a group, whether or not they are your contacts. You'll be able to select people and send them a customized invitation to join R[̲̅ə̲̅٨̲̅٥̲̅٦̲̅]UTION. Invite a Flickr member? or... A friend who isn't a member yet? Inviting a friend to join a group is a good way to get them to join Flickr and get involved in a group they might be interested in. When you invite a new person to join up via a group, we set you up as contacts, and add them as a new member of R[̲̅ə̲̅٨̲̅٥̲̅٦̲̅]UTION. Invite a new person to join Flickr? Galvan Name Meaning Spanish (Galván): from a medieval personal name. This is in origin the Latin name Galbanus (a derivative of the Roman family name Galba, of uncertain origin). However, it was used in a number of medieval romances as an equivalent of the Celtic name Gawain (see Gavin), and it is probably this association that was mainly responsible for its popularity in the Middle Ages.
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This was taken at the Self Realization Fellowship Meditation Gardens in Encinitas. It is a very peaceful spot that I return to often. It is beautifully situated high above the Pacific Ocean, about 25 miles north of downtown San Diego. The temple and gardens were established by swami Paramahansa Yogananda in 1937, but the temple itself was built too close to the cliff edge, and was torn down in 1942 to avoid it tumbling into the ocean. This shot is at the steps which once lead to the original temple. You can see a picture of the temple on the plague near the bottom of this image..
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In the early 1950s, air forces around the world came to the realization that it made little sense to train pilots on older piston-engined trainers, then expect them to go from those aircraft to high-performance jets without a high accident rate. Most nations with an aviation industry then embarked on designing jet trainers and a training syllabus entirely with jets.
For the Soviet Union, it would not only need a jet trainer, it would need thousands of them, to equip not only its own air force, but those of the Warsaw Pact and client states. The Khrushchev regime learned that two of the Pact nations were working on their own trainers--Aero of Czechoslovakia was designing the L-29 Delfin (Dolphin), while PZL of Poland was working on the TS-11 Iskra (Spark). Surprisingly for the Soviet Union, it issued a requirement for the jet trainer and opened it up to a competition between the two aircraft.
Aero's L-29 was designed to be everything a trainer should be: easy to fly, easy to maintain, forgiving of mistakes, and capable of simple aerobatics. As Soviet doctrine called for aircraft capable of operating from austere airstrips, the L-29 was given a strengthened landing gear, and for either weapons training or in emergencies, could be equipped with four underwing hardpoints for bombs, rockets or gunpods. It was not particularly fast and considered underpowered, but that was less important in a trainer.
The L-29 would first fly in 1959, and went up against the TS-11 in 1961. To the surprise of many, considering the TS-11 was faster, the L-29 was declared the winner. Suspecting politics and wishing to keep some independence, the Polish Air Force would never use the Delfin, and would make the Iskra its primary jet trainer. For the rest of the Warsaw Pact and the Soviet Union, the L-29 would go into production. NATO would give it the reporting name of Maya.
Some 27 nations would eventually fly L-29s, as trainers, but occasionally in combat as well: Egyptian L-29s were pressed into service during the 1973 Yom Kippur (October) War as ground attack aircraft, and they were also used in the Biafran War of 1967-1970 and the First Nagorno-Karabakh War of 1988-1994 between Azerbaijan and Armenia. In these cases, the Delfin did not do well, but it was never intended to fight against modern air defenses. Saddam Hussein reportedly converted a number of his L-29s to drones, intended to carry poison gas towards Coalition forces in 2003, though they never flew.
While the L-29 was adequate, as aircraft got faster and more manueverable, the Delfin was becoming obsolete. In response, Aero designed the L-39 Albatros, a more advanced trainer, and L-29 production ended in 1974 after 3665 had been produced. Though most L-29 users replaced it with the L-39, some continued with the Delfin, and Angola and Georgia would use it as late as 2016. After the end of the Cold War, many Delfins became available on the open market, and while not as common as its Western equivalent--the T-33 Shooting Star--or its successor the L-39, L-29s are found in small numbers in the warbird community, and a few have raced in the Reno Air Races.
This L-29 is a former Bulgarian Air Force example, delivered in 1968; it probably flew with the Georgi Benkovski Training Base at Dolna Mitropoliya Air Base. Disposed of as surplus in 2001, Bort 53 became N443KT when it was bought by an American warbird collector. It has since gone through a few owners, but when I saw it in June 2023, it was at the Santa Maria Museum of Flight, where it may be on permanent display. The markings have begun to fade, but in theory N443KT is still flyable.