View allAll Photos Tagged Realization
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
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.
Lakeside town of Aspern
Aspern Urban Lakeside (urban development project)
Logo of Aspern - Vienna's Urban Lakeside
Aspern Urban Lakeside (Vienna)
Red pog.svg
Basic Information
Bundesland (Federal state) Wien (W)
Judicial district of Donau City
District of Vienna 22. District: Donau City (KG Aspern)
♁ coordinates 48 ° 13 '33 "N, 16 ° 30' 13" O coordinates: 48 ° 13 '33 "N, 16 ° 30' 13" E | |
Height of 157 m above sea level.
Statistical identification
Image
View from the north to the urban development area Aspern Urban Lakeside, 2012
Source: STAT: Gazetteer; BEV: GEONAM; ViennaGIS
The Aspern Urban Lakeside (officially also Aspern Urban Lakeside, project name: Aspern - Vienna's Urban Lakeside) is a part of town under construction in the 22nd district of Vienna Danube city and one of the largest urban development projects in Europe of the 2010s. Over a period of around 20 years a new district should arise, in which over 20,000 people are supposed to work and to live. The first of three development stages focuses until around 2017 to the south of the part of the city.
Location
Aspern Urban Lakeside with lake, 2012
The planned seaside town is located about 7 kilometers east of the city center, on the other bank of the Danube, already on the verge of March field (gravel and stone plain in Lower Austria bordering Vienna).
The area is bounded as follows:
In the north of the Marchegger Eastern Railway, forming since 1870 the (currently operated hourly) connection between Vienna and Bratislava and long has been used by the legendary Orient Express. The here layed out traffic station Vienna Aspern Nord offers since October 2013 U-Bahn (U2) underground traffic to the center of Vienna and from 2017 S-Bahn ÖBB (line S80) suburban traffic to Vienna's main train station as well as regional trains.
To the east beyond the Josefine Hawelka pathway or the Cassinonestraße adjoin settlements of the since 1938 belonging to Vienna outskirts village of Essling.
In the south adjoins to the site an extensive factory premises of General Motors Austria, which lies at the Groß-Enzersdorfer Road (bus number 26A), connecting Aspern and Essling.
In the West adjoins beyond the Johann Kutschera alley the belonging to Aspern suburban settlement to the area.
Positions of neighboring districts:
Hirschstetten, Breitenlee, Lackenjöchl
Neuessling
Outskirts settlement, neighboring communities, Essling, Aspern
History
The area northeast of the historic village of Aspern in March field was named after a man-made lake in the center of the development area.
On the former airfield Aspern, Vienna's airport during the interwar period, by the year 2028 around 240 hectares should be developed. This corresponds to the area of 7th and 8th district of Vienna. Planned are around 10,500 homes for 20,000 people and business premises for 15,000 office jobs as well as 5,000 jobs in industry, science, research and education.
For the development and utilization responsible is the Wien 3420 Aspern Development AG, a real estate development company which in December 2004 as a subsidiary company of the Vienna Business Agency, a fund of the City of Vienna (73.6%) and the (Bundesimmobiliengesellschaft) Federal Property Association (26.4%) was established. The planning is done in consultation with the relevant municipal departments of the city administration and the Wiener Linien, the public transport company of the city of Vienna.
The former airfield Aspern in 2007; top left of the factory Opel Vienna
The first finished house in the seaside town, the aspern IQ, 2012
Construction phase of the first tranche of homes in the southwestern part of the seaside town's area (October 2013)
Construction of the first tranche (June 2014)
Urban Planning
The urban concept of the maritime city is focused on the mixing of functions - there should be no purely residential use or commercial use. In this way, a dormitory town should be avoided and during the day non-stop revival obtained. The master plan for the seaside town was created by Swedish architect John Tovatt and adopted unanimously by the Vienna City Council on 25 May 2007. Essential contents are the functional arrangement of uses and the spatial configuration of both small and large urban gestures to an urban master plan.
Public space
The geographic center of the seaside town will form a 5-acre lake, which already largely exists, in a total of 9 hectare park. The lake is fed from groundwater. The public space - thus streets, squares and parks - occupies 50 percent of the total area of urban development.
In order to make the public space for the people who will live and work in the seaside town attractive, the Danish open space planners Gehl Architects by the Wien 3420 AG and the Municipal Department 19 (architecture) with the creation of a planning manual for public space (a "score of the public space") were commissioned. The planning manual is based on the idea that public life is a precious commodity that needs to focus it. Therefore Gehl Architects particularly important axes have worked out in the seaside town. The Circular road as a major route that has received the name Sun alley, the Red chord (shopping street, culture), the Blue string (sea park and promenade) and the Green string (green spaces, recreational areas). By 2015, three parks are built, the central Marine park, the Yella-Hertzka park and Hannah Arendt park, along with 8 hectares (May 26 2014 ground-breaking ceremony).
Development phases
The construction of the seaside town of Aspern is to take place until 2028 in three stages:
Stage 1 (2009-2017): The development company Wien 3420 Aspern Development AG builds the green spaces and the technical infrastructure (roads, sewage, etc.) and thus provides the impetus for the development of the maritime city. In the first large-scale expansion in the southwestern part of the maritime city arises a mixed quarter with approximately 2,600 residential units, offices, business and service companies as well as research and development facilities. The large volume is to ensure local supply and the desired mix of uses from the start. In October 2013, the metro stations Aspern North at the northern edge of the area and Seaside town as terminus of line U2 in the south have been opened. In this stage also falls the establishment of a R & D Park (research and development). As first impulse project there emerges an Innovation Quarter (Technology Centre), for which a realization competition was launched. With the IQ aspern by 2012 a first settlement core was created.
Stage 2 (2017-2022): The Station Aspern North and the connection through a powerful city street to the A 23 motorway and the branch S 1 are completed. Other residential and mixed districts and the train station and office quarters arise.
Stage 3 (from 2022): To the train station, the shopping street and the subway route adjacent areas are further compressed, the mix of uses is further improved.
Cultural and Medial
Lighted cranes art action Kranensee, 2014
On February 15, 2014 was held on the construction site of the seaside town of Aspern the art action Kranensee - a ballet of cranes. Some of the then 42 tower swivel cranes and a concrete pump have been fitted with differently colored lights, which to specially composed orchestral music shone, 15 cranes were occupied by crane operators, who approriate for the music turned the booms.
Série limitée et numérotée, avec certificat joint, pour chaque modèle de cadre.
PHOTO & TIRAGE en VENTE directe. DEVIS personnalisé SUR DEMANDE relevez la référence sous la photo
Me contacter : comlaphoto@gmail.com
Les photos, pour une lecture plus rapide, sont ici en basse résolution.
Tous ces clichés sont disponibles en haute résolution pour des tirages de qualité supérieure sur tous types de supports.
Tirages et impression sur tous supports : tirage classique, d’art, supports rigides (dibond, plexi, bois et pvc), toile, bâche etc.…
Réalisation de trompe l’œil.
A l’exception des œuvres d’artistes bénéficiant de la protection propriété intellectuelle (sculpteurs, architectes, peintres, marques, tags, graffitis, dessinateurs etc.)
Series limited and numbered, with certificate attached, for each model framework.
PHOTO & drawing in direct sales. Custom application specifications take the reference under the photo
Contact me: comlaphoto@gmail.com
The photos, for a faster reading, are here in low resolution.
All these clichés are available in high resolution for prints of superior quality on all types of media.
Prints and print in all formats: Classic, fine art print, rigid supports (dibond, selection, wood and pvc), canvas, tarpaulin etc....
Realization of proboscis eye.
Except the works of artists protected intellectual property (sculptors, architects, painters, designers etc.)
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
I made this image with the Assembly app which ties in to iMessage with your own “home-made” stickers.
Assembly - Art and Design by Pixite LLC itunes.apple.com/us/app/assembly-art-and-design/id1024210...
Often people attempt to live their lives backwards; they try to
have more things, or more money, in order to do more of
what they want, so they will be happier. The way it actually
works is the reverse. You must first be who you really are,
then do what you need to do, in order to have what you want.
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. (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.
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. 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!
Towards the end of the Korean War, the USAF came to the realization that their transport fleet was becoming obsolete. The C-46 Commandos and C-47 Skytrains in service were no longer adequate, while the C-119 Flying Boxcar was having difficulties. In 1951, the USAF issued a requirement for a new tactical transport, an aircraft that would need to carry at least 72 passengers, be capable of dropping paratroopers, and have a ramp for loading vehicles directly into the cargo compartment. Moreover, it must be a “clean sheet” design, not a conversion from an existing airliner, and the USAF preferred it be a turboprop design. Five companies submitted designs, and six months later the USAF chose Lockheed’s L-402 design—over the misgivings of Lockheed’s chief designer, Clarence “Kelly” Johnson, who warned that the L-402 would destroy the company. Little was Johnson to know that, fifty years later, the L-402—designated C-130 Hercules by the USAF—would still be in production, and one out of only five aircraft to have over 50 years of service with the original purchaser.
The C-130 was designed to give mostly unfettered access to a large cargo compartment—the ramp forms an integral part of the rear fuselage, the wing is mounted above the fuselage, and the landing gear is carried in sponsons attached to the fuselage itself, while the fuselage has a circular design to maximize loading potential. The high wing also gives the C-130 good lift, especially in “high and hot” situations. The Allison T56 turboprop was designed specifically for the Hercules, and has gone on to become one of the most successful turboprop designs in history.
After two YC-130 prototypes, the Hercules went into production as the C-130A in 1956, to be superseded by the improved C-130B in 1959. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) In the 50 years hence, the basic C-130 design has not changed much: the C-130E introduced underwing external fuel tanks, while the C-130H has a slightly different wing. Even the new C-130J variant only introduced new engines with more fuel efficient six-bladed propellers: the basic design remains the same. Lockheed also offers stretched versions of the Hercules, initially as a civilian-only option (the L-100-30); the British Royal Air Force bought this version as the C-130K and it was later adopted by other nations, including the United States.
The basic C-130 is strictly a transport aircraft, but the versatility of the aircraft has meant it has been modified into a dizzying number of variants. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.
The “Herky Bird,” as it is often nicknamed, has participated in every military campaign fought by the United States since 1960 in one variation or the other. During Vietnam, it was used in almost every role imaginable, from standard transport to emergency bomber: as the latter, it dropped M121 10,000 pound mass-focus bombs to clear jungle away for helicopter landing zones, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) It was also instrumental in resupplying the Khe Sanh garrison during its three-month siege. Hercules crews paid the price as well: nearly 70 C-130s were lost during the Vietnam War. In foreign service, C-130s have also been used heavily, the most famous instance of which was likely the Israeli Entebbe Raid of 1976, one of the longest-ranged C-130 missions in history. C-130s are often in the forefront of humanitarian missions to trouble spots around the world.
As of this writing, over 2300 C-130s have been built, and most are still in service. It remains the backbone of the USAF’s tactical transport service; attempts to replace it with the Advanced Tactical Transport Program (ATTP) in the 1980s and to supplement it with the C-27J Spartan in the 2000s both failed, as the USAF realized that the only real replacement for a C-130 is another C-130.
Whoever did take this picture was probably aware that 61-2358 was the first C-130E to come off the production line. They would be unaware that it would also be the last C-130E to leave USAF service. 61-2358 entered service as a JC-130E testbed, flying from both Lockheed Georgia at Dobbins AFB and the Air Force Test Center at El Centro, California, where it would remain between 1961 and 1972.
It was then transferred to its intended role, flying with the 172nd Tactical Airlift Group (Mississippi ANG) at Jackson until 1980. 61-2358 then went to the 146th TAW (California ANG) at Van Nuys until 1994, then to the 191st Airlift Group (Michigan ANG) at Selfridge ANGB until 2003, before going to the 189th AW (Arkansas ANG) at Little Rock AFB. Surprisingly, it was transferred back to an active duty unit, the 314th AW--also at Little Rock--in 2007. 61-2358 was finally retired after an incredible 51 years of service in 2012. Because of its unique and long-lasting service, it was decided to preserve 61-2358, and its last flight was to Edwards AFB, California for eventual public display at the Air Force Test Center Museum.
Fittingly enough, this picture looks to have been taken at 61-2358's eventual home, Edwards AFB. It carries the white over bare metal markings usually used by test transports during the 1960s; at the time, the aircraft was still a JC-130. The engines are being run up to taxi; probably the ramp is still down to ward off the heat of the desert.
(Disclaimer: I found this picture among other photos in my dad’s slides. I’m not sure who took them; some of them may be his. If any of these pictures are yours or you know who took them, let me know and I will remove them from Flickr, unless I have permission to let them remain. These photos are historical artifacts, in many cases of aircraft long since gone to the scrapyard, so I feel they deserve to be shared to the public at large—to honor the men and women who flew and maintained them.)
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.
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.)
Pro-lifers rally in Tempe, Phoenix to change the culture
By Ambria Hammel and Andrew Junker| Feb. 1, 2010 | The Catholic Sun
While a quarter of a million people marched on Washington, D.C., to commemorate Roe v. Wade Jan. 22, local pro-lifers gathered in Tempe and Phoenix to mark the infamous Supreme Court decision that legalized abortion in 1973.
Over two days, thousands listened to speakers who encouraged them to build a new culture of life through both spiritual and political means.
“Be maladjusted to the main currents of society,” Bishop Thomas J. Olmsted said, quoting Martin Luther King Jr. to hundreds of youth and young adults at a Jan. 22 rally at Arizona State University in Tempe.
The annual event includes music, speakers, a eucharistic procession up “A” Mountain, all night adoration and, in recent years, live drama. This year a diverse crowd of 500 turned out despite an imminent threat of rain.
“Be maladjusted to what is legal, but what is wrong. Be maladjusted to what is very popular, but false,” the bishop said. “Never let yourself adjust to whatever is destructive to any human being.”
Moments earlier, the crowd saw depictions of the raw emotion and complex problems that arise through abortion. No one portrayed in “The Vitae Monologues,” man or woman, young adult or first-time grandparent, was left unscarred by their abortion experience.
At one point, the drama focused on a couple’s abortion experience, related through intertwined monologues. An image of a clinic’s waiting room and later the operating table provided the backdrop.
“Little did I know that every baby, every child, every teen would mirror back to me the child I would never have. That was one of many things that those people at Planned Parenthood forgot to mention,” the main female character said. “Abortion can terminate a pregnancy, but it can never terminate your thoughts and your memories.”
“It was just so shocking,” Catherine Robb said about the performance. She attended the youth rally with several other teenagers from St. Benedict Parish.
After “The Vitae Monologues,” Bishop Olmsted gave the teens and young adults encouragement to remain countercultural.
“Don’t let intimidation or the media or common culture keep you silent about the things that really matter,” he said. “We will monologue and we will dialogue and we will kneel down and we will stand up to live and serve the Gospel of Life.”
The crowd then gathered outside ASU’s Memorial Union for a eucharistic procession led by Fr. John Muir, assistant director to the diocesan Office of Worship.
Some prayed the rosary along the muddy path up “A” Mountain. It rained while the group prayed for the unborn at the top of the mountain. Hundreds knelt in the wet gravel.
Junuee Castro said she prayed for all those who have been killed without having a chance to take their first breath on her way up the mountain. The St. Agnes young adult hoped that people left the rally with a desire to defend life.
“Our silence does not take us anywhere aside from selfishness and deprives us from what true liberty is in our soul,” Castro said.
The rally ended with all-night adoration at the All Saints Newman Center.
Four-and-a-half feet of snow in Flagstaff earlier that week did not deter students from marking the anniversary of Roe v. Wade at the Holy Trinity Newman Center at Northern Arizona University. Despite a cautionary weather alert, pro-life Masses, a rosary and 40 hours of Eucharistic adoration proceeded as scheduled Jan. 21-24.
Downtown Phoenix rally
Pro-life events continued on Jan. 24 with a Mass, march and rally all beginning at St. Francis Xavier Parish in Phoenix. A crowd more than 2,000 strong streamed out of the church and onto Central Avenue. They held placards declaring their support for life as they walked about a half-mile to Steele Indian School Park.
Organizer Melanie Pritchard said the crowd was the largest showing in morethan four years.
“I think people are more invested this year,” she said. “People are at a turning point in our culture and state. There’s been this new realization that we have to stand up and get out of our comfort zones so we can make a difference.”
Sen. Jon Kyl, Gov. Jan Brewer, State Treasurer Dean Martin and Rep. Trent Franks were just a few of the politicians who made brief speeches to the crowd.
Pritchard attributed the high political turnout to the fact that 2010 is shaping up to be a competitive election year. But she also said rally organizers made an effort to invite them so the crowd could hear about the state of pro-life legislation straight from the legislators.
Sen. Kyl focused on health care reform, which is currently stalled in Congress. The bill passed by the House of Representatives, he said, poses no problems on the pro-life front.
The Senate bill, on the other hand, would provide government subsidies to health care plans that provide abortion, and it restricts conscience clauses, Sen. Kyl said.
The recent election of Massachusetts Republican Scott Brown to the Senate calls into question whether any form of health reform will be passed. Brown opposes the bill, and his election means the Democrats have lost their 60-seat supermajority needed to end a Republican filibuster.
At one point during the rally, local pro-life leader and attorney John Jakubczyk used Brown’s election — dubbed the “miracle in Massachusetts” — to show the crowd that anything can happen when citizens get involved in the political process.
Though Brown supports abortion rights, the crowd erupted in cheers when Jakubczyk mentioned him, presumably because of his opposition to the Senate health care bill.
Gov. Brewer said that 2009 was a banner year for pro-life legislation in Arizona.
She signed into law a number of bills that prohibited partial-birth abortion, banned non-physicians from performing abortions, bolstered informed consent and parental consent for minors seeking abortions, and protected conscience clauses for health care workers.
Bishop Olmsted delivered the homily at the Mass preceding the rally. His preaching focused more on a spiritual method for combating a culture that supports abortion and euthanasia.
He encouraged churchgoers to celebrate the culture of life, to set aside Sundays for worship and family time and to look upon God’s gifts and others with a sense of reverence.
Catherine E. Hanley in Flagstaff contributed to this story.
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Synchronie, Öl auf Leinen, 2012 (Jolanda Richter), 1971 Niederlande (Malerin und Musikerin), lebt in Wien
The Museum of the Dreamers
The Phantastenmuseum is a museum in the Palais Palffy in the 1st district of Vienna Inner City. It shows the evolution of fantastic, surreal and visionary art of the postwar period to the present.
History
Following discussions between the Austrian artist Ernst Fuchs (* 13. Februar 1930 in Wien; † 9. November 2015) and the publisher, organizer and author Gerhard Habarta the idea of a museum of fantastic art in Vienna came to the realization. The "Austrian Cultural Center since 1958" in the Palais Palffy was enthusiastic about the idea, the plans for the new museum were concretised in the year of 2010. In autumn 2010 was started with the adaptation of the premises, which was completed in January 2011. The opening of the museum took place under the patronage of Federal President Heinz Fischer on 15 January 2011.
Premises
For the museum parts of the historical Palais Palffy due to war damage in the 1950s renovated were used.
The foyer was designed by Lehmden student Kurt Welther about The Marriage of Figaro. Here, also a lobby with the ticket office, the information and the museum shop has been set up. In this one gifts like replicas of famous works of art, sculptures, jewelery, catalogs and posters as well as original editions are sold. On the 1st floor is located opposite the Figaro Concert Hall the gallery. It is a 150 m² large space for solo exhibitions. The museum occupies the entire top floor and consists of designed spaces. In addition to works from its own collection and permanent loans, documents and portraits of artist personalities are shown.
The museum
The museum is divided into the following areas:
Impulses: Here are the inspirations identified which brought the young artists first information after the war, with works by Edgar Jené and Gustav K. Beck and Arnulf Neuwirth.
Academy: Here, the young creatives found an artistic home, including works by Albert Paris Gütersloh, Ernst Fuchs, Fritz Janschka, Anton Lehmden and Kurt Steinwendner before he turned into the filmmaker and object artist Curt Stenvert.
Contemporaries: These include older artists of fantastic, who had survived the dictatorship, like Greta Freist, Kurt Goebel, Charles Lipka or the CIA agent Charles von Ripper. And the young ones, as Rudolf Schoenwald or Arnulf Rainer as well as painters who moved in later Art Club. These include the "partisan" Maria Biljan-Bilger, Peppino Wieternik before he turned to the abstract, and Carl Unger who designed a large glass front of the Palais Palffy.
Art Club: It gathered the artistic elite of the post-war period and became with the Strohkoffer (straw suitcase) a social center.
Dog Group: It became the first counter-movement, in which the rebels as Ernst Fuchs, Arnulf Rainer and Maria Lassnig, Wolfgang Kudrnofsky and maverick visionary Anton Krejcar with graphics that today have become valuable manifested themselves.
The Pintorarium of Friedensreich Hundertwasser, Ernst Fuchs and Arnulf Rainer fought actionistically with wall newspaper and nude demonstration against the established Academy, bad architecture and for the freedom of the spirit.
Hundertwasser realized the theories of Pintorarium in his buildings. A photo documentation of Kurt Pultar.
Vienna School of Fantastic Realism: The core of the museum with pictures of Arik Brauer, Wolfgang Hutter, Fritz Janschka, who lives in the United States and Anton Lehmden. Of Rudolf Hausner is - in addition to an oil painting - the documentation of long-term work on his Ark of Odysseus to see. In addition to an early work by Ernst Fuchs, a specially created for the museum great painting version of a 55 years ago arosen drawing is shown.
In the department of simultaneous 16 images of that Viennese Fantasts can be seen who presented themselves in the 1960s for the first time, among other things, in the gallery that installed Ernst Fuchs.
In the Department Next Generation are those almost still "young ones" which - despite temporary exclusion by the avant-garde - are committed to the new tendencies of the fantastic. They studied partly with Hausner, Lehmden, Hutter and Fuchs and also learned as wizards.
The Graphic Cabinet presents some etchings and lithographs to stamps. Here the global network is shown in about 30 works by international visionaries. Representatives from Japan, the US, Australia and European centers are the ambassadors of associations of fantastic artists, the Ambassadors of the Fantastic Universe.
Phantastenmuseum
Das Phantastenmuseum ist ein Museum im Palais Pálffy im 1. Wiener Gemeindebezirk Innere Stadt. Es zeigt die Entwicklung der phantastischen, surrealen und visionären Kunst von der Nachkriegszeit bis zur Gegenwart.
Geschichte
Nach Gesprächen zwischen dem österreichischen Künstler Ernst Fuchs und dem Verleger, Organisator und Autor Gerhard Habarta entstand die Idee zur Verwirklichung eines Museums für phantastische Kunst in Wien. Das „Österreichische Kulturzentrum seit 1958“ im Palais Pálffy zeigte sich von der Idee begeistert, die Pläne für das neue Museum wurden im Jahr 2010 konkretisiert. Im Herbst 2010 wurde mit der Adaptierung der Räumlichkeiten begonnen, die im Jänner 2011 abgeschlossen wurde. Die Eröffnung des Museums fand am 15. Jänner 2011 unter dem Ehrenschutz von Bundespräsident Heinz Fischer statt.
Räumlichkeiten
Für das Museum wurden Teile des historischen, aufgrund Kriegsschäden in den 1950er Jahren renovierten Palais Pálffy genutzt.
Das Foyer wurde vom Lehmden-Schüler Kurt Welther zum Thema Figaros Hochzeit gestaltet. Hier wurde auch ein Empfangsbereich mit der Ticketkasse, der Information und dem Museums-Shop eingerichtet. In diesem werden Geschenke wie Nachbildungen berühmter Kunstwerke, Skulpturen, Schmuck, Kataloge und Kunstdrucke sowie auch Original-Editionen verkauft. Im 1. Stock befindet sich gegenüber dem Figaro-Konzertsaal die Galerie. Es handelt sich um einen 150 m² großen Raum für Einzelausstellungen. Das Museum nimmt das gesamte Obergeschoss ein und besteht aus gestalteten Räumen. Neben den Werken aus eigenem Bestand und Dauerleihgaben werden Dokumente und Porträts der Künstlerpersönlichkeiten gezeigt.
Das Museum
Das Museum ist in folgende Bereiche gegliedert:
Impulse: Hier werden die Impulse aufgezeigt, die den jungen Künstlern erste Informationen nach dem Krieg brachten, mit Werken von Edgar Jené und Gustav K. Beck und Arnulf Neuwirth.
Akademie: Hier fanden die jungen Kreativen eine künstlerische Heimat, mit Werken von Albert Paris Gütersloh, Ernst Fuchs, Fritz Janschka, Anton Lehmden und Kurt Steinwendner, bevor er zum Filmemacher und Objektkünstler Curt Stenvert wurde.
Zeitgenossen: Dazu zählen ältere Künstler des Phantastischen, die die Diktatur überlebt hatten, wie Greta Freist, Kurt Goebel, Charles Lipka oder der CIA-Agent Charles von Ripper. Und die Jungen, wie Rudolf Schönwald oder Arnulf Rainer sowie Maler die sich im späteren Art Club bewegten. Dazu gehören die „Partisanin“ Maria Biljan-Bilger, Peppino Wieternik, bevor er sich zum Abstrakten wandte, und Carl Unger der für das Palais Pálffy eine große Glasfront gestaltete.
Art Club: Er versammelte die künstlerische Elite der Nachkriegszeit und wurde mit dem Strohkoffer ein geselliges Zentrum.
Hundsgruppe: Sie wurde zur ersten Gegenbewegung, in der sich die Aufrührer wie Ernst Fuchs, Arnulf Rainer und Maria Lassnig, Wolfgang Kudrnofsky und der Außenseiter-Phantast Anton Krejcar mit heute wertvoll gewordenen Grafiken manifestierten.
Das Pintorarium von Friedensreich Hundertwasser, Ernst Fuchs und Arnulf Rainer kämpfte aktionistisch mit Wandzeitung und Nacktdemonstration gegen die etablierte Akademie, schlechte Architektur und für die Freiheit des Geistes.
Hundertwasser verwirklichte die Theorien des Pintorariums in seinen Bauten. Eine Fotodokumentation von Kurt Pultar.
Wiener Schule des Phantastischen Realismus: Der Kern des Museums mit Bildern von Arik Brauer, Wolfgang Hutter, dem in den USA lebenden Fritz Janschka und von Anton Lehmden. Von Rudolf Hausner ist - neben einem Ölbild - die Dokumentation der langjährigen Arbeit an seiner Arche des Odysseus zu sehen. Neben einem Frühwerk von Ernst Fuchs ist auch eine eigens für das Museum geschaffene große Gemälde-Fassung einer vor 55 Jahren entstandenen Zeichnung ausgestellt.
In der Abteilung der Gleichzeitigen sind 16 Bilder jener Wiener Fantasten zu sehen, die sich in den 1960er-Jahren zum ersten Mal präsentierten, u.a. in der Galerie, die Ernst Fuchs installierte.
In der Abteilung Next Generation sind jene fast „noch Jungen“, die sich – trotz zeitweiliger Ausgrenzung durch die Avantgarde – neuen Tendenzen des Phantastischen verpflichtet fühlen. Sie haben zum Teil bei Hausner, Lehmden, Hutter und Fuchs studiert und auch als Assistenten gelernt.
Das Graphische Kabinett stellt einige Radierungen und Lithographien bis hin zu Briefmarken aus. Hier wird in etwa 30 Werken internationaler Phantasten die weltweite Vernetzung gezeigt. Vertreter aus Japan, den USA, Australien und europäischen Zentren sind die Botschafter von Vereinigungen phantastischer Künstler, den Ambassadors of the Fantastic Universe.
Photos taken and published with permission of the Self-Realization Fellowship, www.yogananda-srf.org
215 West K Street
Encinitas, CA 92024
(760) 753-2888
Information on buildings and architecture
Führungen am Campus WU Leerzeile Leerzeile
University of the Future
Internationalism, innovation, diversity – the new Campus WU is the concrete realization of WU’s vision for a modern university. The fundamental principles of the new architecture reflect the values and ideas we cherish at WU.
As a public institution, WU has lived up to its responsibility of building its new campus in an economical, ecological, and socially sustainable manner. WU’s decision to locate the new campus in Vienna’s second district will redefine this area and transform it into an educational hub. We have not only constructed new buildings, but in the process we have also given concrete realization to our ideas of what the university of the future should look like. The new campus is more than just a place for academic research and teaching and learning practical skills; it is also designed to create a new space for social, cultural, and political life.
The imposing Library & Learning Center (LC), designed by the Iraqi-British architect Zaha Hadid, is a testament to the central importance of research and teaching at WU. The Library & Learning Center is surrounded by five building complexes, including the Teaching Center, which houses most of WU’s auditoriums. The Teaching Center is intended mainly for bachelor degree students, while the master degree programs are taught primarily in the individual Department buildings. The Executive Academy building is the home of continuing education and life-long learning programs. In this way, the various buildings and their functions reflect the three tiers of teaching and learning represented by the Bologna Process.
WU’s Department-based organizational structure was also a contributing factor. In the past, the various Institutes that make up the Departments were scattered across different locations. Now they have been brought together in four Department buildings, which will make life much easier for both students and faculty.
These are not the only improvements the new campus has to offer: All rooms have natural light, and the auditoriums feature state-of-the-art teaching equipment, including digital whiteboards. There are 3,000 student workplaces, three times as many as in the old buildings in Vienna’s ninth district. These workplaces are located not only in the dedicated self-study areas, but also in project rooms that can be booked by teaching staff and students alike. They cater to different needs by providing quiet spots for focused academic work as well as opportunities for work on group projects in communicationfriendly study areas.
The top priority in planning the new campus was to create an environment for WU students and staff that is conducive to productive work and communication.
Not only the buildings themselves, but also the surrounding grounds offer plenty of opportunities for communication and meeting people. 55,000 m² of Campus WU’s total 100,000 m² of floor and surface area is open, publicly accessible space. Fences or barriers would contradict our vision of an open campus.
Visitors and area residents are more than welcome at Campus WU. The campus offers not only food for thought, but also restaurants, cafés, and shops, all in a stimulating architectural environment.
As different as they may look, however, the buildings are all based on the same overall technical concept: the building infrastructure is standardized in terms of construction, energy supply, ventilation, and sanitary facilities. The entire campus has been designed in accordance with “green building” principles. Much of the required energy is obtained using geothermal energy from groundwater.
Another key feature of Campus WU is barrier-free accessibility. All auditoriums are specially equipped for people with disabilities, all areas are designed to be wheelchair accessible, and the campus also features a tactile guidance system for the visually impaired.
We have not only made sure to comply with all relevant legal guidelines, but we have also drawn on experience gained from best practice examples. WU aims to play a pioneering role – in all respects.
Funchal Noivos & eventos 2012 - portefólio da empresa desenquadrado (254 fotos)
Funchal Noivos & eventos 2012 - portefólio da empresa desenquadrado
ORGANIZAÇÃO DO EVENTO- ACIF e desenquadrado-multimédia&comunicação
(vestidos de noivas)
desfiles de vestidos de noivas
estilistas madeirenses
FUNCHAL NOIVOS & FESTAS
A 4.ª edição da Funchal Noivos & Festas decorreu de 10 a 12 de fevereiro 2012, no Pestana Fórum Casino.
Este evento foi promovido pela ACIF-CCIM em parceria com a empresa desenquadrado - Multimédia e Comunicação (fotografias e vídeos). Reuniu várias empresas que prestam serviços relacionados com a organização de cerimónias de casamento e outras festas.
Além de exposição, incluiu a realização de desfiles de moda nupcial e ainda a edição da revista Casar na Madeira.
De igual modo, foi apresentada a REVISTA, anual de noivas, CASAR NA MADEIRA.
A revista Casar na Madeira foi editada e distribuída quer no evento Funchal Noivos & Festas, quer em vários pontos de distribuição ao longo de todo o ano. De igual modo, já se encontra sob a forma digital no link : pt.calameo.com/read/001046442332a1362450a
Faça já o seu download gratuito.
Consulte as melhores propostas de serviços de casamento na ilha da Madeira.
Consulte o site: www.casarnamadeira.com/
FUNCHAL BRIDES and GROOMS & FESTIVALS
4. Edition of the Funchal Brides and Groom & Parties was held from 10 to 12 February 2012, the Pestana Casino Forum.
This event was organized by ACIF-CCIM in partnership with the company desenquadrado - Communication and Multimedia (photographs and videos). Met several companies that provide services related to the organization of wedding ceremonies and other festivities.
Besides the exhibition, included the realization of bridal fashion shows and also the issue of Marrying in Madeira.
Similarly, we presented the MAGAZINE, annual brides MARRIED IN Madeira island.
Getting married in Madeira magazine was published and distributed at the event either Funchal Brides and Groom & Parties, or in various distribution points throughout the year. Similarly, is already in digital form at: pt.calameo.com/read/001046442332a1362450a
Make Your Free.
See the best proposals of wedding services on the island of Madeira.
See the site: www.casarnamadeira.com/
Built in 1909 (opened in January 1910) by real estate developer Robert Marsh (who saw Mount Washington as a real estate possibility). His goal was to subdivide the more level land at the top of the hill and create large, exclusive, expensive lots with spectacular views of the ocean, Catalina and the San Gabriel Mountains. He wanted his development to rival the mansions in Westlake, West Adams and South Broadway. And he would lure people to the area by first constructing a resort hotel.
Even though the hotel was initially modest the whole project was enormous. Aside from constructing a hotel Marsh had to buy the land, design tracts and install public utilities. Furthermore, there was no practical access to the top of the mountain. Marsh was inspired by the “Angels Flight” incline rail (in downtown Los Angeles) which ran at 33% grade. He took a silent partner (Arthur St. Clair Perry) and built his own incline* rail called the "Los Angeles and Mount Washington Railway Company." The cable system had a length of 3000 feet (with a grade as high as 42%) and cost $42,000. Marsh was convinced that people would ride the Los Angeles Railway from downtown, get off at (what would become) Avenue 43 and Marmion Way and then ride his incline rail cars up to the hotel to experience its breathtaking views. He ran an ad in the May 21, 1909 Los Angeles Times which read:
“Mt Washington is just 20 minutes from Broadway and the center of downtown Los Angeles. It is no longer a dream of future achievement. It is a splendid, vivid reality of today. The stately mountain, whose beauties and scenic advantages have been admired for years, is now within 20 minutes of the heart of the business district. The sound of builders is heard from every side. Beautiful costly homes are about to spring up all over the mountain. A magnificent system of streets and boulevards is being projected. A trip to the incline and the summit of Mt. Washington will inspire and thrill you. Just take the Garvanza car, get off at Marmion Way and Avenue 43, and for 5 cents, just a nickel, you will have the ride of a lifetime. Service begins Sunday- May 23rd. Robert Marsh & Company 140 West 5th Street-Los Angeles.”
Marsh had wanted service to start on George Washington’s birthday (Feb 22) but the weather did not cooperate with construction. Furthermore the city inspector insisted that wood planking be added to the cable route as a safety measure. But in the end the plan worked, people flocked (the incline cars ran 11 hours a day, 18 hours on weekends) and the area eventually blossomed as an exclusive hilltop residential site.
Interestingly enough Mount Washington Hotel had only 18 rooms. With the majority of visitors coming and going for merely an afternoon or an evening there was little profit to be made. However, there were several silent film studios nearby (particularly in Sycamore Grove Park). And motion picture stars were taking up long term residence in the hotel. But in 1913, the studios ran out of room to expand their facilities and started moving to the Edendale section of Los Angeles, leaving The Mount Washington Hotel without customers. It closed in the summer of 1921. Briefly it became the location of the Goodrich-Mount Washington Emphysema Hospital before being purchased (in 1925) by Parmahansa Yogananda, a monk of the ancient Swami Order in India and founder of the Self-Realization Fellowship. The hotel was restored when Yogananda purchased it (it was occupied by vagrants and had been vandalized). The hotel building, today, remains the international headquarters of the Self-Realization Fellowship.
* The incline rail was what is known as a funicular railway. It consisted of two cars connected to each other by a cable. They counterbalanced each other so as one ascended the other descended. The railway ceased functioning in 1919 (due to a battle with the L.A. Board of Public Utilities who viewed the rail line as an elevator and wanted Marsh to make required upgrades). Although Marsh was granted a license to operate it as a railroad the California State Supreme Court determined that it was a vertical elevator. So Marsh ended the service and abandoned the railway. The City of Los Angeles had to purchase Mt. Washington Dr. (a private road), assume its maintenance, as well as construct other roads to serve the area. Suffice to say that the city spent far more money than if they had simply taken over and run the incline railway themselves.
3880 San Rafael Ave., Los Angeles, California
A “non-F” photo
Funchal Noivos & eventos 2012 - portefólio da empresa desenquadrado (254 fotos)
Funchal Noivos & eventos 2012 - portefólio da empresa desenquadrado
ORGANIZAÇÃO DO EVENTO- ACIF e desenquadrado-multimédia&comunicação
(vestidos de noivas)
desfiles de vestidos de noivas
estilistas madeirenses
FUNCHAL NOIVOS & FESTAS
A 4.ª edição da Funchal Noivos & Festas decorreu de 10 a 12 de fevereiro 2012, no Pestana Fórum Casino.
Este evento foi promovido pela ACIF-CCIM em parceria com a empresa desenquadrado - Multimédia e Comunicação (fotografias e vídeos). Reuniu várias empresas que prestam serviços relacionados com a organização de cerimónias de casamento e outras festas.
Além de exposição, incluiu a realização de desfiles de moda nupcial e ainda a edição da revista Casar na Madeira.
De igual modo, foi apresentada a REVISTA, anual de noivas, CASAR NA MADEIRA.
A revista Casar na Madeira foi editada e distribuída quer no evento Funchal Noivos & Festas, quer em vários pontos de distribuição ao longo de todo o ano. De igual modo, já se encontra sob a forma digital no link : pt.calameo.com/read/001046442332a1362450a
Faça já o seu download gratuito.
Consulte as melhores propostas de serviços de casamento na ilha da Madeira.
Consulte o site: www.casarnamadeira.com/
FUNCHAL BRIDES and GROOMS & FESTIVALS
4. Edition of the Funchal Brides and Groom & Parties was held from 10 to 12 February 2012, the Pestana Casino Forum.
This event was organized by ACIF-CCIM in partnership with the company desenquadrado - Communication and Multimedia (photographs and videos). Met several companies that provide services related to the organization of wedding ceremonies and other festivities.
Besides the exhibition, included the realization of bridal fashion shows and also the issue of Marrying in Madeira.
Similarly, we presented the MAGAZINE, annual brides MARRIED IN Madeira island.
Getting married in Madeira magazine was published and distributed at the event either Funchal Brides and Groom & Parties, or in various distribution points throughout the year. Similarly, is already in digital form at: pt.calameo.com/read/001046442332a1362450a
Make Your Free.
See the best proposals of wedding services on the island of Madeira.
See the site: www.casarnamadeira.com/
Meat, alcohol - drugs and free sex should not to be taken up to maintain the Self-Realization attained. Pre-marital sex is wrong and if ever it has happened one can do pratikraman to wash the karma bound and be determined not to indulge in it again. One must find a partner, get married and remain sincere to that person.
To know more about dangers of free sex, please click on:
English: www.dadabhagwan.org/path-to-happiness/self-help/how-to-pr...
Gujarati: www.dadabhagwan.in/path-to-happiness/self-help/how-to-pra...
Hindi: hindi.dadabhagwan.org/path-to-happiness/self-help/how-to-...
To know more about dangers of meat eating, please click on:
English: www.dadabhagwan.org/path-to-happiness/spiritual-science/n...
Gujarati: www.dadabhagwan.in/path-to-happiness/spiritual-science/no...
Hindi: hindi.dadabhagwan.org/path-to-happiness/spiritual-science...
Sonder - the realization that each random passerby is living a life as vivid and complex as your own—populated with their own ambitions, friends, routines, worries and inherited craziness—an epic story that continues invisibly around you like an anthill sprawling deep underground, with elaborate passageways to thousands of other lives that you’ll never know existed, in which you might appear only once, as an extra sipping coffee in the background, as a blur of traffic passing on the highway, as a lighted window at dusk.
Home... a collection of memories. Travels, events up and down, realizations, things learned.
Quan Yin... the Goddess of Compassion and Mercy
Quan Yin is one of the most universally beloved of deities in the Buddhist tradition. Also known as Kuan Yin, Quan'Am (Vietnam), Kannon (Japan), and Kanin (Bali), She is the embodiment of compassionate loving kindness. As the Bodhisattva of Compassion, She hears the cries of all beings. Quan Yin enjoys a strong resonance with the Christian Mary, the Mother of Jesus, and the Tibetan goddess Tara.
In many images she is shown carrying the pearls of illumination. Often Quan Yin is shown pouring a stream of healing water, the "Water of Life," from a small vase. With this water devotees and all living things are blessed with physical and spiritual peace. She holds a sheaf of ripe rice or a bowl of rice seed as a metaphor for fertility and sustenance. The dragon, an ancient symbol for high spirituality, wisdom, strength, and divine powers of transformation, is a common motif found in combination with the Goddess of Mercy.
Sometimes Kuan Yin is represented as a many armed figure, with each hand either containing a different cosmic symbol or expressing a specific ritual position, or mudra. This characterizes the Goddess as the source and sustenance of all things. Her cupped hands often form the Yoni Mudra, symbolizing the womb as the door for entry to this world through the universal female principle.
Quan Yin, as a true Enlightened One, or Bodhisattva, vowed to remain in the earthly realms and not enter the heavenly worlds until all other living things have completed their own enlightenment and thus become liberated from the pain-filled cycle of birth, death, and rebirth.
There are numerous legends that recount the miracles which Quan Yin performs to help those who call on Her. Like Artemis, She is a virgin Goddess who protects women, offers them a religious life as an alternative to marriage, and grants children to those who desire them.
The Goddess of Mercy is unique among the heavenly hierarchy in that She is so utterly free from pride or vengefulness that She remains reluctant to punish even those to whom a severe lesson might be appropriate. Individuals who could be sentenced to dreadful penance in other systems can attain rebirth and renewal by simply calling upon Her graces with utter and absolute sincerity. It is said that, even for one kneeling beneath the executioner's sword already raised to strike, a single heartfelt cry to Bodhisattva Quan Yin will cause the blade to fall shattered to the ground.
The many stories and anecdotes featuring this Goddess serve to convey the idea of an enlightened being who embodies the attributes of an all pervasive, all consuming, unwavering loving compassion and who is accessible to everyone. Quan Yin counsels us by Her actions to cultivate within ourselves those particular refined qualities that all beings are said to naturally possess in some vestigial form.
Contemplating the Goddess of Mercy involves little dogma or ritual. The simplicity of this gentle being and Her standards tends to lead Her devotees towards becoming more compassionate and loving themselves. A deep sense of service to all fellow beings naturally follows any devotion to the Goddess.
Guanyin (Chinese: 觀音; pinyin: Guānyīn; Wade-Giles: kuan-yin, Japanese: Kannon, Korean: Gwan-eum, Vietnamese: Quan Âm) is the bodhisattva associated with compassion as venerated by East Asian Buddhists, usually as a female. The name Guanyin is short for Guanshiyin (觀世音, pinyin: Guānshìyīn, Wade-Giles: kuan-shih yin) which means (hola estudiantes de la oxford)buddha god of mercy (not the game) "Observing the Sounds (or Cries) of the World". Source: Bethleen Cole
It is generally accepted (in the Chinese community) that Guanyin originated as the Sanskrit Avalokiteśvara (अवलोकितेश्वर), which is her male form. Commonly known in English as the Goddess of Mercy. Guanyin is also revered by Chinese Daoists (Taoists) as an Immortal.
More in my sets... Buddhas and Gods and Living in a Jungle.
" IMAGINE PEACE
Yoko Ono, among the earliest of artists working in the genre known
Conceptual Arts, has consistently employed the theme of peace
and used the medium of advertising in her work since the early 1960s.
Yoko Ono Imagine Peace Featuring John & Yoko's Year of Peace
explores these aspects of her work over the course of more than
forty years.
Three recent pieces - Imagine Peace (Map) (2003/2007); Onochord
(2003/2007); and Imagine Peace Tower (2006/2007) - offer gallery
visitors to an opportunity to participate individually and collectively
with the artist in the realization of work. Consider the world with
fresh eyes as you stamp the phrase "Imagine Peace" on the location
of your choice on maps provided for this purpose. Using postcards
provided send your wishes to the Imagine Peace
Tower in Reykjavik, where they will shine on with eternally more than
900,000 others. Or beam the message "I Love You" to one and all
using the Onochord flashlights. Take a flashlight and an Imagine
Peace button, the artist's gift to you, and carry the message out into the
world. As Ono has often observed, "the dream you dream alone is
just the dream, but the dream we dream together is reality."
The exhibition continues in nine locations with Imagine
Peace/Imaginate La Paz billboards across the San Antonio region.
YOKO ONO IMAGINE PEACE Featuring John & Yoko's Year of Peace is made
possible by the generosity by Bjom's Audio Video-Home Theater, Colleen
Casey and Tim Maloney, Clear Channel Outdoor, Rick Liberto, Smothers
Foundation, and Twin Sisters Bakery & Cafe. "
" John & Yoko's Year of Peace (1969 - 70)
Ono's Imagine Peace project carries conceptual and formal
strategies the artist had employer from the earliest years of her
career, not only in her seminal solo works, but in her collaborations
with John Lennon. In 1965, she created works specifically for the
advertising pages of The New York Arts Calendar. Picking up from
her Instructions for Paintings, a 1962 exhibition at Tokyo's Sogetsu Art
Center in which she exhibited written texts on the gallery walls
designed to inspire viewers to create the described images in their
minds, Ono created purely conceptual exhibitions with her
Is Real Gallery works.
The theme of peace is also evident in works sush as White Chess Set,
recreated here as Play It By Trust (Garden Set version) (1966/2007).
Lennon's songwriting during this period had shifted from more
conventional themes of romantic love to grander anthems for the
Flower Power generation. The Baetles' worldwide satellite broadcast
of Lennon's "All You Need Is Love" in the summer of 1967 featured a
parade of signs with the word "love" in multiple languages.
The couple's most famous collaborative works, the Bed-Ins (1969)
and the War Is Over! campaign (1969 - 1970), were conceived as
elements of a large peace advertising campaign. The Bed-Ins took
advantage of the inordinate amount of press attention the couple
received by inviting the world press to their honeymoon suite where
they talked about peace! Ono told Penthouse magazine's Charles
Childs: "Many other people who are rich are using their money for
something they want. They promote soap, use advertising
propaganda, what have you. We intend to do the same."
In December of 1969, they launched their War Is Over! campaign, a
project that included billboards and posters in 11 cities of the world
simply declaring "War Is Over! If You Want It. Happy Christmas from
John & Yoko." As with Ono's earliest instruction pieces, viewers were
invited to transform their dreams into reality. Ono has explained,
"All my work is a form of wishing." "
YOKO ONO: IMAGINE PEACE Featuring John & Yoko's Year of Peace
September 26th - October 28th, 2007
UTSA Art Gallery / Department of Art and Art History
The University of Texas at San Antonio
In this video, Pujya Deepakbhai explains that no person or evidence can bind us, but we are bound by our wrong beliefs. Our blunders and mistakes are the cause of our bondage. In Gnan Vidhi (Self Realization ceremony), our blunders are removed but the mistakes are still there, so we have to clear all the mistakes. We are getting flawless vision, so we have to find out our own mistakes in worldly interactions. If we see our faults and remove them then we get liberation within. Dadashri says that "fault is of the sufferer" and this powerful key helps us to adjust with people and circumstances. When someone insult, cheats us or if someone gets into depression, then this knowledge will be very helpful to maintain inner peace and stability. By seeing people's faults our conflicts will increase and by seeing our own faults the conflicts will decrease. We have to see world as faultless. Flawless vision is biggest positive result of Self Realization.