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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
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
In 1960, the US Army came to the realization that it had no real scout helicopter: the OH-13 Sioux could operate effectively in the role, but it was aging and its slow speed made it vulnerable to ground fire. The O-1/L-19 Birddog was a good scout aircraft, but it did not have the mobility of a helicopter. With this in mind, the Army issued a requirement for a Light Observation Helicopter (LOH). The new helicopter needed reasonably high speed, good visibility from the cockpit, and be not too expensive. Bell, Hiller and Hughes all developed prototypes; in 1965, the Army chose Hughes' Model 369 as the OH-6A Cayuse, and placed an order for 1300 helicopters.
The Army was then presented with a problem. Hughes did not have a large factory, and was run by the mercurial and unpredictable Howard Hughes: there was a real concern that Hughes could not deliver the order. Moreover, the Army learned that Hughes had deliberately undercut Bell's and Hiller's bids to win the contract, and as such was taking massive losses on the OH-6. The Army then reopened the competition, and Bell's OH-58A Kiowa won this time: the Army would use both helicopters. As for Hughes, the company would later make up the losses by marketing the OH-6 as the Model 369 and later the Model 500.
The OH-6A entered service in 1966, and was sent to Vietnam soon thereafter. Though given the name Cayuse (as part of the US Army's tradition of naming helicopters after native tribes), this name never stuck: instead, the helicopter was nicknamed Loach, after the LOH project name and its buglike appearance. Loaches were quickly armed with field modification kits to carry machine guns, and were usually paired with the also newly-arrived AH-1 Cobra as a "Pink Team." The job of the Pink Team was to scout ahead of the UH-1 "slicks" carrying troops: the OH-6 would come over at low level to see if it drew ground fire. If it did, it would then call in the AH-1s to attack the enemy position and clear the landing zone. This hunter-killer team proved very effective, if dangerous to the OH-6 crews: of 1420 OH-6s built, 842 were shot down over Vietnam.
Because of the heavy losses over Vietnam, the scout role after the war was gradually taken over by the OH-58A, which was cheaper to buy and easier to maintain. OH-6s began to be passed on to Reserve and National Guard units, but got a new lease on life after 1980: the Army still needed a small helicopter that could land in places the OH-58 or UH-1 could not. The OH-6 was the only aircraft that fit the bill, and several dozen were seconded to Task Force 158 in preparation for an operation to free the American hostages in Tehran, Iran. The hostages were freed by the Iranians themselves in 1980, but the Army recognized the need for an elite force trained in night operations, and renamed the unit Task Force 160--known to its crews as the "Nightstalkers."
TF 160 proved its worth during Operation Prime Chance, the United States' undeclared naval and air war against Iran in 1988, and the OH-6s were redesignated MH-6 (for transport OH-6s) and AH-6 (for armed versions). Nicknamed "Little Birds" by their crews, TF 160 worked closely with the elite and secretive Delta Force, most notably in the Battle of Mogadishu in 1993, where they were the only gunships available to the beleaguered Army forces in the Somalian city. The standard OH-6 has been retired from Army units, but the MH-6 and AH-6 remain in service. The Cayuse also remains operational with Spain and Japan, though in both cases it is being replaced.
This OH-6A, 67-6017, entered Army service in 1968 and probably saw action in Vietnam. After the war ended and the Loach force was gradually withdrawn, 67-6017 was relegated to the aviation companies of the 45th Infantry Division (New York National Guard), and served there until 1995, when it was retired. It was acquired by the Russell Military Museum and remains there today.
67-6017 has had two of its rotors removed for easier storage and is missing its interior, but otherwise it is in good shape, and retains the markings of its last unit, the New York National Guard. The US Army sigils and olive drab camouflage were retained by the OH-6 force throughout its career, including during Vietnam.
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.
57-0526 was only the second C-130B ever built, and would serve as a testbed all of its career. Delivered in 1959, it would test rocket-assisted takeoff (RATO) for the 6515th Test Squadron at Edwards AFB, California; it would test the midair retrieval of satellite film capsules for the 6594th Test Group at Hickam AFB, Hawaii; it would finish testing electronics with the 6514th Test Squadron at Hill AFB, Utah. With 11,000 flight hours under its belt, 57-0526 was retired in 1994 and moved across the runway to the Hill Aerospace Museum.
57-0526 may have been recently refinished, as it is in superb shape; it carries Europe One tactical camouflage. To reflect its first assignment testing RATO flights, RATO bottles are attached to the fuselage just forward of the rear crew door.
Towards the end of the Korean War, the USAF came to the realization that their transport fleet was becoming obsolete. The C-46 Commandos and C-47 Skytrains in service were no longer adequate, while the C-119 Flying Boxcar was having difficulties. In 1951, the USAF issued a requirement for a new tactical transport, an aircraft that would need to carry at least 72 passengers, be capable of dropping paratroopers, and have a ramp for loading vehicles directly into the cargo compartment. Moreover, it must be a “clean sheet” design, not a conversion from an existing airliner, and the USAF preferred it be a turboprop design. Five companies submitted designs, and six months later the USAF chose Lockheed’s L-402 design—over the misgivings of Lockheed’s chief designer, Clarence “Kelly” Johnson, who warned that the L-402 would destroy the company. Little was Johnson to know that, fifty years later, the L-402—designated C-130 Hercules by the USAF—would still be in production, and one out of only five aircraft to have over 50 years of service with the original purchaser.
The C-130 was designed to give mostly unfettered access to a large cargo compartment—the ramp forms an integral part of the rear fuselage, the wing is mounted above the fuselage, and the landing gear is carried in sponsons attached to the fuselage itself, while the fuselage has a circular design to maximize loading potential. The high wing also gives the C-130 good lift, especially in “high and hot” situations. The Allison T56 turboprop was designed specifically for the Hercules, and has gone on to become one of the most successful turboprop designs in history.
After two YC-130 prototypes, the Hercules went into production as the C-130A in 1956, to be superseded by the improved C-130B in 1959. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) In the 50 years hence, the basic C-130 design has not changed much: the C-130E introduced underwing external fuel tanks, while the C-130H has a slightly different wing. Even the new C-130J variant only introduced new engines with more fuel efficient six-bladed propellers: the basic design remains the same. Lockheed also offers stretched versions of the Hercules, initially as a civilian-only option (the L-100-30); the British Royal Air Force bought this version as the C-130K and it was later adopted by other nations, including the United States.
The basic C-130 is strictly a transport aircraft, but the versatility of the aircraft has meant it has been modified into a dizzying number of variants. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.
The “Herky Bird,” as it is often nicknamed, has participated in every military campaign fought by the United States since 1960 in one variation or the other. During Vietnam, it was used in almost every role imaginable, from standard transport to emergency bomber: as the latter, it dropped M121 10,000 pound mass-focus bombs to clear jungle away for helicopter landing zones, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) It was also instrumental in resupplying the Khe Sanh garrison during its three-month siege. Hercules crews paid the price as well: nearly 70 C-130s were lost during the Vietnam War. In foreign service, C-130s have also been used heavily, the most famous instance of which was likely the Israeli Entebbe Raid of 1976, one of the longest-ranged C-130 missions in history. C-130s are often in the forefront of humanitarian missions to trouble spots around the world, most recently in the 2011 Sendai earthquake disaster in Japan.
As of this writing, over 2300 C-130s have been built, and most are still in service. It remains the backbone of the USAF’s tactical transport service; attempts to replace it with the Advanced Tactical Transport Program (ATTP) in the 1980s and to supplement it with the C-27J Spartan in the 2000s both failed, as the USAF realized that the only real replacement for a C-130 is another C-130.
This rather anonymous C-130H is a prepainted kit; my intention at some point is to repaint it and give it some character. For now, it sits on my shelf as a proud representation of arguably the greatest transport ever produced. It wears the present overall AMC Gray camouflage used by USAF C-130 units.
- One-off
- Fantastic design, dramatic look
- An accessible dream
This exceptional body is the realization of the dream of a truly passionate collector. It was triggered off by the discovery of the photos of a convertible Bucciali TAV 30, exhibited in the 1931 and the 1932 editions of the Paris Motor Show, at the Grand Palais. He completely fell in love with this exceptional car. These rare photos were published in the excellent book by Christian Huet on Bucciali cars, published in 2004.
Before going any further, a little history is in order. This enigmatic brand bears the name of Paul-Albert Bucciali, who often managed to realize his wildest of dreams. In 1930, he designed a body that had all the elements of drama and seduction: long hood, lowered chassis, low-profile windows and very large wheels, like those of the Bugatti Royale. The original curve of the front fender hugged the wheel to extend horizontally back to the height of the chassis. The sides of the long hood were visually cleaned up to receive a large "arrow-like stork", like the one he had used on his fighter plane, a Spa 26, one of the six squadrons of these Storks from World War I. After preparing the drawings in the Bucciali workshop at Courbevoie, the "project" was entrusted to the famous coachbuilder Saoutchik. The body was built on the old chassis TAV 2 of 1928, which was stripped of all its mechanicals. This was a car specifically for the motor show, designed to find a buyer, who would then be able to finance the production of the new S chassis and the gearbox of the TAV 3. A buyer actually came through in 1931, but he wanted a sedan body and not a convertible! For this beautiful convertible, there was no buyer at all, so it was destroyed in 1934.
Realizing his dream became an obsession for the collector, who decided in 2010, to buy a complete Cord L29 FWD chassis. It was powered by an 4.9-liter in-line eight from Lycoming. The Bucciali brand still existed, so he got the authorization in 2012 to carry out a reproduction of the convertible TAV 30 of 1931, under certain conditions of maintaining quality, and the right to make just one example. The original document is part of the file that comes with the car.
The making of this ambitious project was entrusted to the Bonnefoy workshop, in Cher, which fabricated the frame members by extending and modifying the Cord chassis, by developing the suspension system and the steering linkages to fit the larger wheels that were specially made for this prototype. Though based on a wooden frame, the body is made of sheet steel, while the hood, doors and trunk lid are in aluminum. The owner, with the Bonnefoy workshop, customized the achievement, by changing the color of the bodywork and of the storks and adding a rear boot. Completed in 2013, the result was most impressive and car was specially exhibited at the Retromobile Salon of 2014, where the car starred. This outstanding achievement was the subject of a compliance certificate issued by the Bucciali brand and this certificate will be given to the buyer too.
Once a dream has been fulfilled, it usually fades away with time, giving way to another. This is the reason the current owner is putting his dream Bucciali-Cord on sale. Just four authentic Buccialis remain in the world today; therefore, this spectacular car is a very unique opportunity to acquire the only official copy which is both impressive and unrivaled.
Sale Retromobile 2016 by Artcurial Motorcars
5 Février 2016
Estimation € 500.000 - 700.000
Sold for € 596.000
Salon Retromobile 2016
Paris Expo - Porte de Versailles
Paris - France
Februari 2016
In 1960, the US Army came to the realization that it had no real scout helicopter: the OH-13 Sioux could operate effectively in the role, but it was aging and its slow speed made it vulnerable to ground fire. The O-1/L-19 Birddog was a good scout aircraft, but it did not have the mobility of a helicopter. With this in mind, the Army issued a requirement for a Light Observation Helicopter (LOH). The new helicopter needed reasonably high speed, good visibility from the cockpit, and be not too expensive. Bell, Hiller and Hughes all developed prototypes; in 1965, the Army chose Hughes' Model 369 as the OH-6A Cayuse, and placed an order for 1300 helicopters.
The Army was then presented with a problem. Hughes did not have a large factory, and was run by the mercurial and unpredictable Howard Hughes: there was a real concern that Hughes could not deliver the order. Moreover, the Army learned that Hughes had deliberately undercut Bell's and Hiller's bids to win the contract, and as such was taking massive losses on the OH-6. The Army then reopened the competition, and Bell's OH-58A Kiowa won this time: the Army would use both helicopters. As for Hughes, the company would later make up the losses by marketing the OH-6 as the Model 369 and later the Model 500.
The OH-6A entered service in 1966, and was sent to Vietnam soon thereafter. Though given the name Cayuse (as part of the US Army's tradition of naming helicopters after native tribes), this name never stuck: instead, the helicopter was nicknamed Loach, after the LOH project name and its buglike appearance. Loaches were quickly armed with field modification kits to carry machine guns, and were usually paired with the also newly-arrived AH-1 Cobra as a "Pink Team." The job of the Pink Team was to scout ahead of the UH-1 "slicks" carrying troops: the OH-6 would come over at low level to see if it drew ground fire. If it did, it would then call in the AH-1s to attack the enemy position and clear the landing zone. This hunter-killer team proved very effective, if dangerous to the OH-6 crews: of 1420 OH-6s built, 842 were shot down over Vietnam.
Because of the heavy losses over Vietnam, the scout role after the war was gradually taken over by the OH-58A, which was cheaper to buy and easier to maintain. OH-6s began to be passed on to Reserve and National Guard units, but got a new lease on life after 1980: the Army still needed a small helicopter that could land in places the OH-58 or UH-1 could not. The OH-6 was the only aircraft that fit the bill, and several dozen were seconded to Task Force 158 in preparation for an operation to free the American hostages in Tehran, Iran. The hostages were freed by the Iranians themselves in 1980, but the Army recognized the need for an elite force trained in night operations, and renamed the unit Task Force 160--known to its crews as the "Nightstalkers."
TF 160 proved its worth during Operation Prime Chance, the United States' undeclared naval and air war against Iran in 1988, and the OH-6s were redesignated MH-6 (for transport OH-6s) and AH-6 (for armed versions). Nicknamed "Little Birds" by their crews, TF 160 worked closely with the elite and secretive Delta Force, most notably in the Battle of Mogadishu in 1993, where they were the only gunships available to the beleaguered Army forces in the Somalian city. The standard OH-6 has been retired from Army units, but the MH-6 and AH-6 remain in service. The Cayuse also remains operational with Spain and Japan, though in both cases it is being replaced.
Built as 67-6381 in 1968, this OH-6A was sent directly to South Vietnam, where it served from 1969 to 1971, mainly with the 17th Cavalry Regiment at Di An. After the regiment was withdrawn from Southeast Asia, 67-6381 was relegated to an unknown Army National Guard unit, along with most of the Loach fleet. It was retired in the 1980s and donated to the English Field Air and Space Museum in Texas, but when that museum closed in 2007, 67-6381 was moved to the Pima Air and Space Museum.
67-6381 is displayed hanging from the ceiling in Pima's main hangar, appearing as it would have in 1970; the white triangle on the fuselage is a tactical marking, while the red tailfins identified an aircraft of the 17th Cavalry.
PRESS RELEASE Nº24/24th AU SUMMIT
24TH ORDINARY SESSION OF THE ASSEMBLY OF AFRICAN UNION HEADS OF STATE AND GOVERNMENT BEGINS IN ADDIS ABABA
Addis Ababa Ethiopia, 30 January 2015-The 24th summit of the Heads of State and Government of the African Union, which started in Addis Ababa today has heard from distinguished speakers of the progress and some of the challenges that Africa faces, as well as proposals for the way forward. The opening ceremony of the summit also saw the election of Zimbabwean President Robert Mugabe as the Union’s Chairperson for the year 2015.
Speaking at the opening ceremony of the 24th summit of the African Union today, Dr DlaminiZuma said Africa has no choice but to move forward and upwards. The continent, she said, has been climbing, “a step at a time, up the steep cliff towards peace, prosperity and the restoration of the dignity of its people”.
She projected that the present generation is the one that will eradicate poverty, disease and hunger. “We are the generation that shall manage diversity and silence the guns”, she added.
The Chairperson recalled that, at the 50th anniversary celebrations of the Organisation of African Unity in 2013, the continent’s resolve to be in charge of its destiny, informed its decision to develop Agenda 2063 “through a people-driven process for the realization of our vision for an integrated, people-centred, prosperous Africa at peace with itself”. The Agenda 2063 framework document will be presented for adoption by the Heads of State and Government today.
Agenda 2063 outlines the aspirations and the concrete programmes to steer the continent for the next fifty years: to diversify African economies and industrialise; to have a skills and entrepreneurial revolution, unleashing the creativity and energy of young people, and to effect an agricultural and agro-processing transformation, so that Africa can feed itself and contribute to feeding the world.
The summit of African Union Heads of State and Government is being held under the theme “Year of Women’s Empowerment and Development”. Various speakers at the summit’s opening ceremony expressed their commitment to mainstreaming women in all socio- economic activities, with Malawian President Mr PeterMutharika dedicating his entire statement to the topic. He outlined major successes achieved by his country, but also mentioned the challenges they face. However he gave his commitment that his government will continue to strive to achieve gender equality. United Nations Secretary General Mr Ban Ki Moon also expressed strong support for the AU’s annual theme: “Women must be at the center and front of all our lives”, he said.
Issues of peace and security dominated many of the presentations by the African and visiting Heads of State and Government. President of the State of Palestine and Chairperson of the Palestine Liberation Organisation Executive Committee Mr Mahmoud Abbas spoke of his government’s desire and the efforts being exerted to achieve a Palestinian state living side by side with the state of Israel.
Many of the leaders condemned terrorism in very strong terms, with then outgoing Chairperson of the African Union Mr Mohammed Ould Abdelaziz saying, “Terrorism remains a global scourge and fighting it requires cooperation at the international level.”AUC Chairperson Dr Dlamini Zuma also cautioned that Africa should be aware of the new global threats such as terrorism, insecurity and climate change. “Terrorism, in particular the brutality of Boko Haram against our people, the senseless killings, the destruction of property, the enslavement and sale of our people, our girls kidnapped and married, and the terrorization of villages, are a threat to our collective safety, security and development”.
The Ebola virus disease that affected mostly three countries in West Africa attracted a lot of attention at the meeting of the Heads of State and Government. AU Commission Chairperson Dr NkosazanaDlaminiZuma praised the work of the 835 African health workers who were deployed to Guinea, Liberia and Sierra Leone under the banner of the African Union Support to the Ebola Outbreak in West Africa (ASEOWA). She also extended her gratitude to the ASEOWA head of mission Dr Julius Oketta and the African private sector that is raising funds to keep the health workers on the ground until the affected countries are declared Ebola free. There are signs that, due to the work of the ASEOWA health workers among others, the Ebola crisis is now abating, with the incidents of infection and death from the disease vastly decreasing.
Tunisian President Mr Beji Caid Essebsi informed the summit that “the democratic process chosen by Tunisians is irreversible”. Tunisians, he said, had proven that the people of Africa can build the continent with their own hands. He also said Tunisia is proud of being African.
New Zambian President Mr Edgar Lungu thanked the African Union for supporting his country through the death of Mr Michael Satain October 2014 and the subsequent elections that ushered him into power. He thanked the Southern African Development Community, the AU and other organisations that sent in election monitors. Zambia, he said, has demonstrated that it is possible to have peaceful elections, and pledged that Zambia will actively participate in the affairs of the Union.
The late Zambian President meanwhile was honoured by his colleagues and other delegates by a one minute silence in his memory.
Outgoing Namibian President Mr HifikinyePohambawas given a chance to bid farewell to his colleagues at today’s opening ceremony of the Assembly.
New AU Chairperson Mr Robert Mugabe of Zimbabwe meanwhile accepted his position by saying "By electing me to preside over this august body, with full knowledge of the onerous responsibility that lies ahead, I humbly accept your collective decision". He urged Africa to take charge of its destiny and pledged to work for Africa’s development particularly through infrastructure development. He then proceeded to launch the theme of the year, i.e. “Women’s Empowerment and Development towards Agenda 2063”.
The meeting of African Heads of State and Government will conclude on Saturday 31st January with the adoption of decisions and declarations to guide the work of the African Union this year.
WZM/
For inquiries, contact:
Wynne Musabayana | Deputy Head of Division | Information and Communication Directorate | African Union Commission | Tel: (251) 11 551 77 00 | Fax: (251) 11 551 78 44 | E-mail: MusabayanaW@africa-union.org
For further information:
Directorate of Information and Communication | African Union Commission I E-mail: DIC@african-union.org I Web Site: www.au.int I Addis Ababa | Ethiopia
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23 MAY 13
I totally called it. I was talking about this just the other day, that I knew this client was going to cancel on me for the now 3rd time, but I had hope that for once, things would run smoothly and we’d finally get a chance to do this engagement photo shoot after all this time. Initially I was planning to go downtown yesterday to scope out some new spots to go with her theme, but I talked myself out of doing it because I just didn’t want to waste my time, money, energy on doing this if it wasn’t going to work out for Thursday, so I stayed home. Today was looking good. I confirmed in the morning via email, sent a back and fourth around midday, and it was looking like it was going to happen, and then just 2 hours before the shoot, I get an email, that she’s cancelling and is having to re-schedule. I AM NOT in a good mood after last weekend’s triple cancellations, 2 of which rescheduled, and one who never returned my final emails. So this was like the icing on the WTF cake. So I angrily punched in the numbers on my cell phone, steaming mad, just wanting to reschedule and hang up, when she answered the phone. It wasn’t her usual voice. It was slow, and tired, and upset. I said her name into the speaker, double checking on the caller ID, to make sure I’d dialed the right number, but it was her. Instantly, I felt bad. Have you ever had a moment where you were about to dog someone out and then you realized something terrible had happened, like their dog was run over by a car, or their car was broken into, or…I thought someone had died by the tone in her voice. Instantly my anger and frustrations just vanished.
At 3pm I’d made a last check of things in my four bags. The camera bag, the “bathroom” bag, the cooler, and the props bag. I’d made sure everything was there, charged, in tip top shape, and I had plans to go pick up a couple of balloons to add yet another element to the already full props bag. This was going to be my first dusk to night shoot so I was amped and nervous, but trying to remain as confident as ever. I know her, but I’ve only met her fiancé before once. That’s where the nerves came from. I was running through my checklist gnawing on a piece of the focaccia bread I’d made yesterday, when I decided to give it one last check. Sure enough, there was the email. We need to reschedule. I spoke to this voice, which seemed much too emotional for one simply answering the phone. What’s wrong I inquired hoping nothing terrible had happened to make her sound this way. Her voice perked up, but not in a happy way, in a way that had an edge to it, a hard edge. She answered the way I’d intended to when she picked up the phone, with my frustration and anger at the day.
An hour later, I no longer felt any of the earlier frustration. That had long ago been replaced with a kind of pity and an understanding. Long story short, in the wedding planning scheme, she’d learned the tough lessons that sometimes friends are not who they appear to be, and she’d learned for sure which family was there for her, and which weren’t, and even her fiancé had learned from his job that employers don’t always give you the whole truth. A lot had been raining down on her head from these three arena’s in her life and her support system was not a nice sturdy nylon bag. It was a net filled with many many holes. I offered her my help in anyway I could give it after hearing her story. There is a point where you know that someone is reaching their breaking point, and it sounded like she was rounding that corner. She more than apologized for cancelling, and knowing the whole back story for previous cancellations, made me understand what all was happening. I've known her for a while and she is a very real person, not one to make things up, or come crashing down, so we just talked, and talked for hours. She vented about life, I vented about life, and the next thing I know, its five hours later. I don't know who felt better after the conversation, me or her, but I think we both needed to release some things into the universe and I think we both left feeling like the burdens of life weren't all on our shoulders.
This whole situation has brought me to a certain realization and that is that I must go back to the days where I used to charge a sitting fee. A sitting fee is a fee you charge basically to reserve a time and date on your schedule so that the client(s) knows that you wont' schedule anybody else, their time is reserved, and you will honor the times listed. What it really does is ensure that if like me, you've put all this time and effort into scouting a location, or prepping for a shoot, or showing up and they cancel 20 minutes before a shoot, you are still guaranteed that sitting fee whether they show up or not. I used to do it, but I didn't really like the practice, but now---you know, hindsight is always there----I know why so many photographers use this. I could have booked someone else, I could have spent time and effort on someone that showed up. Like I said, now knowing her situation, I can't be mad or upset at her, and she is a friend of mine before being "just a client" in any case, but going forward, given the sheer amount of time/energy going into just the prep, the sitting fee is coming back or I may require 50% deposit, one of the two. I'm sure someone out there is groaning, and shaking their head furiously, like, you idiot, but fool me once...you know the rest.
In other news, I was clicking through my photo stream and I notice an inordinate amount of people have looked at my image of the sun in the puddle. I hadn't put the image in any groups, hadn't advertised in anywhere, so I had no clue what was going on, so I went to Explore via Fluidr, and searched through it to try and see if I'd made it to explore, I mean, there really couldn't be any explanation for it, other then that, but I couldn't find it. I searched and searched on the date I took it, the day after that, and by that time after going through nearly a thousand images, and not seeing it, I couldn't figure out what was going on. Turns out it made it to explore on the day I had posted it, not taken it (my mistake). As of now, an amazing 905 people have looked at the image in just one day. I find this to be really amazing because the image is somewhere near the end of the list for that day. I even thought, well, I guess that's the reason for so many views, but the images surrounding my own, don't have as many. You know what---this is now the 5th image that has made it to Explore. I don't get it. I really don't. I read up a while back on what images make it in, and one person said you know you have to put tags, and put it in popular groups, but not too many, or be a photographer with not that big of a rep, and all these things, but this was an image I certainly didn't post in any group or advertise with tags, or do anything aside from post it up and talk about a book I was reading that day which has gotten to be really interesting, and it makes it in. Of course I love the image and was amazed even as I took it, but so too do I love a lot of stuff I do, but it never makes it in. I'm happy I made it to Explore. It's like the Paparazzi spotting you and taking your picture for 10 minutes and then they're gone like you never existed.
Image: My mammoth sunflowers are on their way up to the sky, soon to be 12 feet. From growing the 6 foot variety, I know that these things are so weak at the stage. They fall over, they don't stand straight, the wind and any drops of water knock them over, so I put down the bottle tops of some empty plastics. I use these as tiny green houses when the plants are younger then this and remove them when thy get too tall. They also serve to keep squirrels from walking through and digging up their roots to bury their pecans.
Dress: Jomo - Chinese Court Costume (free from lucky board)
Hairdo: Tableau Vivant - Gloster
Skin: Belleza - Aiko in pale
In the early 1950s, air forces around the world came to the realization that it made little sense to train pilots on older piston-engined trainers, then expect them to go from those aircraft to high-performance jets without a high accident rate. Most nations with an aviation industry then embarked on designing jet trainers and a training syllabus entirely with jets.
For the Soviet Union, it would not only need a jet trainer, it would need thousands of them, to equip not only its own air force, but those of the Warsaw Pact and client states. The Khrushchev regime learned that two of the Pact nations were working on their own trainers--Aero of Czechoslovakia was designing the L-29 Delfin (Dolphin), while PZL of Poland was working on the TS-11 Iskra (Spark). Surprisingly for the Soviet Union, it issued a requirement for the jet trainer and opened it up to a competition between the two aircraft.
Aero's L-29 was designed to be everything a trainer should be: easy to fly, easy to maintain, forgiving of mistakes, and capable of simple aerobatics. As Soviet doctrine called for aircraft capable of operating from austere airstrips, the L-29 was given a strengthened landing gear, and for either weapons training or in emergencies, could be equipped with four underwing hardpoints for bombs, rockets or gunpods. It was not particularly fast and considered underpowered, but that was less important in a trainer.
The L-29 would first fly in 1959, and went up against the TS-11 in 1961. To the surprise of many, considering the TS-11 was faster, the L-29 was declared the winner. Suspecting politics and wishing to keep some independence, the Polish Air Force would never use the Delfin, and would make the Iskra its primary jet trainer. For the rest of the Warsaw Pact and the Soviet Union, the L-29 would go into production. NATO would give it the reporting name of Maya.
Some 27 nations would eventually fly L-29s, as trainers, but occasionally in combat as well: Egyptian L-29s were pressed into service during the 1973 Yom Kippur (October) War as ground attack aircraft, and they were also used in the Biafran War of 1967-1970 and the First Nagorno-Karabakh War of 1988-1994 between Azerbaijan and Armenia. In these cases, the Delfin did not do well, but it was never intended to fight against modern air defenses. Saddam Hussein reportedly converted a number of his L-29s to drones, intended to carry poison gas towards Coalition forces in 2003, though they never flew.
While the L-29 was adequate, as aircraft got faster and more manueverable, the Delfin was becoming obsolete. In response, Aero designed the L-39 Albatros, a more advanced trainer, and L-29 production ended in 1974 after 3665 had been produced. Though most L-29 users replaced it with the L-39, some continued with the Delfin, and Angola and Georgia would use it as late as 2016. After the end of the Cold War, many Delfins became available on the open market, and while not as common as its Western equivalent--the T-33 Shooting Star--or its successor the L-39, L-29s are found in small numbers in the warbird community, and a few have raced in the Reno Air Races.
This L-29 is a former Bulgarian Air Force example, delivered in 1968; it probably flew with the Georgi Benkovski Training Base at Dolna Mitropoliya Air Base. Disposed of as surplus in 2001, Bort 53 became N443KT when it was bought by an American warbird collector. It has since gone through a few owners, but when I saw it in June 2023, it was at the Santa Maria Museum of Flight, where it may be on permanent display. The markings have begun to fade, but in theory N443KT is still flyable.
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.
The RAF began buying C-130s in the early 1970s to replace a plethora of heavy transports, such as the Armstrong-Whitworth Argosy and Bristol Beverley. Though designated C-130K by Lockheed, the RAF called them Hercules C.1. The RAF was among the first to order the stretched L-100-30 as the Hercules C.3, though these were also referred to as C-130Ks.
XV218, shown here, was a standard (non-stretched) Hercules C.1; it is somewhat anonymous, but was probably assigned to 47 Squadron at RAF Lyneham, UK. It arrived at Sembach AB, West Germany, at the 1980 airshow to provide mission support for the Red Arrows. XV218 shows off standard RAF camouflage of dark gray and dark green at the time, with light gray undersides.
XV218 later received an air refueling probe and served in the Falklands War of 1982. It was retired in favor of the Hercules C.4 (C-130J) sometime around 2005, and was later scrapped.
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.
When one of the members of the local game club passed away in 2010, he left behind a fairly large collection of GHQ Miniatures, meant for tabletop wargaming. His collection was mostly unpainted, so I got permission to go ahead and finish them. This Tornado IDS is painted as a German Marineflieger Tornado, optimized for the antiship role: two AS.34 Komoran antiship missiles are carried beneath the wings, along with two ECM pods (I think; at this scale, it's hard to tell). No markings were included, since these minis were long out of the box, so I handpainted some German markings. This is the 1990s-era Marineflieger camouflage, with wraparound two shades of dark gray.
It turned out well enough, considering the tiny scale: the GHQ aircraft are made in 1/285 scale so that they're the same size as the company's vehicles.
Little Lion Man
Came to the realization tonight that I am really bad at pool. Didn't win one game, and the one I came closest on I sank the 8-ball in the wrong pocket. Je joue terrible.
Realized I'v never taken the opportunity to introduce myself. My name is Constantine. I'm a photography, currently going for a journalism degree. That may change.
Royal Constantine's Tumblr - Usually a brain dump, various ideas and links to stuff I like.
Royal Constantin's Twitter - Dumb jokes, iPhone pictures, general dumbness.
Monster's Are Everywhere - Criminally neglected blog. I'll get to it, I swear.
Constantine Human on DeviantArt - Pretty much the same photos as this. Very dull.
So that's me. Come, join me, we can chat. I also have Buzz, you can reach me on Gmail with soulbain AT gmail DOT com. I really hope spam crawlers haven't figured out that secret code yet.
I'd like to learn about you. You're the most interesting person I haven't met yet.
STROBIST: One Interfit EX150 through softbox placed slightly to my right, one Interfit EX150 BARE right behind me. Triggered by hotshoe cable.
... I was sitting on my back porch, observing that holiest of rituals ... Saturday morning. For me all is well on a Saturday morning if I can start it sitting on my back porch looking over a cup of coffee at my flowers, tomato and basil plants, occasionally observing the blue sky through the green cover of the now full-leaved oaks and poplars that line the back boundary behind my apartment. Distracted only occasionally as a squirrel chides a cat from the neighboring yard, tail twitching in time like a rodent-metronome. From the stereo in the living room NPR provides the background entertainment.
It was a week after my latest experience with the Ukranian couple selling flowers by the Thai restaurant. Maybe they are Romanian, I’m sure Romanian passports would surely enable them to buy those heavy black shoes.
This particular Saturday morning I scanned the back boundary of my apartment-kingdom and my eyes fell upon “the soil.” Sure I had soil! It was the last of a bag of “Sta-Green Premium Container Mix with Fertilizer.” I dumped it into a plastic hanging basket left from something I had planted last year. I the followed the old couples directions to a “t”. After placing the soil into the container I dove my index finger into the dirt up to my knuckles. Then I carefully separated the small seedlings (why aren’t they called plant-lings?) And carefully inserted them filling in around them with the nutrient enhanced loam. Yeah, they were a little closer than he had instructed but I knew I would re-pot them into other containers after they grew a bit. Then following her sing-song instruction “plant-today ... water tomorrow” well ... ok ...truth is I forgot them for a day. And I almost panicked when I realized I had actually neglected to water the gift of “a miracle.” My heart sank and I actually worried that if they indeed held some magic power it had wilted overnight right there in my $1.99 plastic hanging basket, like so many neglected plants at a chain hardware store. So I loving watered them trusting that they would indeed recover, since they were after all magic plants of hearty Ukrainian stock ....
I was thinking about none of this mind you at the time my eyes fell upon the white 10" basket of about six plant-lings of 3 to 8 inches in height. My mind was in its Saturday morning place ... coffee, trees, sky, NPR ... suddenly I could not help but laugh out loud, fortunately without a mouthful of coffee because it surely would have sprayed everything within 4 feet of where I sat. As my gaze fixed momentarily on this basket I recognized the plant right away ... “it is a marigold...”