Série limitée et numérotée, avec certificat joint, pour chaque modèle de cadre.

PHOTO & TIRAGE en VENTE directe. DEVIS personnalisé SUR DEMANDE relevez la référence sous la photo

Me contacter : comlaphoto@gmail.com

Les photos, pour une lecture plus rapide, sont ici en basse résolution.

Tous ces clichés sont disponibles en haute résolution pour des tirages de qualité supérieure sur tous types de supports.

Tirages et impression sur tous supports : tirage classique, d’art, supports rigides (dibond, plexi, bois et pvc), toile, bâche etc.…

Réalisation de trompe l’œil.

A l’exception des œuvres d’artistes bénéficiant de la protection propriété intellectuelle (sculpteurs, architectes, peintres, dessinateurs etc.)

Series limited and numbered, with certificate attached, for each model framework.

PHOTO & drawing in direct sales. Custom application specifications take the reference under the photo

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The photos, for a faster reading, are here in low resolution.

All these clichés are available in high resolution for prints of superior quality on all types of media.

Prints and print in all formats: Classic, fine art print, rigid supports (dibond, selection, wood and pvc), canvas, tarpaulin etc....

Realization of proboscis eye.

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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

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 original photo is taken from Google.com,

and belongs to its respective owner.

Digitalpaint

"Ahhh a new toy ,thanks now gimme and watch me run."

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.

SIC Movie Realization Batman & Batpod. Finally i took it out!!!

Need to make the mini softbox back. Wasnt very keen on doing it after moving. Couldnt set it up nicely. Dont have a mini table.

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

Day 4 of 30.

Realization!

" But they will never seek for death, on account of the (sins) which their hands have sent on before them. and Allah is well-acquainted with the wrongdoers."

Surah Al-Baqra, Verse 95.

+++ 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.

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.

For the full review of this action figure please check it out here → bitly.com/1Bp4VMZ

Facebook page → www.facebook.com/locustblogsite

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.

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

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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 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.

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 C-130E, 63-7861, was delivered to the USAF's 464th Tactical Airlift Wing at Pope AFB, North Carolina in 1964. It may have remained with the 464th until the wing's deactivation in 1971, after which it was transferred to the 435th TAW at Ramstein, West Germany and later the 314th TAW at Little Rock AFB, Arkansas. It was relegated to the 129th Rescue Group (California ANG) at Moffett Field, and was retired in 2006. It was donated to the 153rd Airlift Wing (Wyoming ANG) at Cheyenne afterwards, although 63-7861 never flew with the unit, and the 153rd never flew C-130Es.

That's a bit of nitpicking, though, as the 153rd has done a good job in keeping 63-7861 up. It carries the modern AMC Gray scheme, with the 153rd's present markings on the tail.

EDIT: I got a better picture of 63-7861 in May 2021, so I replaced it. Weirdly enough, we got caught in a thunderstorm this time, too.

Don't use this image on any media without my permission.

© All rights reserved

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!*

+++ 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.

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.

At their Mt. Washington HQ.

“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

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.

Meet me the woods tonight # Lord Huron . Sometimes it's painful to find out the truth - dreaming of something that never existed.

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/

In a recent trip to see the glaciers up in Jasper National Park, there came the grim realization of global warming. The ice melts more and more each year, eventually non-existing.

"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/";

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.

“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!!!

80's hero

Shown here is a photograph from the "Unlocking the Diary" exhibit ,on display from December 3, 2010-March 31, 2011 in the third floor rotunda gallery inside Swem Library at the College of William and Mary.

The diaries in our exhibit span the 19th and 20th centuries, and our discussion of the diary brings us into the present day. Our first case, “What Counts?,” introduces you to the range of forms and styles of the diary. “Life in Transition,” our second case, demonstrates how the diary has been used throughout the life cycle by both women and men. “Through Their Eyes: Diarists in Virginia” looks specifically at diaries written by 19th-century Virginia women and our final case, “DiaTribe,” features diaries written by William & Mary students, from the first years of female enrollment at the College to the present day.

This exhibit was curated by students in Prof. Jennifer Putzi’s “Gender and the American Diary” class (WMST 490/ENGL 475) and the Special Collections Research Center staff. All of the diaries and artifacts featured in the exhibit are from the SCRC collections. Student Curators: Kaitlyn Adkins, Greg Benson, Kimberly Clark, Caitlin Finchum, Greg Glazier, Katelin Hill, Shaunna Jardines, Katherine Perkins, Cassie Adair, Ryan Morris, Kali Murphy, Taysha Pye, Sta’sean Ridley, Casey Sears, and Errin Tom; Exhibit design and installation: Chandi Singer, Burger Archives Assistant.

"Life in Transition" Case

Detailing the lives of a diverse group of people separated by time, place, age, and even gender, the diaries in this case tackle several different issues. What connects them are the ways in which each diary captures the stages of life. By definition, transition means to pass from one state or place to another. Beginning with the diaries of two teenage girls and ending with the diary of a man confronting death, these diaries span the two spectra of life’s journey.

Wedding Announcement of Violet Laughead and Joseph Percy Barnett, 1913.

Between 1931 and her death in 1972, Violet Barnett kept a continuous set of diaries, much of which centered around her life as a mother, wife, and homemaker. The 1967, the year her husband Percy died, and 1968 diaries are the only years missing from her papers in the Special Collections Research Center.

Map of West Chester, Pennsylvania, 1948.

This neighborhood map makes up part of a furniture store advertisement that Violet Barnett saved in her diary. As Violet lived in West Chester, Pennsylvania for her entire adult life, her local community is an integral part of her diary-keeping.

Violet Barnett Diary Transcription, March 4, 1972

Ethel down in eve. she made bed up fresh & turned Blanket on to warm bed, I got in tub & she washed my back good, rubbed my legs & layed on fr. [front] couch. We watched (All in the family), lots of laughs. Bobby keeps her worried, don’t know what to expect next. She called after getting home.

Violet Barnett Diary, April 22, 1972.

When she was 81 years old, Violet Barnett suffered a stroke in her home. While her son Earl took care of her during the last four days of her life, he made diary entries that mimicked his mother’s idiosyncratic style, even to the extent of using similar blue ink. He also attached his mother’s obituary into her own diary, thus giving the book a unique sense of closure.

Violet Barnett Diary, Front Page, 1948-1949.

Violet Barnett sometimes used preprinted five-year diaries, but rarely took five years to fill them. This five year diary contains text for only two years. Note the way Violet Barnett included her name and personal information on the inside cover. She did this in every diary she kept, even when she could no longer easily leave the house.

Pearl Warner Diary, 1914.

Pearl Warner’s diary spans nearly the entire year of 1914, discussing a wide variety of topics including church activities, academics, travel, outings with friends, and school dances. Her diary, which she began at age 15, shows some of the typical activities of an American teenager in the early 20th century.

Dance Cards, Early 20th Century.

Dance cards originated in the 18th century as a way for women to keep track of the men that they danced with at a formal ball. They were popular until after World War I, and dance cards such as these would be much like those used by Pearl and her friends at dances like the Junior Ball.

Pearl Warner Diary Transcription

May 4, 1914. Mon.

Warm. This A.M. Milton Teed asked me to go with him to the Junior Ball. I don’t want to, at all, but I told him I would. Ruby & Mama thought it would be awful if I didn’t go.

May 5, 1914. Tues.

Ruby is going to the Junior Ball with Fred Wheat. I wish I wasn’t going.

May 6, 1914. Wed.

Amy is going to the Junior Ball with Elmer Morse. I am awfully glad she is going.

May 7, 1914. Thurs

The Jun. Ball is to-morrow night & I still don’t care anything about going. I had a chance to wait on Table. There are not enough Juniors, but what have dates, so they are asking the Sophs.

May 9, 1914. Sat.

Warm. Grandma is staying here to-night.

Well, I went last night __ and am alive. I had a better time than I expected, although I have had better. Amy & Elmer, Gladys K. & George A., came down here, & then all 8 of us went to-gether. They had the hall trimmed awfully cute. Everywhere the walls were completely covered with banners. They had orange & white crepe paper strung from the lights, & the stoves were covered with crepe paper, & on one wall in big paper letters, “Juniors”, on the opposite wall “M.H.S.”, & on one side “1915”. They also had evergreens banked up around the stage. It certainly looked swell. The Jones girls served punch in one corner, & under the balcony on one side ice cream & cake were served. On the other side, under the balcony was a cozy corner. There were not as many there as I thought there would be. There were just enough to be nice. Just a dandy crowd. Toward the last they danced a new dance, called the “Horse Trot”. It is the funniest thing – just hippity hop around the hall. Just like kids skip, along the street. And Miss Wade did it! She & Miss Shoemaker to-gether. It’s a lot fun. It tires one out, but then – its great fun.

Joseph J. Casale, Jr. Diary, 1997.

Written in the summer of 1997, Casale’s diary details his emotional and physical progression as he attempts to cope with his HIV diagnosis and subsequent battle with AIDS. Mentions of his absent family and overwhelming feelings of loneliness and hopelessness frequent the pages of his diary. In a separate portion of the diary, he dictates his last will and testament.

Through the course of Casale’s diary, it is clear that none of his family and friends provide him with the emotional support he needs. In the following pages, Casale longs to return home and reflects on the importance of family to him

Joseph J. Casale, Jr. Diary Transcription, Undated

Who ever new, you think you live right. Mostly (you think) don’t hurt people on purpouse or steel from friends or lie to there face, so why. So mixed up ---

Everything seems so Fake - Family, Doc’s, Roomate. I feel like there all just waiting for old Joey to die, get him out of our hair. But what did I ask for. Not money or things like that. Just Love. to be held + told that and have it mean something, Really mean something. No just love ya (over the phone). (Pam my niece is the only one who really cares. But for her help would destroy her life. You see her husband wont even shake my hand [illegible]).

[Aside in the margins]: “Comment” You’ll know if [Pam’s husband] does he might turn gay or die of aids. [Illegible] work, asshole.

Oh God I just want to be home. home is where the heart has always been because of my family. I left home because I wanted to become a millionaire and come home and take care of Everyones needs. That’s just how I thought. I’ll be rich, and so would my family.

But there not even loving enough to ask me home. Noone even asked me home. if they only would of ask me to come home. even if I didn’t, I would have died to be asked. But who, my own Father (sure he Loves me, but not the love you get from a father that has a straight son – Im deseased, I am gay. What can I say? Well maybe not gay but I like men mostly, [crossed out] but I also love women. You explain it. I’ve tried for 40 years. I still wanted a family my own kids. I love Kids (witch Ill never see) And I new a lot of beautiful women, witch would be able to handle that easy, Because they have some of the same feeling I do + cant explain. Shit Shit Shit Shit Shit Shit. Its all turns out

Shit!

Joseph J. Casale, Jr. Diary Transcription, Undated

Faced with the realization of his own impending death, Casale transformed the back pages of his diary into a last will and testament. In the will, he bequeaths his possessions, like a TV and VCR, to family and friends.

Joseph J. Casale, Jr. Diary Transcription, Undated

[WRITTEN FROM THE BACK, DIARY TURNED AROUND]

[Written in blue ink, rather than black] Chapter 1 Family + Feeling.

[Black ink] I Joseph J. Casale Jr. of sound mind + Body* - Pegeith – (give) the Folllowing.

The pages are Backwards for a reason.

*(Don’t know how to spell it, oh well)

[PAGE BREAK]

Johnny.

Lg TV 32” in My Room + stereo (LETTER)

1 ct. Diamond Ring Pava – all Diamonds + 44 gi. Lg Mens Bracelet. –

[PAGE BREAK]

Susan –

(A Letter. -)

T.V. Peters Room + VCR

[PAGE BREAK]

Peter. Letter

New TV in Family Room.

Lg Gold Chain Necklaces

[PAGE BREAK]

Dad.

Gun Collect

Pill Bottles.

To combat the pain of his HIV/AIDS symptoms, Casale takes several medications daily, including Tylox and morphine, which work to suppress signals of pain. The pill bottles displayed are similar to ones Casale would have used.

Mable Mildred Galt Diary, 1911.

Mable Mildred Galt, born to Christian missionaries in China in 1900, began her career as a diarist in 1911 when she received this diary as a birthday present. In it she details her experiences growing up in a culture which was unfamiliar to the adults in her life, and occasionally hostile.

Mable Mildred Galt Audiotape.

Decades later, Mable Mildred Galt Raible would record recollections of her time spent growing up in China onto this tape.

Chinese Fan.

This Chinese fan belonged to Mable’s mother, Louise West Galt, who in addition to keeping a baby book for her daughter, was also a diarist in her own right. Her diary detailing the Galt family’s experience during the Boxer Rebellion is also housed in Swem Library’s Special Collections Research Center.

Photograph, circa 1915-1919.

This photograph was found between the pages of a diary Galt kept from 1915-1919.

Diploma, 1923.

Mable Galt earned her diploma from Smith College in 1923.

Notebook, 1923.

This notebook was kept by Mable Galt during her time at Smith College in 1923. She studied medical social work while there, and later enrolled in Smith’s School for Social Work.

Mable Mildred Galt Raible Diary, 1965-1969.

Mable Mildred Galt Raible kept this diary from 1965-1969. It contains notes from a lecture at her alma mater, Smith College.

Guest Book, 1960-1979.

This guest book was kept by Mable Mildred Galt Raible and her husband Robert from 1960-1979. This is the latest piece of Mable Galt Raible’s personal property in the Special Collections Research Center that has a definitive date attached.

Manuscript, Undated.

One page of a manuscript Mable Mildred Galt Raible was working on in her later life. The work focuses on a number of issues Mable, a social worker, would have encountered in her professional life.

From the Special Collections Research Center, Earl Gregg Swem Library at the College of William and Mary. See swem.wm.edu/scrc/ for further information and assistance.

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

[MAP]

Movie Realization Ronin Boba Fett action figure knockoff

Sunny day in Encinitas CA. Pacific view from the Self-Realization Gardens.