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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.
by Srila Bhaktivedanta Narayana Maharaja
Italy-June-22-001.jpg - 43601 BytesVerbania, Italy: June 25, 2004
In his commentary to his own book, Sri Brhad-bhagavatamrta, Srila Sanatana Gosvami quotes the following verses:
athaitat paramam guhyam
srnvato yadu-nandana
su-gopyam api vaksyami
tvam me bhrtyah suhrt sakha
["My dear Uddhava, O beloved of the Yadu dynasty, because you are My servant, well-wisher and friend, I shall now speak to you the most confidential knowledge. Please hear as I explain these great mysteries to you.I am telling you the most hidden knowledge."
(Srimad-bhagavatam 11.11.49)]
sri-bhagavan uvaca
na rodhayati mam yogo
na sankhyam dharma eva ca
na svadhyayas tapas tyago
nesta-purtam na daksina
vratani yajnas chandamsi
tirthani niyama yamah
yathavarundhe sat-sangah
sarva-sangapaho hi mam
(Srimad-bhagavatam 11.12.1-2)]
In the 11th Canto of Srimad-Bhagavatam, Lord Krsna tells Uddhava, "O My dear Uddhava, you are very near and dear to Me. You are My friend, commander-in-chief and advisor, and we have so many other relationships as well. I am therefore going to reveal to you the most important and hidden knowledge."
"O friend, the association of My most elevated devotees cuts to pieces all desires for worldly sense gratification. That high-class mahat-sanga, association of pure devotees, can control Me. On the other hand, philosophical analysis, piety, yoga, chanting the Vedas, accepting the renounced order of life, performing severe austerities, giving in charity, non-violence, following instructions for discipline in the practice of yoga, taking vows, visiting and bathing in holy places chanting confidential mantras cannot do so."
You should also think like this. These activities cannot help you anywhere near as much as mahat-sanga can help. Mahat-sanga is the most favorable activity for advancement in devotion to the Lord. Controlling the mind and senses - along with mahat-sanga it is ok, otherwise not. If anyone has taken sannyasa but has no devotion or strong faith in the self-realized guru, the above-mentioned pious activities are all performed in vain. External activities alone cannot help you.
Performing Vedic fire sacrifices and developing gardens, children's schools and areas for cow protection also cannot help you. Daksina (bringing money to Gurudeva.) alone will not help. You will have to serve internally, in pure devotee association, so that pure bhakti will come to you. In that association you will learn how to control Krsna in no time.
Otherwise, fasting on the holy day of Ekadasi, worshiping demigods and even Deities of the Lord, chanting brahma-gayatri and other mantras, and taking bath in Ganga alone will not help you. Lord Krsna has also mentioned always telling the truth, not stealing, and being detached from the world. They will also not help you. They will control and attract you. Without mahat-sanga, even observing the Ekadasi fast will be like reward-seeking activity. You will thus be controlled, bound by the subsequent material pious results.
Mahat-sanga must be included in these activities in order for them to be beneficial to you. If you neglect mahat-sanga and you also neglect asat-sanga (association of materialists), even this will not be favorable. If one neglects asat-sanga and at the same time neglects sat-sanga, this is not only of no use, but it is dangerous. This is because one will again be attracted by asat-sanga. In fact, that person is still in asat-sanga, the association of his own polluted mind and heart.
Asancaya means not to collect anything, and Srila Raghunatha dasa Gosvami is an example of a devotee who did not collect material paraphernalia. If asancayah is done for bhakti or is a result of bhakti, and if it is done in mahat-sanga, then it is okay. Otherwise it is nothing. It is not okay. To collect paraphernalia is sancayah. Asancayah is good in connection with bhakti. Then it is favorable. If it is not for bhakti, it is not favorable. Brahmacarya (celibacy) will also not be favorable.
Mauna is the practice of silence. To be silent among worldly persons is somewhat good, but don't be silent in the assembly of Gurudeva and Vaisnavas. Chant Hare Krsna, ask those pure devotees questions with honor, and try to hear their harikatha. If you are always speaking hari-katha, this is real mauna.
Mahat-sanga will control you and cut all bad worldly attachments. Lord Krsna will come to you and you will be able to attain krsna-bhakti - krsna-prema.
Our acaryas have expressed their desire for pure bhakti in their prayers. They prefer pure bhakti over going to Vaikuntha.
pasu-paksi ho'ye thaki swarge va niroye
tava bhakti rahu bhaktivinoda-hrdoye
[Be my life in heaven or in hell, be it as a bird or a beast, may devotion to You always remain within the heart of Bhaktivinoda.
(Sri Siksastaka, Song 4)]
Our acaryas want bhakti and mahat-sanga. For them, without mahat-sanga there is no need of heaven or even the spiritual world of Vaikuntha. Suppose one person is hearing hari-katha in bona-fide mahat-sanga, and another person is in Vrndavana with the monkeys, taking bath in the Yamuna and performing parikrama of Govardhana - but is not in mahat sanga. Who is better? The person in mahat-sanga is better. A kanistha-adhikari, a neophyte devotee, cannot understand this fact, but Sri Krsna Himself confirms it.
mad-bhakta yatra gayanti tatra tisthami narada:
"O Narada, I am present wherever My devotees are chanting."
(Padma Purana)
It is for this reason that Krsna is saying, "Life is only successful in the association of the mahat-purusa. It is only successful in mahat-sanga." What more can I tell about this subject? What to speak of having their association, even to hear the glorification of this kind of mahatma gives the fruit of bhakti.
Vidura has said:
srutasya pumsam sucira-sramasya nanv anjasa suribhir idito 'rthah tat-tad-gunanusravanam mukunda- padaravindam hrdayesu yesam
["Persons who hear from a spiritual master with great labor and for a long time must hear from the mouths of pure devotees about the character and activities of pure devotees. Pure devotees always think within their hearts of the lotus feet of the Personality of Godhead, who awards His devotees liberation."
(Srimad-bhagavatam 3.13.4)]
Scholars of the Spiritual science have established this tattva. We must hear sastra, but in mahat-sanga; not here and there. Krsna takes rest in the heart of His devotees. He is always present in their hearts' glorification of Him; so go to these persons. By their association you will attain devotion to Lord Krsna and your life will be successful.
Dhruva Maharaja prayed, "O Prabhu, to meditate on Your lotus feet and to hear Your sweet pastimes, a rasika-bhakta attains so much happiness."
sa vai pumsam paro dharmo
yato bhaktir adhoksaje
ahaituky apratihata
yayatma suprasidati
["The supreme occupation [dharma] for all humanity is that by which men can attain to loving devotional service unto the transcendent Lord. Such devotional service must be unmotivated and uninterrupted to completely satisfy the self."
(Srimad-bhagavatam 1.2.60)]
That happiness cannot be achieved by brahman realization (realization of the impersonal aspect of Krsna.) What more can I say on this subject? The life of the heavenly demigods is finished after some time. Kala (personified Time) cuts off their heads and they come to this world again. However, those who are always serving in high-class association will not fall down; they will not die. In this verse, beginning "Srutasya pumsam sucira-sramasya",Sri Vidura refers to "bhagavat bhakta-sanga" and "tad-bhakta-sanga." One is the mahat (self-realized pure devotee), and one is mahat-sangi sanga, the self-realized associates of that mahat. The second is better. Do you understand?
For example, Sri Caitanaya Mahaprabhu is mahat-sanga and Srila Rupa Gosvami is mahat-sangi sanga. The association of Sriman Mahaprabhu's associate is superior, because that associate, His pure devotee, can better give you what Mahaprabhu came to give; the most elevated service to Him.
In his commentary, Srila Sanatana Gosvami quoted verses from scriptures like Sri Brahma-samhita, from so many Puranas, from the Upanisads and Srutis, and especially from Srimad-bhagavatam. He proved that pure devotee association is the root of all bhakti. By this, Lord Krsna can be controlled forever.
The root mahat-sanga is Gurudeva - if he is really a qualified and bona-fide Guru.
All the verses quoted by Srila Sanatana Gosvami in this regard are called rasayana (the most pleasing elixir, the reservoir of transcendental mellows), and at the end of his commentary on Sri Brhat-bhagavatamrta, he gives fully thickened rasayana. He quotes the words of Srila Sukadeva Gosvami:
jayati jana-nivaso devaki-janma-vado
yadu-vara-parisat svair dorbhir asyann adharmam
sthira-cara-vrjina-ghnah su-smita-sri-mukhena
vraja-pura-vanitanam vardhayan kama-devam
["Lord Sri Krsna is He who is known as jana-nivasa, the ultimate resort of all living entities, and who is also known as Devakinandana or Yasoda-nandana, the son of Devaki or Yasoda. He is the guide of the Yadu dynasty, and with His mighty arms He kills everything inauspicious as well as every man who is impious. By His presence He destroys all things inauspicious for all living entities, moving and inert. His blissful smiling face always increases the lusty desires of the gopis of Vrndavana. May He be all-glorious and happy!"
(Srimad-bhagavatam 10.90.48)]
Editorial advisors: Sripad Madhava Maharaja and Sripad Brajanatha dasa
Transcriber: Vasanti dasi
Typist: Anita dasi
Editor: Syamarani dasi
HTML: Bhutabhavana dasa
"The German concentration camp in Lublin, popularly called Majdanek, was initiated by Heinrich Himmler’s decision. Visiting Lublin in July 1941, Himmler entrusted Lublin district SS and police commander, Odilo Globocnik, with building a camp “for 25-50,000 inmates who would be used to work in SS and police workshops and at construction sites”. The camp was going to be the source of a free workforce for the realization of the plans to build a German empire in the east.
Initial plans concerning the size of the camp were modified a couple of times, with the area of the camp and the planned number of prisoners being enlarged each time. The so-called “general plan” to build Majdanek was authorized on 23rd March 1942 and was intended to establish a camp to hold 150,000 inmates and prisoners of war. Thereby Majdanek was to have become the largest camp in occupied Europe. However, economic difficulties and failures on the eastern front prevented full realization of these plans.
The camp, built from autumn 1941, was initially called Kriegsgefangenenlager der Waffen SS Lublin – a camp for prisoners of war, and in February 1943 was renamed Konzentrationslager Lublin – a concentration camp. The official functions of a POW camp and concentration camp did not exhaust the tasks allocated to Majdanek by the German authorities. Konzentrationslager Lublin was also a link in the realization of the “Final Solution of the Jewish Qestion". In addition it was used as a penal and transit camp for the Polish rural population.
The camp, situated in the south east suburbs of Lublin on the road to Zamość and Lwów, occupied an area of 270 ha. It consisted of three sectors: the SS segment, the administration section and the prisoner area (Schutzhaftlager), which was made up of five so-called “fields” with wooden barracks as the accommodation for inmates.
Prisoners came from nearly 30 countries. Polish citizens dominated (mainly Poles and Jews) but there were also prisoners from the Soviet Union and the Czech Republic (Jews). Apart from Poles and Jews, the Russians, Byelorussians, and Ukrainians constituted the largest groups of inmates. Representatives of other nationalities made up a small percentage of the general number of inmates ( French and Germans among others).
Among an estimated 150,000 prisoners who entered Majdanek, 80,000 people, including 60,000 Jews, were killed according to the most recent research.
The tragic history of the Lublin concentration camp came to an end on 23rd July 1944 after the Red Army entered the city. Soon, a Soviet NKWD camp was organized for members of the Polish Secret State on the grounds of Majdanek. Germans soldiers were also imprisoned for some time in the barracks of the former camp."
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.
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
...somewhere along the line i've turned into my grandpa. How did this occur? i'm not ready to grow up yet...
- 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.
This picture was taken about 2 years ago!
It's so crazy too, cause I remember exactly what was going
on in my life at that time!!!
It really makes me realize how thankful
I am to have the certain ppl I have in my life now!!
"The Networks propose the self-evolution of new musics. Their premise is a form of music-making which remains now only in societies untouched by modern civilization.
Rather than something to be listened to, music in these cultures is an activity open to the public at large – a dialogue with sound rather than a performance. I believe this to be the original impulse for music in mankind." -Max Neuhaus
The Networks of Max Neuhaus are both a tremendous experiment in new sound – and an early example of Network Art.
Max Neuhaus: "It grew out of an interest of mine in the potential of music-making with the lay public over networks. The first realization in this direction was Public Supply in 1966. … Over the next decade, I gradually developed this concept with other realizations and finally in 1977 realized Radio Net, a two-hour nationwide radio event where ten thousand people played a cross-country instrument with their voices. … In 2000 I realized that I could do it on the web…."
"Auracle is a networked sound instrument, controlled by the voice. It is played and heard over the Internet. Anyone can use it by simply launching it in their web browser at www.auracle.org and creating sounds unaccompanied or with other participants in real time.."
An exhibition of these Networks, featuring the online tool Auracle, will be on display during the month of December at the Art Gallery of Knoxville. The Networks (or broadcast works) are systems, "virtual architectures," which act as a forum open to anyone for the evolution of new musics. Auracle, the most recent Neuhaus network, is an online tool available at Auracle.org - visitors to the Auracle website may experience the artwork 24 hours a day, seven days a week. During the month of December Auracle will become an active sound, broadcast through the Art Gallery of Knoxville space.
For Additional Information: www.max-neuhaus.info
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.
Unfortunately, I can find no information about this OH-6A Cayuse on display at the Minter Field Air Museum in Shafter, California. When we visited, the museum was closed due to coronavirus restrictions, but I was able to get a picture of 69-1153 over the fence. From the museum's Facebook page, the helicopter is in excellent shape, and may still be flyable. It is on a trailer because it is often taken around the Bakersfield area to promote the museum. 69-1153 may be a Vietnam veteran; it is painted in the markings of a Loach assigned to Southeast Asia.
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.
"Faith is the realization of what is hoped for and evidence of things not seen." Hebrews 11:1 (Catholic Bible verson).
When I see this moment of hands reaching out to God in prayer, in community, it illustrates to me the outword expression of the inner faith of a community of prayers, in belief of what is hoped for.
Said another way, sometimes, when we don't have answers or can't provide a soulution, praying to God and trusting Him in faith has proven to do what we can not. In His time and not in ours.
God wants us to depend on Him, and Loves us to the point to provide us the freedom to make that decision.
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.