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"The only limit to our realization of tomorrow will be our doubts of today. Let us move together with strong and active faith."
The Franklin Delano Roosevelt Memorial, dedicated on May 2, 1997, is spread out over 7.5 elaborate landscaped acre along the Cherry Tree Walk on the Western edge of the Tidal Basin as part of the National Mall. Designed by Lawrence Halprin, it traces 12 years of the history of the United States through a sequence of four outdoor gallery rooms--one for each of FDR's terms of office-- defined by walls of red South Dakota granite.
The idea for a memorial originated in 1946. In 1955, the Franklin Delano Roosevelt Memorial Commission was established by Congress. The current plot of land was secured in 1959 with design competitions following in 1960 and 1966. It wasn't until 1978 that the committee finally approved a design by Halprin and authorized construction in 1982. Ground was broken in September of 1991.
Running water is an important physical and metaphoric component of the memorial. Each of the four "rooms" representing Roosevelt's respective terms in office contains a waterfall. As one moves from room to room, the waterfalls become larger and more complex, reflecting the increasing complexity of a presidency marked by the vast upheavals of economic depression and world war.
The first room introduces Roosevelt's first term as President (1932-1936). Robert Graham's relief sculpture depicts his first inauguration. Tom Hardy's a bronze sculpture depicts The Presidential Seal and a Roman-American eagle. In this room, the single large drop of water symbolizes the crash of the economy that led to the Great Depression.
The second room, Social Policy, details Roosevelt's second term from 1936-1940 and the impact of the New Deal, which created social security, worker's compensation, unemployment insurance, welfare, and fair labor standards. Three sculptural groups by George Segal--Breadline, The Rural Couple, and The Fireside Chat--represent Americans during the Great Depression. The wall opens to an open area with five tall pillars and a large mural, created by Robert Graham, representing the New Deal. The five-panelled mural is a collage of various scenes and objects, including initials, faces, and hands; the images on the mural are inverted on the five columns. In this room, the multiple stairstep drops symbolize the Tennessee Valley Authority dam-building project.
The third room, The War Years, covering the period from 1940-1944 and World War II, explodes to a destructive presence, as giant granite blocks line the path, and a chaotic waterfall rushes down. On the wall, one of 21 inscriptions carved by John Benson, is Roosevelt's famous "I have seen war" quote. To the left of the waterfall sits a Neil Estern's 10-foot tall sculpture of Roosevelt, seated in a dining room chair with roller casters and wearing a floor-length cape, with his dog Fala seated nearby.
The fourth room, Seeds of Peace, covers the period from 1945 to 1955, including Rosevelt's final term, his passing and beyond. It includes Leonard Baskin's Funeral Relief and Neil Estern's sculpture of Eleanor Roosevelt, standing next to the United Nations emblem. In this room, the still pool represents Roosevelt's death.
In the forecourt is Robert Graham's life-size bronze portrait statue of Roosevelt, seated in a wheel chair, facing the Washington Monument. This statue was added in January, 2001, after advocates objected to Estern's depiction which concealed Roosevelt's disability. Though Roosevelt suffered from paralysis as a result of polio, he went through great pains to hide his ailment from the public.
National Register #01000271 (1997)
I seek refuge in Allah from Satan, the outcast.
In the name of Allah, the Beneficent, the Merciful.
Allah’s peace be upon Prophet Muhammad (S.A.W), the glorious Prophet of Islam, and on his Companions and his followers.
TASAWWUF
"There is no doubt that Tasawwuf is an important branch of Islam. The word itself may have been derived form the Arabic word "Soof" (Wool) or from "Safa" (cleanliness), but its foundation lies in one’s personal sincerity in seeking Allah’s nearness and trying to live a life pleasing to Him. Study of the Quran, the Hadith, and the practical life of the holy Prophet Muhammad (S.A.W) and his faithful Companions provide unmistakable support to this reality." (Hazrat Moulana Allah Yar Khan (R.A)
SUFISM, AN ESSENTIAL PART OF ISLAM
Doubts exist not only in the minds of the Muslim faithful but also among the Ulema, notably the exoteric about Tasawwuf and its votaries. Often they lead to misunderstanding, as if Shariah and Tariqah were two separate entries, or that Tasawwuf was some obscure discipline foreign to Islam, or that it was altogether above the established laws and injunctions of our Religion. To help remove these misgivings and to reassure seekers, as well as scholars, our Sheikh Hazrat Moulana Allah Yar Khan (R.A), Sheikh Silsila Naqshbandia Awaisia, wrote Al-Jamal Wal Kamal, Aqaid-O-Kamalaat Ulmai-e-Deoband, Binat-e-Rasool (S.A.W), Daamad-e-Ali (R.A), Dalael-us-Salook, Ejaad-e-Mazhab Shia, Hayat-un-Nabi (S.A.W), Hayat Barzakhia, Ilm-o-Irfan, Niffaz-e-Shariat Aur Fiqah-e-Jaferia, Saif-e-Owaisi, Shikast-e-Ahdai Hussain and Tahkeek Halal Haram books.
BIOGRAPHY
Sheikh Allah Yar Khan was born in Chakrala, a remote village of Mianwali District of Pakistan, in 1904. He completed his religious education in 1934. The very year, he met Shaykh Abdul Rahim, who took him to the shrine of Shaykh Allah Deen Madni. By Divine Will his spiritual connection was right away established with the saint of the 10th century Hijra (sixteenth century) and he started receiving spiritual beneficence. His sublime education in Sufism, signifying progressive spiritual growth and advancement, continued for about twenty-five years. In 1962 he was directed to carry out the propagation of Prophetic blessings - a noble mission that he accomplished with singular enthusiasm and devotion for a period spanning half a century. Anybody who visited him was duly rewarded with a share of spiritual bliss as per his/her sincerity and capacity. Shaykh Allah Yar Khan's mission produced men and women of deep spiritual vision and distinction.
Although Hazrat Moulana Allah Yar Khan (R.A) have lived a major portion of his life as a scholar, with the avowed mission of illuminating the truth of Islam and the negation of fallacious sects, and this would appear quite removed from Tasawwuf, yet the only practical difference between the two, namely the use of the former as a media to expound the truth, and the latter to imbue people with positive faith. Nevertheless, people are amazed that a man, who until the other day, was known as a dialectician and a preacher of Islam, is not only talking of Mystic Path, but is also claiming spiritual bonds with the veteran Sufi Masters of the Past. This amazement is obviously out of place in the view of Quranic injunction: This is the bounty of Allah which He gives to whom He wills. (62:4)
THE PURIFICATION OF THE SOUL
The purification of the soul always formed part of the main mission of the Prophets; that is, the dissemination and propagation of the Devine Message. This responsibility later fell directly on the shoulders of the true Ulema in the Ummah of the last Prophet Muhammad (S.A.W), who, as his genuine successors, have continued to shed brave light in every Dark Age of materialism and sacrilege. In the present age of ruinous confusion, the importance of this responsibility has increased manifold; of the utter neglect of Islam by Muslims has not only driven them to misery, but also grievously weakened their bonds of faith in Allah and His Prophet Muhammad (S.A.W). The decay in their belief and consequent perversion in their conduct has reached a stage that any attempt to pull them out of the depth of ignominy and the heedless chaos of faithlessness, attracts grave uncertainties and apprehensions rather than a encouraging will to follow the Shariah, to purify the soul and to reform within. The Quranic Verse: Layers upon layers of darkness… (24:40) provides the nearest expression of their present state.
SHARIAH & SUFISM
Any action against the Sunnah (Prophet’s way of life) cannot be called Sufism. Singing and dancing, and the prostration on tombs are not part of Sufism. Nor is predicting the future and predicting the outcome of cases in the courts of law, a part of Sufism. Sufis are not required to abandon their worldly possessions or live in the wilderness far from the practical world. In fact these absurdities are just its opposites. It is an established fact that Tazkiyah (soul purification) stands for that inner purity which inspires a person’s spirit to obey the holy Prophet Muhammad (S.A.W). If a false claimant of Sufism teaches tricks and jugglery, ignoring religious obligations, he is an impostor. A true Sheikh will lead a believer to the august spiritual audience of the holy Prophet Muhammad (S.A.W). If you are fortunate enough to be blessed with the company of an accomplished spiritual guide and Sheikh of Sufism, and if you follow his instructions, you will observe a positive change in yourself, transferring you from vice to virtue.
ISLAM, AS A COMPLETE CODE OF LIFE
Islam, as a complete code of life or Deen, was perfected during the life of the Holy Prophet Muhammad (S.A.W). He was the sole teacher and his mosque was the core institution for the community. Although Islam in its entirety was practiced during that blessed era, the classification and compilation of its knowledge into distinct branches like ‘Tafsir’ (interpretation of the Quran), Hadith (traditions or sayings of the holy Prophet- SAWS), Fiqh (Islamic law), and Sufism (the soul purification) were undertaken subsequently. This Deen of Allah passed from the holy Prophet Muhammad (S.A.W) to his illustrious Companions in two ways: the outward and the inward. The former comprised the knowledge defined by speech and conduct, i.e., the Quran and Sunnah. The latter comprised the invisible blessings or the Prophetic lights transmitted by his blessed self. These blessings purified the hearts and instilled in them a passionate desire to follow Islam with utmost love, honesty and loyalty.
WHAT’S SUFISM
Sufism is the attempt to attain these Barakah (Blessings). The Companions handed down Prophet Muhammad (S.A.W) teachings as well as blessings to the Taba’een. Their strong hearts were capable of infusing these blessings into the hearts of their followers. Both aspects of Islam were similarly passed on by the Taba’een to the Taba Taba’een. The compilation of knowledge and its interpretation led to the establishment of many schools of religious thought; famous four being the Hanafi, the Hanbali, the Maliki, and the Shafa'i, all named after their founders. Similarly, in order to acquire, safeguard and distribute his blessings, an organized effort was initiated by four schools of Sufism: The Naqshbandia, the Qadria, the Chishtia, and the Suharwardia. These schools were also named after their organizers and came to be known as Sufi Orders. All these Orders intend to purify the hearts of sincere Muslims with Prophetic lights. These Sufi Orders also grew into many branches with the passage of time and are known by other names as well. The holy Quran has linked success in this life and the Hereafter with Tazkiyah (soul purification). He, who purified, is successful. (87: 14) Sufi Orders of Islam are the institutions where the basics of Tazkiyah (soul purification) and its practical application are taught. They have graded programs in which every new seeker is instructed in Zikr-e Lisani (oral Zikr) and is finally taught the Zikr-e Qalbi (Remembrance in heart).
ZIKR-E QALBI
However, in the Naqshbandia Order, Zikr-e Qalbi is practiced from the very beginning. Adherence to the Sunnah (Prophet’s way of life) is greatly emphasized in this Order, because the seeker achieves greater and quicker progress through its blessings. The essence of Zikr is that the Qalb should sincerely accept Islamic beliefs and gain the strength to follow the Sunnah with even greater devotion. ‘If the heart is acquainted with Allah and is engaged in His Zikr; then it is filled with Barakaat-e Nabuwwat (Prophetic blessings) which infuse their purity in the mind and body. This not only helps in controlling sensual drives but also removes traces of abhorrence, voracity, envy and insecurity from human soul. The person therefore becomes an embodiment of love, both for the Divine and the corporeal. This is the meaning of a Hadith, “There is a lump of flesh in the human body; if it goes astray the entire body is misguided, and if it is reformed the entire body is reformed. Know that this lump is the Qalb”.’
PAS ANFAS
Recent History Khawajah Naqshband (d. 1389 CE) organized the Naqshbandia Order at Bukhara (Central Asia). This Order has two main branches – the Mujaddidia and the Owaisiah. The former is identified with Sheikh Ahmed Sirhindi, known as Mujaddid Alif Sani (literally: reviver of the second Muslim millennium), a successor to Khawajah Baqi Billah, who introduced the Order to the Indo- Pakistan sub-continent. The Owaisiah Order employs a similar method of Zikr but acquires the Prophetic blessings in the manner of Khawajah Owais Qarni, who received this beneficence from the Holy Prophet Muhammad (S.A.W) without a formal physical meeting. The Zikr employed by the Naqshbandia is ‘Zikr-e Khafi Qalbi’ (remembrance of Allah’s Name within the heart) and the method is termed ‘Pas Anfas’, which (in Persian) means guarding every breath. The Chain of Transmission of these Barakah, of course, emanates from the holy Prophet- SAWS.
SPIRITUAL BAI’AT (OATH OF ALLEGIANCE
It is necessary in all Sufi Orders that the Sheikh and the seekers must be contemporaries and must physically meet each other for the transfer of these blessings. However, the Naqshbandia Owaisiah Order goes beyond this requirement and Sufis of this Order receive these Barakah regardless of physical meeting with their Sheikh or even when the Sheikh is not their contemporary. Yet, it must be underscored that physical meeting with the Sheikh of this Order still holds great importance in dissemination of these Barakah. Sheikh Sirhindi writes about the Owaisiah Order in his book ‘Tazkirah’: ‘It is the most sublime, the most exalted, and the most effective…and the highest station of all others is only its stepping stone.’ By far the greatest singular distinction of the Naqshbandia Owaisiah Order is the honor of Spiritual Bai’at (Oath of Allegiance) directly at the blessed hands of the holy Prophet Muhammad (S.A.W).
SHEIKH HAZRAT MOULANA ALLAH YAR KHAN (R.A)
The Reviver Sheikh Allah Yar Khan was born in Chikrala, a remote village of Mianwali District of Pakistan, in 1904. He completed his religious education in 1934. The same year, he met Sheikh ‘Abdul Rahim, who took him to the shrine of Sheikh Allah Deen Madni. By Divine Will his spiritual connection was immediately established with the saint of the 10th century Hijra (sixteenth century CE) and he started receiving spiritual beneficence. His sublime education in Sufism, signifying progressive spiritual growth and advancement, continued for about twenty-five years, after which he was directed to undertake the propagation of Prophetic blessings - a noble mission that he accomplished with singular zeal and dedication for a period spanning half a century. Anybody who visited him was duly rewarded with a share of spiritual bliss commensurate with his/her sincerity and capacity. Sheikh Allah Yar Khan’s mission produced men and women of deep spiritual vision and eminence. He authored eighteen books, the most distinguished being Dalael us-Sulook (Sufism - An Objective Appraisal), Hayat-e Barzakhiah (Life Beyond Life) and Israr ul- Haramain (Secrets of the two holy Mosques). He was undoubtedly one of the most distinguished Sufi saints of the Muslim Ummah and a reviver of the Naqshbandia Owaisiah Order. He passed away on 18 February 1984 in Islamabad at the age of eighty.
THE CHAIN OF TRANSMISSION OF NAQSHBANDIA OWAISIAH
1. Hazrat Muhammad ur-Rasool Allah (Sall Allah-o Alaihi wa Sallam), 2. Hazrat Abu Bakr Siddiq (Radhi Allah-o Unho), 3. Hazrat Imam Hassan Basri (Rahmat Ullah Alaihi), 4. Hazrat Daud Tai (Rahmat Ullah Alaihi), 5. Hazrat Junaid Baghdadi (Rahmat Ullah Alaihi), 6. Hazrat Ubaid Ullah Ahrar (Rahmat Ullah Alaihi), 7. Hazrat Abdur Rahman Jami (Rahmat Ullah Alaihi), 8. Hazrat Abu Ayub Muhammad Salih (Rahmat Ullah Alaihi), 9. Hazrat Allah Deen Madni (Rahmat Ullah Alaihi), 10. Hazrat Moulana Allah Yar Khan (Rahmat Ullah Alaihi).
THE SPIRIT OR RUH
The spirit or Ruh of every person is a created reflection of the Divine Attributes and it originates in Alam-e Amar (Realm of Command). Its food is the Light of Allah or the Divine Refulgence, which it acquires from the Realm of Command through the holy Prophet Muhammad (may Allah’s choicest favors and peace be upon him), whose status in the spiritual world is like that of the sun in the solar system. The Quran refers to him as the ‘bright lamp’. Indeed, he is the divinely selected channel of all Barakah. All Exalted Messengers themselves receive these Barakah from him.
LATAIF
The human Ruh also possesses vital organs like the physical body; through which it acquires its knowledge, food and energy. These are called Lataif (singular Latifah: subtlety). Scholars of various Sufi Orders have associated them with specific areas of the human body. The Naqshbandia Owaisiah Order identifies these Lataif as follows. First - Qalb: This spiritual faculty is located within the physical heart. Its function is Zikr. Its strength increases one’s capacity for Allah’s Zikr. Second – Ruh: The site of this Latifah, which is a distinct faculty of the human Ruh, is on the right side of the chest at the level of Qalb. Its primary function is concentration towards Allah. Third – Sirri: This is located above the Qalb and functions to make possible Kashf. Forth – Khaffi: This is located above the Ruh and functions to perceive the omnipresence of Allah. Fifth – Akhfa: This is located in the middle of chest, at the centre of the first four Lataif and makes it possible for the Ruh to perceive the closeness of Allah, Who is closer to us than our own selves. Sixth – Nafs: This Latifah is located at the forehead and functions to purify the human soul. Seventh – Sultan al-Azkar: This Latifah is located at the top centre of the head and serves to absorb the Barakah of Allah into the entire body, so that every cell resonates with Zikr.
FIVE EXALTED MESSENGERS OF GOD
There are Five Exalted Messengers among the many known and unknown Messengers of Allah. They are Hazrat Muhammad, Hazrat Nuh (Noah), Hazrat Ibrahim (Abraham), Hazrat Musa (Moses), and Hazrat Esa (Jesus), peace be upon them all. Hazrat Adam is the first Prophet of Allah and the father of mankind. Each Latifah is associated with a particular Prophet. The Barakah and lights from Hazrat Adam (peace be upon him), descend on the first Latifah Qalb; its lights are reflected from the first heaven and are yellowish. The second Latifah is associated with Hazrat Nuh and Hazrat Ibrahim (peace be upon them). Its lights descend from the second heaven and appear as golden red. The lights descending upon the third Latifah are from Hazrat Musa (peace be upon him) and are white. One the fourth Latifah, the lights of Hazrat Esa (peace be upon him) descend from the fourth heaven and are deep blue. The fifth Latifah receives its Barakah directly from the holy Prophet Muhammad (may Allah’s choicest favors and peace be upon him). The lights associated with this Latifah are green, descend from the fifth heaven, and overwhelm all the first four Lataif. The Lights descending upon the sixth and seventh Lataif are the Divine Lights, whose color and condition cannot be determined. These are like flashes of lightening that defy comprehension. If Allah blesses a seeker with Kashf, he can observe all of this. The vision is slightly diffused in the beginning, but gradually the clarity improves.
SULOOK
Stages of the Path After all seven Lataif of a seeker have been illuminated with Divine Lights through Tawajjuh of the Sheikh and his Ruh has acquired the ability to fly, the Sheikh initiates its journey on the sublime Path of Divine nearness. The Path is known as Sulook, and its stages are not hypothetical imaginations but real and actually existing stations on the spiritual Path. These are also referred to as Meditations, because a seeker mentally meditates about a station while his/her Ruh actually ascends towards it. The first three stations that form the base of whole Sulook are described as; Ahadiyyat, a station of Absolute Unity of Divinity. It is above and beyond the seven heavens. It is so vast a station that the seven heavens and all that they encompass are lost within Ahadiyyat as a ring is lost in a vast desert. Its lights are white in color. Maiyyat station denotes Divine Company, ‘He is with you, wherever you might be.’ This station is so vast that Ahadiyyat along with the seven heavens beneath are lost within it as a ring is lost in a desert. Its lights are green in color. Aqrabiyyat station denotes Divine Nearness, ‘He is nearer to you than your life- vein.’ Again, Aqrabiyyat is vast as compared to Maiyyat in the same proportion. Its lights are golden red and are reflected from the Divine Throne. It is indeed the greatest favor of Almighty Allah that He blesses a seeker with an accomplished Sheikh, who takes him to these sublime stations. The final station that a seeker attains to during his/her lifetime becomes his/her Iliyyeen (blessed abode) in Barzakh and his/her Ruh stays at this station after death.
ZIKR
Why is Zikr Necessary for Everyone? Allah ordains every soul in the Quran to Perform Zikr. This not only means reciting the Quran and Tasbeeh but also Zikr-e Qalb. It is only through Zikr-e Qalbi that Prophetic Lights reach the depths of human soul and purify it from all vice and evil. Zikr infuses a realization of constant Divine Presence and a seeker feels great improvement in the level of sincerity and love towards Allah and the holy Prophet- SAWS. Such levels of sincerity, love and feelings of Divine Presence can never be obtained without Zikr. It would be a mistake to believe that Zikr may be a requirement only for the very pious and virtuous people. Zikr provides the Prophetic blessings which are in effect the life line of every human soul. It transforms even the most corrupted humans into virtuous souls by bringing out the best in them. The fact is that Zikr is the only way to achieve true contentment and satisfaction in life. The holy Quran has pointed to this eternal fact that it is only through Zikr Allah that hearts can find satisfaction. Such satisfaction and peace are the ultimate requirements of every person, regardless of religion, race and ethnicity. Practicing Zikr regularly removes all traces of anxiety and restlessness, and guides the human soul to eternal bliss and peace.
KHALIFA MAJAZEEN
Hazrat Moulana Allah Yar Khan (R.A), during his life time in 1974, presented a nomination list to Prophet Muhammad (S.A.W), during Maraqba, of expected Khalifa Majazeen for Silsila Naqshbandia Awaisia. Prophet Muhammad (S.A.W) approved some names, deleted some of the names, and added down the name of Major Ghulam Muhammad as also Khalifa Majaaz of Silsila Naqshbandia Awaisia (which was not previously included in the list)
The approved names at that time included:
1. Mr. Muhammad Akram Awan Sahib,
2. Mr. Sayed Bunyad Hussain Shah Sahib,
3. Mr. Major Ahsan Baig Sahib,
4. Mr. Col. Matloob Hussain Sahib,
5. Mr. Major Ghulam Muhammad Sahib of Wan Bhachran Mianwali,
6. Mr. Molvi Abdul Haq Sahib,
7. Mr. Hafiz Abdul Razzaq Sahib,
8. Mr. Hafiz Ghulam Qadri Sahib,
9. Mr. Khan Muhammad Irani Sahib,
10. Mr. Maolana Abdul Ghafoor Sahib,
11. Mr. Syed Muhammad Hassan Sahib of Zohb.
These Majazeen were authorized to; held Majalis of Zikar (Pas Anfas) in their respective areas, arrange Majalis of Zikar in neighboring areas, train them on the way of Sulook, prepare them for Spiritual Bai’at (Oath of Allegiance), and present them to Sheikh Hazrat Moulana Allah Yar Khan for Spiritual Bai’at at the Hand of Prophet Muhammad (S.A.W), in the life of Hazrat Moulana Allah Yar Khan (R.A), and were all equal in status as Khalifa Majaaz of Hazrat Moulana Allah Yar Khan (R.A).
Presently we are following Hazrat Major ® Ghulam Muhammad Sahib, Khalifa Majaaz of Hazrat Moulana Allah Yar Khan (R.A).
Be content with what you have; rejoice in the way things are. When you realize there is nothing lacking, the whole world belongs to you.
----Lao-Tzu
By the beginning of the 1970s, the nations of Western Europe had come to the realization that a dedicated strike aircraft was desperately needed. Most of NATO was depending on the F-104G Starfighter as their primary interdiction and strike aircraft, while France had only aging Mysteres and modified Mirage IIIs. The United Kingdom did not even have that: the promising TSR.2 had been cancelled, as had a British version of the F-111 Aardvark. Moreover, the UK also lacked an interceptor, relying on the outdated Lightning F.6. Finally, as the emerging European Common Market (the forerunner of the European Union) sought to distance itself from the United States, Western Europe desired an aircraft designed by Europeans for Europeans, rather than depending on American designs.
All parties agreed that the new Multi-Role Combat Aircraft (MRCA) should be a twin-engined dedicated strike aircraft, with variable-sweep wings that would allow it high dash speed at low-level to the target, yet allow it to operate from short runways or semi-improved fields. Political infighting over who would lead the MRCA project led France to withdraw from the program, followed by Canada, Belgium, and the Netherlands, leaving just West Germany, Britain, and Italy by 1971. Production of the MRCA would be divided between Messerschmitt-Bolkow-Bohm (MBB) of Germany, the British Aircraft Company (BAC) of the UK, and Fiat of Italy, under the umbrella of Panavia; the engines would similarly be produced by all three nations, with Britain’s Rolls-Royce in the lead, as Turbo-Union. Though Germany preferred a single-seat aircraft and the UK wanted an interceptor, the nations agreed to a two-seat aircraft to lessen the pressure on the pilot, while the MRCA would also be developed as an interceptor to satisfy the British requirement. The emphasis, however, was on the immediate development of a strike aircraft.
With the finalization of the aircraft design, what became the Panavia Tornado came together relatively quickly, with the first prototype flight in August 1974. Testing also went smoothly: the loss of two prototypes to crashes was traced to problems with the variable-flow intakes and the thrust reverser, which had been added to the design to improve its short-field landing performance. The strike version, designated Tornado IDS (Interdiction/Strike) for Germany and Italy, and Tornado GR.1 for Britain, entered service in 1979. Despite the hopes of the Panavia partners, the Tornado was never an export success, with only Saudi Arabia purchasing the aircraft: the F-16 and Mirage F.1 were cheaper alternatives, with more weapons options and less mechanically complex.
The Tornado IDS nonetheless proved to be a superb aircraft, with excellent handling in all flight profiles, and open to continual improvement. After the success of the American Wild Weasel program, Germany and Italy opted for a further development of the Tornado IDS to a dedicated anti-SAM aircraft, the Tornado ECR (Electronic Countermeasures/Reconnaissance).
The Tornado would never be called on to fight a war in Central Europe against the Soviet Union, which it had been designed to do. Instead, its first combat would come in the deserts of Iraq in the First Gulf War. RAF Tornados were tasked specifically with runway interdiction of Iraqi airfields—tactics that had been practiced often in anticipation of a Third World War. The result was near-disastrous: Iraqi antiaircraft fire accounted for three Tornados in as many days, as RAF pilots had trained to use terrain avoidance in Europe to mask them from ground fire; in Iraq, there was no terrain to hide behind. This forced the Tornado force to medium altitudes and freefall bombs only, as the Tornado IDS/GR.1 lacked the ability to launch precision-guided munitions.
The Tornado has since done better. Continually improved to carry a wide variety of weaponry, including the ALARM antiradar missile, Brimstone antitank missile, Kormoran and Sea Eagle antiship missiles, and American-built JDAMs, Tornados from Germany, Italy, and the UK have participated in wars in Bosnia, Kosovo, Iraq, Afghanistan, and Libya. In Afghanistan, German Tornado ECRs have been invaluable using their onboard sensors to detect improvised explosive devices, while Italian Tornado IDS and RAF Tornado GR.4s essentially grounded the Libyan Air Force in the first days of the conflict by hitting runways and hangars; RAF Tornados flew from bases in the UK to Libya in the longest missions since the 1982 Falklands conflict. RAF, Luftwaffe, and AMI Tornado IDS/GR.4s will remain in service until at least 2025, to be replaced by either more Typhoons or the F-35 Lightning II. With 992 Tornados produced, the aircraft has easily been the most successful European aircraft built since World War II.
Tornado IDS 45+11 started its career in 1986 as a testbed, flying with ETG 11 at Erding, in then-West Germany; it was then activated as an operational strike aircraft with JBG 33 at Buchel. In 1999, 45+11 made the trip across the Atlantic to Holloman AFB, New Mexico, where it joined the German Air Force Flying Training Center (GAFFTC). Because of limited airspace over Europe, New Mexico was chosen as the training ground for Luftwaffe pilots in the Tornado, and a small number of Tornado IDS were based at Holloman. In 2009, it was retired, and in 2010 45+11 was placed on display as a gate guard for GAFFTC headquarters at Holloman.
As GAFFTC was wound down, with the Luftwaffe retiring its Tornados in favor of Eurofighter Typhoons, a number of high-time Tornados were available that the Luftwaffe preferred not to fly back to Germany. One was donated to the Pima Air and Space Museum in Arizona, and another made 45+11 redundant. Reluctant to simply scrap the aircraft, 45+11 was instead donated to the nearby New Mexico Museum of Space History in 2019, allowing another Tornado to take its place at Holloman.
While on display at Holloman, 45+11 wore the wraparound green tactical camouflage used by Luftwaffe Tornados in the late 1980s and early 1990s; that, however, had been replaced with an overall light gray camouflage, which was found to be more effective when dealing with ground defenses. 45+11 was repainted in this scheme while still at Holloman, and the small GAFFTC shield was replaced by one that covered the whole tail: the emblem shows two stylized Tornados against the New Mexico flag, with the state bird--a roadrunner. Under the wings are two drop tanks and two ECM pods, the usual configuration for training missions over the Holloman ranges.
Most of the sources I use on my travels didn't mention 45+11 being at the museum, but we had intended to go mainly for the space exhibits. This was a big surprise just a few days before arrival, when a friend sent me an article on the aircraft. For now, 45+11 is displayed in the museum parking lot until a more permanent location can be found on the museum grounds. It's good to see that such a striking color scheme has been preserved--and aside from the Tornado at Holloman, getting 45+11 means I have now seen three of the four Tornados in North America!
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, most recently in the 2011 Sendai earthquake disaster in Japan.
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.
When 63-7868 joined the USAF in 1964, probably few could have predicted that it would have a 47-year career. The aircraft's first stop was the 464th Troop Carrier Wing at Pope AFB, North Carolina. It was almost its last stop: on 20 November 1964, 63-7868 was one of several 464th C-130s scrambled to Belgium to participate in Operation Red Dragon. In the Belgian Congo (now Democratic Republic of the Congo), Congolese rebels had seized hostages in Stanleyville. As Belgium did not have the airlift capability to send paratroopers that distance, it asked the USAF for assistance. The C-130s first dropped Belgian paratroopers over Stanleyville early on 23 November, then, once the hostages were freed, landed to evacuate 2000 civilians to Leopoldville. As 63-7868 was taking off, it was hit by ground fire that punctured a fuel tank. The crew elected to keep going and made the 800-mile trip on three engines, with 100 people aboard. For their actions during Red Dragon, all the crews involved were awarded the Mackay Trophy for 1964; the crew of 63-7868 were awarded Air Medals.
63-7868's career was far from over. in 1971, it was assigned to the 374th Tactical Airlift Wing at Clark AFB, Philippines, for operations over Vietnam. It would be more than the normal tactical airlift duties for 63-7868, however: it was seconded to Air America, the CIA's "secret airline" supplying friendly Laotians against the North Vietnamese and Communist Pathet Lao. Though 63-7868 kept its USAF markings and crew, it also carried CIA personnel aboard, and "officially" it never flew anywhere near Laos. This ended with American involvement in Southeast Asia in 1973, and 63-7868 went back to more mundane duties. It would leave Clark in 1987 for duties back in the United States, and would end a remarkable career in 2011 as a conversion trainer with the 314th Airlift Wing at Little Rock AFB, Arkansas. Because of its combat record, it was slated for preservation and was donated to the Museum of Aviation at Robins AFB, Georgia.
As displayed currently, 63-7868 still wears its last color scheme of overall AMC Gray, with "The Rock" tail stripe carried by Little Rock AFB-assigned units. It remains in superb condition as of this writing.
On my way out of the Guthrie I saw this gentleman smoking a hand rolled cigarette. I asked him if I could take his portrait. He began to tell me about how he had never believed his father when he said, the world would change as he got older and that he would hardly recognize it. He got a glazed look in his eye and then he was a million miles away.
Parish History
A History of St. Stephen Church
St. Stephen Parish is the realization of a dream of about six couples who felt that they needed a place of worship and gathering in the Bentonville area. Going to outlying churches, they just couldn't feel the closeness, warmth and unity of a parish family. Also, it was difficult getting to church in inclement weather.
These people rallied the Catholics in the Bentonville area and began positive steps toward building a parish family. Toward the end of 1987 the request was presented to the Most Reverend Andrew J. McDonald, Bishop of the Diocese of Little Rock.
The Bishop approved the project and thus the first Catholic Community in Bentonville was taking shape. The embryonic Catholic Church of Bentonville was designated a mission of St. Vincent de Paul Church of Rogers with the Pastor, Rev. Richard Oswald with Rev. John Marconi, Associate Pastor, in charge. As a result, the first Mass of the Bentonville Catholic Church was celebrated on March 5, 1988 in a public building. About 150 souls comprised the new parish.
The name of St. Stephen was chosen for the parish. A building committee was formed. A Pastoral Council was elected. A building fund was underway and enthusiastic parishioner pledges were received. Financing was arranged through the Diocese. Building contractors, H.W. Roper, Inc., with architect, Rex Morris, were engaged. Good progress was soon apparent.
The initial plan called for a multi-purpose building with facilities to serve a growing parish. Today a permanent church building is attached just west of the present structure. This multi-purpose building is now our Parish Life Center.
After two moves to public school buildings and the necessary planning and construction of the new building at 1300 NE “J” Street, the first Mass in the new facility was happily celebrated on October 6, 1991 at 10:00 AM.
The rapid rate of construction and final completion was certainly the result of the fine supervision of the building superintendent and the cooperation of our enthusiastic pastors and lay people involved. During all the moving and shifting, a number of other positive things were happening. The PSR program with about 50 children registered was started. First Communion was held, as were Confirmation readiness classes. The CYO (later changed to Catholic Youth Ministry) was formed. The Ladies Altar Society was organized. Our choir was established. The Sunday bulletins were published and church dinners on special occasions were started.
The formal dedication by the Most Reverend Andrew J. McDonald was held on November 9, 1991. Assisting clergy were Rev. Richard Oswald, Pastor; Rev. Laval Coutre, Associate Pastor; Rev. John Marconi, former Assoc. Pastor and Rev. Mr. Leslie Vendl, Deacon.
A number of changes have since taken place. Father John Marconi was transferred and Father Laval Coutre was assigned as temporary Associate Pastor. Father Laval was later transferred, and Father Michael Sinkler was sent to us. He is still with us.
Besides the Eucharist on Saturday at 5:00 PM and Sunday at 7:45 AM & 10:00 AM, Communion Service and/or Mass is celebrated on Thursdays at 8:30 AM in the Chapel with Fr. Mike, or Carol Patterson officiating.
Our new worship space was dedicated on March 28, 2004. Seating 950 people immediately, and expandable to 1400 as we continue to grow.
To further note the progress, St. Stephen has baptisms, marriages, funerals, First Communions and Confirmations. Our Religious Education programs have grown to over 425 students. We have Wednesday Evening Scripture Study, and Monday morning women’s Scripture Study programs, Sunday Morning Catholic Café Adult Formation and RCIA (Rite of Christian Initiation). We also have dinners and various other activities. Very important to the administration of the church is a Pastoral Administrator/Director of Religious Education, Administrative Assistants, Accountant/Liturgist, Youth Ministers, teachers, bookkeepers, choir, musicians and choral leaders, altar servers, sacristans, lectors, Eucharist ministers, ushers, greeters, social committee, welcoming committee, groundskeeper, church clean-up crews, and volunteers for any task or program which arises.
We dedicated our new Columbarium February 19, 2006. The current capacity is 144. Its stone façade is similar to the Baptism Font in the worship space.
The facility now provides us the dedicated worship space we have needed for so long. The environment of this area is simplistic but beautiful in its angles and colors. The stained glass that adorns the tower and Eucharistic Chapel, Baptistery, sculpture of the Risen Christ and Liturgical décor all reflect the vision of who we are as a parish and brings into full focus a setting of holiness to be in communion with our Lord.
In addition, our worship space has many wonderful areas that are attached for our use.
The Narthex that you enter from is for gathering before and after Mass, for parents to take their children to calm them and then return to Mass. This area also houses the Parish office, Accounting/Liturgy office and Elementary Education office. We have three Chapels, one Eucharistic Devotional Chapel and St. Francis of Assisi Day Chapel and Reconciliation Chapel. Three large meeting rooms, Library/Conference room, work sacristy and liturgical environment store room, choir practice room, dressing sacristy for priest, deacon and altar servers surround the perimeter of the worship space.
Parish Life Center
We are now fortunate to be able to use our old worship space as our new Parish Life Center. This will give us so many opportunities to gather in fellowship for our parish dinners, social gathering on Sundays, youth retreats, etc. When this building was originally built it was designed to be both an area of fellowship for the Eucharistic celebration and parish social events. We now have both dedicated buildings to experience all aspects of parish life.
"To commune daily with God in deep meditation, and to carry His love and guidance with you into all your dutiful activities, is the way that leads to permanent peace and happiness."
Paramahansa Yogananda
Photographed at the Self-Realization Fellowship retreat center, Encinitas, CA
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Featured in Flickr EXPLORE 2012.08.03 #73
The icon of very American culture Iron Man is now Japanese Samurai, the very soul of Japanese culture! He will eat sushi instead of cheeseburger! It is amazing to see Japanese culture almost in every aspect of our life scenes. They did not win the last war but won the hearts of people over the years with their culture…
Manufactured by Bandai in 2017. About 7 inches tall.
By the beginning of the 1970s, the nations of Western Europe had come to the realization that a dedicated strike aircraft was desperately needed. Most of NATO was depending on the F-104G Starfighter as their primary interdiction and strike aircraft, while France had only aging Mysteres and modified Mirage IIIs. The United Kingdom did not even have that: the promising TSR.2 had been cancelled, as had a British version of the F-111 Aardvark. Moreover, the UK also lacked an interceptor, relying on the outdated Lightning F.6. Finally, as the emerging European Common Market (the forerunner of the European Union) sought to distance itself from the United States, Western Europe desired an aircraft designed by Europeans for Europeans, rather than depending on American designs.
All parties agreed that the new Multi-Role Combat Aircraft (MRCA) should be a twin-engined dedicated strike aircraft, with variable-sweep wings that would allow it high dash speed at low-level to the target, yet allow it to operate from short runways or semi-improved fields. Political infighting over who would lead the MRCA project led France to withdraw from the program, followed by Canada, Belgium, and the Netherlands, leaving just West Germany, Britain, and Italy by 1971. Production of the MRCA would be divided between Messerschmitt-Bolkow-Bohm (MBB) of Germany, the British Aircraft Company (BAC) of the UK, and Fiat of Italy, under the umbrella of Panavia; the engines would similarly be produced by all three nations, with Britain’s Rolls-Royce in the lead, as Turbo-Union. Though Germany preferred a single-seat aircraft and the UK wanted an interceptor, the nations agreed to a two-seat aircraft to lessen the pressure on the pilot, while the MRCA would also be developed as an interceptor to satisfy the British requirement. The emphasis, however, was on the immediate development of a strike aircraft.
With the finalization of the aircraft design, what became the Panavia Tornado came together relatively quickly, with the first prototype flight in August 1974. Testing also went smoothly: the loss of two prototypes to crashes was traced to problems with the variable-flow intakes and the thrust reverser, which had been added to the design to improve its short-field landing performance. The strike version, designated Tornado IDS (Interdiction/Strike) for Germany and Italy, and Tornado GR.1 for Britain, entered service in 1979. Despite the hopes of the Panavia partners, the Tornado was never an export success, with only Saudi Arabia purchasing the aircraft: the F-16 and Mirage F.1 were cheaper alternatives, with more weapons options and less mechanically complex.
The Tornado IDS nonetheless proved to be a superb aircraft, with excellent handling in all flight profiles, and open to continual improvement. After the success of the American Wild Weasel program, Germany and Italy opted for a further development of the Tornado IDS to a dedicated anti-SAM aircraft, the Tornado ECR (Electronic Countermeasures/Reconnaissance).
The Tornado would never be called on to fight a war in Central Europe against the Soviet Union, which it had been designed to do. Instead, its first combat would come in the deserts of Iraq in the First Gulf War. RAF Tornados were tasked specifically with runway interdiction of Iraqi airfields—tactics that had been practiced often in anticipation of a Third World War. The result was near-disastrous: Iraqi antiaircraft fire accounted for three Tornados in as many days, as RAF pilots had trained to use terrain avoidance in Europe to mask them from ground fire; in Iraq, there was no terrain to hide behind. This forced the Tornado force to medium altitudes and freefall bombs only, as the Tornado IDS/GR.1 lacked the ability to launch precision-guided munitions.
The Tornado has since done better. Continually improved to carry a wide variety of weaponry, including the ALARM antiradar missile, Brimstone antitank missile, Kormoran and Sea Eagle antiship missiles, and American-built JDAMs, Tornados from Germany, Italy, and the UK have participated in wars in Bosnia, Kosovo, Iraq, Afghanistan, and Libya. In Afghanistan, German Tornado ECRs have been invaluable using their onboard sensors to detect improvised explosive devices, while Italian Tornado IDS and RAF Tornado GR.4s essentially grounded the Libyan Air Force in the first days of the conflict by hitting runways and hangars; RAF Tornados flew from bases in the UK to Libya in the longest missions since the 1982 Falklands conflict. RAF, Luftwaffe, and AMI Tornado IDS/GR.4s will remain in service until at least 2025, to be replaced by either more Typhoons or the F-35 Lightning II. With 992 Tornados produced, the aircraft has easily been the most successful European aircraft built since World War II.
One of four Tornadoes on display in the United States, ZA374 joined the RAF in the early 1980s, and served in both the Tactical Weapons Conversion Unit (TWCU) and 17 Squadron, the latter based with RAF Germany at Bruggen. As part of Operation Granby, the British contribution to the First Gulf War, ZA374 flew combat over Iraq. It returned to Bruggen and was later transferred to 617 Squadron at RAF Lossiemouth when RAF Germany was deactivated in the mid-1990s. When the RAF began upgrading the Tornado GR.1 force to GR.4 standard, ZA374 was not chosen for the upgrade--it was an older aircraft and had suffered damage in a 1993 fire--and instead was donated to the National Museum of the USAF as a gift in 2002.
Today it retains its overall desert pink camouflage that the RAF Tornado force wore during the First Gulf War, and is painted as an aircraft from 617's Granby detachment at Dhahran, Saudi Arabia. (Although ZA374 flew with 17 Squadron during the war, 617 was the aircraft's last unit, and the "Dambusters" are a far more famous squadron.) Though it can't be seen from this side of the aircraft, ZA374 carries nose art of a swimsuit-clad woman and the name "Miss Behavin'"; nose art was more common on RAF aircraft during the First Gulf War than on US aircraft, in an inversion of World War II!
It is displayed with two underwing drop tanks and a centerline Hunting JP.233 bomblet dispersal system. I was disappointed with how this picture turned out--despite my years in Germany, I never did get to see any Tornadoes, so this was a first for me.
I had a huge realization today. What could that be you may ask yourselves? Well, I must say or more like a confession that I enjoy shooting manual lenses. I would never have thought this to be the case, but so far this has been my experience.
I've tried several manual focus lenses including the Hexanons and the Olympus OM series and I must say I enjoy the latter more. So much, that I recently added the OM Zuiko 28mm f/3.5(purchased at KEH). Still, some of you may remember I also have the 28mm f/3.5 Hexanon as well. Talk about an obsession with this focal length ah, but after having what I consider to be decent results with with OM Zuiko 50mm f/1.8, I decided to give this lens a go so I ordered it yesterday.
Let me take you through this shot. I was standing in the corner, zone focused at f/11 or f/16 with the 50mm, I think it was the latter, and this was my vantage point for all the shots I took today. To be honest, the area is adjacent to Jackson Memorial Hospital and its got to be one of Miami's most "difficult" zones to be at, much less to do some street photography, so I decided to just hang out there, actually talking the guy from the hot dog stand and shoot as I saw fit. I particularly like this frame which I did crop. I normally don't crop my shots but I thought it was warranted in order bring this gentlemen up to the forefront of the frame(some nuggets I recently read on the book titled "Within the Frame").
Note: edited in Lightroom 3 and Silver Efex Pro 2 inspired by a post from Eric Kim.
Your comments and faves are very appreciated.
Press "L" for a lightbox view
Sassanid Palace, Sarvestan, Iran.
In 9 kilometers southwest from the city of Sarvestan in Fars, in the middle of a vast plain and on the rout of Nazarabad village, there is a historical monument called Sassanid Palace. This huge building is made up of stone and plaster and has several domes, terraces, rooms, and corridors. Different opinions exist on the date of its construction; probably this building is one of the works of Bahramgur or The fifth Sassanid Bahram. Archeologists attribute it to the 5th century. This 25 hectares complex in comparison with other Sassanid architectures has a more complex and diverse style of building, and has the oldest brick dome in Iran. The approximate dimensions of the palace are 43 by 37 meters and its main facade is towards southwest. It has 3 terraces that behind the central terrace there is a square hall with domed brick ceiling and it has access to new routes from four directions. Some researchers of Sassanid architecture with regard to the advanced technique in the design and details of the building think that it belongs to the late Sassanid period, and they believe that the construction of this building was one of the first steps towards a special construction style of which the gothic architecture can be seen as its ultimate realization.
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.
The career of this particular helicopter is rather obscure. It was built as 67-16066, an OH-6A for the US Army, and saw combat in Vietnam. In 1972, 67-16066 was chosen to join the Silver Eagles US Army Helicopter Demonstration Team, a unit specially formed for Transpo '72, an exhibition held at Dulles International Airport outside Washington DC. The Silver Eagles were given nine OH-6s and the crews formed from instructors at Fort Rucker, Alabama.
The team was a big hit, and the Army decided to retain them after Transpo '72 ended. The Silver Eagles flew across the United States, including the Bicentennial celebrations of 1976. Sadly, the Bicentennial would be the last appearance of the Silver Eagles: budget cuts forced the Army to disband the team that year. 67-16066 returned to regular Army service and camouflage; it probably served with National Guard units (where most of the OH-6s ended up), and was retired in the 1980s.
According to what little I could find on 67-16066, it was then donated to the Combat Air Museum in Topeka, Kansas, but due to lack of room, was moved just down the road to the Kansas National Guard Museum. It was returned to its Silver Eagles scheme sometime after that.
Before researching 67-16066, I had no idea the Silver Eagles existed--I assumed this was a Kansas Highway Patrol aircraft!
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.
Much to my regret (I am a fighter fan), the 120th Wing of the Montana Air National Guard reequipped with C-130H Hercules in 2014, becoming the 120th Airlift Wing; they were previously a F-15 operator. This was the first public outing for the 120th's C-130s during the ALSIB Lend-Lease anniversary celebration in July 2015. This C-130H, 74-1679, has undergone the Avionics Modernization Program (AMP) upgrade, as indicated by the bulge on the rear fuselage, and is painted in standard overall AMC Gray. The 120th kept the famous Montana script stripe and the "Vigilantes" mountain/buffalo skull tail logo (though the latter can't be seen in this picture).
As my dad used to say, if you have to pilot a "garbage hauler," at least the C-130's a great one.
I am no longer the young guy watch older folks - I am with my peers - same era, same generation - aging baby boomers.
Such is life.
Yoga is only for those who have a balanced life.
_____________________________________
Lord Krishna said:
“ Oh! Arjuna,
Yoga is not possible,
for the one who eats too much,
or who does not eat at all;
who sleeps too much,
or who keeps always awake. “
Bhagavad Gita Chapter 6, Verse 16
You do NOT have to STARVE to become SPIRITUAL.
You do NOT have to adopt SEVERE AUTERITIES to become SPIRITUAL.
You do NOT have to deny SEX to your spouse to become SPIRITUAL.
You do NOT have to put KAVI or SAFFRON ROBES to become SPIRITUAL.
You do NOT have to do anything EXTRA ORDINARY to become SPIRITUAL.
Just live a very natural life……
Doing the duties you are destined to do. [ DHRAMA]
KARMA is the actions YOU do.
DHARMA is the actions you are supposed to do in your state of life.
Each of us go through FOUR ASHRAMAS or four stages in life.
They are
BRAHMACHARYA 8-18 years of age --- student --- bachelor life.
GRAHASTHYA 18-40 years------Family life
VANAPRASTHA 40-65 years ----- after completion of the duties of the house holder , gradually withdraw from the world
SANYASA 65-unitil death ----- dedicating oneself to spiritual pursuit .
It is during GRAHASTHYA one is supposed to marry and take care of children.
NOBODY is allowed to RUN AWAY from GRAHASTHYA DHARMA [ duties associated with family life]
Parents are thus obligated to take care of the children UNITIL they can take care of themselves.
If we do exactly the things we are supposed to do in each state of our life, [ Ashramas] then we are automatically in the RIGHT PATH to spiritual maturity and SELF REALIZATION....
Once a young just married couple from Kerala in their late 20's told me, that they will not touch each other for 6 months as an offeriing to Sathya Sai Baba..>>>>>>
My questions to them was
if that is the case WHY YOU GOT MARRIED TO BEGIN WITH?
and What are U going to get out of this vow, except physical and mental frustration??
Why test your body and mind like this and if at all during one weak moment both of them become intimate, then worry about that all though their lives???????????????
SPIRITUALITY is not a game or test...................It is part and parcel of life.
A tender plant needs all kind of help to grow;
so too an aspirant of spirituality need all the help.
SPIRITUAL GROWTH is slow but steady.
People should not worry about it.
We have no barometer or thermometer is measure spiritual strength in any person.
It is our duty to educate others about our proud culture. On my part, I am the author of the international best seller AM I A HINDU? which is used in many universities in USA and Canada.
Am I A Hindu? is an international Best Seller about Hindu Culture.....
It is a very lively discussion between a 14 year old American born Indian teenager and his middle aged father about every aspect of Hinduism in very simple question and answer format in 90 chapters.
Highly recommended for all libraries by LIBRARY JOURNAL and BOOKLIST magazines in USA….This book is used in many universities in USA and Canada in their world religion classes. .......................
.
Am I a HINDU. --- Amazon
www.amazon.com/Am-Hindu-The-Hinduism-Primer/dp/1879904063...
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, most recently in the 2011 Sendai earthquake disaster in Japan.
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.
57-0457 is an early C-130A variant--most A-models were retrofitted with the more familiar nose profile of the later C-130 models and four-bladed propellers. It joined the USAF in 1958 and was assigned to the 317th Troop Carrier Wing at Evreaux, France, the unit 57-0457 would spend its entire active-duty career with. In 1971, as the older C-130s began to be relegated to Reserve and ANG units, 57-0457 was assigned to the 926th Tactical Airlift Group (Reserve) at NAS New Orleans, Louisiana. It was assigned to the Reserves until 1988, when it was passed on to the 118th TAW (Tennessee ANG) at Nashville, and retired with that unit in 1990. In 1994, as one of the last remaining A-models left, it was donated to the Pima Air and Space Museum.
57-0457 has definitely seen better days: its 1980s-era Europe One tactical camouflage has badly faded, and close inspection of the aircraft shows a great deal of graffiti scratched into its fuselage. Hopefully it will get some TLC soon.
This five shot sequence begins with the realization by the Great Blue Heron that I am close by and have a long lens pointed at him. As this becomes clear in the heron's mind, the heron (instead of flying off) slowly turns and walks ashore hoping to find a more private place.
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, most recently in the 2011 Sendai earthquake disaster in Japan.
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-130H, 74-1674, joined the USAF's 463rd Tactical Airlift Wing at Dyess AFB, Texas in 1975. It would remain with the unit for over three decades, before it was transferred to the 179th Airlift Wing (Ohio ANG) at Mansfield-Lahm in 2012. Named the "Spirit of Mansfield," it would fly with the 179th until around 2018 (possibly as late as 2019), when it was transferred to the 120th AW (Montana ANG) at Great Falls. There, it was renamed "City of Havre" and continues to serve with the wing.
Though I've taken a good amount of C-130 pictures, especially those flying with the Montana ANG, this shot was too good to resist. The 120th's home at Great Falls International Airport is having some ramp work done over on the ANG side, so one or two of the unit's C-130s have been moved across the way to Holman Aviation. Though I was there for the F/A-18E, there's nothing wrong with a Herky Bird.
Behind the C-130 are deHavilland Canada Dash 8s and a Bombardier CRJ200; these "white tails" are aircraft refurbished by AvMax, and awaiting resale.
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, most recently in the 2011 Sendai earthquake disaster in Japan.
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.
73-1598 was one of the older C-130H models in the USAF: it joined the 314th Tactical Airlift Wing at Little Rock AFB, Arkansas in 1974. It would then move around the USAF during its career, including stints at Dyess AFB, Texas, before ending up back where it started at Little Rock in 2012. 73-1598 was then sent to the 120th Airlift Wing (Montana ANG) in October 2014, and finished out its career there. As the aircraft had reached over 24,000 flight hours, 1598 had hit the end of its airframe life and it was decided to retire the aircraft.
Luckily, 73-1598--named "City of Helena" in its time with the 120th--will escape the scrapper's torch and is to be preserved with the other aircraft of the 120th. I got this picture while leaving Great Falls International Airport at dusk--a tribute to the twilight of the C-130H in USAF service.
Art house Leidse Rijn Utrecht Netherlands - 2004-2010
Stanley Brouwn - artist - idea
Bertus Mulder - architect - realization
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.
Dad got this picture of a C-130H at Nellis AFB, during an airshow in 1986. Other than the TAC (Tactical Air Command) legend on the tail, it is almost impossible to tell which particular C-130 this is or what unit it was assigned to. The air vent on the upper forward fuselage and pylons on the outer wings may indicate this is a special operations Hercules of some kind (possibly an ABCCC, or Airborne Battlefield Command and Control Center). It carries the tactical camouflage used by the USAF's transport fleet in the 1980s, similar to Europe Two, with wraparound two shades of green and gunship gray.
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, most recently in the 2011 Sendai earthquake disaster in Japan.
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.
63-7874 is depicted at a Ramstein deployment sometime in the early 1970s. Delivered to the USAF in 1964, it was serving with the 316th Tactical Airlift Wing at Langley AFB, Virginia (at the time, the "LN" tailcode stood for Langley; it was later transferred to RAF Lakenheath). It is almost certainly painted in standard USAF Southeast Asia camouflage at the time, with a TAC badge on the tail.
63-7874 was to have an active life. After its service at Langley, it served with the 62nd MAW at Yokota, Japan before finishing its career with the 19th AW at Little Rock AFB. During these assignments, it may have flown combat operations at both Grenada (1983) and Panama (1989). It was retired in 2007.
(Disclaimer: I found this picture and other black and white photos in one of Dad's old photo boxes. I thought he had taken them at Ramstein in 1977, but these actually date much earlier than that, possibly as early as 1972. As such, I am not sure who took these pictures. I originally took them down from Flickr, but then decided these are historical artifacts and should be seen. If you know who may have taken these pictures, please let me know.)
PRESS RELEASE Nº24/24th AU SUMMIT
24TH ORDINARY SESSION OF THE ASSEMBLY OF AFRICAN UNION HEADS OF STATE AND GOVERNMENT BEGINS IN ADDIS ABABA
Addis Ababa Ethiopia, 30 January 2015-The 24th summit of the Heads of State and Government of the African Union, which started in Addis Ababa today has heard from distinguished speakers of the progress and some of the challenges that Africa faces, as well as proposals for the way forward. The opening ceremony of the summit also saw the election of Zimbabwean President Robert Mugabe as the Union’s Chairperson for the year 2015.
Speaking at the opening ceremony of the 24th summit of the African Union today, Dr DlaminiZuma said Africa has no choice but to move forward and upwards. The continent, she said, has been climbing, “a step at a time, up the steep cliff towards peace, prosperity and the restoration of the dignity of its people”.
She projected that the present generation is the one that will eradicate poverty, disease and hunger. “We are the generation that shall manage diversity and silence the guns”, she added.
The Chairperson recalled that, at the 50th anniversary celebrations of the Organisation of African Unity in 2013, the continent’s resolve to be in charge of its destiny, informed its decision to develop Agenda 2063 “through a people-driven process for the realization of our vision for an integrated, people-centred, prosperous Africa at peace with itself”. The Agenda 2063 framework document will be presented for adoption by the Heads of State and Government today.
Agenda 2063 outlines the aspirations and the concrete programmes to steer the continent for the next fifty years: to diversify African economies and industrialise; to have a skills and entrepreneurial revolution, unleashing the creativity and energy of young people, and to effect an agricultural and agro-processing transformation, so that Africa can feed itself and contribute to feeding the world.
The summit of African Union Heads of State and Government is being held under the theme “Year of Women’s Empowerment and Development”. Various speakers at the summit’s opening ceremony expressed their commitment to mainstreaming women in all socio- economic activities, with Malawian President Mr PeterMutharika dedicating his entire statement to the topic. He outlined major successes achieved by his country, but also mentioned the challenges they face. However he gave his commitment that his government will continue to strive to achieve gender equality. United Nations Secretary General Mr Ban Ki Moon also expressed strong support for the AU’s annual theme: “Women must be at the center and front of all our lives”, he said.
Issues of peace and security dominated many of the presentations by the African and visiting Heads of State and Government. President of the State of Palestine and Chairperson of the Palestine Liberation Organisation Executive Committee Mr Mahmoud Abbas spoke of his government’s desire and the efforts being exerted to achieve a Palestinian state living side by side with the state of Israel.
Many of the leaders condemned terrorism in very strong terms, with then outgoing Chairperson of the African Union Mr Mohammed Ould Abdelaziz saying, “Terrorism remains a global scourge and fighting it requires cooperation at the international level.”AUC Chairperson Dr Dlamini Zuma also cautioned that Africa should be aware of the new global threats such as terrorism, insecurity and climate change. “Terrorism, in particular the brutality of Boko Haram against our people, the senseless killings, the destruction of property, the enslavement and sale of our people, our girls kidnapped and married, and the terrorization of villages, are a threat to our collective safety, security and development”.
The Ebola virus disease that affected mostly three countries in West Africa attracted a lot of attention at the meeting of the Heads of State and Government. AU Commission Chairperson Dr NkosazanaDlaminiZuma praised the work of the 835 African health workers who were deployed to Guinea, Liberia and Sierra Leone under the banner of the African Union Support to the Ebola Outbreak in West Africa (ASEOWA). She also extended her gratitude to the ASEOWA head of mission Dr Julius Oketta and the African private sector that is raising funds to keep the health workers on the ground until the affected countries are declared Ebola free. There are signs that, due to the work of the ASEOWA health workers among others, the Ebola crisis is now abating, with the incidents of infection and death from the disease vastly decreasing.
Tunisian President Mr Beji Caid Essebsi informed the summit that “the democratic process chosen by Tunisians is irreversible”. Tunisians, he said, had proven that the people of Africa can build the continent with their own hands. He also said Tunisia is proud of being African.
New Zambian President Mr Edgar Lungu thanked the African Union for supporting his country through the death of Mr Michael Satain October 2014 and the subsequent elections that ushered him into power. He thanked the Southern African Development Community, the AU and other organisations that sent in election monitors. Zambia, he said, has demonstrated that it is possible to have peaceful elections, and pledged that Zambia will actively participate in the affairs of the Union.
The late Zambian President meanwhile was honoured by his colleagues and other delegates by a one minute silence in his memory.
Outgoing Namibian President Mr HifikinyePohambawas given a chance to bid farewell to his colleagues at today’s opening ceremony of the Assembly.
New AU Chairperson Mr Robert Mugabe of Zimbabwe meanwhile accepted his position by saying "By electing me to preside over this august body, with full knowledge of the onerous responsibility that lies ahead, I humbly accept your collective decision". He urged Africa to take charge of its destiny and pledged to work for Africa’s development particularly through infrastructure development. He then proceeded to launch the theme of the year, i.e. “Women’s Empowerment and Development towards Agenda 2063”.
The meeting of African Heads of State and Government will conclude on Saturday 31st January with the adoption of decisions and declarations to guide the work of the African Union this year.
WZM/
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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.
The 120th Fighter Wing (Montana Air National Guard) briefly operated a "hack" general purpose transport C-130H when they reequipped with the F-16 in 1987. This was to replace the old "Big Sky One" Convair C-131 Samaritan the unit had on strength. As such, this C-130 carried the standard USAF transport camouflage at the time, a variant of the Europe Two scheme with wraparound two shades of green and gunship gray. Since the 120th did not operate the C-130 long--it was really unnecessary for the unit's operations--it never received a tail logo or motif. Note the 120th's F-106As in the background.
Ironically, when this picture was taken in 1987, no one could have predicted that, almost 30 years later, the 120th would convert from fighters to C-130Hs!